Serial No.

( Specification No.

Waukesha® M

YHp
12 Cylinder G/GSI/GL
Repair & Overhaul Manual
First Edition

This document contains proprietary and trade secret information and

is given to the receiver in confidence. The receiver by reception and
retention of the document accepts the document In confidence and
agrees that, except as with the prior expressed written permission of
Waukesha Engine, Dresser, Inc., itwill; (1) notusethedocumentorany
copy thereof or the confidential or trade secret information
therein; (2) not copy or reproduce the document in whole, or in part
without the prior written approval of Waukesha Engine, Dresser, Inc.;
and (3) not disclose to others either the document orthe confidential or
trade secret information contained therein.
All sales and information herein supplied subject to Standard Terms of
Sale, including limitation of liability.

WAUKESHA®, DRESSER®, and WKI® are registered trademarks of

Dresser, Inc. VHPT" and DRESSER logo are trademarks of Dresser,
Inc. All other trademarks, service marks, logos, slogans, and trade
names (collectively "marks~) are the properties of their respective
owners. Dresser, Inc. disclaims any proprietary interest in these marks
owned by others.

m#9"*~
Waukesha
FORM 6248 -- Printed 4/06
Waukesha Engine
) Dresser, Inc.
Waukesha, Wisconsin 53188
Printed in U.S.A. 1/2004
© Copyright 1995, Dresser, Inc. All rights reserved.
)

)

Warranty
List Of Illustrations
List Of Tables
How To Use This Manual
CHAPTER 1 - SAFETY AND
GENERAL
Section 1.00 - Warning Tags & Decal
Locations
Warning Tags And Decal Locations .......... t .00-1
Section 1.05 - Safety
Safety Introduction ......................... 1.05 - 1
Safety Tags And Decals ..................... 1.05 - 1
Equipment Repair And Service ............... 1.05 - 1
Acids ..................................... 1.05 - 2
Batteries .................................. 1 .05 - 2
Body Protection ............................ 1.05 - 2
Chemicals ................................. 1.05 - 2
General ............................. 1.05
Cleaning Solvents .................... 1.05
Liquid Nitrogen/Dry Ice ................ 1.05
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1.05
Heated Or Frozen .................... 1.05 - 2
Interference Fit ....................... 1.05 - 2
Cooling System ............................ 1.05 - 2
Electrical ............ . . . . . . . . . . . . . . . . . . . . .. 1.05 - 3
General ....... . . . . . . . . . . . . . .. . . . . . .. 1.05 - 3
Ignition .............................. 1.05 - 3
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1.05 - 3
Fire Protection ............................. 1.05 - 3
Fuels ..................................... 1.05 - 3
General ............................. 1.05
Gaseous ............................ 1.05
Liquid ............................... 1.05
Intoxicants And Narcotics .................... 1.05
Pressurized Fluids/Gas/Air ................... 1.05 - 4
Protective Guards .......................... 1.05 - 4
Sodium Cooled Valve ....................... 1.05 - 4
Springs ................................... 1.05 - 4
Tools ..................................... 1.05 - 4
Electrical ............................ 1 .05 - 4
Hydraulic ............................ 1.05 - 4
Pneumatic ........................... 1.05 - 4
Form 6248 First Edition
CONTENTS
Welding ................................... 1.05 - 5
General ............................. 1.05 - 5
On Engine ........................... 1.05 - 5
Weight .................................... 1.05 - 5
Section 1.10 - Rigging And Lifting
Engines
Engine Rigging And Lifting . . . . . . . . . . . . . . . . . . 1.10 - 1
Location Of The Lifting Eyes ................ 1.1 0 - 1
Correct Method Of Rigging And
Lifting Engine ........................ 1.1 0 - 1
Section 1.15 - General Information
Section Main Points: ....................... 1 .15 - 1
Overhaul/Repair Process ................... 1 .15 - 1
Preventing Engine Damage ................. 1 .15 - 1
Handling And Shipping ..................... 1 .15 - 1
Engine Removal ........................... 1 .15 - 2
Serial Number And Engine Nameplate ........ 1.15 - 3
Engine Identification Views .................. 1 .15 - 4
Right Side View ........................... 1.15 - 4
Left Side View ............................. 1.15-5
RearView ................................ 1.15-6
- 2
Basic Engine Description ................... 1 .15 - 7
- 2
- 2 Service Tools List .......................... 1.15 - 8
- 2 Engine Standards ......................... 1 .15 - 10
Component Weights ...................... 1.15 - 10
Clearances .............................. 1.15 - 11
Torque Specifications ..................... 1.15 - 12
General Torquing Sequence Procedure ...... 1.15 - 12
Thread Lubrication For Torque
Fasteners .......................... 1.15 - 12
Critical Engine Torque Values .............. 1.15 - 13
Cylinder Head Torquing Procedure .......... 1.15 - 14
- 3
- 3 Connecting Rod Capscrew Torquing
- 3 Procedure (P/N Series 205407 And
- 4 205507) ............................ 1.15 - 14
Main Bearing Cap Torquing Procedure ....... 1.15 - 15
General Torque Recommendations .......... 1.15 - 16
English/Metric Conversions ................ 1 .15 - 17
Index Of Sealants. Adhesives And Lubricants 1.15 - 18
Split Ring Washer Usability Criteria .......... 1 .15 - 19
iii
CONTENTS
Section 1.20 - Specifications
SpecHications ............................. 1.20 - 1
Gear Tooth Wear - General ................. 1.20 - 1
Timing Gears .............................. 1.20 - 1
Engine Timing Data ....................... 1.20 - 29
CHAPTER 2 - ENGINE TEAR DOWN
Section 2.00 - Cylinder Head Removal
Cylinder Head Removal .................... 2.00 - 1
Section 2.05 - Crankcase Removal
Piston/Connecting Rod Removal ............. 2.05 - 1
Cylinder Sleeve Removal ................... 2.05 - 4
Vibration Damper Removal .................. 2.05 - 5
Front Gear Cover Removal .................. 2.05 - 7
Magneto Drive Gear Removal ............... 2.05 - 9
Idler Gear Removal ....................... 2.05 - 10
Gamshaft Gear Removal ................... 2.05 - 10
Front Gear Housing Removal ............... 2.05 - 11
Rocker Arm Oil Header Removal ............ 2.05 - 12
Valve LHter Housing Removal .............. 2.05 - 13
Camshaft Removal ........................ 2.05 - 15
Barring Device Removal ................... 2.05 - 16
Flywheel Removal ........................ 2.05 - 16
Oil Pickup Screen Removal ................ 2.05 - 18
Oil Pan Removal .......................... 2.05 - 19
Crankshaft Removal ...................... 2.05 - 20
Crankcase ............................... 2.05 - 24
Crankshaft No.1 Main Bearing Removal In
Field Conditions ........................ 2.05 - 24
Crankshaft No. 1 Main Bearing Installation In
Field Conditions ........................ 2.05 - 27
Crankshaft Main Bearings Removal In Field
Cond~ions ............................ 2.05 - 29
Crankshaft Main Bearings Installation In Field
Cond~ions ............................ 2.05 - 30
Camshaft Bearing Removal In Field
Conditions ............................ 2.05 - 31
Camshaft Bearing Installation In Field
Conditions ............................ 2.05 - 32
Iv
CHAPTER 3 - ENGINE INSPECTION
)
AND OVERHAUL
Section 3.00 - Cylinder Head
Disassembly
Cylinder Head Disassembly ................. 3.00 - 1
Rocker Arms .............................. 3.00 - 1
Intake And Exhaust Valves .................. 3.00 - 8
Valve Seat Insert And Valve Guide
Removal ............................ 3.00 - 9
Cylinder Head Cleaning And Inspection ...... 3.00 - 10
Cylinder Head Casting Pressure Testing ..... 3.00 - 12
Cylinder Head Casting Magnaflux@ .......... 3.00 - 13
Cylinder Head Lower Deck Recondition ...... 3.00 - 14
Valve Failure Analysis ......•.............. 3.00 - 14
Cylinder Head Assembly ....•.............. 3.00 - 19
Valve Guide Installation .................... 3.00 - 19
Cylinder Head Casting Plug Installation ...... 3.00 - 20
Valve Seat Insert Installation ............... 3.00 - 20
Valve Seat Grinding ....................... 3.00 - 21
Valve Seat Lapping ....................... 3.00 - 22 )
Intake And Exhaust Valve Installation ........ 3.00 - 23
Section 3.05 - Crankcase Disassembly
Crankcase ................................ 3.05 - 1
Crankcase Cleaning And Inspection .......... 3.05 - 1
Lower Sleeve Bore And Sleeve
Projection Inspection . . . . . . . . . . . . . . . . . . 3.05 - 3
Crankcase Lower Bore Restoration .......... 3.05 - 3
Main Bearing Bore Cleaning And
Inspection ........................... 3.05 - 5
Main Bearing Running Clearance ............ 3.05 - 6
Camshaft Bearing Bore Inspection ........... 3.05 - 9
Crankshaft ................................ 3.05 - 9
Crankshaft Cleaning And Inspection .......... 3.05 - 9
Crankshaft Journal Repair ..•.............. 3.05 - 11
Crankshaft Polishing .......•.............. 3.05 - 11
Crankshaft Repair ........................ 3.05 - 11
Crankshaft Counterweight Retorque ......... 3.05 - 12
Camshaft ................................ 3.05 - 14
Camshaft Cleaning And Inspection .......... 3.05 - 14
)
Form 6248 First Ednion
 CONTENTS

Valve Lifters .............................. 3.05 - 15 Lower Valve Lifter Housing Cover

Installation ........................... 4.00 - 5
Roller Type Lifters ........................ 3.05 - 15
Valve Lifter Housing Gasket
Hydraulic Lifters .......................... 3.05 - 16
Installation ........................... 4.00 - 6
Piston ................................... 3.05 - 17
Camshaft And Bearing Installation ........... 4.00 - 6
Piston Disassembly ....................... 3.05 - 17
Gear Housing Installation .................. 4.00 - 10
Piston Cleaning And Inspection ............. 3.05 - 18
Camshaft End Play Measurement ........... 4.00 - 11
Piston Ring Inspection ..................... 3.05 - 23
Cam Gear Installation ..................... 4.00 - 12
Piston Ring Assembly ..................... 3.05 - 27
Valve Lifter Housing Installation ............. 4.00 - 13
8-1/2 Inch Bore G/GSI/GL (4 Ring Piston) .... 3.05 - 27
Rocker Arm Oil Header Installation .......... 4.00 - 18
9-3/8 Inch Bore G/GSI (4 Ring Piston) ....... 3.05 - 29
Rear Oil Seal Retainer Installation .......... 4.00 - 18
Previous Production 9-3/8 Inch Bore GL
Main Bearing Installation ................... 4.00 - 20
(4 Ring Piston) ...................... 3.05 - 30
Crankshaft Installation ..................... 4.00 - 22
Current Production 9-3/8 Inch Bore GL
(3 Ring Piston) ...................... 3.05 - 31 Rear Oil Seal Retainer
(Lower Half) Installation .............. 4.00 - 25
Piston Pin Cleaning And Inspection ......... 3.05 - 32
Main Bearing Caps Installation ............. 4.00 - 26
Connecting Rod .......................... 3.05 - 33
Crankshaft End Play Measurement .......... 4.00 - 26
Connecting Rod Disassembly .............. 3.05 - 33
Outside Crankshaft Thrust Ring
Connecting Rod Cleaning And Inspection .... 3.05 - 35
Installation .......................... 4.00 - 28
Connecting Rod Assembly ................. 3.05 - 38
Crankshaft Gear Installation ..•............. 4.00 - 30
Connecting Rod Bearing Running
Oil Pump Idler Gear ....................... 4.00 - 31
Clearance .......................... 3.05 - 40
Camshaft Idler Gear Installation ............ 4.00 - 32
Connecting Rod Bearing Running
Clearance Measurement Accessory Idler Gear Installation ............ 4.00 - 35
With Plastigage® .................... 3.05 - 42
Gear Backlash Measurement ............... 4.00 - 36
Cylinder Sleeve .......................... 3.05 - 42
Magneto Drive Assembly Installation ........ 4.00 - 37
Cylinder Sleeve Disassembly ............... 3.05 - 42
Magneto Drive Gear Installation ............ 4.00 - 39
Cylinder Sleeve Cleaning And Inspection .... 3.05 - 43
Cylinder Sleeve Installation ................ 4.00 - 41
Cylinder Sleeve Deglazing ................. 3.05 - 47
Piston And Connecting Rod Installation ...... 4.00 - 42
Flywheel ................................. 3.05 - 48
Oil Pan .................................. 4.00 - 46
Ring Gear Removal ....................... 3.05 - 48
Crankcase Installation ..................... 4.00 - 49
Ring Gear Installation ..................... 3.05 - 48
Front Flywheel Housing Installation ......... 4.00 - 50
Timing Tape Installation .................... 4.00 - 51
Flywheel Installation ...................... 4.00 - 52
CHAPTER 4 - ENGINE ASSEMBLY Magnetic Pickup Sensor Installation ......... 4.00 - 53

Section 4.00 - Crankcase Assembly Rear Flywheel Housing Installation .......... 4.00 - 54

Crankcase Assembly ....................... 4.00 - 1 Flywheel/Flywheel Housing Bore And

Idler Gear Spindle Installation ............... 4.00 - 1
Oil Tube Installation ........................ 4.00 - 1
Main Bearing Stud Installation ............... 4.00 - 2
Dowel Installation .......................... 4.00 - 3
Water Header Plug Installation ............... 4.00 - 3
Lube Oil Strainer Adapter Installation ......... 4.00 - 5
Face Runout Measure ................ 4.00 - 55
Barring Device Installation ................. 4.00 - 58
Oil Filler Bracket Installation ................ 4.00 - 58
Gear Train Lubrication ..................... 4.00 - 59
Oil Slinger/Front Oil Seal/Gear Cover
Installation .......................... 4.00 - 60
Front Gear Cover Plates Installation ......... 4.00 - 64

Form 6248 First Ed~ion v

CONTENTS
Rear Gear Housing Cover Plate
Installation .......................... 4.00 - 64
Vibration Damper/Crankshaft Pulley
Installation .......................... 4.00 - 65
Section 4.05 - Cylinder Head Assembly
Cylinder Head Installation ................... 4.05 - 1
Cylinder Head Torquing Procedure ........... 4.05 - 3
Exhaust Manifolds ......................... 4.05 - 5
Section 4.10 - Valve Adjustment And
Web Deflection
Valve Adjustment Procedure ................ 4.10 - 1
Crankshaft Web Deflection
Measurement ........................... 4.10 - 4
CHAPTER 5 - ENGINE SYSTEMS
Section 5.00 - Speed Governing System
Speed Governing System Components ....... 5.00 - 1
Speed Governing System Description ........ 5.00 - 1
Woodward UG-8L Governor ................ 5.00 - 1
Woodward UG-8 Dial Governor ............. 5.00 - 1
Woodward EG-3P Electronic Governing
System .............................. 5.00 - 1
Governor Linkages ......................... 5.00 - 2
Magnetic Pickup ........................... 5.00 - 2
Control Panel ............................. 5.00 - 2
Overspeed Governor ....................... 5.00 - 2
Governor Drive Gear/CEC Timing Disc ....... 5.00 - 3
Governor Drive Gear/CEC Timing Disc
(Current Production) Removal .......... 5.00 - 3
Governor Drive Gear/CEC Timing Disc
(Current Production) Cleaning And
Inspection ........................... 5.00 - 4
Governor Drive Gear/CEC Timing Disc
(Current Production) Installation ........ 5.00 - 4
Governor Drive Gear/CEC Disc
(Previous Production) Removal ......... 5.00 - 6
Governor Drive Gear/CEC Disc
(Previous Production) Disassembly ..... 5.00 - 7
Governor Drive Gear/CEC Disc
(Previous Production) Cleaning And
Inspection ........................... 5.00 - 7
Governor Drive Gear/CEC Disc
(Previous Production) Assembly ........ 5.00 - 7
vi
Governor Drive Gear/CEC Disc
(Previous Production) Installation ....... 5.00 - 8
Governor Drive Shaft ...................... 5.00 - 10
Governor Drive Shaft Removal ............. 5.00 - 10
Governor Drive Shaft Disassembly .......... 5.00 - 10
Governor Drive Shaft
Cleaning And Inspection .............. 5.00 - 11
Governor Drive Shaft Assembly ............. 5.00 - 11
Governor Drive Shaft Installation ............ 5.00 - 12
Governor Drive Housing ................... 5.00 - 13
Governor Drive Housing Removal ......... , . 5.00 - 13
Governor Drive Housing Disassembly ....... 5.00 - 13
Governor Drive Housing
Cleaning And Inspection .............. 5.00 - 13
Governor Drive Housing Assembly .......... 5.00 - 14
Governor Drive Housing Installation ....... , . 5.00 - 14
Governors ............................... 5.00 - 16
Woodward UG-8L Governor Linkage
Removal ........................... 5.00 - 16
Woodward UG-8L Governor Removal ....... 5.00 - 17
Woodward UG-8L Governor Disassembly .,. 5.00 - 17
)
Woodward UG-8L Governor Assembly ...... 5.00 - 17
Woodward UG-8L Governor Installation ..... 5.00 - 18
UG-8L Governor Linkage Installation And
Adjustment ......................... 5.00 - 19
Woodward UG-8L Governor
Compensation Adjustment ............ 5.00 - 22
Woodward UG-8L Governor High/Low
Speed Limn Adjustment .............. 5.00 - 24
Woodward UG-8L Governor Droop
Adjustment ......................... 5.00 - 24
Woodward UG-8 (Dial) Governor Linkage
Removal ........................... 5.00 - 25
Woodward UG-8 (Dial) Governor Removal ... 5.00 - 26
Woodward UG-8 (Dial) Governor
Disassembly ........................ 5.00 - 27
Woodward UG-8 (Dial) Governor
Assembly ........................... 5.00 - 27
Woodward UG-8 (Dial) Governor
Installation .......................... 5.00 - 27
Woodward UG-8 (Dial) Governor Linkage
Installation And Adjustment ........... 5.00 - 27
Woodward UG-8 Dial Governor
Compensation Adjustment ............ 5.00 - 29
Woodward UG-8 Dial Governor High/Low
Speed Adjustment ................... 5.00 - 30
Form 6248 First Edition

Woodward UG-8 (Dial) Governor Droop
Adjustment ......................... 5.00 - 31
Woodward EG-3P Electric Governor
Linkage Removal .................... 5.00 - 31
Woodward EG-3P Governor Removal ....... 5.00 - 32
Woodward EG-3P Governor Disassembly ... 5.00 - 32
Woodward EG-3P Governor Cleaning And
Inspection .......................... 5.00 - 33
Woodward EG-3P Governor Assembly ...... 5.00 - 33
EG-3P Governor Drive Removal ............ 5.00 - 33
EG-3P Governor Drive Disassembly ........ 5.00 - 34
EG-3P Governor Drive Cleaning And
Inspection .......................... 5.00 - 35
EG-3P Governor Drive Assembly ........... 5.00 - 35
EG-3P Governor Drive Installation .......... 5.00 - 35
Woodward EG-3P Governor Installation ..... 5.00 - 36
EG-3P Governor Linkage Cleaning And
Inspection .......................... 5.00 - 37
EG-3P Governor Linkage Installation And
Adjustment ......................... 5.00 - 38
Manual Shutdown Lever - GL .............. 5.00 - 40
Manual Shutdown Lever Adjustment - GL .... 5.00 - 40
Manual Shutdown Lever Removal - GIGSI ... 5.00 - 42
Manual Shutdown Lever Installation -
GIGSI .............................. 5.00 - 42
Manual Shutdown Lever Adjustment -
GlGSI .............................. 5.00 - 42
Overspeed Governor ...................... 5.00 - 42
Overspeed Governor Removal ............. 5.00 - 42
Overspeed Governor Adjustment ........... 5.00 - 43
Overspeed Governor Installation ............ 5.00 - 43
Hour Meter .............................. 5.00 - 44
Hour Meter Removal ...................... 5.00 - 44
Hour Meter Installation .................... 5.00 - 44
Tachometer Drive ......................... 5.00 - 45
Tachometer Drive Removal ................ 5.00 - 45
Tachometer Drive Installation ............... 5.00 - 45
Section 5.05 - Fuel System
Fuel System Components ................... 5.05 - 1
Main Fuel Gas Pressure Regulators .......... 5.05 - 1
Operation Of The Fisher 99 Main Fuel
Gas Pressure Regulator .. .. .. .. .. .. .. . 5.05 - 4
Carburetors .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.05 - 5
Pilot Operated Prechamber Gas Valve - GL . . . 5.05 - 5
Form 6248 First Ed~ion
CONTENTS
Prechamber Gas Safety Shutdown Valve -
GL .................................. 5.05 - 5
Prechamber Regulator - GL ................. 5.05 - 5
Prechamber Manffolds - GL ................. 5.05 - 6
Butterfly Cross Shaft - GlGSI ............... 5.05 - 6
Butterfly Cross Shaft Removal - GIGSI ....... 5.05 - 6
Butterfly Cross Shaft Installation
- GIGSI ............................. 5.05 - 7
Carburetor Cross Shaft - GL ................ 5.05 - 8
Carburetor Cross Shaft Removal - GL ........ 5.05 - 8
Carburetor Cross Shaft Installation - GL ...... 5.05 - 8
Prechamber Manffold Cross Pipe - GL ....... 5.05 - 9
Prechamber Manffold Cross Pipe
Removal - GL ....................... 5.05 - 9
Prechamber Manffold Cross Pipe
Installation - GL ..................... 5.05 - 10
Carburetors .............................. 5.05 - 11
Carburetor Removal - GIGS I ............... 5.05 - 11
Carburetor Disassembly - G/GSI ............ 5.05 - 12
Carburetor Cleaning And Inspection -
GIGSI .............................. 5.05 - 12
Carburetor Assembly - GIGS I .; ............ 5.05 - 13
Carburetor Installation - GIGSI ............. 5.05 - 13
Carburetor Removal - GL ..... :: ........... 5.05 - 15
Carburetor Disassembly - GL .............. 5.05 - 15
Carburetor Cleaning And Inspection - GL .... 5.05 - 16
Carburetor Assembly - GL ................. 5.05 - 17
Carburetor Installation - GL ................ 5.05 - 17
Butterfly Valve(s) ......................... 5.05 - 18
Butterfly Valve Removal - GIGSI ............ 5.05 - 18
Butterfly Valve Disassembly - GlGSI ........ 5.05 - 18
Butterfly Valve Assembly - GIGSI ........... 5.05 - 19
Butterfly Valve Installation - GIGSI .......... 5.05 - 19
Admission Valve - GL ..................... 5.05 - 19
Admission Valve Removal - GL ............. 5.05 - 19
Admission Valve Disassembly - GL ......... 5.05 - 19
Admission Valve Cleaning And
Inspection - GL ..................... 5.05 - 19
Admission Valve Assembly ................. 5.05 - 20
Admission Valve Installation - GL ........... 5.05 - 20
Prechamber Cup - GL ..................... 5.05 - 21
Prechamber Cup Removal - GL ............ 5.05 - 21
vII
CONTENTS
Prechamber Cup Cleaning And
Inspection - GL ..................... 5.05 - 22
Prechamber Cup Installation - GL .......... 5.05 - 22
Prechamber Manifold - GL ................. 5.05 - 23
Prechamber Manifold Removal - GL ........ 5.05 - 23
Prechamber Manifold Installation - GL ....... 5.05 - 24
Main Fuel Gas Pressure Regulator
(Fisher 99) ............................ 5.05 - 25
Main Fuel Gas Pressure Regulator
(Fisher 99) Removal ................. 5.05 - 25
Right Bank Installation ..................... 5.05 - 25
Left Bank Installation ...................... 5.05 - 28
Prechamber Regulator
(Fisher 95L) - GL ...................... 5.05 - 29
Prechamber Regulator (Fisher 95L)
Removal - GL ...................... 5.05 - 29
Prechamber Regulator (Fisher 95L)
Installation - GL ..................... 5.05 - 30
Fuel System Maintenance ................. 5.05 - 33
Fisher 99 Regulator Filter Cleaning And
Inspection .......................... 5.05 - 33
Section 5.10 - Ignition System
Ignition System Components ................ 5.10 - 1
CEC Ignition Module ....................... 5.10 - 1
Magneto .................................. 5.10 - 1
Wiring Harness ............................ 5.10 - 1
Ignition Coils .............................. 5.10-1
Spall< Plugs ............................... 5.10 - 1
Spark Plugs ............................... 5.10- 1
Spark Plug Carrier Removal - GL . . . . . . . . . . .. 5.10 - 1
Spark Plug Carrier Installation - GL .......... 5.10 - 3
Spark Plug Carrier Removal - CSA .......... 5.10 - 3
Spark Plug Carrier Installation - CSA ......... 5.10 - 4
Spark Plug Removal ....................... 5.10 - 5
Spark Plug Inspection ...................... 5.10 - 7
Spark Plug Installation . . . . . . .. . . . . . . . . . . . . .. 5.10 - 8
Spark Plug Extension Repair ............... 5.1 0 - 10
Ignition Coils ............................. 5.10 - 11
Wiring Harness ........................... 5.10 - 13
Wiring Harness Removal .................. 5.10 - 13
Wiring Harness Inspection ................. 5.10 - 14
Wiring Harness Installation ................. 5.10 - 15
CEC Ignition Module ...................... 5.10 - 19
vIII
CEC Ignition Module Removal .............. 5.10 - 19 )
CEC Ignition Module Installation ............ 5.10 - 19
Governor Drive Gear/CEC
Timing Disc (Current Production) ......... 5.10 - 20
Governor Drive Gear/CEC TIming Disc
Removal (Current Production) ......... 5.10 - 20
Governor Drive Gear/CEC TIming Disc
Cleaning And Inspection
(Current Production) ................. 5.10 - 20
Governor Drive Gear/CEC TIming Disc
Installation (Current Production) ....... 5.10 - 21
CEC Ignition Module Static TIming SET
(Current Production) ................. 5.10 - 22
Selling The Air Gap Specification
(Current And Previous Production) ..... 5.10 - 24
CEC Ignition Module TIming Set
(Current Production) ................. 5.10 - 24
Steps Required To Adjust CEC Ignition
Module Timing (Current Production) .... 5.10 - 25
Governor Drive Gear/CEC
Timing Disc (Previous Production) ........ 5.10 - 26
Governor Drive Gear/CEC TIming
Disc (Previous Production) Removal ... 5.10 - 26
Governor Drive Gear/CEC TIming Disc )
(Previous Production)
Cleaning And Inspection .............. 5.10 - 26
Governor Drive gear/CEC Timing Disc
(Previous Production) Installation ...... 5.10 - 27
CEC Ignition Module Ignition TIming
(Previous Production) Set ............. 5.10 - 28
Steps Required To Adjust CEC Ignition
Module TIming (Previous Production) ... 5.10 - 30
Magneto ................................. 5.10 - 30
Drive Disc Coupling Replacement ........... 5.10 - 30
Magneto - Static Timing Set ................ 5.10 - 32
Magneto - Ignition Timing Set .............. 5.10 - 37
Magneto Adapter ......................... 5.10 - 39
Magneto Adapter Disassembly ............. 5.10 - 39
Magneto Adapter Cleaning And Inspection ... 5.10 - 40
Magneto Adapter Assembly ................ 5.10 - 40
Magneto Drive ........................... 5.10 - 42
Magneto Drive Disassembly ................ 5.10 - 42
Magneto Drive Assembly .................. 5.10 - 43
Form 6248 First Edition

Section 5.15 - Air Induction System
Air Induction System ....................... 5.15 - 1
Air Cleaners .............................. 5.15 - 1
Turbochargers ............................. 5.15 - 1
Intercoolers ............................... 5.15 - 1
Carburetor And Intake Manifold .............. 5.15 - 1
Air Induction System Specifications .......... 5.15 - 1
Air Cleaners .............................. 5.15 - 2
Precleaner Pad Removal ................... 5.15 - 2
Precleaner Pad Cleaning And Inspection ...... 5.15 - 3
Precleaner Pad Installation .................. 5.15 - 3
Main Air fiRer Element Removal ............. 5.15 - 3
Main Air Filter Element Cleaning And
Inspection ........................... 5.15 - 3
Main Air FiRer Element Installation ........... 5.15 - 4
Air Restriction Indicator ..................... 5.15 - 4
Air Cleaner Ducts .......................... 5.15 - 5
Air Cleaner Duct Removal - G ............... 5.15 - 5
Air Cleaner Duct Installation - G ............. 5.15 - 7
Air Cleaner Duct Removal - GSI/GL .......... 5.15 - 8
Air Cleaner Duct Installation - GSI/GL ....... 5.15 - 10
Air Tubing ............................... 5.15 -10
Air Tubing Removal - G ................... 5.15 - 10
Air Tubing Installation - G .................. 5.15 - 11
Air Tubing Removal - GSI ................. 5.15 - 11
Air Tubing Installation - GSI ................ 5.15 - 12
Air Tubing Removal - GL .................. 5.15 - 12
Air Tubing Installation - GL ................ 5.15 - 14
Intake ManHolds .......................... 5.15 - 14
Intake Manifold Removal - G/GSI ........... 5.15 - 14
Intake Manifold Installation - GlGSI ......... 5.15 - 15
Intake Manifold Flange Attachments ......... 5.15 - 16
Intake ManHold Flange Attachments -
GlGSI .............................. 5.15-16
Left Bank ................................ 5.15-16
Right Bank ............................... 5.15-17
Intake Manifold Removal - GL .............. 5.15 - 18
Intake ManHold Installation - GL ............ 5.15 - 19
Intake ManHold Flange Attachments - GL .... 5.15 - 20
Left Bank ................................ 5.15-20
Right Bank ............................... 5.15 - 20
Form 6248 First EdHion
CONTENTS
Section 5.20 - Turbochargers
Turbochargers ............................. 5.20 - 1
Turbocharger(s) Removal ................... 5.20 - 1
Turbocharger Cleaning And Inspection ....... 5.20 - 3
Turbocharger Installation ................... 5.20 - 8
Prelube Pressure Maintenance/Check Valve
Inspection ............................. 5.20 - 12
Section 5.25 - Cooling System
Cooling System Components ................ 5.25 - 1
Jacket Water Header/Jacket Water . . . . . . . . . . . 5.25 - 1
Exhaust Manifold .......................... 5.25 - 1
Water Manifold ............................ 5.25 - 1
Jacket Water Pump ........................ 5.25 - 2
Cluster Thermostat Housing . . . . . . . . . . . . . . . . . 5.25 - 7
Remote Heat Transfer Device ............... 5.25 - 7
Auxiliary Water Pump ...................... 5.25 - 7
Intercooler ................................ 5.25 - 8
Oil Cooler ................................. 5.25 - 8
Auxiliary Water Temperature Control Valve .... 5.25 - 8
Auxiliary Water Remote Heat Transfer
Device .............................. 5.25 - 9
Cooling System Problems ................... 5.25 - 9
Scale Build-up, Cavitation Erosion And
Corrosion ............................ 5.25 - 9
Scale Build-up ............................ 5.25 - 9
CavHation Erosion ......................... 5.25 - 9
Corrosion ................................ 5.25 - 10
Water Treatment .......................... 5.25 - 10
Ethylene Glycol ........................... 5.25 - 10
Cooling System Specifications And
Recommendations ..................... 5.25 - 11
Cooling System Specifications . . . . . . . . . . . . .. 5.25 - 11
Cooling System Recommendations ......... 5.25 - 11
Jacket Water CircuH - InHial Fill ............. 5.25 - 12
Auxiliary Cooling Water Circuit - Initial Fill .... 5.25 - 13
Cooling Water System Air Bleed ............ 5.25 - 14
Jacket Water And Auxiliary Cooling Water
Circuits - Drain And Flush ............... 5.25 - 14
Grease Fittings ........................... 5.25 - 17
Idler Pulley Bearing Lubrication ............. 5.25 - 17
Auxiliary Water Pump Bearings Lubrication ... 5.25 - 17
Grease Recommendations ................. 5.25 - 17
Ix
CONTENTS
Belts .................................... 5.25 - 18
Jacket Water Pump Drive Belts
Replacement ....................... 5.25 - 18
Jacket Water Pump Drive Belt Tension
Adjustment ......................... 5.25 - 19
Auxiliary Water Pump Drive Belt
Replacement ....................... 5.25 - 21
Auxiliary Water Pump Drive Bett Tension
Adjustment ......................... 5.25 - 22
Jacket Water Pump Seal Inspection ......... 5.25 - 23
Crankcase Water Inlet Elbows .............. 5.25 - 24
Crankcase Water Inlet Elbows Removal -
Left Bank ........................... 5.25 - 24
Crankcase Water Inlet Elbows Removal -
Right Bank ......................... 5.25 - 25
Crankcase Water Inlet Elbows
Installation - Left Bank ............... 5.25 - 25
Crankcase Water Inlet Elbows Installation -
Right Bank ......................... 5.25 - 25
Water Pump Inlet Elbows And Water Header . 5.25 - 26
Water Pump Inlet Elbows And Water
Header Removal .................... 5.25 - 26
Water Pump Inlet Elbows And Water
Header Installation ................... 5.25 - 27
Lower/Upper Bypass Tubes And Water
Bypass Elbows ........................ 5.25 - 28
Lower/Upper Bypass Tubes And Water
Bypass Elbows Removal ............. 5.25 - 28
Lower/Upper Bypass Tubes And Water
Bypass Elbows Installation ............ 5.25 - 29
Water Manifold ........................... 5.25 - 31
Water Manifold Removal ........ , .......... 5.25 - 31
Water Manifold Installation ................. 5.25 - 32
Cluster Thermostat Housing And
Thermostatic Valves .................... 5.25 - 34
Cluster Thermostat Housing And
Thermostatic Valves Removal ......... 5.25 - 34
Cluster Thermostat Housing And
Thermostatic Valves Cleaning And
Inspection .......................... 5.25 - 35
Cluster Thermostat
Section 5.30 - Lubrication System
Housing/Thermostatic Valves
Installation .......................... 5.25 - 37
Idler Pulley Bracket ....................... 5.25 - 39
Idler Pulley Bracket Removal ............... 5.25 - 39
Idler Pulley Bracket Disassembly ........... 5.25 - 39
x Form 6248 First
Idler Pulley Bracket Cleaning And
Inspection .......................... 5.25 - 41
Idler Pulley Bracket Assembly .............. 5.25 - 41
Idler Pulley Bracket Installation ............. 5.25 - 43
Jacket Water Pump ....................... 5.25 - 44
Jacket Water Pump Removal ............... 5.25 - 44
Jacket Water Pump Disassembly ........... 5.25 - 45
Jacket Water Pump Cleaning And
Inspection .......................... 5.25 - 46
Jacket Water Pump Assembly .............. 5.25 - 47
Jacket Water Pump Installation ............. 5.25 - 54
Safety Guards ............................ 5.25 - 56
Safety Guards Removal ................... 5.25 - 56
Safety Guards Installation .................. 5.25 - 57
Auxiliary Water Temperature Control Valve ... 5.25 - 58
Auxiliary Water Temperature Control Valve
Removal ............•.............. 5.25 - 58
Auxiliary Water Temperature Control
Thermostatic Valve Inspection And
Test ............................... 5.25 - 58
Auxiliary Water Temperature Control Valve
Assembly ........................... 5.25 - 59 )
Auxiliary Water Temperature Control Valve
Installation .......................... 5.25 - 60
Intercooler ............................... 5.25 - 60
Intercooler Removal ........•.............. 5.25 - 60
Intercooler Disassembly ................... 5.25 - 66
Intercooler Cleaning And Inspection ......... 5.25 - 67
Intercooler Assembly ...................... 5.25 - 68
Intercooler Installation ..................... 5.25 - 71
Crankcase Vee Pipe Connection
Installation ............................ 5.25 - 73
Auxiliary Water Pump And Bracket .......... 5.25 - 77
Auxiliary Water Pump And Bracket
Removal ........................... 5.25 - 77
Auxiliary Water Pump And Bracket
Installation .......................... 5.25 - 79
Lubrication System Components ............. 5.30 - 1
Description ............................... 5.30 - 1
Internal Oil Control ......................... 5.30 - 3
Lube Oil Specifications ..................... 5.30 - 4
Oil Designations ........................... 5.30 - 4
Oil Recommendations ...................... 5.30 - 4
Ed~ion

Waukesha Cogeneration Installations ......... 5.30 - 5
Sour Gas & Alternate Fuel Gas
Recommendations ...................... 5.30 - 5
Recommended Lube Oils For Sour Gas And
Alternate Fuel (Landfill) Gas Applications 5.30 - 5
Fuel Coalescer Specification For
A~ernative Fuel Application ............ 5.30 - 6
Lube Oil Condemning Limits ................ 5.30 - 6
Lube Oil Analysis .......................... 5.30 - 8
Oil Viscosity Selection ...................... 5.30 - 9
Multi-viscosity Oils. . . . . . . . . . . . . . . . . . . . . . . . . 5.30 - 9
Synthetic Oils ............................. 5.30 - 9
Low Ambient Temperature Operation ......... 5.30 - 9
Lube Oil Consumption Rates ................ 5.30 - 9
Formulas ................................. 5.30 - 9
Recommended Oil Change Intervals ........ 5.30 - 10
Lube Oil Piping Purge ..................... 5.30 - 11
Oil Cooler And Lube Oil Filter
Installation ............................ 5.30 - 12
Lube Oil Change ......................... 5.30 - 12
Checking Crankcase Oil Level .............. 5.30 - 13
Oil Cooler Maintenance .................... 5.30 - 13
Lube Oil System Air Bleed ................. 5.30 - 13
Lube Oil Fi~er Element Replacement ........ 5.30 - 13
Lube Oil Fi~er Relief Valve Inspection ....... 5.30 - 15
Magnetic Plugs ........................... 5.30 - 16
Oil Cooler Piping Removal ................. 5.30 - 16
Oil Cooler Piping Installation ............... 5.30 - 18
Oil Cooler Removal ....................... 5.30 - 18
Oil Cooler Cleaning And Inspection ......... 5.30 - 19
Oil Cooler Installation ..................... 5.30 - 19
Lube Oil Temperature Control Valve ......... 5.30 - 21
Troubleshooting Low Lube Oil Pressure ...... 5.30 - 24
Lube Oil Pressure Adjustment .............. 5.30 - 24
Prelube System .......................... 5.30 - 24
Prelube Pressure Maintenance ............. 5.30 - 25
Check Valve Inspection .................... 5.30 - 26
In-line Lubricator ......................... 5.30 - 26
Oil Pan Clean And Inspect ................. 5.30 - 28
Oil Pickup Screen ......................... 5.30 - 28
Oil Pickup Screen Removal ................ 5.30 - 28
Oil Pickup Screen Cleaning And
Inspection .......................... 5.30 - 29
Form 6248 First Edition
CONTENTS
Oil Pickup Screen Installation ............... 5.30 - 29
Lube Oil Pump ........................... 5.30 - 29
Lube Oil Pump Removal ................... 5.30 - 29
Lube Oil Pump Disassembly ............... 5.30 - 29
Lube Oil Pump Cleaning And Inspection ..... 5.30 - 31
Lube Oil Pump Assembly .................. 5.30 - 32
Lube Oil Pump Installation ................. 5.30 - 37
Prelube Y -strainer ........................ 5.30 - 40
Prelube Y -strainer Removal ................ 5.30 - 40
Prelube Y-strainer Cleaning And
Inspection .......................... 5.30 - 40
Prelube Y -strainer Installation .............. 5.30 - 40
Oil Filler Pipe Removal .................... 5.30 - 41
Oil Filler Pipe Removal .................... 5.30 - 41
Oil Filler Pipe Installation .................. 5.30 - 41
Rocker Arm Oil Header Oil Inlet
Tubes/Fittings ......................... 5.30 - 42
Rocker Arm Oil Header Oil Inlet
Tubes/Fittings Installation ............. 5.30 - 42
Turbo Oil Supply!Drain Tubes .............. 5.30 - 43
Turbo Oil Supply!Drain Tubes
Installation .......................... 5.30 - 43
Lube Oil Pilot Pressure/Governor. Oil Tube
Connection ............................ 5.30 - 44
Oil Pan Doors ............................ 5.30 - 45
Oil Pan Doors Removal .................... 5.30 - 45
Oil Pan Doors Installation .................. 5.30 - 46
Lube Oil Strainer ......................... 5.30 - 46
Lube Oil Strainer Removal ................. 5.30 - 46
Lube Oil Strainer Cleaning And
Inspection .......................... 5.30 - 47
Lube Oil Strainer Installation ............... 5.30 - 47
Section 5.35 - Exhaust System
Exhaust System ........................... 5.35 - 1
Components .............................. 5.35 - 1
Description ............................... 5.35 - 1
Exhaust System Specifications .............. 5.35 - 2
Measuring Exhaust System
Backpressure .. . . . . . . . . . . . . . . . . . . . . .. 5.35 - 2
Checking Exhaust Gas Temperatures ........ 5.35 - 2
Exhaust Manifold .......................... 5.35 - 3
Exhaust Manifold Removal .................. 5.35 - 3
Exhaust Manifold Disassembly .............. 5.35 - 5
xl
CONTENTS
Exhaust Manifold Assembly ................. 5.35 - 5
Exhaust Manifold Installation ................ 5.35 - 6
Turbo Exhaust Inlet Elbows ................ 5.35 - 10
Turbo Exhaust Inlet Elbows Removal ........ 5.35 - 10
Turbo Exhaust Inlet Elbows Installation ...... 5.35 - 11
Exhaust Connections - G .................. 5.35 - 13
Exhaust Connections Removal - G ......... 5.35 - 13
Exhaust Connections Installation - G ........ 5.35 - 14
Exhaust Connections Removal - GSI/GL .... 5.35 - 14
Exhaust Connections Installation - GSI/GL ... 5.35 - 15
Thermocouples ........................... 5.35 - 16
Thermocouple Replacement ............... 5.35 - 16
Exhaust Thermocouples Installation ......... 5.35 - 18
Thermocouple Clean And Inspect ........... 5.35 - 19
Wastegates .............................. 5.35 - 20
Wastegates - Bleeding Air ................. 5.35 - 20
PIN Series 208372 Wastegate Removal ..... 5.35 - 20
PIN Series 208372 Wastegate Disassembly .. 5.35 - 21
PIN Series 208372 Wastegate -
Cleaning And Inspection .............. 5.35 - 23
PIN Series 208372 Wastegate Assembly ..... 5.35 - 24
PIN Series 208372 Wastegate Calibration .... 5.35 - 25
PIN Series 295645 Wastegate Removal -
Draw Thnu Only ..................... 5.35 - 28
PIN Series 295645 Wastegate
Disassembly - Draw Thru Only ........ 5.35 - 29
PIN Series 295645 Wastegate Calibration
Setup - Draw Thru Only .............. 5.35 - 29
PIN Series 295645 Calibration Procedure
Test - Draw Thru Only ............... 5.35 - 30
PIN Series 295645 Wastegate
Installation - Draw Thru Only •......... 5.35 - 31
Engine AHttude Adjustments ................ 5.35 - 32
Section 5.40 - Crankcase Breather
System
Crankcase Breather System ................. 5.40 - 1
Components .............................. 5.40 - 1
Description ............................... 5.40 - 1
Separator Screen .......................... 5.40 - 1
Oil Separator(s) ........................... 5.40 - 1
Vacuum Valve/Choke Valve ................. 5.40 - 1
Breather Regulator ......................... 5.40 - 2
Venturi Extractor - GSI/GL .................. 5.40 - 2
xii
Venturi - GSI .............................. 5.40 - 2
Crankcase Pressure Measurement ........... 5.40 - 3
Crankcase Pressure Measurement -
G/GSI/GL ........................... 5.40 - 3
Crankcase Pressure Adjustment -
G/GSI Venturi Equipped ............... 5.40 - 3
Crankcase Pressure Adjustment
(Venturi ExtractorNacuum Valve
Assembly Equipped) - GSI/GL ......... 5.40 - 4
Crankcase Separator Screen ................ 5.40 - 6
Crankcase Separator Screen Removal ....... 5.40 - 6
Crankcase Separator Screen Cleaning And
Inspection ...........•............... 5.40 - 6
Crankcase Separator Screen Assembly ....... 5.40 - 6
Oil Separators ............................. 5.40 - 7
Oil Separator Removal - G .................. 5.40 - 7
Oil Separator Installation - G ................ 5.40 - 8
Oil Separator Removal - GSI/GL ............. 5.40 - 8
Oil Separator Cleaning And Inspection -
GSI/GL .............................. 5.40 - 9
Oil Separator Installation - GSI/GL ........... 5.40 - 9
Crankcase Breather Regulator - GSI/GL ..... 5.40 - 10 )
Crankcase Breather Regulator Removal -
GSI/GL ............................. 5.40 - 10
Crankcase Breather Regulator
Disassembly - GSI/GL ............... 5.40 - 10
Crankcase Breather Regulator
Cleaning And Inspection - GSI/GL . . . .. 5.40 - 11
Crankcase Breather Regulator
Installation - GSI/GL ................. 5.40 - 11
Venturi .................................. 5.40 - 12
Venturi Removal - GSI .................... 5.40 - 12
Venturi Cleaning And Inspection - GSI ...... 5.40 - 12
Venturi Installation - GSI ................... 5.40 - 12
Venturi Extractor - GSI/GL ..•.............. 5.40 - 12
Venturi Extractor Removal - GSI/GL ......... 5.40 - 12
Venturi Extractor Cleaning And
Inspection - GSI/GL ................. 5.40 - 14
Venturi Extractor Assembly - GSI/GL ........ 5.40 - 15
Crankcase Pressure Relief Valves .......... 5.40 - 16
Crankcase Pressure Relief Valve Exercise ... 5.40 - 16
Crankcase Pressure Relief Valve Removal ... 5.40 - 16
Crankcase Pressure Relief Valve Cleaning
And Inspection ...................... 5.40 - 17
)
Form 6248 First Edition
 CONTENTS

Crankcase Pressure Relief Valve Air Starter ............................... 5.45 - 24

Assembly ........................... 5.40 - 17
Air Starter Removal ....................... 5.45 - 24
Breather Tubes ........................... 5.40 - 18
Air Starter Installation ..................... 5.45 - 25
Breather Tube Removal - GSI .............. 5.40 - 18
Electric Starter ........................... 5.45 - 26
Breather Tube Installation - GSI ............ 5.40 - 19
Electric Starter Removal ................... 5.45 - 26
Breather Tube Removal - GL ............... 5.40 - 20
Electric Starter Installation ................. 5.45 - 26
Breather Tube Installation - GL ............. 5.40 - 21
Venturi Extractor Compressor Discharge
Tubes ................................ 5.40 - 22
Venturi Extractor Compressor Discharge
CHAPTER 6 - ACCESSORIES
Tubes Removal ..................... 5.40 - 22
Section 6.00 - Control Panel
Venturi Extractor Compressor Discharge
Control Panel ............................. 6.00 - 1
Tubes Installation .................... 5.40 - 23
Components .............................. 6.00 - 1
Section 5.45 - Air/Gas Prelube And Start Control Panel Removal - Right Side .......... 6.00 - 1
Systems Control Panel Installation - Right Side ........ 6.00 - 3
Air/Gas Prelube And Start Systems .......... 5.45 - 1
Control Panel Removal - Left Side .... . . . . . . . 6.00 - 4
Components .............................. 5.45 - 1
Control Panel Installation - Left Side ......... 6.00 - 5
Prelube System ........................... 5.45 - 1
Start System .............................. 5.45 - 4 Section 6.05 - Engine Protection
Prelube/Start System Systems
Removal/Installation ..................... 5.45 - 9 Engine Protection Systems .................. 6.05 - 1
Bulkhead Bracket Assembly Removal ........ 5.45 - 9 Components .............................. 6.05 - 1
Bulkhead Bracket Assembly "K" Type Thermocouples .......•............ 6.05 - 1
Installation ........................... 5.45 - 9
Thermocouple Junction Box .... " ............ 6.05 - 6
Pilot Operated Prelube Valve Removal ....... 5.45 - 10
Manual Shutdown Switches ................. 6.05 - 6
Pilot Operated Prelube Valve
Customer Supplied Control Switches ......... 6.05 - 6
Installation .......................... 5.45 - 11
Pressure And Temperature Switches
Prelube Pump/Motor And Connections ....... 5.45 - 12
Calibration ........................... 6.05 - 6
Prelube Pump/Motor And Connections
Alarm And Shutdown Setpoints .............. 6.05 - 7
Removal ........................... 5.45 - 12
Engine Gauge Panel Components
Prelube Pump/Motor And Connections
(Shipped Loose) ...................... 6.05 - 8
Installation .......................... 5.45 - 13
Remote Panel Components ................. 6.05 - 9
Lube Oil Pressure Gauge Tubes And Fitting
(Former Engine Mounted Panel) ......... 5.45 - 14 Custom Engine Control® Detonation
Sensing Module System ................ 6.05 - 10
Lube Oil Pressure Gauge Tubes And
Fitting Removal ..................... 5.45 - 14 DSM System Operation . . . . . . . . . . . . . . . . . . . . 6.05 - 11
Lube Oil Pressure Gauge Tube Fitting Defautt Timing Value ...................... 6.05 - 11
Installation .......................... 5.45 - 14
User Interface ............................ 6.05 - 13
Bulkhead To Panel Bracket ................. 5.45 - 14
DSM System Troubleshooting .............. 6.05 - 14
Bulkhead To Panel Bracket Removal ........ 5.45 - 14
Bulkhead To Panel Bracket Installation ...... 5.45 - 15 Section 6.10 - Miscellaneous Equipment
Miscellaneous Equipment ................... 6.1 0 - 1
Tube Clips/Clamps Installation .............. 5.45 - 17
Components .............................. 6.10 - 1
Prechamber Gas Valves - GL .............. 5.45 - 19
Surge Tank ............................... 6.10 - 2
Prechamber Gas Valves Removal (GL) ...... 5.45 - 19
Surge Tank Removal ....................... 6.10 - 2
Prechamber Gas Valves Installation (GL) .... 5.45 - 22

Form 6248 First Ednion xIII

CONTENTS

Surge Tank Disassembly .................... 6.10 - 3 )

Surge Tank Cleaning And Inspection ......... 6.10 - 4
Surge Tank Assembly ...................... 6.10 - 4
Surge Tank Installation ..................... 6.10 - 4
Jacket Water Heater ....................... 6.10 - 5
Jacket Water Heater Removal ............... 6.10 - 5
Jacket Water Heater Cleaning And
Inspection ........................... 6.10 - 6
Jacket Water Heater Installation ............. 6.10 - 6

CHAPTER 7 - TROUBLESHOOTING
AND MAINTENANCE
Section 7.00 - Troubleshooting
Troubleshooting ........................... 7.00 - 1

Section 7.10 - Maintenance And Storage

Routine Maintenance ....................... 7.10 - 1
Routine Inspection ......................... 7.10 - 4
Engine Storage ............................ 7.10 - 5
Preservation Equipment And Material ......... 7.10 - 5 )
Waukesha Engine Preservative Oil ........... 7.10 - 5
Waukesha Engine Preservative Oil Usage .... 7.10 - 5
Use Of Other Preservative Oils And
Materials ............................ 7.10 - 6
Engine Storage - New ...................... 7.10 - 7
Operational Engines ....................... 7.10 - 7
Non-operational Engines ................... 7.10 - 7
Engine Storage - Used ..................... 7.10 - 8
Operational Engines ....................... 7.10 - 8
Non-operational Engines ................... 7.10 - 8
Engines - Return To Service After Storage .... 7.10 - 8

Alphabetical Index . ...................... A- 1

xlv Form 6248 First EdHion


LIST OF ILLUSTRATIONS
Section 1.00 - Warning Tags & Decal
Locations
Figure 1.00-1. Sample Of Warning Tag
Placement . . . . . . . . . . . . . . . . . . . . . . . . . .. 1.00 - 1
Figure 1.00-2. Warning Tag (PIN 209107B) -
On Regulator(s), All Naturally Aspirated
Gas Engines ......................... 1.00 - 1
Figure 1.00-3. Warning Tag (PIN 209107E) .. 1.00 - 2
Figure 1.00-4. Warning Tag (P/N 209107H) -
On Fisher 99 Regulator(s), Turbocharged
Gas Engines . . . . . . . . . . . . . . . . . . . . . . . .. 1.00 - 2
Figure 1.00-5. Warning Tag (PIN 209107L) -
On Fisher 66 Regulator(s), Naturally
Aspirated, Low Btu Engines ............ 1.00 - 2
Figure 1.00-6. Warning Tag (P/N 209107R) -
On Fisher 99 And S211 Regulator(s),
Turbocharged Engines ................ 1.00 - 3
Figure 1.00-7. Warning Tag (P/N 209107U) -
On IMPCO (MAXITROL) Pressure
Reduction Valve, Used With 5 - 20,
Water Column Gas Pressure . . . . . . . . . .. 1.00 - 3
Figure 1.00-8. Warning Tag (PIN 209107K) -
On Carburetor Throttle Lever For Engines
Ordered And Built Without Waukesha
Engine Division Designed Engine Safety
Shutdown Equipment ................. 1.00 - 3
Figure 1.00-9. Warning Tag (PIN 209107P) -
For Gas Vent On Prelube Systems That
Use Natural Gas For Prelube Motor ..... 1.00 - 4
Figure 1.00-10. Warning Tag (P/N 208840A) -
On High Voltage Equipment. . . . . . . . . . .. 1.00 - 4
Section 1.10 - Rigging And Lifting
Engines
Figure 1.10-1. Correct Method Of Lifting
Engine - Side Views ...... . . . . . . . . . . .. 1.10 - 1
Figure 1.10-2. Correct Method of Lifting
Engine - Rear View ................... 1.10 - 2
Section 1.15 - General Information
Figure 1.15-1. Nameplate -
Current Production ................... 1.15 - 3
Figure 1.15-2. Nameplate -
Previous Production .................. 1.15 - 3
Figure 1.15-3. Right Side View -
12CylinderVHPGL .................. 1.15-4
Figure 1.15-4. Left Side View -
12CylinderVHPGL .................. 1.15-5
Figure 1.15-5. RearView-
) 12CylinderVHPGL .................. 1.15-6
Figure 1.15-6. Torque Sequence For
MuHi-Bolt Pallerns .................. 1.15 - 12
Form 6248 First Edition
ILLUSTRATIONS
Figure 1.15-7. Manifolds, Headers, etc...... 1.15 -12
Figure 1.15-8. Cylinder Head Capscrew
TIghtening And Torquing
Sequence (1 - 8) .................... 1.15 -14
Figure 1.15-9. Connecting Rod Cap Capscrew
TIghtening Sequence (Series PIN 205407
and 205507) ........................ 1.15 -14
Figure 1 .15-10. Main Bearing Cap
TIghtening{Torquing Pallern - As Viewed
From Underside Of Crankcase ........ 1.15 - 15
Figurel.15-11.Spl~RingWashers ........ 1.15-19
Section 1.20 - Specifications
Figure 1.20-1. Valve Sequence -
Crankshaft Degrees Shown . . . . . . . . . . . 1.20 - 19
Figure 1.20-2. Engine Compression
Pressures .......................... 1.20 - 28
Section 2.00 - Cylinder Head Removal
Figure 2.00-1. Rocker Arms ................ 2.00 - 2
Figure 2.00-2. Install Rocker Arm Oil
Supply Tubes ........................ 2.00 - 2
Figure 2.00-3. Push Rods And Water
Outlet Elbows ........................ 2.00 - 2
Figure 2.00-4. Water Outlet Elbow Gaskets .. 2.00 - 2
Figure 2.00-5. Exhaust Manifold ~ Rear View. 2.00 - 3
Figure 2.00-6. Intake Manifold ': , ............ 2.00 - 3
Figure 2.00-7. Eye Bolt Location -
12 Cylinder Engines .................. 2.00 - 3
Figure 2.00-8. Cylinder Heads .............. 2.00 - 3
Figure 2.00-9. Lilting The Cylinder Head ..... 2.00 - 4
Section 2.05 - Crankcase Removal
Figure 2.05-1. Capscrews -
Connecting Rod Caps ................. 2.05 - 1
Figure 2.05-2. Carbon Ridge ............... 2.05 - 1
Figure 2.05-3. Install Piston Puller .......... 2.05 - 1
Figure 2.05-4. Remove Piston/Connecting
Rod Assembly ....................... 2.05 - 2
Figure 2.05-5. Connecting Rod ............. 2.05 - 2
Figure 2.05-6. Bearing Cap ................ 2.05 - 2
Figure 2.05-7. Keep Connecting Rod Caps
And Blades Properly Mated ............ 2.05 - 3
Figure 2.05-8. Cylinder Sleeve Puller ........ 2.05 - 4
Figure 2.05-9. Cylinder Sleeve ............. 2.05 - 4
Figure 2.05-10. Vibration Dampers/Crankshaft
Pulleys .............................. 2.05 - 5
Figure 2.05-11 . Crankshaft Pulley Stop
Sleeve .............................. 2.05 - 6
Figure 2.05-12. Rear Vibration Damper/Rear
Crankshaft Pulley ..................... 2.05 - 6
xv
ILLUSTRATIONS
Figure 2.05-13. Gear Cover Plates -
Front Left ............................ 2.05 - 7
Figure 2.05-14. Rear Gear Housing -
Front Left ............................ 2.05 - 7
Figure 2.05-15. Ball Bearing ............... 2.05 - 7
Figure 2.05-16. Gear Cover ................ 2.05 - 8
Figure 2.05-17. Front Oil Seal .............. 2.05 - 8
Figure 2.05-18. Oil Slinger And O-Ring ...... 2.05 - 9
Figure 2.05-19. Magneto Drive Gear ........ 2.05 - 9
Figure 2.05-20. Drive Shaft ................ 2.05 - 9
Figure 2.05-21. Magneto Drive ............. 2.05 - 9
Figure 2.05-22. Lock Idler Gear Capscrews . 2.05 - 10
Figure 2.05-23. Gamshaft Idler Gear -
Upper .............................. 2.05 - 10
Figure 2.05-24. Gamshaft Cover Plate ...... 2.05 - 10
Figure 2.05-25. Unlocking The Camshaft
Gear Nut ........................... 2.05 - 10
Figure 2.05-26. Oil Pan Gapscrew -
Front Left ........................... 2.05 - 11
Figure 2.05-27. Valve Lifter Housing -
Front .............................. 2.05 - 11
Figure 2.05-28. Front Gear Housing ........ 2.05 - 11
Figure 2.05-29. Rocker Arm Oil Header ..... 2.05 - 12
Figure 2.05-30. Longer Capscrew Locations
For Mounting The Rocker Arm
Oil Header .......................... 2.05 - 12
Figure 2.05-31. Valve Lifter Guides ........ 2.05 - 13
Figure 2.05-32. Valve Lifter Housing Cover .. 2.05 - 13
Figure 2.05-33. Raising The Valve Lifter
Housing ............................ 2.05 - 13
Figure 2.05-34. Valve Lifter Housing
Assembly ........................... 2.05 - 14
Figure 2.05-35. Gamshaft Set Screw
On Valve Lifter Housing Cover ........ 2.05 - 14
Figure 2.05-36. Valve Lifter Housing -
Rear ............................... 2.05 - 14
Figure 2.05-37. Lower Valve Lifter Housing
Cover .............................. 2.05 - 14
Figure 2.05-38. Thrust Washer ............ 2.05 - 15
Figure 2.05-39. Shim Pack ................ 2.05 - 15
Figure 2.05-40. Cam Bearing Cap ......... 2.05 - 15
Figure 2.05-41. Valve Lifter Housing
Gasket - Front ...................... 2.05 - 16
Figure 2.05-42. Front Flywheel Housing -
Rear Left ........................... 2.05 - 16
Figure 2.05-43. Flywheel Lifting Bracket .... 2.05 - 16
Figure 2.05-44. Rear Flywheel Housing ..... 2.05 - 16
Figure 2.05-45. Remove Flywheel ......... 2.05 - 17
Figure 2.05-46. Front Flywheel Section ..... 2.05 - 17
Figure 2.05-47. Oil Pickup Screen Assembly-
12 Cylinder ......................... 2.05 - 18
xvi
Figure 2.05-48. Bolt Holes In Engine Block .. 2.05 - 19 )
Figure 2.05-49. Oil Pan Cross Cuts -
Rear Right .......................... 2.05 - 19
Figure 2.05-50. Oil Pump Gear ............ 2.05 - 20
Figure 2.05-51. Oil Pump Gear Assembly ... 2.05 - 20
Figure 2.05-52. Crankshaft Gear Mount .... 2.05 - 21
Figure 2.05-53. Lower Oil Retainer Plate .... 2.05 - 21
Figure 2.05-54. Wick Seal ................ 2.05 - 22
Figure 2.05-55. Cross-Tie Bolts ........... 2.05 - 22
Figure 2.05-56. Main Bearing Cap ......... 2.05 - 22
Figure 2.05-57. No.1 Main Bearing Cap .... 2.05 - 22
Figure 2.05-58. Thrust Bearing ............ 2.05 - 23
Figure 2.05-59. Crankshaft ............... 2.05 - 23
Figure 2.05-60. Bearings ................. 2.05 - 23
Figure 2.05-61. Oil Tubes ................. 2.05 - 24
Figure 2.05-62. Crankcase - Inside Front ... 2.05 - 24
Figure 2.05-63. Upper Retainer Plate ....... 2.05 - 24
Figure 2.05-64. Cross Tie Bolts ............ 2.05 - 25
Figure 2.05-65. No.1 Main Bearing ........ 2.05 - 25
Figure 2.05-66. Bearing Rollout ........... 2.05 - 26
Figure 2.05-67. Roll Pin Installation ........ 2.05 - 26
Figure 2.05-68. No.1 Main Bearing Cap .... 2.05 - 27
Figure 2.05-69. Main Bearing Cap Stamped
Identification Numbers ............... 2.05 - 27 )
Figure 2.05-70. Oil Pump Gear Assembly ... 2.05 - 28
Figure 2.05-71. Main Bearing Cap
Tightening(Torquing Pattern - As Viewed
From Underside Of Crankcase ........ 2.05 - 28
Figure 2.05-72. Main Bearing ............. 2.05 - 29
Figure 2.05-73. Bearing Rollout ........... 2.05 - 30
Figure 2.05-74. Main Bearing Cap
Stamped Identification Numbers ....... 2.05 - 30
Figure 2.05-75. Cross Tie Bolts ............ 2.05 - 31
Figure 2.05-76. Main Bearing Gap
Tightening{Torquing Pattern - As Viewed
From Underside Of Crankcase ........ 2.05 - 31
Figure 2.05-n. Cam Bearing Cap ......... 2.05 - 31
Section 3.00 - Cylinder Head
Disassembly
Figure 3.00-1. Rocker Arm Assembly ........ 3.00 - 1
Figure 3.00-2. Fixed Valve Lifter Screw ...... 3.00 - 2
Figure 3.00-3. Rocker Arm Adjusting Screws . 3.00 - 2
Figure 3.00-4. Rocker Arm Shaft ............ 3.00 - 2
Figure 3.00-5. Exhaust Rocker Arm Bushings 3.00 - 4
Figure 3.00-6. Rocker Arm Bushings ........ 3.00 - 4
Figure 3.00-7. Intake Rocker Arm Bushings .. 3.00 - 5
Figure 3.00-8. Intake Actuator Rocker Arm
Bushings ............................ 3.00 - 5
Figure 3.00-9. Rocker Arm Assembly ........ 3.00 - 6
Figure 3.00-10. Intake Actuator Assembly .... 3.00 - 7
Form 6248 First Edition

Figure 3.00-11. Cylinder Head Assembly -
Exploded View ....................... 3.00 - 8
Figure 3.00-12. Install Valve Stem Seal ...... 3.00 - 8
Figure 3.00-13. Tack Weld Valve To
Valve Seat ........................... 3.00 - 9
Figure 3.00-14. Valve Seat Insert Removal ... 3.00 - 9
Figure 3.00-15. Valve Seat Insert Removal ... 3.00 - 9
Figure 3.00-16. Core Plug Locations - Top .. 3.00 - 10
Figure 3.00-17. Core Plug Locations - Front 3.00 - 10
Figure 3.00-18. Core Plug Locations - Right 3.00 - 10
Figure 3.00-19. Core Plug Locations - Left .. 3.00 - 11
Figure 3.00-20. Core Plug Locations -
Boltom ............................. 3.00 - 11
Figure 3.00-21 . Check Cylinder Head Deck
For Warpage ........................ 3.00 - 12
Figure 3.00-22. Cylinder Head Pressure
Test Plates ......................... 3.00 - 12
Figure 3.00-23. Water Outlet Hole ......... 3.00 - 13
Figure 3.00-24. Cylinder Head -
Intake Port Side ..................... 3.00 - 14
Figure 3.00-25. Checking Valve Stems
For Straightness ..................... 3.00 - 15
Figure 3.00-26. Checking Head
Perpendicularity ..................... 3.00 - 16
Figure 3.00-27. Cylinder Head Valve ....... 3.00 - 16
Figure 3.00-28. Margin Wear .............. 3.00 - 16
Figure 3.00-29. Installing Valve Guides ..... 3.00 - 19
Figure 3.00-30. Valve Seat Insert .......... 3.00 - 20
Figure 3.00-31. Measure Valve Seat
Concentricity ........................ 3.00 - 21
Figure 3.00-32. Valve Lapping ............. 3.00 - 22
Figure 3.00-33. Good Valve And
Seat Contact ........................ 3.00 - 23
Figure 3.00-34. Checking Valve Spring
Height ............................. 3.00 - 24
Figure 3.00-35. Install Valve Stem Seal ..... 3.00 - 24
Figure 3.00-36. Cylinder Head Assembly -
Exploded View ...................... 3.00 - 25
Figure 3.00-37. Valve Spring Compressor ... 3.00 - 25
Figure 3.00-38. Valve Compressor Special
BoH Installation Locations ............. 3.00 - 25
Figure 3.00-39. Assembled Cylinder Head -
Cross Sectional View ................ 3.00 - 26
Section 3.05 - Crankcase Disassembly
Figure 3.05-1. Lower Sleeve Bore .......... 3.05 - 3
Figure 3.05-2. Lower Bore And Restoration
Sleeve Dimensions ................... 3.05 - 4
Figure 3.05-3. Main Bearing Bores .......... 3.05 - 5
)
Figure 3.05-4. Main Bearing Cap
TIghtening{Torquing Pattern - As Viewed
From Underside Of Crankcase ......... 3.05 - 6
Form 6248 First Edition
ILLUSTRATIONS
Figure 3.05-5. Determine Bearing Thickness . 3.05 - 8
Figure 3.05-6. Select Main Bearing Shells
For Proper Running Clearance ......... 3.05 - 8
Figure 3.05-7. Camshaft Bearing Bore ....... 3.05 - 9
Figure 3.05-8. Crankshaft Set Screws ...... 3.05 - 10
Figure 3.05-9.12 Cylinder Crankshaft ...... 3.05 - 11
Figure 3.05-10.12 Cylinder Crankshaft ..... 3.05 - 13
Figure 3.05-11. Camshaft Valve Lifter Body -
Bottom View ........................ 3.05 - 15
Figure 3.05-12. Camshaft Valve Lifters And
Guides ............................. 3.05 - 15
Figure 3.05-13. Lubricate Valve Lifter
Rollers ............................. 3.05 - 16
Figure 3.05-14. Hydraulic Lifter ............ 3.05 - 16
Figure 3.05-15. Push Rod ................ 3.05 - 16
Figure 3.05-16. Hydraulic Lifter -
Internal View ........................ 3.05 - 17
Figure 3.05-17. Hydraulic Lifter - Installation 3.05 - 17
Figure 3.05-18. Piston Assembly .......... 3.05 - 17
Figure 3.05-19. Piston And Rings .......... 3.05 - 18
Figure 3.05-20. Piston Oil Drain Holes ...... 3.05 - 18
Figure 3.05-21. Check Piston Ring Groove
Clearance .............. " ........... 3.05 - 23
Figure 3.05-22. Install Piston Rings ........ 3.05 - 27
Figure 3.05-23. Oil Control Ring Detail -
8-1/2 Inch Bore ...................... 3.05 - 27
Figure 3.05-24. Compression Ring Detail ... 3.05 - 28
Figure 3.05-25. Barrel-faced C9IlIpression
Ring Detail ............ ,~ ........... 3.05 - 28
Figure 3.05-26. 9-3/8, Bore G,GSI Piston
Ring Configuration ................... 3.05 - 29
Figure 3.05-27. Previous Production 9-3/8,
Bore GL Piston Ring Configuration
PIN 205404Z ....................... 3.05 - 30
Figure 3.05-28. Current Production Piston
Ring Detail 9-3/8 Inch Bore GL
(3-Ring Piston) ..................... 3.05 - 31
Figure 3.05-29. Current Production 9-3/8 Inch
Bore GL (3-Ring Piston) .............. 3.05 - 31
Figure 3.05-30. Connecting Rod ........... 3.05 - 33
Figure 3.05-31. Bearing Cap .............. 3.05 - 33
Figure 3.05-32. Align Rod Pin Bushing
Split Line ........................... 3.05 - 33
Figure 3.05-33. Clean Connecting Rod
Lube Oil Passageways ............... 3.05 - 33
Figure 3.05-34. Connecting Rod Twist Gap . 3.05 - 36
Figure 3.05-35. Rod Cap Roll Pin .......... 3.05 - 36
Figure 3.05-36. Connecting Rod Cap
Capscrew Tightening Sequence -
ROil Pin Equipped ................... 3.05 - 37
Figure 3.05-37. Check Rod Bearing Bore
For Out-Of-Round And Taper ......... 3.05 - 37
Figure 3.05-38. Weight Classification Stamp
Location ............................ 3.05 - 38
xvII
ILLUSTRATIONS
Figure 3.05-39. Rod Pin Bushing .......... 3.05 - 38
Figure 3.05-40. Verify Orientation Of Rod Pin
Bushings Oil Groove ................. 3.05 - 39
Figure 3.05-41. Connecting Rod Bearings .. 3.05 - 40
Figure 3.05-42. Position Bearing Shell Above
Bearing Seat ........................ 3.05 - 40
Figure 3.05-43. Installing Bearing Shell ..... 3.05 - 40
Figure 3.05-44. Keep Connecting Rod Caps
And Blades Properly Mated ........... 3.05 - 41
Figure 3.05-45. Connecting Rod Cap
Capscrew
Tightening Sequence - Roll Pin
Equipped ........................... 3.05 - 41
Figure 3.05-46. Cylinder Sleeve ........... 3.05 - 42
Figure 3.05-47. Flexible Hone ............. 3.05 - 47
Figure 3.05-48. Cylinder Sleeve Deglazing
Cross Hatch Pattern ................. 3.05 - 47
Figure 3.05-49. Flywheel Ring Gear ........ 3.05 - 48
Section 4.00 - Crankcase Assembly
Figure 4.00-1. Crankcase - Inside Front ..... 4.00 - 1
Figure 4.00-2. Gear Train Oil Spray Tube .... 4.00 - 1
Figure 4.00-3. Oil Tubes ................... 4.00 - 2
Figure 4.00-4. Main Bearing Cap Studs -
Old And New Styles .................. 4.00 - 2
Figure 4.00-5. Main Bearing Cap Studs ...... 4.00 - 2
Figure 4.00-6. Water Header/Oil Outlet Plugs -
Rear Left ............................ 4.00 - 3
Figure 4.00-7. Oil Outlet Plugs -
Rear Right View ...................... 4.00 - 3
Figure 4.00-8. 3/4, NPT Oil Header
Pipe Plugs ........................... 4.00 - 4
Figure 4.00-9. Crankcase - Main Oil Header -
Rear Right ........................... 4.00 - 5
Figure 4.00-10. Lube Oil Strainer Adapter .... 4.00 - 5
Figure 4.00-11. Lower Valve Lifter Housing
Cover ............................... 4.00 - 5
Figure 4.00-12. Crankcase - Top Rear ...... 4.00 - 6
Figure 4.00-13. Valve Lifter Housing Gasket-
Front ............................... 4.00 - 6
Figure 4.00-14. Valve Lifter Housing Gasket-
Rear ................................ 4.00 - 6
Figure 4.00-15. Camshaft Bearing Saddles .. 4.00 - 7
Figure 4.00-16. Install Roll Pins In Front
Cam Bearing Cap .................... 4.00 - 7
Figure 4.00-17. Cam Bearings ............. 4.00 - 7
Figure 4.00-1 8. Inside Camshaft Thrust Ring . 4.00 - 8
Figure 4.00-19. Front Cam Bearing Cap ..... 4.00 - 9
Figure 4.00-20. Cam Bearing Cap .......... 4.00 - 9
Figure 4.00-21. Camshaft Thrust Ring ....... 4.00 - 9
xviii
Figure 4.00-22. Outside Camshaft )
Thrust Ring .......................... 4.00 - 9
Figure 4.00-23. Shim Pack ................ 4.00 - 10
Figure 4.00-24. Thrust Washer ............ 4.00 - 10
Figure 4.00-25. Gear Housing Flange ...... 4.00 - 10
Figure 4.00-26. Rear Gear Housing Flange . 4.00 - 10
Figure 4.00-27. Verify That Bottoms Are
Flush .............................. 4.00 - 11
Figure 4.00-28. Measuring Camshaft End
Play ............................... 4.00 -11
Figure 4.00-29. Prevent Lateral Movement
Of Camshaft ........................ 4.00 - 12
Figure 4.00-30. Prevent Camshaft Rotation . 4.00 - 12
Figure 4.00-31. Cam Gear Key ............ 4.00 - 12
Figure 4.00-32. Locking The Camshaft
Gear Nut ........................... 4.00 - 13
Figure 4.00-33. Valve Lifter Housing
Assembly ........................... 4.00 - 13
Figure 4.00-34. Lowering The Valve Lifter
Housing ............. _.............. 4.00 - 14
Figure 4.00-35. Rear Gear Housing Gasket . 4.00 - 14
Figure 4.00-36. Valve Lifter Housing - Front. 4.00 - 15
Figure 4.00-37. Fasten Valve Lifter Housing
To Rear Gear Housing ............... 4.00 - 15
Figure 4.00-38. Camshaft Cover Plate ...... 4.00 - 15 )
Figure 4.00-39. Camshaft Set Screw On
Valve Lifter Housing Cover ............ 4.00 - 15
Figure 4.00-40. Valve Lifter Housing - Rear . 4.00 - 16
Figure 4.00-41. Lubricate Valve
Lifter Rollers ......... _.............. 4.00 - 16
Figure 4.00-42. Install Valve Lifter Guides ... 4.00 - 16
Figure 4.00-43. Longer Capscrew Locations
For Mounting The Rocker Amn
Oil Header .......................... 4.00 - 17
Figure 4.00-44. Pipe Tee Magnet Plug ...... 4.00 - 18
Figure 4.00-45. Rocker Arm Oil Header -
Rear ............................... 4.00 - 18
Figure 4.00-46. Rocker Arm Oil Header ..... 4.00 - 18
Figure 4.00-47. Rear Oil Seal Retainer-
Upper Half .......................... 4.00 - 19
Figure 4.00-48. Cut Rope Type Seal ....... 4.00 - 19
Figure 4.00-49. Rear Oil Seal Retainer -
Upper Ha~ .......................... 4.00 - 19
Figure 4.00-50. Rear Oil Seal Retainer -
Upper Half ........... _.............. 4.00 - 20
Figure 4.00-51. Front Main Bearing Cap .... 4.00 - 20
Figure 4.00-52. Install Roll Pins In Front
Main Bearing Cap ................... 4.00 - 21
Figure 4.00-53. Upper Fully Grooved
Main Bearing Shells - Bearing Saddles . 4.00 - 21
Figure 4.00-54. Lower Ungrooved Main
Bearing Shells - Bearing Caps ...... , . 4.00 - 22
Form 6248 First Edition

Figure 4.00-55. Crankshaft Set Screws ..... 4.00 - 22
Figure 4.00-56. Crankshaft Set Screw
Locations (6) ........................ 4.00 - 23
Figure 4.00-57. Crankshaft Guiding ........ 4.00 - 23
Figure 4.00-58. Crankshaft Oil Grooves .... 4.00 - 24
Figure 4.00-59. Crankshaft Placement ...... 4.00 - 24
Figure 4.00-60. Install Inside Thrust Ring ... 4.00 - 24
Figure 4.00-61. Rear Oil Seal Retainer
Assembly ........................... 4.00 - 25
Figure 4.00-62. Trim Rear Oil Seal Retainer
Gasket ............................. 4.00 - 25
Figure 4.00-63. Main Bearing Gap
TIghtening[Torquing Pattern - As Viewed
From Underside Of Crankcase ........ 4.00 - 26
Figure 4.00-64. Torque Front Main Bearing
Cap ............................... 4.00 - 26
Figure 4.00-65. Measure Crankshaft
End Play ........................... 4.00 - 27
Figure 4.00-66. Bump Crankshaft Towards
Rear ............................... 4.00 - 27
Figure 4.00-67. Crankshaft End Play ....... 4.00 - 27
Figure 4.00-68. Roll Pins ................. 4.00 - 28
Figure 4.00-69. Install Roll Pins In
Crankshaft .......................... 4.00 - 28
Figure 4.00-70. Crankshaft Thrust Ring
(Half) Up ........................... 4.00 - 29
Figure 4.00-71. Outside Thrust Ring -
Cap Side ........................... 4.00 - 29
Figure 4.00-72. Outside Thrust Ring -
Saddle Side ........................ 4.00 - 29
Figure 4.00-73. Crankshaft Thrust Washer .. 4.00 - 29
Figure 4.00-74. Thrust Washer ............ 4.00 - 30
Figure 4.00-75. Crankshaft Gear .......... 4.00 - 30
Figure 4.00-76. Crankshaft Gear Mount .... 4.00 - 30
Figure 4.00-77. Oil Pump Gear Assembly ... 4.00 - 31
Figure 4.00-78. Secure Spindle Screw Head 4.00 - 31
Figure 4.00-79. Torque Spindle Screw
Hex Nut ............................ 4.00 - 31
Figure 4.00-80. Idler Gear ................ 4.00 - 32
Figure 4.00-81. Idler Gear ................ 4.00 - 32
Figure 4.00-82. Camshaft Idler Gear ....... 4.00 - 32
Figure 4.00-83. Camshaft Idler Gear -
Upper .............................. 4.00 - 33
Figure 4.00-84. Camshaft Idler Gear -
TIming Marks ....................... 4.00 - 33
Figure 4.00-85. Gam Gear/Camshaft Idler
Gear TIming ........................ 4.00 - 33
Figure 4.00-86. Lock Idler Gear Capscrews . 4.00 - 35
Figure 4.00-87. Accessory Idler Gear -
TIming Marks ....................... 4.00 - 35
Figure 4.00-88. Accessory Idler Gear -
Lower .............................. 4.00 - 35
Form 6248 First Ednion
ILLUSTRATIONS
Figure 4.00-89. Gear Backlash ............ 4.00 - 36
Figure 4.00-90. Magneto Drive Assembly ... 4.00 - 37
Figure 4.00-91 . Remove Adapter Cover
Side Bons .......................... 4.00 - 38
Figure 4.00-92. Mount Magneto Drive
Assembly ........................... 4.00 - 38
Figure 4.00-93. Accessory Idler Gear -
TIming Marks ....................... 4.00 - 39
Figure 4.00-94. Drive Shaft ............... 4.00 - 39
Figure 4.00-95. Mount Magneto Drive Gear . 4.00 - 39
Figure 4.00-96. Magneto Drive Gear
TIghtening And Torquing Pattern ....... 4.00 - 40
Figure 4.00-97. PIN 205130L Cylinder
Sleeve Caution Tape ................. 4.00 - 41
Figure 4.00-98. Cylinder Sleeve ........... 4.00 - 41
Figure 4.00-99. Spiraling O-rings .......... 4.00 - 42
Figure 4.00-100. Sleeve Projection ........ 4.00 - 42
Figure 4.00-101. Piston And Connecting
Rod ............................... 4.00 - 42
Figure 4.00-102. Connecting Rod Bearings . 4.00 - 43
Figure 4.00-103. Connecting Rod Bore And
Bearing Shell ....................... 4.00 - 43
Figure 4.00-104. Installing Bearing Shell .... 4.00 - 44
Figure 4.00-105. Connecting Rod Position .. 4.00 - 44
Figure 4.00-106. Connecting Rod Position .. 4.00 - 45
Figure 4.00-107. Connecting Rod Cap
Gaps crew Tightening Sequence -
Roll Pin Equipped ................... 4.00 - 45
Figure 4.00-108. Oil Pickup Screen Assembly -
12 Cylinder ......................... 4.00 - 46
Figure 4.00-109. Oil Pan Seal ............. 4.00 - 47
Figure 4.00-110. Oil Pan Seal - Front Right . 4.00 - 47
Figure 4.00-111. Dipstick ................. 4.00 - 48
Figure 4.00-112. Expansion Plug Location .. 4.00 - 48
Figure 4.00-113. Oil Pan Cross Cuts -
Rear Right .......................... 4.00 - 49
Figure 4.00-114. Oil Pan Gapscrew-
Front Right ......................... 4.00 - 49
Figure 4.00-115. Oil Pan Gapscrew-
Front Left ........................... 4.00 - 50
Figure 4.00-116. Crankcase - Rear ........ 4.00 - 50
Figure 4.00-117. Front Flywheel Section .... 4.00 - 50
Figure 4.00-118. Front Flywheel Housing
Capscrew TIghtening Pattern .......... 4.00 - 50
Figure 4.00-119. Flywheel TIming Tape
Locations ........................... 4.00 - 51
Figure 4.00-120. TIming Tape ............. 4.00 - 51
Figure 4.00-121. Orient Crank Gear ........ 4.00 - 52
Figure 4.00-122. Ufting The Flywheel ...... 4.00 - 52
Figure 4.00-123. Flywheel Mounting ....... 4.00 - 52
Figure 4.00-124. Mount Flywheel .......... 4.00 - 53
Figure 4.00-125. Remove Ufting Bracket ... 4.00 - 53
xix
ILLUSTRATIONS
Figure 4.00-126. Ring Gear Tooth Alignment 4.00 - 53
Figure 4.00-127. Install Magnetic Pickup
Sensor ............................. 4.00 - 53
Figure 4.00-128. Rear Flywheel Housing
Capscrew TIghtening Pattern .......... 4.00 - 54
Figure 4.00-129. Flywheel, Flywheel Housing
Bore And Face Runout ............... 4.00 - 55
Figure 4.00-130. Flywheel Housing Rear
Face Runout ........................ 4.00 - 55
Figure 4.00-131. Total Indicator Reading
(TIR) In Inches ...................... 4.00 - 56
Figure 4.00-132. Flywheel Face Runout
On Wheel .......................... 4.00 - 56
Figure 4.00-133. Flywheel Housing Bore
Runout ............................. 4.00 - 56
Figure 4.00-134. Horizontal Support Bar .... 4.00 - 57
Figure 4.00-135. Flywheel Pilot Bearing
Bore Runout ........................ 4.00 - 57
Figure 4.00-136. Front Flywheel Housing -
Rear Left ........................... 4.00 - 58
Figure 4.00-137. Mount Oil Filler Bracket-
Rear Left ........................... 4.00 - 58
Figure 4.00-138. Oil Filler Pipe/Bracket-
Rear Left ........................... 4.00 - 58
Figure 4.00-139. Grease Gear Train ....... 4.00 - 59
Figure 4.00-140. Lube Gear Train .......... 4.00 - 59
Figure 4.00-141. Oil Slinger/O-Ring ........ 4.00 - 60
Figure 4.00-142. Gear Cover .............. 4.00 - 60
Figure 4.00-143. Front Oil Seal ............ 4.00 - 60
Figure 4.00-144. Install Front Oil Seal ...... 4.00 - 61
Figure 4.00-145. Oil Pan Cross Cuts -
Front Left ........................... 4.00 - 61
Figure 4.00-146. Gear Cover TIghtening
Pattern (A - F) ...................... 4.00 - 62
Figure 4.00-147. Installing The Gear Cover. 4.00 - 63
Figure 4.00-148. Gear Cover Plates-
Front Left ........................... 4.00 - 64
Figure 4.00-149. Rear Gear Housing -
Front Left ........................... 4.00 - 64
Figure 4.00-150. Vibration Damper/Crankshaft
Pulleys ............................. 4.00 - 65
Figure 4.00-151. Side Section View "5V" And
"C" Section Groove Pulleys ........... 4.00 - 67
Figure 4.00-152. Torquing End Plate
capscrews ......................... 4.00 - 68
Section 4.05 - Cylinder Head Assembly
Figure 4.05-1. Cylinder Head Gasket ........ 4.05 - 1
Figure 4.05-2. Lifting The Cylinder Head -
12 Cylinder Engines .................. 4.05 - 2
Figure 4.05-3. Cylinder Head Capscrew
TIghtening And Torquing Sequence
(1 - 8) .............................. 4.05 - 3
xx
Figure 4.05-4. Push Rod Cover ............. 4.05 - 3
Figure 4.05-5. Push Rods ................. 4.05 - 4
Figure 4.05-6. Rocker Arm Oil Supply Tube -
Rear Left ............................ 4.05 - 4
Figure 4.05-7. Exhaust Manifold Gasket ..... 4.05 - 5
Figure 4.05-8. Prelube Motor Air/Gas
Supply Tube ......... . . . . . . . . . . . . . . . . 4.05 - 5
Figure 4.05-9. Exhaust Manifold - Left Bank . 4.05 - 5
Figure 4.05-10. Exhaust Manifold End
Sections - Left Bank .................. 4.05 - 6
Figure 4.05-11. Water Outlet Elbow Gaskets . 4.05 - 6
Figure 4.05-12. Exhaust ManHold -
Right Bank .......................... 4.05 - 6
Figure 4.05-13. Water Outlet Elbows -
Rear Right ........................... 4.05 - 7
Figure 4.05-14. Exhaust Manifold - Front .... 4.05 - 7
Figure 4.05-15. Exhaust Manifold - Left Bank 4.05 - 7
Figure 4.05-16. Thermocouple Connector-
Rear Right ...........•............... 4.05 - 7
Section 4.10 - Valve Adjustment And
Web Deflection
Figure 4.10-1. Engine Firing Order -
12 Cylinder .......................... 4.10 - 1
Figure 4.10-2. Rocker Arms ................ 4.10 - 2
\
Figure 4.10-3. Rocker Arm Adjusting Screws . 4.10 - 2 }
Figure 4.10-4. Hydraulic Lifter ............ ,. 4.10 - 2
Figure 4.10-5. Engine Shimming Procedure .. 4.10 - 5
Section 5.00 - Speed Governing System
Figure 5.00-1. 2301 A Load Sharing And
Speed Control ....................... 5.00 - 2
Figure 5.00-2. 2301A Speed Control ........ 5.00 - 3
Figure 5.00-3. Governor Drive Housing ...... 5.00 - 3
Figure 5.00-4. Hall-Effect Pickup ........... 5.00 - 3
Figure 5.00-5. Current Production CEC
TIming Disc .......................... 5.00 - 4
Figure 5.00-6. Current Production Governor
Drive Gear.. . . . . . . . . . . . . . . . . . . . . . . . . . 5.00 - 4
Figure 5.00-7. Current Production Governor
Drive Gear ........... , ............... 5.00 - 4
Figure 5.00-8. Flywheel TIming Opening ..... 5.00 - 5
Figure 5.00-9. Current Production CEC
TIming Disc .......................... 5.00 - 5
Figure 5.00-10. Current Production CEC
TIming Disc .......................... 5.00 - 5
Figure 5.00-11. Governor Drive Housing ..... 5.00 - 6
Figure 5.00-12. Hall- Effect Pickup ......... 5.00 - 6
Figure 5.00-13. Previous Production
CEC Disc ............................ 5.00 - 6
Figure 5.00-14. Previous Production
Governor Drive Gear .................. 5.00 - 6
Figure 5.00-15. Previous Production
Governor Drive Gear .................. 5.00 - 7
Form 6248 First Edition

Figure 5.00-16. Previous Production Governor
Drive Gear Vibration Damper Installation. 5.00 - 7
Figure 5.00-17. Previous Production Governor
Drive Gear ........................... 5.00 - 8
Figure 5.oo-t 8. Previous Production Governor
Drive Gear ........................... 5.00 - 8
Figure 5.00-19. Previous Production
Timing Disc .......................... 5.00 - 9
Figure 5.00-20. Previous Production
CEC Disc ............................ 5.00 - 9
Figure 5.00-21. Governor Drive Housing ..... 5.00 - 9
Figure 5.00-22. Governor Drive Shaft
Assembly ........................... 5.00 - 10
Figure 5.00-23. Governor Drive Shaft ...... 5.00 - 10
Figure 5.00-24. Governor Drive Shaft
Assembly ........................... 5.00 - 11
Figure 5.00-25. Governor Drive Gear ....... 5.00 - 12
Figure 5.00-26. Oil Line And Hall-Effect
Pickup ............................. 5.00 - 13
Figure 5.00-27. Governor Drive Housing .... 5.00 - 13
Figure 5.00-28. Governor Drive Assembly -
Front Right ......................... 5.00 - 13
Figure 5.00-29. Governor Drive Housing -
Rear ............................... 5.00 - 14
Figure 5.00-30. Governor Drive Housing -
Rear ............................... 5.00 - 14
Figure 5.00-31. Governor Drive Assembly -
Front Right ......................... 5.00 - 14
Figure 5.00-32. Govemor Drive Housing .... 5.00 - 15
Figure 5.00-33. Oil Line And Hall-Effect
Pickup ............................. 5.00 - 15
Figure 5.00-34. Govemor Rod ............. 5.00 - 16
Figure 5.00-35. Govemor Rod -
G, GSI Engines ..................... 5.00 - 16
Figure 5.00-36. Governor Rod -
GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 16
Figure 5.00-37. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 17
Figure 5.00-38. UG-8L Governor Assembly. 5.00 - 17
Figure 5.00-39. Governor Assembly ........ 5.00 - 17
Figure 5.00-40. UG-SL Governor Linkage .. 5.00 - 18
Figure 5.00-41. UG-S Govemor Linkage
Adjustment Information For 51 OSGL,
5790GL And 7042GL ................ 5.00 - 19
Figure 5.00-42. UG-S Linkage Adjustment
Information For 51 OSGL, 5790GL And
7042GL - Low Pressure Fuel, Draw
I Thru Carburetion .................... 5.00 - 19
/
Figure 5.00-43. Angle Finder In "No Fuel"
Pos~ion ............................ 5.00 - 20
Form 6248 Rrst Edition
ILLUSTRATIONS
Figure 5.00-44. Governor Rod -
G, GSI Engines ..................... 5.00 - 20
Figure 5.00-45. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 20
Figure 5.00-46. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 21
Figure 5.00-47. Governor Rod ............. 5.00 - 21
Figure 5.00-48. Woodward UG-8L Governor 5.00 - 22
Figure 5.00-49. Woodward UG-8L Governor
- Top View ......................... 5.00 - 24
Figure 5.00-50. Governor Rod ............. 5.00 - 25
Figure 5.00-51. Governor Rod -
G, GSI Engines ..................... 5.00 - 25
Figure 5.00-52. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 25
Figure 5.00-53. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 26
Figure 5.00-54. Governor ................. 5.00 - 26
Figure 5.00-55. Governor Assembly ........ 5.00 - 27
Figure 5.00-56. Governor Rod ............. 5.00 - 27
Figure 5.00-57. Governor Rod -
G, GSI Engines ..................... 5.00 - 28
Figure 5.00-58. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 28
Figure 5.00-59. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 28
Figure 5.00-SO. Governor Rod Assembly ... 5.00 - 28
Figure 5.00-61. Woodward UG-S
Dial Governor ....................... 5.00 - 29
Figure 5.00-62. EG-3P Governor Rod ...... 5.00 - 31
Figure 5.00-63. Governor Rod -
G, GSI Engines ..................... 5.00 - 31
Figure 5.00-64. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 32
Figure 5.00-65. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 32
Figure 5.00-66. Splined Connector ......... 5.00 - 32
Figure 5.00-67. Governor Drive ............ 5.00 - 33
Figure 5.00-6S. Governor Drive
Internal View ........................ 5.00 - 34
Figure 5.00-69. Governor Drive ............ 5.00 - 35
Figure 5.00-70. Splined Connector ......... 5.00 - 36
Figure 5.00-71. Gasket ................... 5.00 - 36
Figure 5.00-72. EG-3P Governor-
Bottom View ........................ 5.00 - 36
Figure 5.00-73. Ring Gear Tooth Alignment . 5.00 - 36
Figure 5.00-74. Install Magnetic Pickup
Sensor ............................. 5.00 - 37
Figure 5.00-75. Governor Rod Assembly ... 5.00 - 37
Figure 5.00-76. EG-3P Governor Linkage
Adjustment Information For 51 08GL,
5790GL And 7042GL ................ 5.00 - 38
xxi
ILLUSTRATIONS
Figure 5.00-77. EG-3P linkage Adjustment
Information For 51 08GL, 5790GL And
7042GL - Low Pressure Fuel, Draw
Thru Carburetion .................... 5.00 - 38
Figure 5.00-78. Governor Rod ............. 5.00 - 39
Figure 5.00-79. Governor Rod -
G, GSI Engines ..................... 5.00 - 39
Figure 5.00-80. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 40
Figure 5.00-81. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 40
Figure 5.00-82. Orientate Manual Shutdown
Lever .............................. 5.00 - 41
Figure 5.00-83. Lock Manual Shutdown
Lever .............................. 5.00 - 41
FIgure 5.00-84. Governor Rod - GL Engines
(Throttle Control Shown Installed) ...... 5.00 - 41
Figure 5.00-85. Butterfly Valve linkage
Adjustment - L5108G, L5790G,
L7042G Engines .................... 5.00 - 42
Figure 5.00-86. Overspeed Pressure Swttch 5,00 - 42
Figure 5.00-87. Overspeed Governor ....... 5.00 - 43
Figure 5.00-88. Overspeed Governor ....... 5.00 - 43
Figure 5.00-89. Overspeed Pressure Switch 5.00 - 44
Figure 5.00-90. Tachometer/Hour Meter .... 5.00 - 44
Figure 5.00-91. Hour Meter ............... 5.00 - 44
Figure 5.00-92. Nylok Plugs ............... 5.00 - 45
Figure 5.00-93. Tachometer Drive Assembly 5.00 - 45
Figure 5.00-94. Tachometer/Hour Meter .... 5.00 - 46
Figure 5.00-95. Magneto Drive Assembly-
Front Right ......................... 5.00 - 46
Figure 5.00-96. Nylok Plugs ............... 5.00 - 46
Section 5.05 - Fuel System
Figure 5.05-1. Fuel System Diagram - G .... 5.05 - 1
Figure 5.05-2. Fuel System Diagram - GSI .. 5.05 - 2
Figure 5.05-3. Fuel System Schematic - GL . 5.05 - 3
Figure 5.05-4. Fisher 99 Main Fuel Gas
Pressure Regulator -
Cross Sectional View ................. 5.05 - 4
Figure 5.05-5. 95L Prechamber Regulator -
Cross Sectional View ................. 5.05 - 6
Figure 5.05-6. Butterfly Cross Shaft
Assembly ............................ 5.05 - 6
Figure 5.05-7. Crankcase Center Bores -
G/GSI - Right Bank ................... 5.05 - 7
Figure 5.05-8. Universal Joint Disc Spider ... 5.05 - 7
Figure 5.05-9. Carburetor Cross Shaft
Assembly ............................ 5.05 - 8
Figure 5.05-10. Crankcase Center Bores -
GL - Right Bank ...................... 5.05 - 8
Figure 5.05-11. Universal Joint Disc Spider .. 5.05 - 8
xxii
Figure 5.05-12. Prechamber Cross Pipe-
Right Bank .......................... 5.05 - 9
Figure 5.05-13. Prechamber Cross Pipe-
Left Bank ............................ 5.05 - 9
Figure 5.05-14. Prechamber Cross Pipe
Retainer ............................ 5.05 - 10
Figure 5.05-15. Cross Pipe Tee ............ 5.05 - 10
Figure 5.05-16. Prechamber Cross Pipe -
Left Bank ............ _.............. 5.05 - 10
Figure 5.05-17. Carburetor Assembly -
G/GSI .............................. 5.05 - 11
Figure 5.05-18. Air/Gas Valve Assembly .... 5.05 - 12
Figure 5.05-19. Air/Gas Valve ............. 5.05 - 12
Figure 5.05-20. Carburetor Cross Shaft
Assembly ........................... 5.05 - 13
Figure 5.05-21. Carburetor Assembly - GL .. 5.05 - 15
Figure 5.05-22. Air/Gas Valve Assembly .... 5.05 - 16
Figure 5.05-23. Air/Gas Valve ............. 5.05 - 16
Figure 5.05-24. Carburetor Bonnet Baffle
Welds ............... _.............. 5.05 - 16
Figure 5.05-25. Carburetor - Left Bank ..... 5.05 - 17
Figure 5.05-26. Carburetor Cross Shaft
Assembly ........................... 5.05 - 18
Figure 5.05-27. Butterfly Valve GlGSI ...... 5.05 - 18
Figure 5.05-28. Admission Valve Assembly . 5.05 - 19
Figure 5.05-29. Spring Seats In Cold
)
Poppets ............................ 5.05 - 20
Figure 5.05-30. Install Stainless Steel Washer
In Cylinder Head ..... _.............. 5.05 - 20
Figure 5.05-31. Prechamber Puller
Assembly ............ _.............. 5.05 - 21
Figure 5.05-32. Prechamber Puller
Assembly ........................... 5.05 - 21
Figure 5.05-33. Prechamber Puller
Assembly ........................... 5.05 - 22
Figure 5.05-34. Install Prechamber Cup .... 5.05 - 22
Figure 5.05-35. Prechamber Gas Supply -
Left Bank ............ _.............. 5.05 - 23
Figure 5.05-36. Prechamber Manifold ...... 5.05 - 23
Figure 5.05-37. Prechamber Manifold ...... 5.05 - 24
Figure 5.05-38. Fisher 99 Regulator Tube
Connections - GSI .................. 5.05 - 25
Figure 5.05-39. Fisher 99 Regulator Tube
Connections - GL ................... 5.05 - 25
Figure 5.05-40. BoR Holes In Engine Block .. 5.05 - 25
Figure 5.05-41. Fisher 99 Regulator
Bracket - Right Bank ................ 5.05 - 26
Figure 5.05-42. Fisher 99 Regulator Mounting
Orientation - Right Bank - Top View ... 5.05 - 26
Figure 5.05-43. Main Fuel Gas Regulator -
Right Bank ......................... 5.05 - 26 )
Figure 5.05-44. Carburetor Gas Inlet -
Right Bank ......................... 5.05 - 27
Form 6248 First Ednion

Figure 5.05-45. Dresser Elbow Coupling .... 5.05 - 27
Figure 5.05-46. Dresser Elbow Coupling .... 5.05 - 27
Figure 5.05-47. Fisher 99 Regulator Tube
Connections - GSI .................. 5.05 - 28
Figure 5.05-48. Fisher 99 Regulator Tube
Connections - GL ................... 5.05 - 28
Figure 5.05-49. Fisher 99 Regulator Bracket -
Left Bank ........................... 5.05 - 28
Figure 5.05-50. Fisher 99 Regulator Mounting
Orientation - Left Bank - Top View ..... 5.05 - 28
Figure 5.05-51. Prechamber Regulator -
Front Right ......................... 5.05 - 29
Figure 5.05-52. Prechamber Regulator - GL 5.05 - 29
Figure 5.05-53. Prechamber Regulator ..... 5.05 - 30
Figure 5.05-54. Prechamber Regulator
Mounting Bracket .................... 5.05 - 30
Figure 5.05-55. Intake Manifold Flange
Aftachments - Right Bank ............ 5.05 - 31
Figure 5.05-56. Prechamber Regulator -
Front Right ......................... 5.05 - 31
Figure 5.05-57. Prechamber Regulator/ManHold
Tube Connections - GL .............. 5.05 - 32
Figure 5.05-58. Prechamber Gas Supply -
Left Bank ........................... 5.05 - 33
Figure 5.05-59. Fisher 99 Regulator Fuel
Gas Fitter ........................... 5.05 - 33
Figure 5.05-60. Fisher 99 Regulator Filter ... 5.05 - 34
Section 5.10 - Ignition System
Figure 5.10-1. Spark Plug Carriers .......... 5.10 - 1
Figure 5.10-2. Spark Plug Carrier Removal
Tool ................................ 5.10 - 2
Figure 5.10-3. Spark Plug Carrier Removal
Tool ................................ 5.10 - 2
Figure 5.10-4. Install Spark Plug Carrier ..... 5.10 - 2
Figure 5.10-5. Spark Plug Carrier Extractor
Tool ................................ 5.10 - 2
Figure 5.10-6. Install Spark Plug Carrier ..... 5.10 - 3
Figure 5.10-7. CSASpark Plug ............. 5.10 - 4
Figure 5.10-8. Install Spark Plug/Connections 5.10 - 6
Figure 5.10-9. Install Spark Plug/Connections
PiN 211357H Extension ............... 5.10 - 6
Figure 5.10-10. VHP Spark Plug Recess
Cover ............................... 5.10 - 9
Figure 5.10-11. VHP Spark Plug Recess
Cover Vent Cap ...................... 5.10 - 9
Figure 5.10-12. Spark Plug Connector Tube. 5.10 - 10
Figure 5.10-13. Ignttion Coil Brackets ...... 5.10 - 11
Figure 5.1 0-14. Prechamber ManHold
) Bracket - Front Left .................. 5.10 - 12
Figure 5.10-15. Ignition Coil Brackets ...... 5.10 -12
Figure 5.10-16. Coil (PIN 69694, Blue Coil) .5.10 -12
Form 6248 First Edition
ILLUSTRATIONS
Figure 5.10-17. Triangular Ignition Coil
Bracket ............................ 5.10-13
Figure 5.10-18. Wire Harness Assembly .... 5.10 - 14
Figure 5.10-19. Harness Cable Clip -
Front Right ......................... 5.10 - 14
Figure 5.10-20. Electronic Ignttion System
Diagram ............................ 5.10-16
Figure 5.10-21. Wire Harness - Right Bank -
Carburetor And Intake Manifold Removed
For Clarity .......................... 5.10-17
Figure 5.10-22. Wire Harness - Front Right . 5.10 - 17
Figure 5.10-23. Wire Harness Cable Clip
Locations ........................... 5.10 - 17
Figure 5.10-24. Retaining Clip ............. 5.10 - 18
Figure 5.10-25. Attaching Cable Clip
Support Braces ..................... 5.10 - 18
Figure 5.10-26. Triangular Ignition Coil
Bracket ............................ 5.10-18
Figure 5.10-27. Magneto Pin Connector
Cable .............................. 5.10-18
Figure 5.10-28. Ignition Module ............ 5.10 - 19
Figure 5.10-29. Mounting Brackets ......... 5.10 - 19
Figure 5.1 0-30. Ignition Module' ............ 5.10 - 19
Figure 5.1 0-31. Governor Drive Housing .... 5.10 - 20
Figure 5.10-32. Hall-effect Pickup ......... 5.10 - 20
Figure 5.10-33. Current Production CEC
Timing Disc ......................... 5.10 - 20
Figure 5.10-34. Current Produetjon Govemor
Drive Gear. .......................... 5.10 - 20
Figure 5.10-35. Current Production Timing
Tool ............................... 5.10 - 21
Figure 5.10-36. Flywheel Timing Opening ... 5.10 - 21
Figure 5.10-37. Current Production CEC
Timing Disc ......................... 5.10 - 22
Figure 5.10-38. Current Production CEC
Timing Disc ......................... 5.10 - 22
Figure 5.10-39. Flywheel Timing Opening ... 5.10 - 23
Figure 5.10-40. Current Production Timing
Tool ............................... 5.10 - 23
Figure 5.10-41. Current Production CEC
Timing Disc ......................... 5.10 - 23
Figure 5.10-42. Current Production CEC
Timing Disc ......................... 5.10 - 24
Figure 5.10-43. CEC Ignttion Module Timing
Switches ........................... 5.10 - 24
Figure 5.10-44. Flywheel Timing Opening ... 5.10 - 25
Figure 5.10-45. Governor Drive Housing .... 5.10 - 26
Figure 5.10-46. Hall-Effect Pickup ......... 5.10 - 26
Figure 5.10-47. Previous Production CEC
Timing Disc ......................... 5.10 - 26
Figure 5.10-48. Previous Production
Governor Drive Gear ................. 5.1 0 - 26
Figure 5.10-49. Governor Drive Gear ....... 5.10 - 27
xxiii
ILLUSTRATIONS
Figure 5.10-50. Previous Production CEC
TIming Disc ......................... 5.10 - 27
Figure 5.10-51. Previous Production CEC
TIming Disc ......................... 5.10 - 27
Figure 5.10-52. Governor Drive Housing .... 5.10 - 28
Figure 5.10-53. Previous Production TIming
Disc ............................... 5.10 - 28
Figure 5.10-54. CEC Ignnion Module
Rotary Switches A and B ............. 5.10 - 28
Figure 5.10-55. Magneto/Magneto Adapter
Flange Bolts ........................ 5.10 - 31
Figure 5.10-56. Magneto/Magneto Adapter .. 5.10 - 31
Figure 5.10-57. Magneto Drive Disc
Coupling ........................... 5.10-31
Figure 5.10-58. Magneto Drive Adapter
Cover Studs ........................ 5.1 0 - 32
Figure 5.10-59. Engine Firing Order -
12 Cylinder ......................... 5.10 - 32
Figure 5.10-60. Nameplate - Current
Production .......................... 5.10 - 33
Figure 5.10-61. Nameplate - Previous
Production .......................... 5.10 - 33
Figure 5.10-62. Rotation Plate Front
Flywheel Housing - Right Bank ........ 5.10 - 34
Figure 5.10-63. TIming Pointer -
Rear Right .......................... 5.10 - 34
Figure 5.10-64. TIming Tape .............. 5.10 - 34
Figure 5.10-65. Magneto Drive Disc
Coupling ........................... 5.10 - 35
Figure 5.10-66. Magneto Drive Disc
Coupling Shims ..................... 5.10 - 35
Figure 5.10-67. Magneto Static TIming ..... 5.10 - 36
Figure 5.10-68. Magneto/Magneto Adapter .. 5.10 - 36
Figure 5.10-69. Magneto Drive Assembly ... 5.10 - 36
Figure 5.10-70. Magneto/Magneto Adapter
Flange Bolts ........................ 5.10 - 37
Figure 5.10-71. Magneto Adapter Assembly. 5.10 - 39
Figure 5.10-72. Magneto Adapter Assembly. 5.10 - 39
Figure 5.10-73. Magneto Drive Assembly ... 5.10 - 42
Section 5.15 - Air Induction System
Figure 5.15-1. Air Cleaner Assembly ........ 5.15 - 2
Figure 5.15-2. Air Cleaner Assembly ........ 5.15 - 2
Figure 5.15-3. Air Restriction Indicator/Filter -
G[JGSI Models Shown ................ 5.15 - 4
Figure 5.15-4. Restriction Filter ............. 5.15 - 4
Figure 5.15-5. Air Ducts - G ............... 5.15 - 5
Figure 5.15-6. Engine Breather ............. 5.15 - 6
Figure 5.15-7. Oil Separator Hose .......... 5.15 - 6
Figure 5.15-8. Brace ...................... 5.15 - 6
Figure 5.15-9. Capscrew .................. 5.15 - 7
xxiv
Figure 5.15-10. Air Ducts - GSI/GL ......... 5.15 - 8
Figure 5.15-11. Crankcase Breather Tube .... 5.15 - 9
Figure 5.15-12. Air Duct Brace - Left Bank ... 5.15 - 9
Figure 5.15-13. Air Duct Braces - Right Bank 5.15 - 9
Figure 5.15-14. Air Intake Pipes - G ....... 5.15 - 10
Figure 5.15-15. Air Pipe And Air Horn ...... 5.15 - 10
Figure 5.15-16. Intercooler Air Outlet Tube -
GSI ................................ 5.15 - 11
Figure 5.15-17. Intercooler Air Outlet Tube
And Intercooler ...................... 5.15 - 11
Figure 5.15-18. Intercooler Air Outlet Tube .. 5.15 - 11
Figure 5.15-19. Air Intake Pipe And
Carburetor .......................... 5.15 - 12
Figure 5.15-20. Intercooler Air Outlet Tube-
GL .................•.............. 5.15-12
Figure 5.15-21. Intercooler Air OutietTube .. 5.15 - 12
Figure 5.15-22. Intercooler Air Outlet Tube
O-ring - Carburetor End ............. 5.15 - 13
Figure 5.15-23. Intercooler Air Outlet Tube -
Intercooler End .............. , ....... 5.15 - 13
Figure 5.15-24. Carburetor Air Horn And
Elbow .............................. 5.15 - 13
Figure 5.15-25. Intake Manifold - G/GSI .... 5.15 - 14
Figure 5.15-26. Intake Manifold Flange
Attachments ........................ 5.15 - 16
Figure 5.15-27. Intake ManHold - GL ....... 5.15 - 18 )
Figure 5.15-28. Intake ManHold Flange
Attachments .........•.............. 5.15 - 19
Figure 5.15-29. Wire Harness Cable Clip
Locations ........................... 5.15 - 21
Section 5.20 - Turbochargers
Figure 5.20-1. Turbo Air Outlet Elbow -
Rear Right ........................... 5.20 - 1
Figure 5.20-2. Turbo Air Outlet Elbow -
Rear Right ........................... 5.20 - 1
Figure 5.20-3. Turbo Air Outlet Elbow ....... 5.20 - 1
Figure 5.20-4. Turbo Upper Oil Tube Clip .... 5.20 - 2
Figure 5.20-5. Turbo Clamps ............... 5.20 - 2
Figure 5.20-6. Turbocharger ............... 5.20 - 2
Figure 5.20-7. Check Turbocharger Axial
Play ................................ 5.20 - 4
Figure 5.20-8. Check Turbocharger Radial
Play ................................ 5.20 - 5
Figure 5.20-9. Turbo V-Band Coupling ...... 5.20 - 6
Figure 5.20-10. Turbo V-Band Coupling ..... 5.20 - 6
Figure 5.20-11. Turbocharger Torque
Specifications ........................ 5.20 - 7
Figure 5.20-12. Turbocharger .............. 5.20 - 8
Figure 5.20-13. Turbo Exhaust Inlet Gasket .. 5.20 - 8
Figure 5.20-14. Air Duct Braces - Intercooler. 5.20 - 8 )
Figure 5.20-15. Turbo/Exhaust Elbow
Connection- Left Bank ................ 5.20 - 9
Form 6248 First Edition

Figure 5.20-16. V-Band Coupling ........... 5.20 - 9
Figure 5.20-17. Lower Turbo Oil Drain Tubes. 5.20 - 9
Figure 5.20-18. TV94 Turbo Oil Supply/Drain
Flanges ............................. 5.20 - 9
Figure 5.20-19. Turbo Oil Supply Tubes .... 5.20 - 10
Figure 5.20-20. Turbo Upper Oil Supply
Tubes .............................. 5.20 - 10
Figure 5.20-21. Turbocharger Alignment .... 5.20 - 10
Figure 5.20-22. Turbocharger Alignment .... 5.20 - 11
Figure 5.20-23. Turbo Air Outlet Elbows .... 5.20 - 11
Figure 5.20-24. Turbo Air Outlet Elbow ..... 5.20 - 11
Figure 5.20-25. Turbo Air Outlet Elbow -
Rear Right. . . . . . .. . . . . . . . . . . . . . . . . .. 5.20 - 11
Figure 5.20-26. Turbo Air Outlet Elbow -
Rear Right .......................... 5.20 - 12
Section 5.25 - Cooling System
Figure 5.25-1. Water Outlet Hole ........... 5.25 - 1
Figure 5.25-2. VHP Twelve Cylinder Cooling
System - Cutaway View ............... 5.25 - 2
Figure 5.25-3. VHP G Engine Cooling System
Schematic - Standard Jacket Water
Temperature ......................... 5.25 - 3
Figure 5.25-4. VHP G Engine Cooling System
Schematic - Elevated Jacket Water
Temperature ......................... 5.25 - 4
Figure 5.25-5. VHP GSI Engine Cooling
System Schematic - Standard And
Elevated Jacket Water Temperatures .... 5.25 - 5
Figure 5.25-6. VHP GL Engine Cooling
System Schematic - Standard And
Elevated Jacket Water Temperatures . . . . 5.25 - 6
Figure 5.25-7. 12 Cylinder Cluster
Thermostat Housing .................. 5.25 - 7
Figure 5.25-8. Auxiliary Cooling Water Circuit 5.25 - 7
Figure 5.25-9. Intercooler Flow ............. 5.25 - 8
Figure 5.25-10. Auxiliary Cooling Water
Temperature Control Valve ............. 5.25 - 9
Figure 5.25-11. Customer Supplied Ball
Valve .............................. 5.25 - 12
Figure 5.25-12. Idler Pulley Bearing Lube ... 5.25 - 17
Figure 5.25-13. Auxiliary Water Pump Pulley
Lube ............................... 5.25 - 17
Figure 5.25-14. Adjusting/Idler Lever
Assembly ........................... 5.25 - 18
Figure 5.25-15. TIghten Idler Pulley Bracket
Bolts ............................... 5.25 - 18
Figure 5.25-16. Jacket Water Pump Drive
Belt Tension Tester .................. 5.25 - 19
Figure 5.25-17. Jacket Water Pump Drive
BeH Tensioning ...................... 5.25 - 20
Form 6248 First Ednion
ILLUSTRATIONS
Figure 5.25-18. Jacket Water Pump Drive
BeltTension ........................ 5.25 - 20
Figure 5.25-19. Adjusting/Idler Lever
Assembly ........................... 5.25 - 21
Figure 5.25-20. Auxiliary Water Pump Betts . 5.25 - 21
Figure 5.25-21. Jacket And Auxiliary Water
Pump Belts ......................... 5.25 - 22
Figure 5.25-22. Jacket Water Pump Drive
Belt Tension Tester .................. 5.25 - 22
Figure 5.25-23. Jacket Water Pump "Weep"
Hole - Water Pump Shown Removed .. 5.25 - 23
Figure 5.25-24. Water Pump .............. 5.25 - 24
Figure 5.25-25. Crankcase Water Inlet
Flange ............................. 5.25 - 25
Figure 5.25-26. Water Pump Inlet Elbow -
Left Bank ........................... 5.25 - 25
Figure 5.25-27. Water Header Assembly -
Front Left ........................... 5.25 - 26
Figure 5.25-28. Water Header Assembly
Couplings .......................... 5.25 - 26
Figure 5.25-29. Water Pump Inlet Elbows ... 5.25 - 26
Figure 5.25-30. Dresser Coupling .......... 5.25 - 27
Figure 5.25-31. Water Bypass T.tJbes ....... 5.25 - 28
Figure 5.25-32. Bypass Tubes - Front Left .. 5.25 - 29
Figure 5.25-33. Water Bypass Elbows ...... 5.25 - 29
Figure 5.25-34. Dresser Coupling .......... 5.25 - 30
Figure 5.25-35. Bypass Tubes - Front Left .. 5.25 - 30
Figure 5.25-36. Exhaust Manifold Flanges -
Rear Left ............................ 5.25 - 31
Figure 5.25-37. Water Manifold ............ 5.25 - 31
Figure 5.25-38. Water Manifold Bracket -
Front Left ........................... 5.25 - 32
Figure 5.25-39. Water Manifold Mounting
Brackets ........................... 5.25 - 32
Figure 5.25-40. Flexmaster Coupling ....... 5.25 - 32
Figure 5.25-41. Water Manifold - Front ..... 5.25 - 33
Figure 5.25-42. Water Outlet Elbow ........ 5.25 - 33
Figure 5.25-43. Water Manifold Connections 5.25 - 33
Figure 5.25-44. Water Manifold Bracket -
Front Left ........................... 5.25 - 33
Figure 5.25-45. Water Manifold Mounting
Brackets ........................... 5.25 - 34
Figure 5.25-46. Water Manifold Bracket -
Rear Left ........................... 5.25 - 34
Figure 5.25-47.12 Cylinder Cluster
Thermostat Housing ................. 5.25 - 34
Figure 5.25-46. Thermostat Testing ........ 5.25 - 35
Figure 5.25-49. Thermostat Open And
Closed ............................. 5.25 - 36
Figure 5.25-50. Jacket Water Thermostats -
PIN 208627 Series .................. 5.25 - 36
Figure 5.25-51. Jacket Water Thermostats -
PIN 208660 Series .................. 5.25 - 36
xxv
ILLUSTRATIONS
Figure 5.25-52. Thermostat Seal .......... 5.25 - 37
Figure 5.25-53. 12 Cylinder Cluster
Thermostat Housing - Bottom View .... 5.25 - 38
Figure 5.25-54. Idler Pulley Bracket ........ 5.25 - 39
Figure 5.25-55. Idler Pulley ............... 5.25 - 39
Figure 5.25-56. Idler Pulley Shaft Removal .. 5.25 - 39
Figure 5.25-57. Cover Removal ........... 5.25 - 40
Figure 5.25-58. Remove Ball Bearing/Shaft
Assembly ........................... 5.25 - 40
Figure 5.25-59. Grease Seal Removal ...... 5.25 - 40
Figure 5.25-60. Idler Pulley Ball Bearing/Shaft
Assembly ........................... 5.25 - 41
Figure 5.25-61. Idler Pulley Shaft .......... 5.25 - 41
Figure 5.25-62. Idler Pulley Ball Bearing/Shaft
Assembly ........................... 5.25 - 42
Figure 5.25-63. Idler Pulley Bracket Vent Hole
Location ............................ 5.25 - 43
Figure 5.25-64. Idler Pulley Bracket ........ 5.25 - 43
Figure 5.25-65. Water Drain Petcock -
Front Right ......................... 5.25 - 44
Figure 5.25-66. Lifting The Jacket Water
Pump .............................. 5.25 - 44
Figure 5.25-67. Water Pump Cover And
Cover Gasket ....................... 5.25 - 44
Figure 5.25-68. VHP Water Pump Assembly 5.25 - 45
Figure 5.25-69. Jacket Water Pump Shaft ... 5.25 - 47
Figure 5.25-70. Jacket Water Pump Service
Tool Kit PIN 474013 .................. 5.25 - 47
Figure 5.25-71. Press Bearings Onto Shaft .. 5.25 - 47
Figure 5.25-72. Pack Water Pump Bearings. 5.25 - 48
Figure 5.25-73. Open (Lipped) Side Of
Carriers ............................ 5.25 - 49
Figure 5.25-74. Install Inner Grease Seal ... 5.25 - 49
Figure 5.25-75. Install Shaft And Bearing
Assembly ........................... 5.25 - 49
Figure 5.25-76. Install Retaining Ring/OUier
Grease Seal ........................ 5.25 - 50
Figure 5.25-77. Pulley Hub Wear Sleeve .... 5.25 - 51
Figure 5.25-78. Install Pulley Hub Wear
Sleeve ............................. 5.25 - 51
Figure 5.25-79. Water Pump Seal Assembly 5.25 - 51
Figure 5.25-80. Install Ceramic Seal ....... 5.25 - 52
Figure 5.25-81. Install Carbon Seal ........ 5.25 - 52
Figure 5.25-82. VHP Water Pump Assembly 5.25 - 53
Figure 5.25-83. Check Impeller Clearances . 5.25 - 53
Figure 5.25-84. Jacket Water Pump ........ 5.25 - 54
Figure 5.25-85. Water Pump Mounting
Flange ............................. 5.25 - 54
Figure 5.25-86. Water Pump Cover And
Cover Gasket ....................... 5.25 - 54
xxvi
Figure 5.25-87. Install Water Pump Cover
Gasket ............................. 5.25 - 55
Figure 5.25-88. Water Pump Cover And
Cover Gasket ....................... 5.25 - 55
Figure 5.25-89. Water Drain Petcock -
Front Right ......................... 5.25 - 55
Figure 5.25-90. Lifting The Jacket Water
Pump ...............•.............. 5.25 - 55
Figure 5.25-91. Front Pulley Guard ........ 5.25 - 56
Figure 5.25-92. Left Hand BeH Guard Panel. 5.25 - 56
Figure 5.25-93. Right Hand Belt Guard
Panel .............................. 5.25 - 56
Figure 5.25-94. Auxiliary Water Pump BeH
Guards ............................. 5.25 - 57
Figure 5.25-95. Inner Auxiliary Water Pump
Bett Guard .......................... 5.25 - 57
Figure 5.25-96. Auxiliary Water Temperature
Control Valve ....................... 5.25 - 58
Figure 5.25-97. Auxiliary Cooling Water
Temperature Control Valve - All Models 5.25 - 59
Figure 5.25-98. Turbo Oil Supply Tube -
Rear Left ........................... 5.25 - 60
Figure 5.25-99. Intercooler Bonnet
Attachments - Right Bank Side . . . . . . . . 5.25 - 61
Figure 5.25-100. Turbo Clamps ............ 5.25 - 61
Figure 5.25-101. Intercooler Connections - )
Top ................................ 5.25 - 62
Figure 5.25-102. Intercooler/Wastegate Tube
Connections ........................ 5.25 - 62
Figure 5.25-103. Intercooler Connections -
Left Bank ........................... 5.25 - 63
Figure 5.25-104. Intercooler Connections ... 5.25 - 63
Figure 5.25-105. Compressor Discharge
Tube ............................... 5.25 - 63
Figure 5.25-106. V-Branch ............... 5.25 - 63
Figure 5.25-107. Flexmaster Elbow
Coupling ........................... 5.25 - 64
Figure 5.25-108. Intercooler Mounting -
Rear Left ........................... 5.25 - 64
Figure 5.25-109. Intercooler Removal ...... 5.25 - 64
Figure 5.25-110. Intercooler Connections -
Left Bank ........................... 5.25 - 65
Figure 5.25-111. Intercooler Connections ... 5.25 - 65
Figure 5.25-112. Support Rails ............ 5.25 - 65
Figure 5.25-113. Intercooler Connections ... 5.25 - 65
Figure 5.25-114. Intercooler -
12 Cylinder Engines ................. 5.25 - 86
Figure 5.25-115. Intercooler Connections ... 5.25 - 67
Figure 5.25-116. 455 Ell Dresser Coupling .. 5.25 - 67
Figure 5.25-117. Intercooler Piping ......... 5.25 - 67
Figure 5.25-118. 455 Ell Dresser Coupling .. 5.25 - 68
Figure 5.25-119. Support Rails ............ 5.25 - 68
Figure 5.25-120. Intercooler Connections ... 5.25 - 69
Form 6248 First Edition

Figure 5.25-121. Intercooler Connections ... 5.25 - 69
Figure 5.25-122. Compressor Discharge
Pressure Sensing Tubes Support Braces 5.25 - 69
Figure 5.25-123. Intercooler/Wastegate
Tube Connections ................... 5.25 - 69
Figure 5.25-124. Wastegate Connections ... 5.25 - 70
Figure 5.25-125. Flexmaster Elbow
Coupling ........................... 5.25 - 70
Figure 5.25-126. Lifting The Intercooler ..... 5.25 - 71
Figure 5.25-127. Intercooler Mounting -
Rear Left ........................... 5.25 - 71
Figure 5.25-128. Lower Turbo Oil Drain
Tubes .............................. 5.25 - 71
Figure 5.25-129. Upper Turbo Oil Drain
Tubes .............................. 5.25 - 72
Figure 5.25-130. Turbo Oil Supply Tube -
Rear Left ........................... 5.25 - 72
Figure 5.25-131. V-Branch ............... 5.25 -73
Figure 5.25-132. Assemble Intercooler
Water Supply/Return Pipe Clamps ..... 5.25 - 73
Figure 5.25-133. Intercooler Water
Supply/Return Pipes - Threaded Ends . 5.25 - 74
Figure 5.25-134. Install Intercooler Water
Supply/Return Pipe Clamps - Rear .... 5.25 - 74
Figure 5.25-135. Install Intercooler Water
Supply/Return Pipe Clamps - Front .... 5.25 - 74
Figure 5.25-136. Intercooler Water
Supply/Return Pipes ................. 5.25 - 75
Figure 5.25-137. Install Intercooler Water
Supply/Return Pipes ................. 5.25 - 75
Figure 5.25-138. Intercooler Water Retum
Pipe - Front Left .................... 5.25 - 75
Figure 5.25-139. Intercooler Water Return
Pipe Flange ......................... 5.25 - 75
Figure 5.25-140. Intercooler Water Return
Pipe Flange ......................... 5.25 - 76
Figure 5.25-141. Intercooler Water Supply
Pipe Elbow ......................... 5.25 - 76
Figure 5.25-142. Intercooler Water Supply
Pipe - Front Left .................... 5.25 - 76
Figure 5.25-143. Intercooler Water Supply
Pipe - Front Left .................... 5.25 - 76
Figure 5.25-144. Flexmaster Elbow
Coupling ........................... 5.25 - 77
Figure 5.25-145. Auxiliary Water Pump ..... 5.25 - 77
Figure 5.25-146. Auxiliary Water Pump
Idler And Adjusting Lever ............. 5.25 - 78
Figure 5.25-147. Auxiliary Water Pump
) Bracket ............................ 5.25 - 78
Figure 5.25-148. Adjusting/Idler Lever
Assembly ........................... 5.25 - 79
Form 6248 First Ednion
ILLUSTRATIONS
Section 5.30 - Lubrication System
Figure 5.30-1. External Lube Oil Schematic-
Blending Type. . . . . . . . . . . . . . . . . . . . . . .. 5.30 - 1
Figure 5.30-2. Lube Oil Temperature Control
Valve ............................... 5.30 - 1
Figure 5.30-3. Pressure Regulating Valve .... 5.30 - 2
Figure 5.30-4. Lube Oil Strainer ............ 5.30 - 2
Figure 5.30-5. Intemal Oil Control ........... 5.30 - 3
Figure 5.30-6. Petcock At Lube Filter Inlet ... 5.30 - 8
Figure 5.30-7. VHP Oil Filler Pipe .......... 5.30 - 11
Figure 5.30-8. Dipstick ................... 5.30 - 12
Figure 5.30-9. Lube Oil Fitter .............. 5.30 - 14
Figure 5.30-10. Full-Flow Lube Oil Fitter .... 5.30 - 14
Figure 5.30-11. Fitter Elemenl/Relief
Valve Configuration .................. 5.30 - 14
Figure 5.30-12. Lube Oil Fitter Relief Valve
Assembly ........................... 5.30 - 15
Figure 5.30-13. Magnetic Plugs ........... 5.30 - 16
Figure 5.30-14. Oil Cooler Piping
Connections ........................ 5.30 - 18
Figure 5.30-15. Oil Cooler Assembly ....... 5.30 - 20
Figure 5.30-16. Lube Oil Temperature
Control Valve ....................... 5.30 - 21
Figure 5.30-17. ThermostatTesting ........ 5.30 - 21
Figure 5.30-18. Thermostat Open And
Closed ............................. 5.30 - 22
Figure 5.30-19. Thermostatic Valve ........ 5.30 - 22
Figure 5.30-20. Lube Oil Temperature Control
Valve - 12 And 16 Cylinder Engines ... 5.30 - 23
Figure 5.30-21. Lube Oil Temperature Control
Valve .............................. 5.30 - 23
Figure 5.30-22. Prelube Oil Pressure Relief
Valve .............................. 5.30 - 25
Figure 5.30-23. Prelube Motor/Pump
Assembly ........................... 5.30 - 26
Figure 5.30-24. In-Line Lubricator .......... 5.30 - 27
Figure 5.30-25. Oil Pickup Screen
Assembly - 12 Cylinder .............. 5.30 - 28
Figure 5.30-26. Fastening Flange Adapter .. 5.30 - 29
Figure 5.30-27. Lube Oil Pump Manffold
Check Valve ........................ 5.30 - 30
Figure 5.30-28. Relief Valve ............... 5.30 - 30
Figure 5.30-29. Drive Gears .............. 5.30 - 30
Figure 5.30-30. Oil Pump Cover Front Cover 5.30 - 30
Figure 5.30-31. Oil Pump Intemal Gears .... 5.30 - 30
Figure 5.30-32. Pump Body Bushings ...... 5.30 - 31
Figure 5.30-33. Pump Cover Bushings ..... 5.30 - 31
Figure 5.30-34. Adjustable Boring Tool ..... 5.30 - 32
Figure 5.30-35. Idler Gear ................ 5.30 - 33
Figure 5.30-36. Woodruff Keys ............ 5.30 - 33
Figure 5.30-37. Checking Clearance ....... 5.30 - 34
xxvII
ILLUSTRATIONS
Figure 5.30-38. Oil Pump Internal Gears .... 5.30 - 34
Figure 5.30-39. Oil Pump Cover
Torque Sequence .................... 5.30 - 34
Figure 5.30-40. Relief Valve ............... 5.30 - 34
Figure 5.30-41. Oil Pump Mounting Stud .... 5.30 - 37
Figure 5.30-42. Oil Pump Gasket .......... 5.30 - 37
Figure 5.30-43. Oil Pump Tightening Pattern 5.30 - 37
Figure 5.30-44. Measuring Oil Pump Drive
Gear Backlash ...................... 5.30 - 38
Figure 5.30-45. Lube Oil Pump ............ 5.30 - 38
Figure 5.30-46. Lube Oil Pump Manifold -
Front View .......................... 5.30 - 39
Figure 5.30-47. Lube Oil Pump ManHold
Check Valve ........................ 5.30 - 39
Figure 5.30-48. Fastening Flange Adapter .. 5.30 - 39
Figure 5.30-49. Prelube V-Strainer ......... 5.30 - 40
Figure 5.30-50. Attaching Pipe Tee ........ 5.30 - 40
Figure 5.30-51. V-Strainer - Front Left ..... 5.30 - 40
Figure 5.30-52. VHP Oil Filler Pipe ......... 5.30 - 41
Figure 5.30-53. Oil Filler Pipe/Bracket -
Rear Left ........................... 5.30 - 41
Figure 5.30-54. Rocker Arm Header Oil
Supply - Rear ....................... 5.30 - 42
Figure 5.30-55. Rocker Arm Header Oil
Supply -
Rear Vee ........................... 5.30 - 42
Figure 5.30-56. Oil Supply Tube Clip -
Rear Right .......................... 5.30 - 42
Figure 5.30-57. Rocker Arm Header Oil
Supply - Front ...................... 5.30 - 43
Figure 5.30-58. Turbo Oil Supply -
Rear Right .......................... 5.30 - 44
Figure 5.30-59. Pipe Cross Magnet Plug .... 5.30 - 44
Figure 5.30-60. Rear Tube Connections .... 5.30 - 44
Figure 5.30-61 . Main Oil Header Oil
Outlet Ports ......................... 5.30 - 44
Figure 5.30-62. Governor Drive Oil Supply -
Front Right ......................... 5.30 - 45
Figure 5.30-63. Oil Pan Door - Rear View .. 5.30 - 45
Figure 5.30-64. Oil Pan Door - Side View ... 5.30 - 45
Figure 5.30-65. Lube Oil Strainer -
Rear Right .......................... 5.30 - 46
Figure 5.30-66. Lube Oil Strainer Assembly. 5.30 - 47
Section 5.35 - Exhaust System
Figure 5.35-1. Exhaust Thermocouples
Arrangement - 12 Cylinder ............ 5.35 - 1
Figure 5.35-2. Exhaust Thermocouple -
Rear Left ............................ 5.35 - 3
Figure 5.35-3. Thermocouple Bracket ....... 5.35 - 3
Figure 5.35-4. Water Outlet Elbows -
Rear Right.. .. .. .. .. .. .. . .. .. .. .. . .. . 5.35 - 3
xxvIII
Figure 5.35-5. Water Outlet Elbow Gaskets .. 5.35 - 4
Figure 5.35-6. Exhaust Manifold - Rear View. 5.35 - 4
Figure 5.35-7. Exhaust Manifold - GL Shown 5.35 - 5
Figure 5.35-8. Exhaust Manifold Gasket ..... 5.35 - 6
Figure 5.35-9. Exhaust Manifold - Rear View. 5.35 - 6
Figure 5.35-1 O. Exhaust Manifold - Left Bank 5.35 - 7
Figure 5.35-11. Prelube Motor Air/Gas
Supply Tube ......................... 5.35 - 7
Figure 5.35-12. Exhaust ManHold End
Sections - Left Bank .................. 5.35 - 7
Figure 5.35-13. Breather Tube And Intercooler
Tubes ............................... 5.35 - 8
Figure 5.35-14. Water Outlet Elbow Gaskets . 5.35 - 8
Figure 5.35-15. Exhaust Manifold -
Right Bank .......................... 5.35 - 8
Figure 5.35-16. Water Outlet Elbows -
Rear Right ........................... 5.35 - 9
Figure 5.35-17. Exhaust Manifold - Front .... 5.35 - 9
Figure 5.35-18. Exhaust Manifold - Left Bank 5.35 - 9
Figure 5.35-19. Thermocouple Connector-
Rear Right ........................... 5.35 - 9
Figure 5.35-20. Turbo Exhaust Inlet Elbow -
Rear Left ................... , ....... 5.35 - 10
Figure 5.35-21. Turbo Exhaust Inlet Elbow -
Rear Right - G/GSI Engines .......... 5.35 - 10
Figure 5.35-22. Turbo Exhaust Inlet Elbow .. 5.35 - 10 )
Figure 5.35-23. Turbo Exhaust Inlet Elbow -
Rear Left ...... .. .. .. .. .. .. .. .. .. ... 5.35 - 11
Figure 5.35-24. Turbo Exhaust Inlet Elbow
Gasket ............................. 5.35 - 11
Figure 5.35-25. Turbo Exhaust Inlet Elbow .. 5.35 - 11
Figure 5.35-26. Turbo Exhaust Inlet Elbow -
Rear Left ............•.............. 5.35 - 12
Figure 5.35-27. Exhaust Connections - G ... 5.35 - 13
Figure 5.35-28. Exhaust Connections -
GSI/GL ............................. 5.35 - 14
Figure 5.35-29. Exhaust Elbow Assembly ... 5.35 - 15
Figure 5.35-30. Check Exhaust Elbow For
Straightness ........................ 5.35 - 15
Figure 5.35-31. Exhaust Elbow Adapter .... 5.35 - 15
Figure 5.35-32. Exhaust Thermocouple -
Rear Left ........................... 5.35 - 16
Figure 5.35-33. "K" Type Thermocouple .... 5.35 - 16
Figure 5.35-34. "K" Type Thermocouple .... 5.35 - 17
Figure 5.35-35. Exhaust Thermocouple
Installation .......................... 5.35 - 17
Figure 5.35-36. Thermocouple Conduit -
Rear Right .......................... 5.35 - 18
Figure 5.35-37. Exhaust Thermocouples
Arrangement - 12 Cylinder ........... 5.35 - 18
Figure 5.35-38. Exhaust Thermocouple
)
Installation .......................... 5.35 - 19
Figure 5.35-39. Intercooler/Wastegate Tube
Connections ........................ 5.35 - 20
Form 6248 First Edition

Figure 5.35-40. Wastegate Breather Vent ... 5.35 - 21
Figure 5.35-41. Wastegate Disassembly .... 5.35 - 21
Figure 5.35-42. Wastegate -
PIN Series 208372 - Bottom View ..... 5.35 - 22
Figure 5.35-43. VHP Wastegate -
PIN Series 208372 - Cutaway ........ 5.35 - 22
Figure 5.35-44. Wastegate Breather Vent ... 5.35 - 23
Figure 5.35-45. Wastegate Assembly ...... 5.35 - 24
Figure 5.35-46. Wastegate -
PIN Series 208372 - Bottom View ..... 5.35 - 25
Figure 5.35-47. PIN Series 208372
Wastegate Calibration Tool ........... 5.35 - 25
Figure 5.35-48. PIN Series 208372
Wastegate Calibration ................ 5.35 - 26
Figure 5.35-49. PIN Series 208372
Wastegate calibration Tool ........... 5.35 - 26
Figure 5.35-50. PIN Series 208372
Wastegate calibration Setup .......... 5.35 - 26
Figure 5.35-51. Wastegate Calibration
Setup .............................. 5.35 - 27
Figure 5.35-52. Intercooler/Wastegate Tube
Connections ........................ 5.35 - 28
Figure 5.35-53. Intercooler/Wastegate Tube
Connections ........................ 5.35 - 28
Figure 5.35-54. Wastegate Adjusting ....... 5.35 - 29
Figure 5.35-55. Wastegate Gasket Removal 5.35 - 30
Figure 5.35-56. Wastegate Poppet To
Wastegate Mounting Face
Measurement ....................... 5.35 - 30
Figure 5.35-57. Wastegate Adjusting -
PIN Series 295645 .................. 5.35 - 30
Figure 5.35-58. Wastegate Connections .... 5.35 - 32
Section 5.40 - Crankcase Breather
System
Figure 5.40-1 . Oil Separator -
12 Cylinder Engines .................. 5.40 - 1
Figure 5.40-2. Breather Regulator Assembly -
Current Style ......................... 5.40 - 2
Figure 5.40-3. Venturi Extractor/Choke Valve
Assembly - GL Shown ................ 5.40 - 2
Figure 5.40-4. Venturi Assembly -
GSI Shown .......................... 5.40 - 2
Figure 5.40-5. Install Water Manometer
Tube Connector ...................... 5.40 - 3
Figure 5.40-6. Vacuum Valve Assembly - G .. 5.40 - 3
Figure 5.40-7. Vacuum Valve Assembly - GSI 5.40 - 3
Figure 5.40-8. Venturi Extractor/Choke Valve
Assembly - GL ....................... 5.40 - 4
) Figure 5.40-9. Venturi Extractor/Choke Valve
Assembly - GSI ...................... 5.40 - 4
Figure 5.40-10. Venturi Extractor Assembly .. 5.40 - 5
Form 6245 First Edttion
ILLUSTRATIONS
Figure 5.40-11. Crankcase Separator Screen
Assembly - 12 Cylinder Engines -
GL Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.40 - 6
Figure 5.40-12. Crankcase - Rear Right ..... 5.40 - 6
Figure 5.40-13. Oil Separator - G ........... 5.40 - 7
Figure 5.40-14. Oil Separator Assembly,
Unthreaded Oil Inlet Pipe - GL Shown .. 5.40 - 8
Figure 5.40-15. Oil Separator Assembly,
Threaded Oil Inlet Pipe - GSI/GL ....... 5.40 - 9
Figure 5.40-16. Breather Regulator
Assembly - GL Shown ............... 5.40 - 10
Figure 5.40-17. Breather Regulator
Assembly - All Engines .............. 5.40 - 10
Figure 5.40-18. Venturi Assembly-
GSI Shown ......................... 5.40 - 12
Figure 5.40-19. Venturi Extractor
Assembly - GSI ..................... 5.40 - 12
Figure 5.40-20. Venturi Extractor
Assembly - GL . . . . . . . . . . . . . . . . . . . . . . 5.40 - 12
Figure 5.40-21. Venturi Extractor Assembly . 5.40 - 13
Figure 5.40-22. Venturi Extractor Assembly . 5.40 - 14
Figure 5.40-23. Venturi Extractor Assembly . 5.40 - 14
Figure 5.40-24. Venturi Extractor Brackets .. 5.40 - 15
Figure 5.40-25. Venturi Extracto"Assembly . 5.40 - 15
Figure 5.40-26. Bicera Pressure Relief Valve 5.40 - 16
Figure 5.40-27. Pressure Relief Valve -
Cross Sectional View ................ 5.40 - 17
Figure 5.40-28. Breather Tubes - GSI ...... 5.40 - 18
Figure 5.40-29. Support Clamp ............ 5.40 - 19
Figure 5.40-30. Breather Tube - Front Vee .. 5.40 - 19
Figure 5.40-31. Breather System Tube
Connections - GL ................... 5.40 - 20
Figure 5.40-32. Y -Shaped Breather Tube ... 5.40 - 21
Figure 5.40-33. Install Vee Mounted
Breather Tube Clamps ............... 5.40 - 21
Figure 5.40-34. Breather Tube - Front Vee .. 5.40 - 21
Figure 5.40-35. Breather Tube - Rear Vee .. 5.40 - 21
Figure 5.40-36. Venturi Extractor Compressor
Discharge Plumbing - GL Shown ...... 5.40 - 22
Figure 5.40-37. Right Bank Compressor
Discharge Tube ..................... 5.40 - 22
Section 5.45 - Air/Gas Prelube And Start
Systems
Figure 5.45-1. Prelube/Start Pushbutton
Valves .............................. 5.45 - 1
Figure 5.45-2. Prelube And Start Air/Gas Tube
Connections - Bulkhead (G/GSI/GL) .... 5.45 - 2
Figure 5.45-3. Pilot Operated Prelube Valve
Connections ......................... 5.45 - 3
Figure 5.45-4. Prelube Motor/Pump
Assembly ............................ 5.45 - 3
Figure 5.45-5. Schematic - Pneumatic Control
System For Air Only Start And Prelube
(G, GSI) ............................. 5.45 - 5
xxix
ILLUSTRATIONS
Figure 5.45-6. Schematic - Pneumatic
Control System For Air/Gas Start And
Prelube (G, GSI) ..................... 5.45 - 6
Figure 5.45-7. Schematic - Pneumatic
Control System For Air/Gas Start And
Prelube (GL) ......................... 5.45 - 7
Figure 5.45-8. Pilot Operated Prechamber
Fuel Valves - GL ..................... 5.45 - 8
Figure 5.45-9. Shuttle Valve - GL ........... 5.45 - 9
Figure 5.45-10. Bulkhead And Connector
Brackets ............................ 5.45 - 9
Figure 5.45-11. Rear Flywheel Housing -
Rear Right .......................... 5.45 - 10
Figure 5.45-12. Bulkhead/Connector Bracket
Assembly ........................... 5.45 - 10
Figure 5.45-13. Pilot Operated Prelube Valve-
Rear Right .......................... 5.45 - 10
Figure 5.45-14. Pilot Operated Prelube Valve -
Rear Right .......................... 5.45 - 11
Figure 5.45-15. Pilot Operated Prelube Valve
Connections ........................ 5.45 - 12
Figure 5.45-16. Prelube Motor/Pump
Assembly ........................... 5.45 - 12
Figure 5.45-17. Rear Gear Housing -
Front Left ........................... 5.45 - 13
Figure 5.45-18. Prelube Motor/Pump
Mounting Bracket - Rear View ........ 5.45 - 13
Figure 5.45-19. Lube Oil Pressure Gauge
Connection ......................... 5.45 - 14
Figure 5.45-20. Prelube/Start Pushbutton
Valves ............................. 5.45 - 14
Figure 5.45-21. Tube Clamp - Rear Right ... 5.45 - 15
Figure 5.45-22. Tube Clamp Support Brace -
Rear Right .......................... 5.45 - 15
Figure 5.45-23. Tube Clamp - Rear Right ... 5.45 - 15
Figure 5.45-24. Prelube And Start Air/Gas
Tube Connections - Bulkhead
(GIGSI/GL) ......................... 5.45 - 16
Figure 5.45-25. Pushbutton Valve
Connections ........................ 5.45 - 17
Figure 5.45-26. Prelube/Start Pushbutton
Valves ............................. 5.45 - 17
Figure 5.45-27. Intake Manifold Flange
Attachments - Right Bank ............ 5.45 - 18
Figure 5.45-28. Tube Clip Brackets -
Right Bank Intake Manifold ........... 5.45 - 18
Figure 5.45-29. Pilot Operated Prechamber
Fuel Valves ......................... 5.45 - 19
Figure 5.45-30. Lube Oil Pilot Pressure Tube
Connection ......................... 5.45 - 20
Figure 5.45-31. Mount Prechamber Gas
Valve .............................. 5.45 - 20
Figure 5.45-32. Prechamber Gas Valve ..... 5.45 - 20
xxx
Figure 5.45-33. Air/Gas Plenum - )
Safety Shutdown Valve ............... 5.45 - 21
Figure 5.45-34. Air/Gas Plenum -
Safety Shutdown Valve ............... 5.45 - 21
Figure 5.45-35. Prechamber Gas Valve ..... 5.45 - 22
Figure 5.45-36. Mount Prechamber Gas
Valve .............................. 5.45 - 22
Figure 5.45-37. Lube Oil Pilot Pressure
Tube Connection .................... 5.45 - 23
Figure 5.45-38. Tube Clips - Right Bank .... 5.45 - 23
Figure 5.45-39. Air/Gas Starter ............ 5.45 - 24
Figure 5.45-40. Electric Starter ............ 5.45 - 26
Figure 5.45-41. Wiring Diagram -
DC Junction Box - CEC IgnHion With
Electric Start ........................ 5.45 - 27
Figure 5.45-42. Wiring Diagram -
DC Junction Box - CEC Ignition WHh
Air Start ............................ 5.45 - 28
Section 6.00 - Control Panel
Figure 6.00-1. Control Panel - Right Side .... 6.00 - 1
Figure 6.00-2. IgnHion Switch .............. 6.00 - 1
Figure 6.00-3. Control Panel - Right Side .... 6.00 - 1
Figure 6.00-4. Prelube And Start Air/Gas
Tube Connections - Bulkhead
(G/GSI/GL) .......................... 6.00 - 2
Figure 6.00-5. Ignition SwHch Wire Harness .. 6.00 - 3
)
Figure 6.00-6. Mounting Straps ............. 6.00 - 3
Figure 6.00-7. Intake ManHold - Right Bank .. 6.00 - 3
Figure 6.00-8. Pushbutton Valves ........... 6.00 - 3
Figure 6.00-9. Bracket Strap ............... 6.00 - 4
Figure 6.00-10. IgnHion SwHch Wire Harness. 6.00 - 4
Figure 6.00-11. Control Panel Cover ........ 6.00 - 4
Figure 6.00-12. Ignition Wire Harness
And IgnHion Switch - Left Side ......... 6.00 - 4
Figure 6.00-13. Control Panel .............. 6.00 - 5
Figure 6.00-14. IgnHion Switch Wire Harness. 6.00 - 5
Figure 6.00-15. Wiring Diagram - DC
Junction Box - CEC Ignition WHh
Electric Start ......................... 6.00 - 6
Figure 6.00-16. Wiring Diagram - DC
Junction Box - CEC IgnHion With
Air Start ............. _. . . . . . . . . . . . . . . 6.00 - 7
Section 6.05 - Engine Protection
Systems
Figure 6.05-1. Lube Oil Inlet Temperature
Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.05 - 1
Figure 6.05-2. Jacket Water Temperature
Sensor .............. _. . . . . . . . . . . . . . . 6.05 - 1
Figure 6.05-3. Intake Manifold Temperature
Sensor .............................. 6.05 - 1
Figure 6.05-4. Exhaust Thermocouples
Arrangement ......................... 6.05 - 2
Form 6248 First Edition
 ILLUSTRATIONS

Figure 6.05-5. Exhaust Thermocouple -

Rear Left ............................ 6.05 - 2
Figure 6.05-6. Main Bearing Temperature
Thermocouples ...................... 6.05 - 2
Figure 6.05-7. Wiring Diagram - Main Bearing
Temperature Thermocouples ........... 6.05 - 3
Figure 6.05-8. Wiring Diagram - Thermocouple
Junction Box ......................... 6.05 - 4
Figure 6.05-9. Thermocouple Junction Box ... 6.05 - 6
Figure 6.05-10. Manual Shutdown Switch -
Left Side ............................ 6.05 - 6
Figure 6.05-11. Instrument Panel Gauge
Placement ........................... 6.05 - 8
Figure 6.05-12. Remote Mounted Panel ..... 6.05 - 9
Figure 6.05-13. Optional Remote Instrument
Panel ............................... 6.05 - 9
Figure 6.05-14. CEC Detonation Sensing
Module ............................. 6.05 - 10
Figure 6.05-15. IgnHion Module WHh
Expansion Port ...................... 6.05 - 10
Figure 6.05-16. Detonation Sensor ......... 6.05 - 11
Figure 6.05-17. Detonation Sensing Module
System Wiring Schematic ............. 6.05 - 12
Figure 6.05-18. Detonation Sensing Module
Front Panel ......................... 6.05 - 13
) Figure 6.05-19. Detonation Sensing Module
LCD Display ........................ 6.05 - 13
Figure 6.05-20. Remote Instrument Panel
Connections ........................ 6.05 - 17
Figure 6.05-21. Remote Instrument Panel
Connections ........................ 6.05 - 18

Section 6.10 - Miscellaneous Equipment

Figure 6.10-1. Surge Tank Assembly ........ 6.10 - 1
Figure 6.10-2. Water Connection Pipe ....... 6.10 - 2
Figure 6.10-3. Overflow Line Support Bracket 6.10 - 2
Figure 6.10-4. Filler Cap And Plug .......... 6.1 0 - 3
Figure 6.1 0-5. Pipe Adapter ................ 6.10 - 3
Figure 6.10-6. Sight Gauge ................ 6.10 - 3
Figure 6.10-7. Jacket Water Heater -
Right Side ........................... 6.10 - 5
Figure 6.10-8. Jacket Water Heater -
LeftSide ............................ 6.10-6

Form 6248 First Ednion xxxi

ILLUSTRATIONS

xxxii Form 6248 First Edition


LIST OF TABLES
Section 1.10 - Rigging And Lifting
Engines
Table 1.10-1. Engine Dry Weights .......... 1.10 - 1
Section 1.15 - General Information
Table 1.15-1. Service Tools ................ 1.15-8
Table 1.15-2. VHP 12 Cylinder Gas Engine
Component Weights ................. 1.15 - 10
Table 1.15-3. 12 Cylinder VHP
Torque Values ....................... 1.15 -13
Table 1.15-4. Cylinder Head Capscrews .... 1.15 - 14
Table 1.15-5. U.S. Standard Capscrew
Torque Values ....................... 1.15 - 16
Table 1.15-6. English To Metric Formula
Conversion Table .................... 1.15 - 17
Table 1.15-7. Metric To English Formula
Conversion Table .................... 1.15 - 17
Table 1.15-8. Sealants, Adhesives,
And Lubricants ...................... 1.15 - 18
Section 1.20 - Specifications
Table 1.20-1. Wear Limits .................. 1.20 - 2
Table 1.20-2. Cylinder Sleeve (Used With
Four Ring Pistons Only) - Gas ......... 1 .20 - 3
Table 1.20-3. Piston (Four Ring Only) - Gas . 1.20 - 4
Table 1.20-4. Piston Rings
(Four Ring Piston Only) - Gas .......... 1.20 - 6
Table 1.20-5. PIN 205130L Cylinder Sleeve
(Sleeve Used On GL 9-3/8 Inch
Bore' Only) - Gas .................... 1.20 - 8
Table 1.20-6. Three Ring Piston (PIN 205504D)
(Piston Used On GL 9-3/8 Bore Wfth
PIN 205130L Liner Only) - Gas ........ 1.20 - 9
Table 1.20-7. Piston Rings
(Used On GL 9-3/8 Inch Bore Wfth
Three Ring Piston And PIN 205130L
Cylinder Sleeve Only) - Gas .......... 1.20 - 10
Table 1.20-8. Crankcase - Gas ............ 1.20 - 11
Table 1.20-9. Crankshaft Wear Limits ...... 1.20 - 12
Table 1.20-10. Piston Pin - Gas ........... 1.20 - 12
Table 1.20-11. PIN Series 205507
Connecting Rod, Bushing And
Bearing SpecHications ............... 1.20 - 13
Table 1.20-12. Valve Train Clearances -
Gas ............................... 1.20-14
Table 1.20-13. Valve Clearance ........... 1.20 - 17
Table 1.20-14. Camshaft ................. 1.20 -17
Table 1.20-15. Valve Springs .............. 1.20 - 18
Form 6248 First Edition
TABLES
Table 1.20-16. Crankshaft Web Deflection
Measurement Wfth Connecting Rods
Installed ............................ 1.20 - 18
Table 1.20-17. Rocker Arm Bores And
Shafts ............................. 1.20 - 19
Table 1.20-18. Rear Gear Backlash
Specifications . . . . . . . . . . . . . . . . . . . . . . . 1.20 - 20
Table 1.20-19. Oil Pump And Oil Pump
Drive Gears. . . . . . . . . . . . . . . . . . . . . . . . . 1.20 - 21
Table 1.20-20. VHP Accessory Gear
Backlash ........................... 1.20 - 23
Table 1.20-21. Accessory Drive Ratios ..... 1.20 - 23
Table 1.20-22. Flywheel And Housing ...... 1.20 - 24
Table 1.20-23. Turbo Inspection ........... 1.20 - 25
Table 1.20-24. Lubrication System
Pressures .......................... 1.20 - 25
Table 1.20-25. Lubrication System
Temperatures ....................... 1.20 - 25
Table 1.20-26. Lubrication System Engine
Transient Tift Angles ................. 1.20 - 25
Table 1.20-27. Cooling System
Temperatures ....................... 1.20 - 26
Table 1.20-28. Alarm And Shutdown
Setpoinis .. .. .. .. .. .. .. .. .. .. .. .. ... 1 .20 - 26
Table 1.20-29. Capacities ................. 1.20 - 27
Table 1.20-30. 1/2 Inch Reach Spark Plugs
(Used With 1/2 Inch Reach Spark Plug
Carriers Only) .. .. .. .. .. .. .. .. .. .. ... 1 .20 - 27
Table 1.20-31. VHP GL 13/16 Inch Reach
Spark Plugs (Used With 13/16 Inch
Reach Spark Plug Carriers Only) ...... 1 .20 - 28
Table 1.20-32. Ignftion Timing Data
(Non-DSM) ......................... 1.20 - 30
Table 1.20-33. Ignftion Timing Data
(DSM Equipped) .................... 1.20 - 32
Section 3.00 - Cylinder Head
Disassembly
Table 3.00-1. Rocker Arm Shafl ............ 3.00 - 3
Table 3.00-2. Rocker Arm Bushing Bore I.D. . 3.00 - 3
Table 3.00-3. Running Clearance -
Rocker Arm Bushing To Shaft .......... 3.00 - 3
Table 3.00-4. Valve Train ................. 3.00 - 17
Table 3.00-5. Valve Seat Insert Grinding
Stones ............................. 3.00 - 21
Table 3.00-6. Valve Seat Width And
Face Angle ......................... 3.00 - 22
Table 3.00-7. Valve Springs ............... 3.00 - 23
Table 3.00-8. Valve Spring Reference ...... 3.00 - 25
xxxiii
TABLES
Section 3.05 - Crankcase Disassembly
Table 3.05-1. Crankcase - Gas ............. 3.05 - 2
Table 3.05-2. Cylinder Sleeve Gaskets ...... 3.05 - 3
Table 3.05-3. Restoration Sleeve And
Crankcase Lower Bore Machining
Dimensions .......................... 3.05 - 4
Table 3.05-4. Crankshaft Wear Limits ....... 3.05 - 7
Table 3.05-5. Main Bearings ............... 3.05 - 8
Table 3.05-6. Camshaft ................... 3.05 - 14
Table 3.05-7. Piston (Four Ring Only) - Gas 3.05 - 20
Table 3.05-8. Three Ring Piston
(PIN 205504D) (Piston Used On GL
9-3/8 Bore With PIN 205130L Liner
Only) - Gas ......................... 3.05 - 22
Table 3.05-9. Piston Rings (Four Ring
Piston Only) - Gas .................. 3.05 - 24
Table 3.05-10. Piston Rings
(Used On GL 9-3/8 Inch Bore With Three
Ring Piston And PIN 205130L Cylinder
Sleeve Only) - Gas .................. 3.05 - 26
Table 3.05-11. Piston Pin - Gas ........... 3.05 - 32
Table 3.05-12. Series PIN 205507
Connecting Rod, Bushing And
Bearing Specifications ............... 3.05 - 34
Table 3.05-13. Connecting Rod Weight
Classifications ...................... 3.05 - 38
Table 3.05-14. Cylinder Sleeve (Used WHh
Four Ring Pistons Only) - Gas ........ 3.05 - 45
Table 3.05-15. PIN 205130L Cylinder Sleeve
(Sleeve Used On GL 9-3/8 Inch Bore'
Only) - Gas ......................... 3.05 - 46
Section 4.00 - Crankcase Assembly
Table 4.00-1. Crankshaft Thrust Rings ...... 4.00 - 27
Table 4.00-2. Rear Gear Backlash
Specifications ....................... 4.00 - 34
Table 4.00-3. Pulleys And Spacers ......... 4.00 - 67
Table 4.00-4. Attaching Hardware .......... 4.00 - 67
Section 4.05 - Cylinder Head Assembly
Table 4.05-1. Cylinder Head Capscrews ..... 4.05 - 3
Section 4.10 - Valve Adjustment And
Web Deflection
Table4.10-1.ValveSettings ............... 4.10-1
Table 4.10-2. Crankshaft Web Deflection
Measurement WHh Connecting Rods
Installed ............................. 4.10 - 4
Section 5.00 - Speed Governing System
Table 5.00-1. UG-8 Governor Linkage
Adjustment Information For LSl08G,
GSI; LS790G, GSI; L7042G, GSI ...... 5.00 - 20
xxxiv
Table 5.00-2. Governor Speed
Droop Settings ...................... 5.00 - 24
Table 5.00-3. Governor Speed
Droop Settings ...................... 5.00 - 31
Table 5.00-4. EG-3P Governor Linkage
Adjustment Information For LSI 08G,
GSI; LS790G, GSI; L7042G, GSI ...... 5.00 - 38
Section 5.10 - Ignition System
Table 5.10-t. Spark Plug Tools ............. 5.10 - 5
Table 5.10-2. Spark Plug Troubleshooting .... 5.10 - 7
Table 5.10-3.112 Inch Reach Spark Plugs
(Used WHh 1/2 Inch Reach Spark Plug
Carriers Only) ........................ 5.10 - 7
Table 5.1 0-4. VHP GL 13/16 Inch Reach
Spark Plugs (Used WHh 13/16 Inch
Reach Spark Plug Carriers Only) ....... 5.10 - 8
Table 5.10-5. Waukesha Ignition Module
Firing Order ......................... 5.10 - 24
Table 5.10-6. CEC Timing Disc Pin Location
(Previous Production) ................ 5.10 - 29
Table 5.1 0-7. CEC Ignition Module Rotary
SwHch PosHion (Previous Production) ., 5.10 - 29
Section 5.15 - Air Induction System
Table 5.15-1. High Intake Manifold
Temperature Settings 0 F (0 C) .......... 5.15 - 1 )
Section 5.25 - Cooling System
Table 5.25-1. Water Versus Glycol
Concentration ....................... 5.25 - 10
Table 5.25-2. Other Cooling System
Treatments ..........•.............. 5.25 - 11
Table 5.25-3. Jacket Water Outlet
Temperature Settings 0 FCC) ......... 5.25 - 11
Table 5.25-4. Jacket Water Capacity -
Engine Only ........................ 5.25 - 13
Table 5.25-5. Air Bleed Petcocks .......... 5.25 - 14
Table 5.25-6. Water Drain Petcocks ........ 5.25 - 15
Table 5.25-7. Jacket Water CapacHy -
Engine Only ........................ 5.25 - 15
Table 5.25-8. PIN 208660 Series And
PIN 199221 Series Jacket Water
Thermostats ........................ 5.25 - 37
Table 5.25-9. PIN 208627 Series -
Weir Type Jacket Water Thermostats .. 5.25 - 37
Table 5.25-10. Auxiliary Cooling Water
Thermostat - All Models .............. 5.25 - 58
Section 5.30 - Lubrication System
Table 5.30-1. Oil Recommendations By Model
And Fuel For VHP Series Gas Engines .. 5.30 - 4
Table 5.30-2. Recommended Lube Oils For
Cogeneration Applications Using Pipeline
QualHy Gas . . . . . . . . . . . . . . . . . . . . . . . . . . 5.30 - 5
Form 6248 First Edition
 TABLES

Table 5.30-3. Recommended Lube Oils For Table 6.05-4. DSM Diagnostic Codes
Sour Gas And Alternate Fuel (Landfill) Troubleshooting ..................... 6.05 - 16
Gas Applications ..................... 5.30 - 5
Table 5.30-4. Used Oil Testing And Section 7.10 - Maintenance And Storage
Condemnation ....................... 5.30 - 6 Table 7.00-1. Troubleshooting Table ......... 7.00 - 1
Table 5.30-5. Recommended TBN Ratings ... 5.30 - 7 Table 7.10-1. Routine Maintenance Chart .... 7.10 - 1
Table 5.30-6. Wear Metals ................. 5.30 - 8
Table 7.10-2. Routine Inspection Form ...... 7.10 - 4
Table 5.30-7. Sump Temperature And
Table 7.10-3. Waukesha Engine Preservative
SAE Number ......................... 5.30 - 9
Oil Application ....................... 7.10 - 6
Table 5.30-8. Sump And Header Temperatures
And SAE Number ..................... 5.30 - 9 Table 7.10-4. Preservative Oils ............. 7.10 - 6
Table 5.30-9. Oil Consumption ............. 5.30 - 9 Table 7.10-5. Protective Materials ........... 7.10 - 6
Table 5.30-10. Duty Cycle Definitions ...... 5.30 - 10
Table 5.30-11. Recommended Oil Change
Intervals For Engines Receiving Normal
Maintenance ........................ 5.30 - 10
Table 5.30-12. Recommended Oil Change
Intervals For Engines Receiving Normal
Maintenance And Using Gaseous Fuel
Containing H2S Or Liquid Fuel Containing
Sulfur In Excess Of Published Limits .... 5.30 - 10
Table 5.30-13. Lube Oil Filter Data ......... 5.30 - 14
Table 5.30-14. Engine Oil Capacity ........ 5.30 - 15
Table 5.30-15. Magnetic Plug Locations .... 5.30 - 16
Table 5.30-16. Oil Cooler Thermostatic
Valves - PIN 169867A Series ......... 5.30 - 22
Table 5.30-17. Oil Pump And Oil Pump
Drive Gears ......................... 5.30 - 35
Table 5.30-18. Turbocharger Connections .. 5.30 - 43
Section 5.35 - Exhaust System
Table 5.35-1. Quick Disconnect Plug ....... 5.35 - 16
Table 5.35-2. Air Bleed Petcocks -
Auxiliary Cooling Water Circutt ........ 5.35 - 20
Table 5.35--3. Nominal Pressure For
PIN Series 208372 Wastegate
Calibration Test ..................... 5.35 - 27
Table 5.35-4. Adjustable Wastegate
Settings - Draw Thru Engines Only .... 5.35 - 29
Section 5.45 - Air/Gas Prelube And Start
Systems
Table 5.45-1. PIN 208569D Air Valves
Inlet Pressures And Pilot Pressures
To Shift ............................. 5.45 - 4
Section 6.05 - Engine Protection
Systems
Table 6.05-1. Alarm And Shutdown Setpoints . 6.05 - 7
Table 6.05-2. Remote Instrument Panel
Annunciator Legend .................. 6.05 - 9
Table 6.05-3. DSM Module LCD Message
Display Diagnostic Codes ............ 6.05 - 15

Fonn 6248 First Edition xxxv

TABLES

xxxvi Form 6248 First Edition


Your purchase of a L5108, L5790 or L7042G/GSI/GL
Series engine was a wise investment. In the industrial
engine field the name, Waukesha Engine, stands for
quality and durability. W~h normal care and mainte-
nance this engine will provide many years of reliable
service.
Before servicing your engine, read Chapter 1 very
carefully. This chapter covers Safety and General
Information.
Section 1.00 - Warning Tags and Decal Location -
gives the location of all warning tags and decals and will
show you a duplicate of each tag is in case the decals or
tags have been lost or damaged.
Section 1.05 - Safety Section - Provides a list of
dangers, warnings, cautions and notes to make you
aware of the dangers present during operation and
maintenance of the engine. - READ THEM CAREFUL-
LY AND FOLLOW THEM COMPLETELY -
Section 1.15 - General Information - Provides basic
data on all current L5108, L5790 or L7042G/GSI/GL
engines such as; engine plate data, component
weights, torque specifications and clearances. This
section also supplies torque values of metric and
standard capscrews as well as conversion data.
FORM 6248 First Ednion
HOW TO USE THIS MANUAL
ALWAYS BE ALERT FOR THE SPECIAL WARN-
INGS WITHIN THE MANUAL TEXT. THESE WARN-
INGS PRECEDE INFORMATION THAT IS CRUCIAL
TO YOUR SAFETY AS WELL AS OTHER PERSON-
NEL WORKING ON OR NEAR THE ENGINE. CAU-
TIONS OR NOTES IN THE MANUAL CONTAIN
INFORMATION THAT RELATES TO POSSIBLE
DAMAGE TO THE ENGINE OR ITS COMPONENTS
DURING ENGINE OPERATION OR MAINTENANCE
PROCEDURES.
This manual contains both repair and overhaul instruc-
tions for current L5108, L5790 or L7042G/GSI/GL
engines. There are seven chapters w~hin the manual
and each chapter contains one or more sections. The
title of each chapter or section appears at the top of
each page. To locate information on a specific topic,
refer to the Table of Contents at the front of the manual
or the Index at the back of the manual.
Recommendations and data contained in the manual is
the latest information available althe time ofthis printing
and is subject to change w~hout notice. Since engine
accessories may vary due to customer specifications
consult your local distributor or Waukesha Engine
Division Service Operations Department for any in-
formation on subjects beyond the scope of this manual.
xxxvii
HOW TO USE THIS MANUAL

xxxviii FORM 6248 First Edition

 CHAPTER 1 - SAFETY AND GENERAL

CONTENTS

SECTION 1.00 - WARNING TAG AND DECAL LOCATIONS

SECTION 1.05 - SAFETY

SECTION 1.10 - RIGGING AND LIFTING ENGINES

SECTION 1.15 - GENERAL INFORMATION

SECTION 1.20 - SPECIFICATIONS

FORM 6248 First Edition

 )

FORM 6248 First Ed~ion

 SECTION 1.00 - WARNING TAGS & DECAL LOCATIONS

WARNING TAGS AND DECAL LOCATIONS

A WARNING
All warning tags and decals must be visible and
readable to the operator when the engine Is run-
;J
~
~ II
ning. Make sure all warning tags and decals remain
legible and attached. Likewise, all warning tags and
decals removed during any repair work must be
replaced in their original position before the engine f ~ \
Is placed back into service. Old or badly worn
decals and tags should also be replaced. Failure to

~
~
properly replace these important tags and decals
)--
I .J
can result in serious personal injury or death. I~
>-- I :a
z
I>--'
Depending on the model, the VHP 12 Cylinder engines
have warning tags located on:
'--

I
I
-
Z
C)
'--

• Each of the two starter (Air/Gas) motor inlet pipes at

the rear of the engine.

• The fuel gas regulators below each cylinder bank.

Figure 1.00-1. Sample Of Warning Tag Placement
• The fuel gas vent tube supply pipe connection
adjacent to the flywheel.

• On the carburetor throttle levers.

• On the high voltage equipment.

WARNING
Recommended Gas Supply Pressure 5-10 PSI
Maximum Gas Supply Pressure 12 PSI
CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION
OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS
REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH
APPLICABLE CODES.
ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED
TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.
OVerpressuring, Improper Venting Or Piping May Cause
Gas Leakage And Possible Serious Personal Injury.
2091078

Figure 1.00-2. Warning Tag (PIN 2091078) - On Regulator(s), All Naturally Aspirated Gas Engines

FORM 6248 First Edition 1.00 - 1

WARNING TAGS & DECAL LOCATIONS

WARNING
This System Suitable For Air Or Clean Dry Natural Gas At A
Maximum Supply Pressure Of 150 PSI

CUSTOMER OR END USER IS RESPONSIBLE TO PROVIDE OVER-

PRESSURE PROTECTION TO THIS SYSTEM
ALL GAS VENTED FROM THIS SYSTEM SHALL BE PIPED TO A SAFE
AREA IN ACCORDANCE WITH APPLICABLE CODES.
Overpressuring, Improper Venting Or Piping And Possible Corrosion
Caused By Using Natural Gas With Appreciable Amounts Of
Hydrogen Sutfide May Cause Gas Leakage And Possible Serious
Personal Injury.
209107E

Figure 1.00-3. Warning Tag (PIN 209107E)

rn
wa:
~O
~S
WARNING
RECOMMENDED GAS SUPPLY PRESSURE 25-40 PSI
w:::l MAXIMUM GAS SUPPLY PRESSURE 50 PSI
Del
~ll! CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION
a: '"
..: '"
OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS
REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH )
i'i ffi APPLICABLE CODES.
OI
mrn ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED
~ u: TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.
I-
OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE
GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY.
209107H

Figure 1.00-4. Warning Tag (PIN 209107H) - On Fisher 99 Regulator(s), Turbocharged Gas Engines

WARNING
RECOMMENDED GAS SUPPLY PRESSURE 0.75-5 PSI
MAXIMUM GAS SUPPLY PRESSURE B PSI
CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION
OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS
REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH
APPLICABLE CODES.
ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED
TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.
OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE
GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY.
209107L

Figure 1.00-5. Warning Tag (PIN 209107L) - On Fisher 66 Regulator(s), Naturally Aspirated, Low Btu Engines

1.00 - 2 FORM 6246 First Edition

 WARNING TAGS & DECAL LOCATIONS

A WARNING
MAXIMUM GAS SUPPLY PRESSURE TO REGULATOR 50 PSI
~

CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION

iii OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS

'"oill REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH

APPLICABLE CODES.

ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED

iii'"
w TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.

u: OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE

GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY.
209107R

Figure 1.00-6. Warning Tag (PIN 209107R) - On Fisher 99 And S211 Regulator(s), Turbocharged Engines

~
:'l

Bi5
w
WARNING
RECOMMENDED GAS SUPPLY PRESSURE 5-20" W.C.
~~ MAXIMUM GAS SUPPLY PRESSURE 22" W.C.

~ => CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION

~ OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS
0'" PRESSURE REDUCTION VALVE AND FOR GAS SYSTEM
~M! COMPLIANCE WITH APPLICABLE CODES.

;;:ijl ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED

ffl TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.

'a." OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE

GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY.
209107U

Figure 1.00-7. Warning Tag (PIN 209107U) - On IMPCO (MAXITROL) Pressure Reduction Valve, Used With 5 - 20"
Water Column Gas Pressure

A WARNING

o THIS ENGINE HAS BEEN ORDERED AND BUILT WITHOUT WAUKESHA

ENGINE DIVISION DESIGNED ENGINE SAFETY SHUT-DOWN EQUIPMENT.

ENGINE MUST BE PROVIDED WITH FUEL SHUT-OFF TYPE SAFETY

EQUIPMENT TO PREVENT ENGINE DAMAGE AND POSSIBLE
PERSONAL INJURY OR LOSS OF LIFE.

REFER TO W.E.D. SA7232-40 FOR RECOMMENDED

SAFETY EQUIPMENT AND SETTINGS.

209107K

Figure I.DO-B, Warning Tag (PIN 209107K) - On Carburetor Throttle Lever For Engines Ordered And Built Without
Waukesha Engine Division Designed Engine Safety Shutdown Equipment

FORM 6248 First Edition 1,00 - 3

WARNING TAGS & DECAL LOCATIONS

A WARNING
GAS VENT CONNECTION

CUSTOMER OR END USER IS RESPONSIBLE FOR VENTING OF

GAS FROM THIS CONNECTION, AND PIPING TO A SAFE AREA
TO MEET APPLICABLE CODES.

IMPROPER VENTING CAN CAUSE GAS LEAKAGE AND

POSSIBLE SERIOUS PERSONAL INJURY.

209107-P

Figure 1.00-9. Warning Tag (pIN 209107P) - For Gas Vent On Prelube Systems That Use Natural Gas For Prelube
Motor

)
Figure 1.00-10, Warning Tag (pIN 20B840A) -
On High Voltage Equipment

1.00 - 4 FORM 6248 First Edition


SAFETY INTRODUCTION
The following safety precautions are published for your
information. Waukesha Engine Division, Dresser Indus-
tries, Inc., does not, by the publication of these
precautions, imply or in any way represent that they are
the sum of all dangers present near industrial engines or
fuel rating test units. If you are installing, operating or
servicing a Waukesha product, it is your responsibility to
ensure full compliance with all applicable safety codes
and requirements. All requirements of the Federal
Occupational Safety and Health Act must be met when
Waukesha products are operated in areas that are
under the jurisdiction of the United States of America.
Waukesha products operated in other countries must
be installed, operated and serviced in compliance with
any and all applicable safety requirements of that
country.
For details on safety rules and regulations in the United
States, contact your local office of the Occupational
Safety and Health Administration (OSHA).
The words "danger", "warning", "caution" and "note" are
used throughout this manual to highlight important
information. Be certain thatthe meanings ofthese alerts
are known to all who work on or near the equipment.
NOTE: This symbol identifies information which is
NECESSARY TO THE PROPER OPERATION, MAIN-
TENANCE OR REPAIR OF THE EQUIPMENT.
A
IL.
CAUTION IThiss~mbolidentlfiesin-
• .=
.=;.....;;..........;;....
. ___"-----'. formation about hazards
or unsafe practices. Disregarding this information
could result In PRODUCT DAMAGE AND/OR PER-
SONAL INJURY.
A WARNING
This symbol identifies information about hazards or
unsafe practices. Disregarding this information
could result in SEVERE PERSONAL INJURY OR
DEATH.
A DANGER
This symbol identifies information about immediate
hazards. Disregarding this information will result in
SEVERE PERSONAL INJURY OR DEATH.
) cool to room temperature before attempting any service
FORM 6248 First Edition
SECTION 1.05 - SAFETY
SAFETY TAGS AND DECALS
A WARNING
To avoid severe personal injury or death, all
warning tags and decals must be visible and legible
to the operator while the equipment is operating.
EQUIPMENT REPAIR AND SERVICE
Proper maintenance, service and repair are important
to the safe, reliable operation of the unit and related
equipment. Do not use any procedure not recom-
mended in the Waukesha Engine manuals for this
equipment.
A WARNING
To prevent severe personal injury or death, always
stop the unit before cleaning, servicing or repairing
the unit or any driven equipment.
Place all controls in the OFF position and disconnect or
lock out starters to prevent accidl\htal restarting. If
possible, lock all controls in the OFF position and take
the key. Put a sign on the control parilll warning that the
unit is being serviced. -
Close all manual control valves, disconnect and lock out
all energy sources to the unit, including all fuel, electric,
hydraulic, and pneumatic connections.
Disconnect or lock out driven equipment to prevent the
possibility of the driven equipment rotating the disabled
engine.
A WARNING
To avoid severe personal injury or death, ensure
that all tools and other objects are removed from the
unit and any driven equipment before restarting the
unit.
A WARNING
Allow the engine to cool to room temperature
before cleaning, servicing or repairing the unit. Hot
components or fluids can cause severe personal
injury or death.
Some engine components and fluids are extremely hot
even after the engine has been shut down. Allow
sufficient time for all engine components and fluids to
procedure.
1.05 - 1
SAFETY
ACIDS
A WARNING
Comply with the acid manufacturer's recommenda-
tions for proper use and handling of acids. Improp-
er handling or misuse could result In severe
personal Injury or death.
BATTERIES
A WARNING
Comply with the battery manufacturer's recommen-
dations for procedures concerning proper battery
use and maintenance. Improper maintenance or
misuse could result in severe personal injury or
death.
BODY PROTECTION
A WARNING
Always wear OSHA approved body, sight, hearing
I A
and respiratory system protection. Never wear
loose clothing, jewelry or long hair around an
engine. The use of improper attire or failure to use
protective equipment may result in severe personal
injury or death.
CHEMICALS
GENERAL
A WARNING
Always read and comply with safety labels on all
containers. Do not remove or deface the container
labels. Improper handling or misuse could result In
severe personal injury or death.
CLEANING SOLVENTS
A WARNING
Comply with the solvent manufacturer's recom-
mendations for proper use and handling of sol-
vents. Improper handling or misuse could result in
severe personal injury or death. Do not use gaso-
line, paint thinners or other highly volatile fluids for
cleaning.
1.05 - 2
LIQUID NITROGEN/DRY ICE
)
A WARNING
Comply with the liquid nitrogen/dry ice manufactur-
er's recommendations for proper use and handling
of liquid nitrogen/dry ice. Improper handling or use
could result in severe personal injury or death.
COMPONENTS
HEATED OR FROZEN
A WARNING
Always wear protective equipment when Installing
or removing heated or frozen components. Some
components are heated or cooled to extreme
temperatures for proper installation or removal.
Direct contact with these parts could cause severe
personal injury or death.
INTERFERENCE FIT
WARNING
Always wear protective equipment when installing )
or removing components with an Interference fit.
Installation or removal of interference components
may cause flying debris. Failure to use protective
equipment may result In severe personal injury or
death.
COOLING SYSTEM
A WARNING
Always wear protective clothing when venting,
flushing or blowing down the cooling system.
Operational coolant temperatures can range from
180° - 250° F (82° -121° C). Contact with hot coolant
or coolant vapor can cause severe personal injury
or death.
A WARNING
Do not service the cooling system while the engine
is operating or when the coolant is hot. Operational
coolant temperatures can range from 180° - 250° F
(82° - 121 ° C). Contact with hot coolant or vapor can
cause severe personal injury or death.
FORM 6248 First Ednion

ELECTRICAL
GENERAL
A WARNING
Do not install, set up, maintain or operate any
electrical components unless you are a technically
qualified Individual who Is familiar wHh the electri-
cal elements involved. Electrical shock can cause
severe personal Injury or death.
A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part of the
electrical system. Electrical shock can cause se-
vere personal injury or death.
IGNITION
A WARNING
Avoid contact with ignition units and wiring. Igni-
tion system components can store electrical ener-
gy and if contacted can cause electrical shocks.
Electrical shock can cause severe personal Injury
or death.
A WARNING
Properly discharge any electrical component that
has the capability to store electrical energy before
connecting or servicing that component. Electrical
shock can cause severe personal injury or death.
EXHAUST
A WARNING
Do not inhale engine exhaust gases. Exhaust gases
are highly toxic and could cause severe personal
injury or death.
Ensure exhaust systems are leak free and that all
exhaust gases are properly vented.
A WARNING
Do not touch or service any heated exhaust
components. Allow sufficient time for exhaust
components to cool to room temperature before
attempting any service procedure. Contact with hot
exhaust system components can cause severe
personal injury or death.
FORM 6248 First Edition
SAFETY
FIRE PROTECTION
A WARNING
Refer to local and federal fire regulations for
guidelines for proper site fire protection. Fires can
cause severe personal injury or death.
FUELS
GENERAL
A WARNING
Ensure that there are no leaks in the fuel supply.
Engine fuels are highly combustible and can Ignite
or explode causing severe personal injury or death.
GASEOUS
A WARNING
Do not inhale gaseous fuels. Soltl&components of
fuel gas are odorless, tasteless, ~d highly toxic.
Inhalation of gaseous fuels can cause severe
personal injury or death.
I AWARNI~ I
Shut off the fuel supply if a ga~us engine has
been cranked excessively without starting. Crank
the engine to purge the cylinders and exhaust
system of accumulated unburned fuel. Failure to
purge accumulated unburned fuel In the engine and
exhaust system can result In an explosion resulting
in severe personal Injury or death.
LIQUID
A WARNING
Do not Ingest liquid fuels or breathe In their vapors.
Liquid fuels may be highly toxic and can result in
severe personal injury or death.
A WARNING
Use protective equipment when working with liquid
fuels and related components. Liquid fuel can be
absorbed into the body resulting In severe personal
Injury or death.
1.05 - 3
SAFETY
INTOXICANTS AND NARCOTICS
A WARNING
Do not allow anyone under the Influence of Intoxi-
cants and/or narcotics to work on or around
industrial engines. Workers under the influence of
intoxicants and/or narcotics are a hazard both to
themselves and other employees and can cause
severe personal injury or death to themselves or
others.
PRESSURIZED FLUIDS/GAS/AIR
A WARNING
Never use pressurized fluids/gas/air to clean cloth-
ing or body parts. Never use body parts to check for
leaks or flow rates. Pressurized fluids/gas/air in-
jected into the body can cause severe personal
injury or death.
Observe all applicable local and federal regulations
relating to pressurized fluid/gas/air.
PROTECTIVE GUARDS
A WARNING
Provide guarding to protect persons or structures
from rotating or heated parts. Contact with rotating
or heated parts can result in severe personal injury
or death.
It is the responsibility ofthe engine owner to specify
and provide guarding.
SODIUM COOLED VALVE
A DANGER
Do not cut or break open sodium cooled exhaust
valves. Contact with sodium will cause severe
personal injury or death.
Contact local waste management authorities to dispose
of sodium cooled valves per local or federal codes.
1.05 - 4
SPRINGS
)
A WARNING
Use appropriate equipment and protective gear
when servicing or using products that contains
springs. Springs, under tension, can eject If im-
proper equipment or procedures are used. Failure
to take adequate precautions can result in serious
personal injury or death.
TOOLS
ELECTRICAL
A WARNING
Do not install, set up, maintain or operate any
electrical tools unless you are a technically quali-
fied individual who is familiar with them. Electrical
tools use electricity and if used improperly could
cause severe personal injury or death.
HYDRAULIC
A WARNING
Do not install, set up, maintain or operate any
hydraulic tools unless you are a technically quali-
fied Individual who is familiar with them. Hydraulic
tools use extremely high hydraulic pressure and if
used improperly could cause severe personal
injury or death.
IA CAUTION I
L..
Always follow recom-
mended procedures
==-,.;;;;.;;..:...;;;;....:...;;...;:;...:...;:...J.
when using hydraulic tensioning devices. Improper
use of hydraulic tensioning tools can cause severe
engine damage.
PNEUMATIC
A WARNING
Do not install, set up, maintain or operate any
pneumatic tools unless you are a technically
qualified Individual who Is familiar with them.
Pneumatic tools use pressurized air and if used
improperly could cause severe personal injury or
death.
FORM 6245 First Edilion
 SAFETY

WELDING
GENERAL

A WARNING
Comply with the welder manufacturer's recommen-
dations for procedures concerning proper use of
the welder. Improper welder use can result in severe
personal injury or death.

ON ENGINE

IA CAUTION I Ensure that the welder Is

....:aa=,--,,"--_,-_-,--,. properly grounded be-
fore attempting to weld on or near an engine. Failure
to properly ground the welder could result in severe
engine damage.

A CAUTION I
I-=aa=~=..:.::::...;;.;:..;::;..;~.
L.
Disconnect the ignition
harness before welding
on or near an engine to eliminate charging of an
ignition system capacitor. Failure to disconnect the
ignition harness could result in severe engine
damage.

WEIGHT

A WARNING
Always consider the weight of the item being lifted
and use only properly rated lifting equipment and
approved lifting methods. Failure to take adequate
precautions can result in serious personal injury or
death.

A WARNING
Never walk or stand under an engine or component
while it is suspended. Failureto adhere to this could
result in severe personal injury or death.

FORM 6248 First Edttion 1.05 - 5

SAFETY

1.05 - 6 FORM 6248 First Ednion

 SECTION 1.10 - RIGGING AND LIFTING ENGINES

ENGINE RIGGING AND LIFTING LOCATION OF THE LIFTING EYES

A WARNING A WARNING
Exercise extreme care when moving the engine or Always lift the engine using the approved lifting
its components. Never walk or stand directly under eyes. The VHP 12 cylinder gas engines are
an engine or component while It Is suspended. equipped with two pairs of lifting eyes, one pair on
Always consider the weight of the engine or the each cylinder bank. Lifting eyes are only meant for
components involved when selecting hoisting lifting the engine. Do not use to 11ft driven or
chains and lifting equipment. Be positive about the auxiliary equipment that may be attached to the
rated capacity of lifting equipment. Use only prop- engine. Disregarding this Information could result
erly maintained lifting equipment with a lifting in severe personal injury or death.
capacity which exceeds the known weight of the
object to be lifted. Disregarding this Information The VHP 12 cylinder engine is equipped with two pairs
of lifting eyes, one pair on each cylinder bank. A
could resuH in severe personal injury or death.
spreader beam (P/N 494363B), is needed for the proper
Table 1.10-1 shows the approximate dry weight of the method of lifting the engine. The lifting eyes are only
VHP 12 Cylinder gas engines. meantfor lifting the engine. Do not use the lifting eyes to
lift driven equipment that may be attached to the engine.
Table 1 10-1 Engine Dry Weights
WEIGHT CORRECT METHOD OF RIGGING AND LIFTING
ENGINE ENGINE
Ibs. kg
Lifting chains should be positioned so that they do not
L510BG 20.500 9,300
rub or bind against parts of the engine. A properly rigged
L510BGSI 21,000 9,525
engine will be able to be lifted in such a manner that the
5108GL 21,000 9,525 chains will not damage the engine. See Figure 1 .10-1
L5790G 20,500 9,300 and Figure 1.10-2 for examples of engine lifting.
L5790GSI 21,000 9,525
5790GL
L7042G
21,000
20,500
9,525
9,300
A WARNING
To avoid severe personal injury or death, follow
L7042GSI 21,000 9,525 approved rigging procedures to ensure that no
7042GL 21,000 9,525 undue strain is placed on the lifting eyes and
hoisting chains/cable sling when the engine is
raised. Use the proper spreader beam to avoid
damage to the cylinder head studs.

Figure 1.10-1. Correct Method Of Lifting Engine - Side Views

FORM 6248 First Ednion 1.10 -1

RIGGING AND LIFTING ENGINES

Figure 1.10-2. Correct Method of Lifting Engine-

Rear View

1.10 - 2 FORM 6248 First Edition

 SECTION 1.15 - GENERAL INFORMATION
SECTION MAIN POINTS:
• Overview of the overhaul and repair process,
including general considerations before starting the
work such as engine handling and removal.
• Engine description, details and specifications.
• Specialized engine tool list.
• Conversion tables.
OVERHAUL/REPAIR PROCESS
Overhaul is the complete disassembly, examination,
repair or replacement of components, and reassembly
of the entire engine. Repair deals strictly with individual
engine components. When properly planned and
executed, the overhaul and repair process can be
effectively completed in a safe and timely manner.
PREVENTING ENGINE DAMAGE
Throughout this manual CAUTIONS and NOTES
emphasize procedural items which need to be carefully
followed to avoid serious engine damage. Other points
to remember are:
• DO NT assume that procedures used for other
engines also apply to the VHP engine series. DO be
certain of procedures and information for this specific
engine before starting the work.
• DONT remove gears, pulleys and other related parts
by prying or pounding. DO use the correct pullers or
special tools.
• DONT throw nuts and bolts into a Single box or
container. DO identify and store nuts and bolts
according to their proper assemblies. Different
lengths and grades of bolts are used for specific
purposes in certain applications.
• DONT use parts from another engine. These. parts
have wear-in patterns that may not match in another
engine. DO use new parts, if replacement is
necessary.
• DONT try to compensate for torque wrench length·
ening. DO use the correct tool and torque values.
• DO NT force parts together. DO look for burrs,
foreign material or improper fHs if an assembly is
difficult to put together.
• DONT inspect a part for precision fit if it is oil
varnished, rusty or carbonized. DO clean parts first.
) True fits cannot be calculated until true, accurate
measurements are taken. Keep records of the
engine history for yourself and the customer.
FORM 6248 First Edition
• DONT check parts for precision fH if they are
abnormally hot or cold. Temperature will greatly affect
dimensions, especially large diameters. DO measure
all parts at room temperature, or check composite
assembly pieces at the same temperature.
• DONT jump from one subassembly to another. DO
complete each subassembly from start to finish.
• DONT reassemble the engine in a contaminated
parts cleaning area. DO keep the overall assembly
area free from flying foreign particles which will settle
on and contaminate the engine. Cover the exposed
engine with a sheet of plastic at the end of each day.
When a component is removed, seal the engine
opening to prevent foreign material from entering the
engine.
• DO work in a safe environment. No job should be
started if it cannot be finished safely and correctly.
HANDLING AND SHIPPING
Whenever an overhaul of an VHP series engine is
anticipated, a decision must be made to do the work on
site or remove the engine to a mO$"'suitable overhaul
facility. Factors which can effect your decision are:
• Operational requirements of the user. What is the
owner's turn-around time?
• Adequate lifting equipment. Is the proper lifting
equipment available? Can it be safely used on site?
• Cleanliness of the site. A reasonably clean reas·
sembly area will be required.
• Proximity of an adequate overhaul facility.
Realistically, most VHP series engine overhauls will be
done on site. Practicality and customer requirements
will be the determining factors. The VHP series engine
was originally designed so that it could be easily
serviced on site. Only the most unusual situations will
require the removal olthe engine. lithe engine work will
be done on site, then some external engine connections
may not need to be disconnected. Common sense,
practicality and safety need to be your guidelines in
such a situation. However, if engine removal from the
site is necessary, use the steps that follow.
1.15·1
GENERAL INFORMATION

2. Disconnect driven equipment from the engine

A WARNING
Use extreme care when working on or near engine
installations. Make sure all fuel supply lines are
CLOSED and all electrical power is OFF. Place all
engine controls in the OFF position to prevent
accidental restarting. If possible, lock all controls
in the OFF position and take the key. Place a sign on
the instrument panel advising that the engine Is
being serviced. Never attempt any work on an
engine while it is running. Disregarding this
information could result in severe personal injury
or death.
ENGINE REMOVAL
A WARNING
flywheel. )
3. Drain and properly discard coolant from the engine
and cooling system.
4. Disconnect coolant lines from the inlet and outlet
engine connections.
5. Drain and properly discard lubricating oil from the oil
pan, filter and cooler. Disconnect the oil fi~er lines.
6. Disconnect or remove air intake equipment.
7. Disconnect engine exhaust connections.
8. Remove any auxiliary instrument panels and sup-
ports. Disconnect wiring cables, fuel lines, throttle
linkage and any other accessory controls as required.

Fluids in the engine remain hot after the engine is

shutdown. These hot fluids can cause severe
burns. Use care when working with engine fluid
connections. Wait until the engine and Its fluids
cool down before proceeding with any service.
Disregarding this information could result in se-
vere personal Injury or death.
IA
..
CAUTION IBe sure to follow the
correct shutdown proce-
A WARNING
Never walk or stand under an engine or component
while it is suspended. Always consider the weight
of the engine or component and use only properly
rated lifting equipment and approved lifting meth-
ods. Make sure the transport vehicle is adequate to
handle the weights involved and can safely move
the engine. Disregarding this information could
result in severe personal injury or death.
)

dures before starting any work on the engine.

When the engine is disconnected from its support NOTE: See Section 1.02 of this manual for correct
equipment, be sure to seal all engine openings to lifting methods and component weights.
prevent dirt and moisture from entering. Disregard-
Ing this information could result in product dam- CAUTION I
I A=:......:=...:..:;;....;;..:.=...;:...:...J.
Follow approved rigging
age and/or personal injury. .L .::
.. procedures so that no
undue strain is placed on the lifting eyes and

IA
..
CAUTION I An approved engine
shippmg Skid, designed
hoisting chains/cable sling when the engine is
raised. Use the proper lifting device to avoid
product damage and/or personal injury.
to remain with the engine during any handling and
shipping, should be used. This skid is available 9. USing a suitable lifting device carefully lift engine as
from Waukesha Engine. If this skid is already required.
attached, do not remove It. If not present, arrange
to get the skid to the site before engine removal is
attempted. Disregarding this information could
result in product damage and/or personal Injury.

NOTE: Tag al/ electrical, pneumatic, fuel, coolant and

lubrication oi/lines to ensure correct reassembly.

1. Check the installation for potential problems. If

problems are found, ensure that corrections are made
before the engine is reinstalled. Consu~ the Waukesha
Engine Installation Manual, Form 1091-1 thru 8, and
the VHP 12 cylinder gas engine Installation Drawings
for installation recommendations.

1.15 - 2 FORM 6248 First Edition

 GENERAL INFORMATION

SERIAL NUMBER AND ENGINE
NAMEPLATE
The engine model, size, specification, serial, and
governing speed numbers are stamped on a nameplate
(see Figure 1.15-1 and Figure 1.15-2). This nameplate
is mounted on the left side of the crankcase just below
the No. 1L cylinder head.
When requesting information about the engine or parts,
~ is important to reference both the engine model
number and serial number. If the nameplate is defaced
or detached, the serial number can be obtained directly
from the crankcase. It is stamped on the left firing deck,
just forward of the No. 1L cylinder head.

Figure 1.15-1. Nameplata - Currant Production

, Figure 1.15-2. Nameplate - Previous Production

)

FORM 6248 First Edition 1.15 - 3

GENERAL INFORMATION

ENGINE IDENTIFICATION VIEWS

RIGHT SIDE VIEW

1. Exhaust Manifold Assembly, (Right Bank) 12. Lube Oil Dipstick (Right Bank)
2. Jacket Water Pump 13. Regulator, Gas (Right Bank)
3. Governor 14. Cariburetor (Right Bank)
4. Governor Speed Control Hand Lever 15. Manual Shutdown Lever
5. Vibration Damper 16. Lube Oil Strainer
6. Lube Oil Pump 17. Engine Leveling Bolts (Right Bank)
7. Magneto Drive 18. Lube Oil Drain (Right Bank)
8. Water Drains (Right Bank) 19. Control Panel (Right Bank)
9. Magneto Adapter 20. ExhaustThermocouple Assembly
10. CEC Ignition Module 21. Engine Ignition Power 24 von DC
11. Regulator, Prechamber Manifold 22. Thermocouple Control Box!
CEC Ignition Junction Box

)
Figure 1.15-3. Right Side View - 12 CylinderVHP GL

1.15-4 FORM 6248 First Edition

 GENERAL INFORMATION

LEFT SIDE VIEW

1. Thermostat Cluster Housing 11. Lube Oil Pan

2. Waler Manifold 12. Regulator, Gas (Left Bank)
3. Venturi Extractor 13. Lube Oil Dipstick (Left Bank)
4. Exhaust ManHold Assembly, (Left Bank) 14. Crankcase
5. Lube Oil Filler 15. Engine Leveling Bolts (Left Bank)
6. Flywheel and Housing 16. Prelube Pump and Motor
7. Manual Barring Device 17. Crankcase Breather (2)
8. Lube Oil Drain (Left Bank) 18. Safety Guarding
9. Lube Oil Pan Access Doors (Left Bank) 19. Control Panel (Left Bank)
10. Engine Jacket Water Drains (Left Bank)

Figure 1.15-4. Left Side View - 12 CylinderVHP GL

FORM 6248 First Edition 1.15 - 5

GENERAL INFORMATION

REAR VIEW
)

1. Flexible Exhaust Connection 6. Air Cleaners (2)

2. Wastegates (2) 7. Prechamber Manifolds (2)
3. Turbochargers (2) 8. Intake Manifolds (2)
4. Lifting Eyes (4) (2 each front and rear) 9. Carburetors (2)
5. Cylinder Head Assemblies (12) 10. Intercooler
11. Auxiliary Pump Inlet

Figure 1.15-5. Rear View -12 CylinderVHP GL

1.15 - 6 FORM 6248 First Edition

 GENERAL INFORMATION

BASIC ENGINE DESCRIPTION

The Waukesha VHP 12 cylinder gas engine series has
the following models; L5108G/GSI, 5108GL,
L5790G/GSI, 5790GL, L7042G/GSI, and 7042GL.
Engines designated "G", are naturally aspirated. En-
gines designated "GSI" are turbocharged and inter-
cooled. Engines designated "GL" are turbocharged,
intercooled and lean combustion.
All engines are four cycle and rotate in the standard
counter-clockwise direction, as viewed from the rear
(flywheel) end. The 12 cylinders are arranged in a
V-configuration, six on each bank. The crankcase is a
single piece, rigid gray iron casing. The main bearings
are replaceable. The main bearing caps are held in
place with vertical studs and lateral tie bolts. The
counterweighted crankshaft is made of forged steel and
has seven main bearing journals. Each engine is
equipped with viscous vibration dampers.
There are 12 interchangeable cylinder heads, each with
two Stellite® faced intake and two Stellite® faced
exhaust valves. Both exhaust and intake valve seat
inserts are also Stellite® faced. Roller type valve lifters
and hydraulic push rods are standard. The camshaft
consists of two individual segments. The connecting
rods are made from drop forged steel and are rifle
drilled. The cylinders have replaceable wet cylinder
sleeves. The pistons are aluminum alloy with full
floating piston pin. The flywheel is machined and has a
ring gear attaChed.
The exhaust driven turbocharger compresses intake
air. This charged air is cooled in the intercooler then
enters the carburetor and mixes with pressurized fuel
gas. The turbocharged air/fuel mixture enhances the
engine's power and performance.
The pressurized lubricating system consists of an oil
sump, gear driven pump, piping network, filters,
strainers and cooler. The full flow oil filter is externally
mounted, separate from the engine. The system also
consists of an externally mounted oil cooler.
The cooling system has two water pumps. The main
water pump is belt driven and circulates the jacket water
of the engine. The other belt driven pump, the auxiliary
water pump, circulates water for the oil cooler and the
intercooler. The engine jacket, cylinder heads, exhaust
manifold, turbocharger, oil and charged intake air are all
water cooled.
NOTE: "Stellite® is a registered trademark of Stoody
De/oro Ste//ite, /nc."

FORM 6248 First Edition 1.15-7

GENERAL INFORMATION

SERVICE TOOLS LIST some instances, substitute items may be used, but only
Table 1.15-1 lists the available tools to perform the
if specifically approved by Waukesha. To order these )
special tools, contact your local Waukesha Engine
tasks indicated on VHP 12 cylinder gas engines. In
Distributor.
Table 1.15-1. Service Tools
WAUKESHA WAUKESHA
TOOLP/N TOOL DESCRIPTION TOOL DESCRIPTION
TOOLP/N
1671640 Spark Plug Socket/Ext. (1 inch socket wnh 10 494235 Flexible Cylinder Hone
inch extension, for Shielded, eSA wI EM. coils)
494236 Flexible Cylinder Hone
474001 Camshaft Bearing Rollout Tool
494255 Valve Spring Compressor
474003 Reducer
494292 Crankshaft Deflection Gauge
474005 Stop Sleeve
494256 Digital Pyrometer
474007 Prechamber Removing Collet (5108GL only)
494257 Valve Guide Remover
474008 Screw Extractor
494258 Slack Tube Manometer
474013 Water Pump Kit
494261 VHP Hand Tool Kit
474016 VHP V- BeitTester
494262 Depth Gauge
474018 Pistoo Puller (8.5 inch bore)
494264 Adapter kn
474019 Piston Puller
494266 Socket
474020 Valve Seat Installer
494267 Extension
474023 Spark Plug Carrier Tool (CSA)
494268 Socket
475000 Infrared Thermometer
494269 Torque Multiplier
475004 Control Display Unn
494272 Torque Wrench
475005 Digital Thermometer
494273 Torque Wrench
475006 Spark Plug Gapper
475007 Oxygen Analyzer
494276 Digital Tachometer )
494277 Valve Grinder
475015 Filter (Box Of Ten)
494278 Dial Indicator
475019 Torque Wrench
494014 VaNe Seat Grinding Stone (20 0 Seat Angle Stone)
475020 Standard Borescope Kit
494305 Valve Seat Grinding Stone (30 0 Seat Angle
475022 DC Battery Pack Stone, Current Wide Bridge Heads)
475023 AC/DC Ught Source Cable 494283 Magnaflux@ Dye Penetrant Kit
475025 Deluxe Borescope Kit 494264 Bottom Plate
475026 Regulator Adjuster 494286 Bottom Plate
475028 Digital Manometer/Calibrator Kit 494287 Valve Adjusting Wrench
475032 CEe Ignition Tester 494286 Dial Indicator Kit
Spark Plug Socket (NEW) \1/8 inch Socket 494289 Spark Plug Carrier Tool (Non CSA)
475037 wtrubber insert) (Deeigned to fit over standard and
CSA spark plug extension) 494290 Prechamber Remover
494019 Piston Ring Spreader 494292 Deflection Gauge
494023 AdapterKn 494331 Valve Guide Machining Tool
494029 O-Ring Lube 494335 Valve Seat Installation Tool
494085 Piston Ring Compressor (8-1/2 inch bore) 494336 Inducllon Timing Light
494086 Piston Ring Compressor 494344 Pilot
494087* Spark Plug Thread and Seat Cleaner (18 mm) 494345 Exhaust Probe
494152 Piston Ring Compressor 494346 Exhaust Probe
494208 Pistoo Ring Compressor (9-3/8 inch bore) 494357 Oxygen Analyzer
494215 Gas Compression Gauge 494358 Carbon Monoxide Analyzer
494217 Compression Tester Adapter (18 mm) 494360 Emissions Accessory Kit

494227* Explosion Proof Timing Ught 494363B Spreader Beam

494234 Cylinder Deglazing Hone 494364 Main Bearing Installation Tool
(Continued)

1.15 - 8 FORM 6248 First Edition

 GENERAL INFORMATION

WAUKESHA TOOL DESCRIPTION

TOOL PIN
494366 Main Bearing Installation Tool
494365 Main Bearing Installation Tool
494365 Seal Removal Tool
494368 Oxygen Cell
494389 Span Gas Bottle
494421 Spark Plug Gapping Tool
494422 Spark Plug Gapping Tool
494498 Piston Pin Retaining Plier
499233 Cylinder Sleeve Puller
499953 Valve Guide Reamer

FORM 6248 First Edition 1.15 - 9

GENERAL INFORMATION

ENGINE STANDARDS
COMPONENT WEIGHTS
Table 1.15-2. VHP 12 Cylinder Gas Engine Component Weights

COMPONENTS Ibs. kg COMPONENTS Ibs. kg

Air Duct 53 24 Intercooler, Without Bracket or Piping 369 177
Camshaft Cover 198 90 Intercooler Assembly w/Bracket 423 192
Camshaft Gear 32 15 Magneto Drive Assembly 92 41
Camshaft 114 52 Magneto Drive Gear 78 35
Carburetor 24 11 Mannold, Exhausl 92 42
Cover, Gear 157 71 Manoold, Intake 6B 39
Connecting Rod Assembly 62 28 Mannold, WatBr 102 46
Crankcase w/Main Bearing Caps/Studs! Manifold, Prechamber 30 14
Nuts and Camshaft Bearing Caps 4965 2252
Oil Cooler 8 inch 493 224
Crankshaft Assembly 1828 829
Oil Cooler 10 inch 664 301
Cylinder Head 195 89
Oil Filter 254 115
Cylinder Liner (Sleeve) 63 28
Oil Pump 123 56
Front Vibration Damper 303 137
Oil Pan 1790 812
Rear Vibration Damper 112 51
Piston 33 15
Elbow. Turbo Inlet R.B. 34 15
Piston Pin 12 6
Elbow, Turbo Inlet L.B. 35 16
Pulley, Rear Crankshaft 81 37
Elbow, Turbo Exhaust 7 3
Regulalor, Gas (Fisher 99) 78 35
Extractor, Venturi 15 7
Skid, Shipping 46B 211
Housing, Gear 138 63
Turbocharger 67 (MAX) 30
Housing, Flywheel, Front Section 202 97
Thermostat Housing Assembly 67 30
Housing, Flywheel, Rear Section 107 49
Carburetor 24 11
Flywheel wI Ring Gear 878 39B
Water Pump, Main 101 46
Governor Assembly 52 24
Waler Pump, Auxiliary 44 20
Idler Gear, 27 12

1.15 - 10 FORM 6246 First Edition

 GENERAL INFORMATION

CLEARANCES
The clearances section of the manual contains both
new part tolerances as well as field condemning limits.
These part tolerances are published to establish engine
ratings and warranty limitation on liability of new
engines and service parts.
Wear limits are published as guidelines for engine
overhaul and repair. These guidelines can be the basis
for the reuse of parts which, though worn, still retain
service life at a reduced performance rating. Waukesha
Engine Division emphasizes that these wear limits are
guidelines and, as such, must be used with discretion
and with the understanding that new engine perfor-
mance may not be achievable.

CAUTION I
I.=A=......;;..;;..~;...........;...."-~.
While Waukesha Engine
L. . does not recommend the
reuse of pistons during engine overhauls, we
recognize that this Is a common field practice.
Pistons experience a combination of mechanical
and thermal cyclic stresses during operation.
Aluminum piston life is unknown beyond recom-
mended overhaul. If and when end users make the
decision to reuse pistons, inspection steps need to
be taken to minimize failure risks. Contact your
authorized Waukesha distributor for assistance.
Disregarding this information could result In prod-
uct damage and/or personal injury.

Waukesha Engine Division's position for these wear

limits is that the reuse of an engine part that does not
meet the new part specifications is solely the responsi-
bility of the person making the inspection and repair.
Under no circumstances is the reuse of any part
exceeding the following wear limits justified.
Waukesha Engine Division assumes no liability for any
damage which may occur through the reuse of engine
parts which fall outside of the new part tolerances.

FORM 6248 First Edition 1.15 - 11

GENERAL INFORMATION

TORQUE SPECIFICATIONS
)
GENERAL TORQUING SEQUENCE PROCEDURE
The sequence in which capscrews, bolts and nuts are
tightened influence the distribution of fastener clamp
load. Parts that use several fasteners such as cylinder
heads, flywheels, oil pans, water pumps, cover plates,
etc. must have the fasteners tightened (or loosened)
gradually and in a specific sequence. This is necessary
to avoid the excessive uneven loads that can cause
gasket leakage, or the locking and warpage that cause
damage to the parts during assembly or disassembly.
If a special torquing sequence diagram is not available, NON-CIRCULAR
the following procedure should be used. CIRCULAR FOUR-BOLT MULTI-BOLT

First, assemble all the fasteners loosely and align and

adjust the part as required to assure proper alignment
with mating parts and to eliminate possible interference
with adjacent parts, then begin torquing sequence.
o 1
o 3
The torquing of fasteners to their torque specifications
should be done in a minimum of three steps, with no 4 2
more than 50 percent of the final required torque being
applied in the initial step. The fasteners should be o 0
tightened in a criss-cross or diagonal pattern, as shown
in Figure 1 .15-6 and Figure 1.15-7, to distribute the CIRCULAR MULTI-BOLT SQUARE FOUR-BOLT
fastener load evenly throughout the part. Use the same
Figure 1.15-6. Torque Sequence For Multi-Bolt
sequence of torquing for each subsequent step until
each fastener is torqued to it's torque specification. To
Patterns )
loosen or remove the fasteners, the procedure should
Special thread lubricants such as Molycote® Paste G or
be done in reverse.
Bostik Never Seez® reduce the friction on the threads
THREAD LUBRICATION FOR TORQUE so much that the actual torque on the fastener may
FASTENERS exceed the actual torque wrench indication by as much
as 41 percent. This over-torquing puts an excessive
Use only SAE 30 engine lubricating oil as a thread
strain on the fasteners, which could be critical on such
lubricant on those fasteners that have been assigned
fasteners as the capscrews and studs that attach VHP
specific torque values.
cylinder heads.

IA CAUTION IDo not use Molykote- Also when working on a crankcase that has been
hot-tank cleaned, be sure to generously apply engine
.L .::
. ::::::::---'--_
. Paste G®, Bostlk Never
_- ' - _ - ' .
Seez® or any other special thread lubricant unless oil on all studs that were hot-tanked as part of the
specifically instructed to do so by Waukesha Engine crankcase assembly.
Division. Disregarding this information could result
in product damage and/or personal InJury.

23 17 15 9 7 3 5 11 13 19 21

FRONT
or,") REAR
I
oL...J~ \a{ \a{

22 20 2 8 10 16 18 24
)
Figure 1.15-7. Manifolds, Headers, etc.

1.15 - 12 FORM 6248 First Edition

 GENERAL INFORMATION

CRITICAL ENGINE TORQUE VALUES

Table 1.15-3 lists critical fastener torque specifications for current VHP 12 cylinder gas engines. Fasteners not listed
here should be tightened according to the general torque specifications listed in this manual.
Table 1.15-3. 12 Cylinder VHP Torque Values
DESCRIPTION ft-lb N·m
Cylinder Heads (see Figure 1.15-8 for special torque sequence) 1 inch capscrews 625 - 650 847 - 881
Main Bearing caps (see Figure 1.15-10 for special torque sequence*)
Elastic Stop Nuts 3/4-16 271 - 279 367 - 378
Cross-tie Capscraws 3/4-10 242 - 250 328 - 339
Main Bearing Studs (in crankcase) 50 BB
Connecting Rod Capscraws 5/8-18 (see Figure 1.15-9 for speciai torque sequence")
(Series 205504 and 205507) 150 - 190 244 - 257

Camshaft Gear Nut 1-1/2-12 432 - 450 587 - 610

Camshaft Bearing Capscrews 3/8-16 22 - 24 30-33
Idler Gear Spindle Nut, 1-1/2-12 (in crankcase, LH thread) (use LocIfte® #271 on threads) 775 -780 1017 - 1058
Oil pump hollow idler spindle capscrew and nut, 3/4-16 300 - 325 407 - 441
Oil pump cover capscrews 26 - 30 35 - 41
Vibration Damper Capscrew 1/2-13 (vibration damper 10 pulley) 87-92 118 - 125
Crankshaft End Plate capscrews r i 410 55B
Stub Shaft
Plate 10 stub shaft capscrews and nut 5/8-11 157 - 160 213-217
Plate to flywheel capscrew, 3/4-10 275 - 285 373 - 3B6
Flywheel to crankshaft capscrews 5/8-18 171 - 175 232 - 237
Oil Pan Capscraws
1/2-13 (QIy 6) 52 - 56 71 -76
5/8-11 (QIy 2) 108 - 112 146 - 152
3/4-10 (QIy 28) 204 - 208 277 - 282
Rocker Arm Cover Capscraws 1/2-13 55-60 75 - 81
Rocker Arm Support capscrews 1/2-13 55- 60 75 - 81
Valve Ufter Screw (fixed Iype only) 9/16-18 55-60 75 - 81
Crankshaft Counterweight Capscrews-7/8-14 463 - 500 655 - 678
Oil Filter Cover Bolts 33-37 47- 50
Spark Plugs (18 - 1.5 mm) 40 - 45 (dry) 54 - 61 (dry)
275 - ~80 (w~ FEL- 373 - ~ (~ FEL-
Spark Plug Carriers- PRO C5-A ,Part PRO C5-A ,Part
IA CAUTION IStainless stset prechamber sesl (PIN 2095620) must be u _ with the- No. 51005 anti-seize
compound apried to
No. 51005 anti-seize
compound applied to
prechamber cup when torquing the spark plug carrier to 275 - 280 1t4b threads threads)
(373 - 380 N'm) (with FEL-PRO® C5-A®, Part No. 51005 anti-seize
compound applied to threads) or damage to equipment will rasuH.

Gas Admission Valve- (PIN 211587A used with stainless steel washer PIN 28357) 65 -70 88-95
Water Pump Impeller
Impeller Nut 1-14
Pulley Nut 1-14
Holding one nut, torque other nut to: 195 - 200 284 - 271
DESCRIPTION In-Ib N'm
CEC liming Disc Nylok Capscrews (Current Production) 43-45 4.88 - 5.08
NOTE: All torques oiled uniBss specified.
* Refer to following diagrams and instructions for torquing procedures for connecting rods and main bearing caps.
~ Torque the end plate capscrews to 410 ft-lb (556 N·m). Repeat the torque sequence as necessary. Each time the sequence is repeated, /he
assembly is driven further up onto the tapered pulley sleeve. The assembly is properly tightened only after ful/torque is applied to each boH without
any rotation of /he torque wrench. Check torque annually.
- Check counterweight torque ao to 60 days after start up and then annually.
- Previous torque values for spark plug carriers was 90 - 95 ft-Ib (41 - 43 N·m) (wfth FEL-PRO® C5-A®, Part No. 51005 anti-seize compound
applied to threads). A copper prechamber seal (PIN 2095628) was used with /he prechamber cup.
--. Torque values for previous admission valves are discussed in sa 9-2574A, dated February 15, 1994.

FORM 6248 First Edition 1.15 -13

GENERAL INFORMATION

CYLINDER HEAD TORQUING PROCEDURE Table 1.15-4. Cylinder Head Capscrews

When being installed, cylinder heads should always INITIAL TORQUE RETORQUING 7/8 INCH
)
(CAPSCREW OR (CAPSCREW OR STUD
be torqued in the proper sequence illustrated, using 1" STUD) 1" STUD)
new gaskets. Lubricate cap screws and washers with
625 - 650 ft·lb 550 - 575 ft-Ib 446 - 450 ft-Ib
SAE 30 engine oil. First, hand secure capscrews in (847 - 881 N·m) (746 - 779 N'm) (605 - 610 N·m)
positions 1 and 2 (see Figure 1.15-8), making sure that

the head dowels are seated. Hand start the remaining
screws. The first time through the torque sequence use
25 percent of the total torque value; each succeeding
time through the torque sequence increase the torque
setting by 25 percent of total torque value until final
torque of 625 - 650 ft-Ib (847 - 881 N·m) is reached. In
order to be sure of proper torque, the torque sequence
should again be repeated with the torque wrench set to
the total torque value. Do not overtorque. If any screws
are overtorqued by 20 ft-Ib (27 N·m), reduce torque on
all screws to 75 percent of total torque and repeat the
entire torquing sequence.
EXHAUST VALVE BORES
WATER OUTLET
ELBOW CONNECTION
CAUTION I
I =~;;.;;....;;..::;...;~;:;.,::....:.J.
:A
1..._:
. :: .
Do not intermix studs
and capscrews to secure
a cylinder head or damage to equipment will result.
CONNECTING ROD CAPSCREW TORQUING
PROCEDURE (PIN SERIES 205407 AND 205507)
A. Lubricate the the threads, and under the heads,
offourferry head connecting rod capscrews with
SAE 30 engine oil.
B. Locate the number "1" stamped in the connecting
rod cap. Hand tighten a capscrew in this hole
first. Hand tighten the remaining capscrews in
positions 2 thru 4 (see Figure 1.15-9).
C. Following the same numerical sequence, torque
the capscrews to 50% of the final torque value.

D. Repeating the torque sequence, torque the

capscrews to a final torque value of 180 - 190 ft.
Ibs. (244 - 257 N·m). )
o

• 1

11
I"'""

A
/ INTAKE VALVE BORES
CYUNDER HEAD

Figure 1.15-8, Cylinder Head Capscrew Tightening

-
][
And Torquing Sequence (1 - 8)

Retorquing after running the engine at idle or after load

testing is not required. If retorquing for any reason, use "- RODCAP
a value of 550 - 575 ft-Ib (746 - 779 N·m) to compensate
for the set which the head gasket takes (see
, ,
Table 1.15-4).

)
Figure 1.15-9. Connecting Rod Cap Capscrew
Tightening Sequence (Series PIN 205407 and 205507)

1.15 -14 FORM 6248 First Edition

 GENERAL INFORMATION

MAIN BEARING CAP TORQUING PROCEDURE

This torque sequence should be used on previous
engines as well as current production ones.

NOTE: Generously apply engine oi/ to main bearing

cap studs, nuts and side bolts immediately before
installing them. Apply 3M Scotch Grip ~ Industrial
Adhesive EC 847, or equivalent, to both sides of the
side bolt washers to prevent lube oi/leaks.

1. Refer to Figure 1.15-10 and torque nuts 1 through 4

(in that order) to 75 ft-Ib (102 N·m). If installing
replacement caps that will be align bored, torque to only
30 ft-Ib (40 N·m). When installing more than one cap,
torque nuts 1 through 4 to 75 ft-Ib (102 N·m) on all caps
before torquing side bo~s.

LEFT SIDE OF ENGINE

5

FRONT OF ENGINE

6
Figure 1.15-10. Main Bearing Cap Tlghtenlng/Torqulng
Pattern - As Viewed From Underside Of Crankcase

2. Torque all left side bolts (5) to 250 ft-Ib (339 N·m),
starting from the front of the engine.

3. Torque all right side bo~s (6) to 250 ft-Ib (339 N·m)
starting from the front of the engine.

4. Torque nuts 1 through 4 to 275 ft-Ib (373 N·m) to

two steps: first 175 ft-Ib (237 N·m), and then 275 ft-Ib
(373 N·m).

FORM 6248 First Edition 1.15 - 15

GENERAL INFORMATION

GENERAL TORQUE RECOMMENDATIONS

the values specified below are to be used only in the absence of specified torquing instructions and are not to be
)
construed as authority to change existing torque values. A tolerance of ±3 percent is permissible on these values,
which are for oiled threads.
..
Table 1 15-5 US Standard Capscrew Torque Values

SAE
GRADE
NUMBER
0
Grade 1 or2
G
Grade 5
@
I'
GradeS
SIZEj
TORQUE TORQUE TORQUE
THREADS In-Ib (N·m) In-lb (N·m)
PER INCH In-lb (N·m)

THREADS DRY OILED PLATED DRY OILED PLATED DRY OILED PLATED
1/4-20 62 (7) 53 (6) 44 (5) 97 (11) 60 (9) 159 (18) 142 (16) 133 (15) 124 (14)
1/4-28 71 (8) 62 (7) 53 (6) 124 (14) 106 (12) 97 (11) 168 (19) 159 (18) 133 (15)
5/16-18 133 (15) 124 (14) 106 (12) 203 (23) 177 (20) 168 (19) 292 (33) 265 (30) 230 (26)
5/16-24 159 (18) 142 (16) 124 (14) 230 (26) 203 (23) 177 (20) 327 (37) 292 (33) 265 (30)
3/8-16 212 (24) 195 (22) 168 (19) 372 (42) 336 (38) 301 (34) 531 (60) 478 (54) 416 (47)

ft-Ib (N·m) ft-lb (N·m) ft-Ib (N·m)

3/8-24 20 (27) 18 (24) 16 (22) 35 (47) 32 (43) 28 (38) 49 (66) 44 (60) 39 (53)
7/16-14 28 (38) 25 (34) 22 (30) 49 (56) 44 (60) 39 (53) 70 (95) 63 (85) 56 (76)
7/16-20 30 (41) 27 (37) 24 (33) 55 (75) 50 (68) 44 (60) 78 (106) 70 (95) 62 (84)
1/2-13 39 (53) 35 (47) 31 (42) 75 (102) 68 (92) 60 (81) 105 (142) 95 (129) 84 (114)
1/2-20 41 (56) . 37 (50) 33 (45) 85 (115) 77 (104) 68 (92) 120 (163) 108 (146) 96 (130)
9/16-12 51 (69) 46 (62) 41 (56) 110 (149) 99 (134) 88 (119) 155 (210) 140(190) 124 (168)
9/16-18 55 (75) . 50 (68) 44 (60) 120 (163) 106 (146) 96 (130) 170 (230) 153 (207) 136 (184)
5/8-11 63 (113) 75 (102) 66 (89) 150 (203) 135 (183) 120 (163) 210 (285) 169 (256) 168 (228)
5/8-18 95 (129r 68 (117) 76 (103) 170 (230) 153 (207) 136 (184) 240 (325) 216 (293) 192 (260)
3/4-10 105 (142) 95 (130) 84 (114) 270 (366) 243 (329) 216 (293) 375 (508) 336 (458) 300 (407)
3/4-16 115 (156) 104 (141) 92 (125) 295 (400) 266 (361) 236 (320) 420 (569) 378 (513) 336 (456)
7/8-9 160 (217) 144 (195) 128 (174) 395 (535) 356 (483) 316 (428) 605 (820) 545 (739) 484 (856)
7/8-14 175 (237) 158 (214) 140 (190) 435 (590) 392 (531) 348 (472) 675 (915) 608 (824) 540 (732)
1.0-8 235 (319) 212 (287) 188 (255) 590 (BOO) 531 (720) 472 (640) 910 (1234) 819 (1110) 728 (987)
1.0-14 250 (339) 225 (305) 200 (271) 660 (895) 594 (605) 528 (716) 990 (1342) 891 (1208) 792 (1074)

NOTE: Dry torque values are based on the use of clean. dry threads.
O;1ed torque values have been reduced by 10% when engine oil is used as a lubricant.
Plated torque values have been reduced by 20% for new plated capscrews.
Gapscrews which are threaded into aluminum may require a torque reduction of 30% or more.
The conversion factor from ft-lb to in-lb is ft-Ib x 12 equals in-lb

1.15 - 16 FORM 6248 First Edition


ENGLISH/METRIC CONVERSIONS
Table 1.15-6. English To Metric Formula Conversion Table
CONVERSION
Inches to Millimeters
Cubic Inches to Litres
Ounces to Grams
Pounds to Kilograms
Inch Pounds to Newton-meters
Foot Pounds to Newton-meters
Pounds per Square Inch to
Kilograms per Square Centimeter
Pounds per Square Inch to
Kilopascals
Fluid Ounces to Cubic Centimeters
Gallons to Utres
Degrees Fahrenheit to Degrees
Centigrade
Table 1.15-7. Metric To English Formula Conversion Table.
CONVERSION
Millimeters to Inches
Utres to Cubic Inches
Grams to Ounces
Kilograms to Pounds
Newton-meters to Inch Pounds
Newton-meters to Foot Pounds
Bar to Pounds per Square Inch
Kilograms per Square Centimeter
to Pounds per Square Inch (psi)
Kilopascals to Pounds per Square Inch
(psi)
Cubic Centimeters to Fluid Ounces
Utres to Gallons
Degrees Centigrede to Degrees Fahren-
hen
FORM 6248 First Edition
FORMULA
Inches and any fraction in decimal equivalent
multiplied by 25.4 equals millimeters.
Cubic inches multiplied by 0.01639 equals litres.
Ounces multiplied by 28.35 equals grams.
Pounds multiplied by 0.4536 equals kilograms.
Inch pounds multiplied by 0.11298 equals
Newton-meters.
Foot pounds multiplied by 1.3558 equals
Newton-meters.
Pounds per square inch multiplied by 0.0703 equals
kilograms per square centimeter.
Pounds per square inch multiplied by 6.8947 equals
kilopascal.
Fluid ounces multiplied by 29.57 equals
cubic centimeters.
Gallons multiplied by 3.7853 equals Inras.
Degrees Fahrenheft minus 32 divided by 1.8 equals
degrees Centigrade.
FORMULA
Millimeters muniplied by 0.03937 equals inches.
Utres multiplied by 61.02 equals cubic Inches.
Grams multiplied by 0.03527 equals ounces.
Kilograms muniplied by 2.205 equals pounds.
Newton-meters multiplied by 8.85 equals
inch pounds.
Newton-meters multiplied by 0.7375 equals
foot pounds.
Bar multiplied by 14.5 equals pounds per square
inch.
Kilograms multiplied by 14.22 equals pounds per
square inch.
Kilopascals multiplied by 0.145 equals pounds per
square inch.
CubiC centimeters multiplied by 29.5 equals
fluid ounces.
Litras muttiplied by 0.264 equals gallons.
Degrees Centigrede multiplied by 9/5 plus 32 equals
Degrees Fahrenheft.
GENERAL INFORMATION
EXAMPLE
2-5/8 in. = 2.625 x 25.4 = 66.7 mm
93S8 cu. in. = 93S8 x 0.01639 = 153.91itres
21 oz. = 21 x 28.35 = 595.4 grams
22,550 lls. = 22,550 x 0.4538 = 10.228.7 kg
360 in-Ib = 360 x 0.11298 = 40.7 N'm
145 ft-Ib = 145 x 1.3558 = 196.6 N'm
45 psi = 45 x 0.0703 = 3.2 kg/cm2
45 psi = 45 x 6.6947 = 310.3 kPa
8 oz. = 8 x 29.57 = 236.6 cc
148 gal. = 148 x 3.7853 = 580.2 litras
212" F - 32+ 1.8 = 100" C
..
EXAMPLE
67 mm = 67 x 0.03937 = 2.6 in.
153.8 L = 153.8 x 61.02 = 9384.9 cu. in.
595 G = 595 x 0.03!;W = 21 oz.
10,228 kg = 10,228 JI< .2.205 = 22,55t\lbs.
40.7 N·m = 40.7 x 8.85 = 360 in-Ibs.
197 N'm = 197 x 0.7375 = 145ft-lb
685 Bar = 685 x 14.5 = 9,932.5 psi
3.2 kg = 3.2 x 14.22 = 45.5 psi
310 kPa = 310 x 0.145 = 45 psi
238 cc = 236 x 29.5 =8 oz.
580L = 580 x 0.284 = 147.8 gal.
100" C = 100 x 9/5 + 32 = 212" F
1.15-17
GENERAL INFORMATION

INDEX OF SEALANTS, ADHESIVES AND may be used to match the general description to a
LUBRICANTS specific product or its equivalent (ie. pipe sealant = )
Perma Lok® Heavy Duty Pipe Sealant with Teflon® or its
The following is a list of sealants, adhesives and equivalent). Waukesha does not endorse one brand
lubricants (see Table 1.15-8) required to perform the over another. In all cases, equivalent products may be
tasks in this manual. Where possible, brand names are substituted for the brand name listed. All part numbers
included with the task. When they are not, this index listed are the manufacturer's numbers.
Table 1.15-8. Sealants, Adhesives, And Lubricanta
NAME USED IN TEXT BRAND NAMEJDESCRIPTION
High Temperature FEL-PRO® C5-A®, Part No. 51005 or Locti1.® Anti-Seize 767/ Copper based anti-seize compound
Anti-seize compound
Anti-Seize Bostik Never Seez® Anti-Seize and Lubricating Compound/Nickle based anti-seize compound
Black Silicone G.E. Silmata .... Silicone Rubber
Magnaflux® Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-98) Cleaner/Remover
Bluing Agent (SKC-NF/ZC-7B)
Bluing Paste Permatex® Non Drying Prussian Blue (mfg. by Loctite® Corporation)
Ceramic bonded high temperature Lube-Lok® 1000 or equivalent
solid film lubricant
Cleaning Solvent/Mineral Spirits Amisol® Solvent (mfg. by Standard Oil)
Dielectric Silicone Grease Dow Corning DC-200, G.E. G-624, GC Electronics 25
Engine Oil See Lubricating Oil
Scotch Weld ~ No. 270 B/A Black Epoxy Potting Compound/Adhesive, Part Nos. A and B
Epoxy Seatant (3M 10 No. 62-3266-7430-6 (PA)
Gasket Adhesive Scotch Grip~ 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M 10 No. 62-0847-7530-3
Heavy Lube Oil Vactra® 8OW90 Gear Oil (mfg. by Mobil)
)
UquidSoap Dove® Dishwashing Liquid
Lithium Grease See Molycote® Paste G
Locquic® Primer "T" Item No. 74756 (mfg. by Loctite® Corporaflon)
Loctite® 242 Loctite® Item No. 24241/a blue coiorecl removable thread locking compound
Loctite® 271 Loctite® Item No. 27141/a red colored thread locking compound
Loctite® Compound 40 Loctite® Item No. 64041 /High Temperature Retaining Compound 40
Loctite® Hydraulic SeaJant Loctne® Item No. 56941
Loctne® RC ~ /809 Locti1e® ~em No. 80931
Loctite® 620 Locti1.® Item No. 620/High Temperature Retaining Compound
Lubricating Oil/Engine Oil New oil of the type used in the crankcase
Magnaflux® See Bluing Agent
Dow Coming Molycote® Paste G or CITGO Uthoplex® Grease NLGI No.2 Product Code 55-340/
Molycote® Paste G a molybdenum-based grease
D-ring Lubricant Parker Super O-Lube®/dry silicone lubricant
Permatex® No. 3D Aviation Form-
A-Gasket® Sealant Uquid Loctite® Item No. 3D

Permatex® No.2 Form-A-Gasket®

Sealant Loctite® Item No. 2C

Pipe Sealant Perma Lok® Heavy Duty Pipe Sealant wtth Teflon®, Item No. LH050
Stellne® Stellite® is a registered trademark of Stoody Deloro SteUite, Inc.
WD-4O® WD-40® is a registered trademark of the WD-40@ Company.

1.15 -18 FORM 6246 First Edition

 GENERAL INFORMATION

SPLIT RING WASHER USABILITY

CRITERIA
Split ring washers are washers that, once compressed,
keep an outward pressure applied on screw threads
allowing friction to hold them in place. Depending on the
location and application, these washers may be suitable
for re-use. Do not re-use split ring washers that have
flattened due to high temperatures or over-use (see
Figure 1.15-11). If you are not sure if a split ring washer
is suitable for re-use, replace it with a new one.

@ @
E::li23 E%:3
DO NOT RE-USE RE-USE

Figure 1.15-11. SplH Ring Washers

During overhauls, and on all components subjected to

high temperatures, Waukesha recommends replacing
split ring washers.

FORM 6248 First Edition 1.15 -19

GENERAL INFORMATION

1.15 - 20 FORM 6248 First Edition

 SECTION 1.20 - SPECIFICATIONS

SPECIFICATIONS GEAR TOOTH WEAR - GENERAL

The following tables cover the minimum and maximum
specifications for parts requiring inspection during
routine maintenance or overhauls. The tables also
appear in the tasks where the inspection criteria is
required. Parts not meeting the specifications listed
should be replaced. This section does not cover all
components, but rather lists the most common wear
parts and their allowable tolerances. All parts should be
inspected for damage or wear whenever they are
removed. Any questions on whether a part not covered
in this section is suitable for reuse should be referred to
Waukesha Engine Division, Service Operations.
Waukesha provides the following wear limits to assist in
deciding as to the reuse of engine parts. Many parts can
be reused at overhaul time if wear limits do not exceed
those listed in Table 1.20-1. Under no circumstances
can the use of any part exceeding the established wear
limits be justified. When using these wear limits, the
decision to reuse engine parts must be tempered with
the consideration of:
• Number of mating parts being reused.
• Service life expected until the next overhaul.
• Problems that might occur in the future.
After a gear train has initially worn in, it will have a long
and trouble free life if not overloaded and if adequately
lubricated with clean oil.
The first sign of a gear train in trouble is unusual gear
tooth noise and a sudden increase in gear backlash.
Gears fail because of excess wear, plastiC flow of gear
material, surface fatigue, or tooth failure.
If a gear train shows signs of excessive abrasive wear or
scoring, it is an indication that abrasive material has
passed through the gear train or there has been
inadequate lubrication or both. the problems should be
resolved and the affected gears replaced. The lube oil
filter by-pass valves should be inspected as well as the
oil passages and nozzles that provide lubrication to the
gears.
If the gears in the gear train show signs of !inning,
ridging, rippling, pitting, spalling or tooth breakage,
there is a serious problem. These types of failures are
associated, in one way or another, with tooth loads that
exceed the design of the gear. the reasons for the gear
tooth overload should be determined and resolved and
affected gears replaced. Bearing failures, misalign-
ment, torsional vibrations, or failure of the driven
equipment are some possible causes.

• Engine application. TIMING GEARS

E. Horsepower requirement
F. Maintenance intervals
G. Type of installation
Waukesha Engine Division's position for these wear
limits is that the reuse of an engine part that does not
meet the new part specifications is solely the responsi-
bility of the person making the inspection and repair.
Under no circumstances is the reuse of any part
exceeding the following wear limits justified.
The camshaft idler gear is a "hunting-tooth" design to
minimize tooth wear. The fractional drive ratio between
the crankshaft and camshaft gears results in the idler
gear timing marks realigning with the crankshaft and
camshaft timing marks only once in every 154 crank-
shaft revolutions. The most practical way to realign the
timing marks, when timing a camshaft, is to remove the
idler gear and reassemble to it's timed position as
previously described.

CAUTION I~hile
I A="--.;=.;:.::....:~=-..::...::..J.
Waukesha Engine
.L .::
.. does not recommend the
reuse of pistons during engine overhauls, we
recognize that this is a common field practice.
Pistons experience a combination of mechanical
and thermal cyclic stresses during operation. Alu-
minum piston life is unknown beyond recom-
mended overhaul. If and when end users make the
decision to reuse pistons, inspection steps need to
be taken to minimize failure risks. Contact your
authorized Waukesha distributor for assistance.
Disregarding this Information could result In prod-
) uct damage and/or personal injury.
Waukesha Engine Division assumes no liability for any
damage which may occur through the reuse of engine
parts which fall outside of the new part tolerances.

FORM 6248 First Ednion 1.20 - 1

SPECIFICATIONS

Table 1.20-1. Wear Limits

WEAR LIMITS - GAS
MEASUREMENT INCHES, METRIC (mm)
Cylinder sleeve bore wear 0.001 (0.025 mm) per inch of diameter
Cylinder sleeve bore - maximum taper 0.0005 (0.013 mm) per inch of piston travel
(after ridge removal and honing)
Cylinder sleeve out of round - maximum 0.005 (0.127 mm)
Piston diameter wear 0.0005 (0.013 mm) per inch of diameter measure at skirt and above pin
Piston pin diameter wear 0.001 (0.025 mm) total wear
Piston pin bore wear and pin bushing wear
(A) In piston 0.0005 (0.013 mm) per inch of diameter
(8) In rod 0.0005 (0.013 mm) per inch of diameter
Journal clearance
Main and connecting rods 10.0005 (0.013 mm) per inch of diameter over high lim~
Crankshaft
(A) Main journal maximum out of round 0.0004 (0.010 mm) per inch of diameter
(8) Connecting rod journal out of round 0.0004 (0.010 mm) per inch of diameter
(C) End play 0.005 (0.13 mm) over high lim~
Camshaft - minimum journal diameter 0.0005 (0.013 mm) per inch diameter under the low limit
(A) Bushing 10 0.0005 (0.013 mm) per inch diameter over the high limit
(8) End play 0.010 (0.25 mm) over high limit
Valves
Minimum stem diameter 0.001 (0.025 mm) total wear
Valve guide - maximum 10 0.0015 (0.038 mm) )
Valve seat maximum width Original width +15%

.
CAUTION IPiston
I.==......;;;.;;....;;.;;;;~.:....::'-"-;..J.
L.
A
.
rings must be re-
placed if they have been
disturbed after 50 hours of operation. Disregarding
this information could result In product damage.

1.20 - 2 FORM 6248 First Edition

 SPECIFICATIONS

Table 1.20-2. Cylinder Sleeve (Used With Four Ring Pistons Only) - Gas

1-1_--- D -----I

F
it l
C

'\.020 -0.030 CYUNDER SLEEVE

GASKET USED ON
9-3!8 BORE PIN 205130C AND
205130H CYUNDER SLEEVES
ONLY

MEASUREMENT INCHES . METRIC (mm)

Sleeve type: Wet type, replaceable
(A) Heat dam projection 0.045 - 0.049 1.143 -1.245
(B) Flange height (current 8-1/2 in. bore sleeve used wnhout cylinder sleeve gasket) 0.5635 - 0.5655 ,,',4.3,3 - 14.364
Flange height (sleeve used wnh cylinder sleeve gasket', 9-3/8 inch bore engines) 0.5345 - 0.5365 13.576 - 13.627
(C) Sleeve projection above crankcase (current 8-1/2 in. bore engines) 0.0010 - 0.0055 0.025 - 0.1397
Sleeve projection above crankcase (with cylinder sleeve gasket-' - 9-3/8 In. bore engines) 0.000 - 0.007 0.000 - 0.178
(D) Flange 00: L5108 and L5790 10.188 -10.190 258. n5 - 258.826
Flange 00: L7042 10.611 - 10.616 269.519 - 269.646
(E) Sleeve 00 (below flange) L5108 and L5790 9-11/16 246.050
Sleeve 00 (below flange) L7042 10-1/4 260.35
(F) Sleeve length 18-5/8 473.075
(G) Sleeve 10: L5108 and L5790 8.5003 - 8.5013 215.908 - 215.933
Sleeve 10: L7042 9.3753 - 9.3763 239.133 - 239.158
(H) Sleeve 00 lower seal area: L5108 and L5790 9.673 - 9.6n 245.694 - 245.796
Sleeve 00 lower seal area: L7042 10.240 - 10.245 260.096 - 260.223
Sleeve 10 out of round limits 0.001 0.025
Sleeve seal area to crankcase clearance on a side 8-1/2 inch bore 0.0005 - 0.0035 0.013 - 0.069
Sleeve seal area to crankcase clearance on a side 9-3/8 inch bore 0.0005 - 0.0040 0.013 - 0.102
NOTE: Cylinder sleeve gasket PIN 176375D is used on 9-3/8 inch bore PIN 205130C and 205130H cylinder liners only. For use of standard or
oversize cylinder sleeve gaskets reter to Chapter 3.

FORM 6246 First Edition 1.20 - 3

SPECIFICATIONS

Table 1.20-3. Piston (Four Ring Only) - Gas

)
E

-.-l
T
,
A

@
W NOTE: Dimensions A and B must be measured at
the locations shown.

D- f-
FOUR RING PISTON - GAS
Piston material: Tin plated aluminum alloy
Piston type: Cam ground
Pistons are removed from: Top of crankcase
Permissible weight variation per set: 2 ounces (56.7 grams) )
MEASUREMENT I INCHES I METRIC (mm)
Piston hole center to piston crown standard compression ratio
L5108G (8.25:15 to 1) 6.245 - 6.255 158.623 - 158.877
L5790G/GSI (8.25:15 to 1) 5.620 - 5.630 142.748 - 143.002
L7042G/GSI (8.0 to 1) 5.465 - 5.475 138.811 - 139.085
10.0:1 Compression ratio
L5108GSI 6.587 - 6.597 167.310 - 167.564
5790GL 6.031 - 6.037 154.737 - 154.864
10.5:1 Compression ratio
7042GL - 4 Ring I 6.092 - 6.097 I 154.737 - 154.864
(A) Piston skirt diameter ~op) in line with pin hole:
All 8-1/2 inch bore models (L5108 etc .• L5108 etc.) 8.481 - 8.462 214.909 - 214.934
All 9-3/8 inch models (L7042 etc.) - 4 Ring 9.334 - 9.335 237.084 - 237.109
90" from pin hole:
All 8-1/2 inch bore models 8.477 - 8.478 215.316 - 215.341
All 9-3/8 inch models - 4 Ring 9.350 - 9.351 237.490 - 237.515
(B) Piston skirt diameter (bottom) in line with pin hole:
All 8-1/2 inch bore models 8.478 - 8.479 215.341 - 215.367
All 9-3/8 inch models - 4 Ring 9.354 - 9.355 237.592 - 237.617
90° from pin hole:
All 8-1/2 inch bore models 8.487 - 8.488 215.570 - 215.595
All 9-3/8 inch models - 4 Ring 9.362 - 9.363 237.795 - 237.820
(Continued)

1.20 - 4 FORM 6248 First EdHion

 SPECIFICATIONS

~
1
,
A

&~
~ NOTE: Dimensions A and B must be measured at
the locations shown.

O- f--
MEASUREMENT INCHES METRIC (mm)
(e) Piston pin bore 3.0004 - 3.0009 76.210 - 76.223
(0) Piston skirt to sleeve clearance (thrust area) --
Ail 8-1/2 inch and 9-318 inch bore models - 4 Ring I 0.0123 - 0.0143 Q:3124 - 0.3832
(E) Groove width;
-
Top, 2nd and 3rd: All 8-1/2 inch models (L5108 etc., L5790 etc.) 0.189 - 0.1S0 ::4.901 - 4.826
Top: All 9-3/8 Inch bore models (L7042 etc.) 0.1915 - 0.1925 ~.B641 - 4.8895
2nd and 3rd: AIIS-3/8 inch bore models (L7042 etc.) - 4 Ring 0.1S0 - 0.191 .,:4.826 - 4.851
4th Oil ring
Oil ring, All 8-1/2 inch bore models 0.313 - 0.314 7.950 - 7.9756
Oil ring, All 9-3/8 inch bore models - 4 Ring 0.376 - 0.377 9.550 - 9.576

FORM 6248 First Edition 1.20 - 5

SPECIFICATIONS

Table 1 20-4. Piston Rings (Four Ring Piston Only) - Gas

)
TANGENTIAL LOAD (Ll)
IN-LB
==:l t= B (END CLEARANCE)

A . . LOAD AT DIA. (LD)

IN-LB
(GAUGE DIAMETER)

L
E (SIDE CLEARANCE) L K (RADIAL WALL
-.lD
LL THICKNESS)

T~ !iN
T
(WIDTH)

PISTON RINGS (FOUR RING PISTON ONLy)- GAS

Top ring: (L5108G/GSI/GL. L5790G/GSI/GL. L7042G/GSI/GL) Crowned plasma coated compression (top marked with notch)
Second ring: Tapered face compression (top marked "top" and marked with notch)
Third rinp,: (L5108G/GSI/GL. L5790G/GSI/GL. L7042G/GSI), tapered face compression ~op marked "top" and marked with notch) 7042GL,
scraper aced compression ring (top marked with indentation)
Fourth ring: (All VHP Gas Engines). conformable grooved oil ring with expander (top marked with notch)
Measurement Top 2nd and 3rd 4th
(A) Ring gauge diameter
L5108G/GSIIGL. L579OG!GSIIGL 8.500 in. (215.9 mm) 8.500 in. (215.9 mm) 8.500 in. (215.9 mm)
L7042G/GSI/GL 9.375 in. (238.125 mm) 9.375 in. (238.125 mm) 9.375 in. (238.125 mm)
(B) Ring end clearanca at gauge diameter
L5108G!GSIIGL. 0.040 - 0.055 in. 0.025 - 0.040 in. 0.023 - 0.038 in.
L579OG!GSIIGL (1.016 - 1.397 mm) (0.635 - 1.016 mm) (0.584 - 0.965 mm)
0.045 - 0.060 in. 0.030 - 0.045 in. 0.015 - 0.035 in.
L7042G/GSI (1.143 -1.524mm) (0.762-1.143mm) (0.381 - 0.889 mm)
(C) Ring redial wall thickness
L5108G/GSIIGL. 0.300 - 0.315 in. 0.300 - 0.315 in. 0.243 - 0.258 in.
L5790G/GSIIGL (7.62 - 8.00 mm) (7.62 - 8.00 mm) (6.172 - 6.553 mm)
0.302 - 0.317 in. 0.302 - 0.317 in. 0.290 - 0.310 in.
L7042G/GSI (7.671 - 8.052 mm) (7.671 - 8.052 mm) (7.386 - 7.874 mm)
0.302 - 0.317 in. 0.302 - 0.317 in. 0.290 - 0.310 in.
7042GL (7.671 - 8.052 mm) (7.671 - 8.052 mm) (7.386 - 7.874 mm)
(D) Ring width
L5108G/GSIIGL, 0.1850 - 0.1865 in. 0.1835 - 0.1850 in. 0.3085 - 0.3100 in.
L579OG!GSIIGL (4.699 - 4.7371 mm) (4.661 - 4.699 mm) (7.838 - 7.874 mm)
0.1850 - 0.1865 in. 0.1850 - 0.1865 in. 0.3720 - 0.3735 in.
L7042G/GSI (4.699 - 4.737 mm) (4.699 - 4.737 mm) (9.449 - 9.487 mm)
)
(Continued)

1.20 - 6 FORM 6248 First Ed~ion

 SPECIFICATIONS

TANGENTIAL LOAD (LT)

IN-LB
==:l t= B (END CLEARANCE)

A
(GAUGE DIAMETER)
.. LOAD AT DIA. (LD)
IN-LB

.~

E (SIDE CLEARANCE) L K (RADIAL WALL

-..1D

..LL THICKNESS)

T~
6$iI (WIDTH)

T
Measurement Top 2nd and 3rd - 4th
(D) Ring width
0.1850 - 0.1885 in. 0.1850 - 0.1885 in. 0.3720 - 0.3735 in.
7042GL (4.699 - 4.737 mm) (4.699 - 4.737 mm) (9.449 - 9.497 mm)
(E) Ring, piston groove, side clearance ,
0.0025 - 0.0050 in. 0.0040 - 0.0065 in. O.ao;ao - 0.0055 in.
L5108G/GSIIGL. L579OG!GSI/GL (0.064 - 0.127 mm) (0.102-0.165mm) (O.~ - 0.140 mm)

0.0050 - 0.0075 in. 0.0035 - 0.0060 in. 0.0025 - 0.0050 in.

L7042G/GSI (0.127 - 0.1905 mm) (0.0889 - 0.1524 mm) (0.084 - 0.127 mm)
0.0050 - 0.0075 in. 0.0035 - 0.0060 in. 0.0025 - 0.0050 in.
7042GL (0.127 - 0.191 mm) (0.089 - 0.152 mm) (0.084 - 0.127 mm)
(LO) Load in lb•. , a1 gauge diameter
L5108G/GSI/GL. L5790G/GSI/GL 30 lb•. (13.6 kg) (minimum) 15 - 22 Ibs. (6.8 - 9.9 kg) -
L7042 G/GSI 22 lb•. (13.6 kg) (minimum) 13.5 - 20.5 lb•. (6.1 - 9.3 kg) -
7042GL 22 lb•. (13.6 kg) (minimum) 13.5 - 20.5 lb•. (6.1 - 9.3 kg) -
(LT) Tangential load, in lb•. , a1 end clearance
L5108G/GSI/GL, L5790G/GSI/GL - - 28.5 - 38.5 lb•. (12.9 -17.5 kg)
L7042G/GSI - - 24.0 - 38.0 Ibs. (10.9 -17.2 kg)
7042GL - - 24.0 - 38.0 lb•. (10.9 - 17.2 kg)

FORM 6249 First Edftion 1,20 -7

SPECIFICATIONS

Table 1.20·5. PIN 205130L Cylinder Sleeve (Sleeve Used On GL 9-3/8 Inch Bore" Only) - Gas
)
j.IO---D - - - . . j

c
*
IA CAUTION ICylinder sleeve
F L.. gasket should NOT
=.....;;;.:....;..;;;....;;...;;..;;;...:..:..J.
;:: .

be used with this cylinder sleeve.

MEASUREMENT INCHES METRIC (mm)

Sleeve type: Wet type, replaceable
(A) Heat dam projection 0.045 - 0.049 1.143 -1.245
(8) Flange height 0.5635 - 0.5655 14.313 - 14.364
(e) Sleeve projection above crankcase 0.0010 - 0.0060 0.0254 - 0.1524
(D) Flange OD: 7042GL 10.611 - 10.616 269.519 - 269.646
(E) Sleeve OD (below flange) 7042GL 10.300 - 10.305 261.620 - 261.747
(F) Sleeve length 18.625 473.075
(G) Sleeve ID: 7042GL 9.3753 - 9.3763 238.133 - 238.158
(H) Sleeve OD lower seal area: 7042GL 10.240 - 10.245 260.096 - 260.223
Sleeve 10 out of round limits (installed in crankcase) 0.002 0.0508
Sleeve seal area to crankcase clearance 0.0005 - 0.0040 0.0127 - 0.1016
NOTE: 'Preferred application. used with three ring pistons. Acceptable application. used with four ring piston.

1.20 - 8 FORM 6248 First Edition

 SPECIFICATIONS

Table 1.20-6. Three Ring Piston (PIN 2055040) (pIston Used On GL 9-3/8 Bore With PIN 205130L Liner Only) - Ges

~
I
T
A

~!~
W NOTE: Dimensions A and B must be measured at
the locations shown.

O- f-
THREE RING PISTON - GAS
Piston material: Tin plated aluminum alloy
Piston type: Cam ground
Pistons are removed from: Top of crankcase
... '

Permissible weight variation per set: 2 ounces (56.7 grams)

MEASUREMENT INCHES METRIC (mm)
Piston hole center to piston crown 6.094
- .... 154.787
(A) Piston skirt diameter (top) in line wilh pin hole: 9.336 - 9.337 23i134 - 237.159
goo from pin hole 9.352 - 9.353 237.541 - 237.820
(8) Piston skirt diameter (bottom) in line with pin hole 9.354 - 9.355 237.592 - 237.617
goo from pin hole: 9.362 - 9.363 237.795 - 237.820
(e) Piston pin bore 3.0004 - 3.0009 76.2100 - 76.2228
(0) Piston skirt 10 sleeve clearance ~hrust area) 0.0123 - 0.0143 0.3124 - 0.0363
(E) Groove width
Top 0.1920 - 0.1930 4.8768 - 4.9022
2nd 0.189 - 0.190 4.8006 - 4.6260
3rd 0.251 - 0.252 6.375 - 6.401

FORM 6248 First Ed~ion 1.20 - 9

SPECIFICATIONS

Table 1.20·7. Piston Rings

(Used On GL 9-3!8lnch Bore With Three Ring Piston And PIN 205130L Cylinder Sleeve Only) - Gas

TANGENnALLOAD(Ln
IN·LB
==:J t= B (END CLEARANCE)

A
(GAUGE DIAMETER)
.. LOAD AT DIA. (LD)
IN·LB

E (SIDE CLEARANCE) L K (RADIAL WALL

..-1D

LL THICKNESS)

T~ lSi
r
(WIDTH)

Top ring: Plasma coated (top marked w~h notch)

Second ring: Scraper groove compression (top marked with indentation mark)
Third ring: Conformable grooved oil ring with expander
Measurement Top 2nd 3rd
(A) Ring gauge diameter 9.375 in. (238.125 mm) 9.375 in. (238.125 mm) 9.375 in. (238.125 mm)
0.035 - 0.047 in. 0.065 - 0.080 in. 0.Q15 - 0.035 in.
(8) Ring end dearance at gauge diameter (0.889 - 1.194 mm) (1.651 - 2.032 mm) (0.381 - 0.889 mm)
0.317 - 0.302 in. 0.302 - 0.317 in. 0.213 - 0.227 in.
(C) Ring radial wall thickness (8.052 - 7.761 mm) (7.671 - 8.052 mm) (5.410 - 5.7658 mm)
0.1850 - 0.1865 in. 0.1850 - 0.1865 in. 0.2475 - 0.2490 in.
(D) Ring widlh (4.6990 - 4.7371 mm) (4.6990 - 4.7371 mm) (6.2865 - 6.3246 mm)
0.0055 - 0.008 in. 0.0025 - 0.0050 in. 0.002 - 0.0045 in.
(E) Ring, piston groove, side clearance (0.1143 - 0.2032 mm) (0.0635 - 0.127 mm) (0.0508 - 0.1143 mm)
13.5 - 20.5Ibs.
(LD) Load in Ibs., at gauge diameter 20.4Ibs. (9.2 kg) -
(6.1 - 9.3 kg)
45.4 - 86.1 Ibs.
(Ln Tangenlialload, in Ibs., at end clearance - - (20.6 - 30.9 kg)

1.20 - 10 FORM 6246 Firsl Ed~ion

 SPECIFICATIONS

Table 1.20-8. Crankcase - Gas

·1

JACKET

MEASUREMENT INCHES METRIC (mm)

(A) Sleeve counterbore diameter L51 08 and L5790 10.199 -10.202 259.055 - 259.130
Sleeve cQunterbore diameter l7042 10.625 - 10.628 269.875 - 269.951
(8) Sleeve counter bore depth 8-1/2 inch bore 0.5600 - 0.5625 14.224 - 14.288
Sleeve counter bore depth 9-3/8 inch bore 0.5595 - 0.5625 14.211 - 14.288
(C) Crankcase upper bore: L5108 and L5790 9.750 - 9.760 247.850 - 247.904
Crankcase upper bore: L7042 10.317 -10.322 262.051 - 262.178
(D) Crankcase lower bore: L5108 and L5790 9.678 - 9.660 245.821 - 245.872
Crankcase lower bore: L7042 10.245 - 10.248 260.248 - 260.299
Crankcase main bearing journal bore 6.6630 - 6.6615 169.240 - 169.202
Crankcase camshaft bearing bore 3.752 - 3.753 95.301 - 95.326

FORM 6248 Rrst Ednion 1.20 - 11

SPECIFICATIONS

Table 1.20-9. Crankshaft Wear Limits

)

MEASUREMENT INCHES METRIC (mm)

Crankshaft
Crankshaft end play (end play adjustment - 0.003 in. (0.076 mm) shims) 0.005 - 0.Q16 0.127 - 0.406
Thrust ring thickness (standard) 0.215 - 0.217 5.461 - 5.512
Connecting rod bearing running clearance* (diametral clearance'*) 0.0042 - 0.0081 0.1069 - 0.2057
(A) Connecting rod bearing journal diameter 6.2485 - 6.2500 158.712 -156.750
(8) Main bearing journal diameter 6.2485 - 6.250 158.712 -156.750
Main bearing running clearance* (diamatral clearance*) 0.0045 - 0.0089 0.1143 - 0.2260
(e) Connecting rod end play 0.029 - 0.041 0.7366 -1.041
NOTE: *Main and connecting rod bearing running clearance* (diametral clearance*) = calculated bearing 1.0. minus journal 00.

Table 1 20-10 Piston Pin - Gas

t
r-----------------------

r-----------------------
(0
f
MEASUREMENT INCHES METRIC (mm)
(Al Piston pin diameter 8-1/2 inch bore 2.9987 - 2.9992 76.1670 - 76.1797
Piston pin diameter 9-3/8 inch bore 2.9989 - 2.9994 76.1720 -76.1847
Piston pin length L5108G,L5790G 7-11/32 186
L7042G 8-11/32 212 )
Piston pin fit 8-1/2 inch bore 0.0012 - 0.0022 0.0305 - 0.0559
Piston pin fit 9-3/8 inch bore 0.001 - 0.002 0.0254 - 0.0508

1.20 - 12 FORM 6248 First Edftion

 SPECIFICATIONS

Table 1.20-11. PIN Series 205507 Connecting Rod, Bushing And Bearing Specifications

~-----------------A----------------~

-+-
I

~C­

I--B--o

; - - - - - - D ------I

MEASUREMENT I INCHES I ' METRIC (mm)

Rod material: Heat treated steel forging
Pennisslble connecting rocl weight variation in an engine, within weight class A, B, or C
Connecting rod weight, Class A 60.0 ±0.12Ibs. ' 27.21 .0.054 kg
Connecting rod weight, Class B 62.0.0.12Ibs. '28.12.0.054 Kg
Connecting rod weight, Class C 64.0.0.12Ibs. "29.03 .0.054 Kg
(A) Connecting rod length, center to center 18.001 - 18.002 ~457.225 - 457.251
(B) Bore diameter for piston pin bushing 3.250 - 3.251 82.550 - 82.575
(C) Bushing bore diameter (diamond bored),
(assemble 2 bushings with open ends of grooves toward inside) 3.0015 - 3.0020 76.238 - 76.508

Bushing press fit into connecting rod 0.0035 - 0.0065 0.0889 - 0.1651
Piston pin clearance in bushing
8.500 bore engines 0.0023 - 0.0033 0.0584 - 0.0838
9.375 bore engines 0.0021 - 0.0031 0.0533 - 0.0787
(0) Bore for crankpin bearing 6.625 - 6,626 168.275 - 166.300
Crankpin bearing diametral clearance (calculated bearing inside diameter minus
connecting rocl journal diameter). 0.0042 - 0.0081 0.1067 - 0.2057

Width of connecting rod on bearing cap end 2.905 - 2.908 73.787 - 73.883
Connecting rod side clearance 0.029 - 0.041 0.736 -1.041
Parallelism and twist limit between piston pin bushing bore and crankpin bore 0.001 0.0254

FORM 6248 First Edition 1.20 - 13

SPECIFICATIONS

Table 1.20-12. Valve Train Clearances - Gas

)

..1I--H--/

t'I-!1'~

EXHAUST INTAKE

INTAKE AND EXHAUST

MEASUREMENT INCHES METRIC (mm)
(A) Valve overall length
GIGSI engines Ontake end exhaust) 10.883 276.428

GL engines 10.883 276.428

Ontake) 10.837 275.260
(exhaust)
(8) Valve stem diameter
GIGSI engines
(intake) 0.557 - 0.558 14.148 -14.173
(exhaust) (top) 0.5591 - 0.5598 14.2011 - 14.2189
(exhaust) (bottom) taper 0.5573 - 0.5580 14.1554 -14.1732
GL engines ~ntake and exhaust) 0.557 - 0.558 14.148 -14.173
(e) Valve head diameter (intake and exhaust) 2.825 - 2.835 71.755 - 72.009
(D) Valve face angle
GIGSI engines Ontake end exhaust)
30" :!:15'

GL engines
Ontake) 30" :!:15'
(exhaust) 20" ±15'
(Il") Valve seat width
GlGSI engines 300 0.265 6.731
Ontake end exhaust)
(Continued)

1.20 -'4 FORM 6248 First Edition

 SPECIFICATIONS

-IG~

1- f--- H -----I
t "f---- !-=lIS 1 E

-IF~
1
B

EXHAUST INTAKE

INTAKE AND EXHAUST

MEASUREMENT INCHES METRIC (mm)
GLengines
(intake) 300 0.265 6.731
(exhaust) 200 0.281 7.137
(E) valve guide length (intake and exhaust) 5.188 131.775
(F) Valve guide outside diameter (intake and lower exhaust) 1.0015 -1.0025 25.4381 - 25.4635
(F') Exhaust guide upper outside diameter (exhaust) 0.997 - 0.996 25.324 - 25.350
(G) Guide inside diameter
(reamed in assembly, except hardened guides in landfill applications) 0.5608 - 0.5615 14.244 - 14.262

(G) Valve guide to valve stem clearance

GIGSI engines
(intake) 0.0029 - 0.0045 0.0711 - 0.1143
(exhaustj (top) 0.0010 - 0.0027 0.0254 - 0.0696
(exhaust (bottom) 0.0029 - 0.0045 0.0711 - 0.1143
GL engines Qntake and exhaust) 0.0028 - 0.0045 0.0711 - 0.1143
(H) Valve seat insert outside diameter Qntake and exhaust) 3.002 - 3.003 76.251 - 76.276
(I) Valve seat insert inside diameter (intake and exhaust) 2.441 - 2.451 62.001 - 62.255
) (J) Valve seat insert height (intake and exhaust) 0.550 - 0.555 13.970 - 14.097
(K) Valve seal insert seat angle 30° ±15'
GIGSI engines Ontake and exhaust) 30° ±15'

(Continued)

FORM 6248 First Edijion 1.20 - 15

SPECIFICATIONS

-/Gi- -/Gi- )

~ J--H--/
t'~!~IS T
E
F* 1 E

1
-/Ff-- -/Ff--
1
B

EXHAUST INTAKE

INTAKE AND EXHAUST

MEASUREMENT INCHES METRIC (mm)
GL engines
Ontake) 30 0 +30' -0' 30 0 +30' -0'
(exhaust) 20 0 +30' -0' 20° +30' -0'
(K*) Valve sea! Insert sea! width
0.172 - 0.203 4.370 - 5.160
GlGSI engines 300 Ontake ..xl exhaust)
GLengi nes 0.172 - 0.203 4.365 - 5.159
(intake) 300
0.188 - 0.250 4.780 - 6.350
(exhaust) 200
(L) Valve guide extension above boss 1.75.0.03 44.25.0.76
(M) Valve guide bore in head Ontake and lower exhaust) 1.000 - 1.001 25.400 - 25.425
(M*) Valve guide bore in head (upper exhaust) 0.995 - 0.996 25.273 - 25.298
(NJ Valve seat insert counterbore depth Ontake and exhaust) 0.8245 - 0.8285 20.9423 - 21.0439
(0) Valve seat insert counterbore diameter 3.000 - 3.001 76.20 - 76.23

1.20 -16 FORM 6248 First Edition

 SPECIFICATIONS

Table 1.20-13. Valve Clearance

MEASUREMENT I INCHES METRIC (mm)
Valve clearance (hydraulic lifters)
Cam lift (see camshaft)
Intake valve lifter travel at piston TOG 0.039 (+0.018 -0.014) 0.9906 (+0.4572 -0.3556)
0.229 (Piston travel from TOG) 5.8166 (Piston travel from TOG)
Intake lifter travel at 17° BTDC (0.0105 Nominal) (0.2667 Nominal)
0.315 (Piston travel from TOC) 8.001 (Piston travel from TDC)
Exhaust lifter travel at 20° ATDC (0.0210 Nominal) (0.5334 Nominal)
VALVE LIFTERS
MEASUREMENT INCHES METRIC (mm)
Valve lifter body 00 1.4965 - 1.4975 38.0111 - 38.0365
Valve lifter guide 10 1.4995 - 1.5005 38.0873 - 38.1127
Valve lifter body to valve lifter guide clearance 0.002 - 0.004 0.051-0.101

Table 1.20-14. Camshaft

B1111- II!I8IutI 81[3EmllIllIll EiIId" I{JIIIIIIIlI + A

II .1lI [J II

MEASUREMENT INCHES METRIC (mm)

(A) Camshaft journal diameter 3.498 - 3.499 66.849 - 66.875
Camshaft journal running clearance (theoretical) 0.003 - 0.0056 0.076 - 0.142
Camshaft end play 0.005 - 0.008 0.127 - 0.203
End Play Adjustment 0.002 shims
Thrust rtng thickness (standard) 0.154 - 0.156 3.911 - 3.962
Cam lift (intake) 0.6435 16.345
cam lift (exhaust) 0.6735 17.107
Rocker arm ratio 1.0926 to 1
NOTE: camshaft coupling must never be loose.

FORM 6248 First Ednion 1.20 - 17

SPECIFICATIONS

Table 1.20-15. Valve Springs

)

I~ A J
\. J

MEASUREMENT
Lt INCHES
J
)
"")

METRIC (mm)
(A) Intake and exhaust valve spring free length:
204035 and 204035A ~nner) 3·25/16.1/16 96mm:!:1.6mm
204135 (outer) 4·9/32.1/16 108.7 mm .1.6 mm
204135A (outer) 4-5/32 .1/16 105.56 mm .1.52mm
Intake valve closed spring length:
204035A (inner) 3.0 @ 66.4Ibs . .JIbs. 76.2 mm@30.12kg.1.36kg
204135A (outer) 3·27/64@ 120 Ibs.•5Ibs. 86.91 mm @ 54.43 kg .2.27 kg
Exhaust valve closed spring length:
204035 ~nner) 3 @ 56.7 Ibs.•2.5 Ibs. 76.2 mm @25.72 kg .1.36 kg
204135 (outer) 3·27/64 @ 111 Ibs.•5 Ibs. 86.9 mm @ 50.35 kg .2.27 kg
Intake valve open spring length:
204035A ~nner) 2·19/64 @ 126.2 Ibs.•5 Ibs. 58.34 mm @ 57.24 kg .2.27 kg
)
204135A (outer) 2·23/32 @ 235 Ibs.•10 Ibs. 69.06 mm @ 106.60 kg .4.54 kg
Exhaust valve open spring length:
204035 (inner) 2·17/64@ 110 Ibs.•5Ibs. 57.5 mm @ 49.8 kg .2.27 kg
204135 (outer) 2·11/16@ 2051bs .•10 Ibs. 68.3 mm @ 92.99 kg .4.54 kg

Table 1.20-16. Crankshaft Web Deflection Measurement With Connecting Rods Installed
VIEW FROM FLYWHEEL END

DIAL GAUGE POSITION

FOR MEASUREMENT 3

CRANKSHAFT WEB DEFLECTION SPECIFICATIONS

Total ot 0.001" (0.0254 mm) deflection from pos~ive to negative.
Except rear: Total of 0.0015" (0.0361 mm) from positive to negative.

1.20 - 18 FORM 6248 First Edition

 SPECIFICATIONS

INTAKE
OPENS
mc EXHAUST
CLOSES

~SEQUENCE
OF EVENTS

'\

EXHAUST INTAKE
FULL FULL
OPEN OPEN

Figure 1.20-1. Valve Sequence - Crankshaft Degrees

Shown

Table 1.20-17. Rocker Arm Bores And Shafts

1=t·",""I~·=r- - - - - --

f
A

~-~----------------------~
- ..:..og:::..:..==.:..==.:.== -=-==.:..==.:..-=:. ~~- -
f B

MEASUREMENT INCHES METRIC (mm)

(A) Rocker arm bushing bore 1.0. (machined in assembly) 1.375 - 1.376 34.925 - 34.950
(B) Rocker arm shaft 0.0. 1.3735 - 1.3745 34.8869 - 34.9123
Running clearance, rocker arm bushing to shaft 0.0005 - 0.0025 0.0127 - 0.0835

I
/

FORM 6248 First Ed~ion 1.20 - 19

SPECIFICATIONS

Table 1.20-18. Rear Gear Backlash Specifications

)

1 - CAM GEAR
\
2 - CAM IDLER GEAR
3 - CRANK GEAR )
4 - OIL PUMP IDLER GEAR
5 - ACCESSORY IDLER GEAR
6 - ACCESSORY (MAGNETO) DRIVE GEAR

MEASUREMENT INCHES METRIC (mm)

(A) liming gears (helical gears)
Normal to tooth 0.008 - 0.012 0.203 - 0.305
In plane of rotation 0.0082 - 0.0122 0.2083 - 0.3099
Governor drive gears
Magneto shaft to intermediate shaft (spur gears)
60 and 72 tooth gears 0.005 - 0.007 0.127 - 0.178
42 and 90 tooth gears 0.003 - 0.005 0.076 - 0.127
Intermediate shaft to governor (spiral gears)
Normal to tooth 0.004 - 0.006 0.102 - 0.152
In plane of rotation (governor gear) 0.0057 - 0.0085 0.1448 - 0.2159
NOTE: The engine camshaft idler gear is a "Hunting- Tooth" design, to minimize tooth wear. The fractional drive ratio between the crankshaft
and camshaft gears results in the idler gear timing marks re-aligning with the crankshaft and camshaft timing marks only once in evel}' 154
crankshaft revolutions. The most practical way to realign the timing marks, when timing B camshaft, is to remove the idlergear and re-assembJe
to it's timed position as previously described.

1.20-20 FORM 6248 First Edition

 SPECIFICATIONS

Table 1.20-19. Oil Pump And Oil Pump Drive Gears

l-CAMGEAR
2 - CAM IDLER GEAR
3 - CRANK GEAR
4 - OIL PUMP IDLER GEAR
5 - ACCESSORY IDLER GEAR
6 - ACCESSORY (MAGNETO) DRIVE GEAR
7 - OIL PUMP DRIVE GEAR
8 - OIL PUMP DRIVE GEAR

MEASUREMENT INCHES METRIC (mm)

Idler gear between crankshaft gear and oil pump drive gear
(A) Backlash with crankshaft gear
Normal to tooth 0.008 - 0.012 0.203 - 0.305
In plane of rotafton 0.0082 - 0.0122 0.2083 - 0.3099
(B) Backlash wnh 011 pump drive gear
Normal to tooth 0.015 - 0.020 0.381 - 0.508
In plane of rotation 0.0153 - 0.0204 0.3888 - 0.5182
(C) End play Qncluding clamp load compression of spindle) 0.008 - 0.025 0.203 - 0.835
(0) Bushing inside diameter (machined in assembly) 1.5005 - 1.5015 38.1127 - 38.1381
(E) Idler spindle (hollow) outside diameter (free state)- 1.4985 - 1.4970 38.0111 - 38.0238
(F) Running clearance be1ween spindle (free state) and bushing* 0.0035 - 0.005- 0.0889 - 0.127*
Oil pump drive gears
(G) Backlash between external oil pump drive gears
Backlash, normal to tooth 0.008 - 0.010 0.203 - 0.254
Backlash in plane of rotation 0.0082 - 0.010 0.2083 - 0.254
(Continuad)

I
/

FORM 8249 First Ednion 1.20-21

SPECIFICATIONS

MEASUREMENT
Oil Pump Clearances
(H) Hub clearance with oil pump body
Drive shaft bushing inside diameter
(Q In body
(I') In cover
Drive shaft diameter
(J) Body section
(J') Cover section
Running clearance between shaft and bushing
(K) In cover
(1<') In body
Oil pump pumping gears
(L) Backlash between pumping gears
Backlash normal to tooth 0.015 - 0.020 0.381 - 0.508
Backlash in plane of rotation 0.016 - 0.021 0.408 - 0.533
(M) End play 0.005 (minimum) 0.127 (minimum)
(N) Pumping gear (idler) bushing inside diameter 1.0005 - 1.0015 25.4127 - 25.4381
(0) Pumping gear (idler) shaft diameter 0.9980 - 0.9985 25.3492 - 25.3619
(P) Pumping gear (idler) running clearance 0.002 - 0.0035 0.051 - 0.0889
(Q) Radial clearance between outside diameter of pumping gears and oil pump body bores 0.002 - 0.008 0.051 - 0.203
* Outside diameter will be slightly larger and running clearance will be slightly smaller, because of idler spindle capscrew clamp load.

1.20 - 22 FORM 6248 First Edition

 SPECIFICATIONS

Table 1.20-20. VHP Accessory Gear Backlash

MEASUREMENT I INCHES I METRIC (mm)
Tachometer (spiral gears)
Normal to tooth 0.002 - 0.003 0.051 - 0.076
In plane of rotation (driven gear) 0.0021 - 0.0032 0.0533 - 0.0813
Mechanical hourrneter (spiral gears)
Normal to tooth 0.002 - 0.003 0.051 - 0.076
In plane of rotation (driven gear) 0.0021 - 0.0031 0.0533 - 0.079
Mechanical overspeed governor (spiral gears)
Normal to tooth 0.002 - 0.004 0.051 - 0.102
In plane of rotation (driven gear) 0.0024 - 0.0049 0.0610 - .0.1245
Speed switch drive (spiral gears)
Normal to tooth 0.002 - 0.004 0.051 - 0.102
In plane of rotation (driven gear) 0.0023 - 0.0047 0.0584 - 0.1194
Magneto drive (spur gears) 0.002 - 0.003 0.051 - 0.076

Magneto coupling end clearance 0.0310 (nominal) 0.7874 (nOmlnall

0.015 (minimum) 0.381 (minimum
Magneto pickup clearance with ring gear 0.015 .0.005 0.381 .0.127
Ring gear and starting motor (spur gears - stub tooth) 0.015 - 0.035 0.381 - 0.889
Jacket water pump
Impellor to body clearance I 0.015 - 0.045 I 0,381-1.143
NOTE: These backlash limits are based on gear tooth thIckness Bnd center distance design tolerances. Actual backlash may vary slightly
because of inherent secondary tolerances, but must not be less than 75% of the minimum backlash value listed.

Table 1.20-21. Accessory Drive Ratios

MEASUREMENT DRIVE RATIO DIRECTION OF ROTATION
Gamshaft 0.5 CW Oookin.!l. at front of engine)
Injection pump/main magneto drive 0.5 CW (looking at rear of engine)
On gear cover (2) 1.74 CCW
0.79, 0.975, 1.22, 1.50,
Governor drive ratios 1.80, 2.31, 2.94, 3.52 CCW

OVerspeed governor 1.0 CCW

Tachometer 0.5 CCW
Hourmeter 0.1 CCW
Speed switch 1.0 CCW
Oil pump (main drive shaft) 1.52 CW Oooking at front of engine)
Ring gear/starting mota.. (Cranking Ratio)*18.9:1 CW (looking at drive end of motor)
Magneto drive** 1.5 CW
Allowable Speed Range For Various Woodward Governors
VG8- 900 - 1550 RPM
EGB2P*'" 2000 - 4000 RPM
EGB lOP*'" 900 - 1100 RPM
PG - PL- 250 - 1200 RPM

NOTE: * Cranking ratio = Ring Gear Teeth + Starting Motor Pinion Teeth
** The magneto direction ofrotation designated is determined bylooking at the drive endofthe magneto. Therefore the magneto rotation
designation is opposite to the rotation of the engine drive. A CWengine drive requires a magneto designated as CCWand vice versa.
*** When normal engine operating speed is changed it may be necessary to change the governor drive gears to obtain a drive ratio that
) will maintain allowable governor speed. PG-PL governors are set at Woodward for air pressure verses engine speed. Re-adjusting
PG-PL speed settings should not be attempted without thorough knowledge of the procedure.

FORM 6248 First Edition 1.20 - 23

SPECIFICATIONS

Table 1.20-22. Flywheel And Housing

MEASUREMENT (TIR) INCHES METRIC (mm)

(A) Flywheel pilot bearing bore run-ou1 0.005 0.130
(8) Flywheel face runout on wheel 0.Q16 0.406
(C) Flywheel housing bore run-ou1 0.012 0.305
(D) Rywheel housing rear face run-out 0.012 0.305
(E) Rywheel clu1ch or coupling mounting face run-ou1 0.016 0.406
(F) Flywheel clutch or coupling pilot diameter run-ou1 0.005 0.130
(G) Flywheel housing rear face to crankshaft flange 5.219 - 5.281 132.563 - 134.137
Flywheel housing
SAE Size: #00
Starting motor flange size: #3
Starting motor pinion data: 6/8 pitch

1.20 - 24 FORM 6248 First Edition

 SPECIFICATIONS

Table 1.20-23. Turbo Inspection

AOAPTER
PLATE
MAGNETIC COMPRESSOR
BASE WHEEL

- •
BEARINGS

TURBOCHARGER AXIAL PLAY TURBOCHARGER RADIAL PLAY

TURBO INSPECTION
Model Axial Measurement Radial Measurement
TV 94 (Airesearch) 0.004 - 0.009 in. (0.102 - 0.229 mm) 0.003 - 0.006 in. (0.076 - 0.152 mm)

Table 1.20-24. Lubrication System Pressures

MEASUREMENT U.S. METRIC
Normal stabilized oil pressure at idle speeds. 15 to 40 psi 103 - 276 kPa
Normal stabilized oil pressure with engine loaded 55 %5 psi 380.34 kPa
Low oil pressure (alarm) 30 psi 207 kPa
Low oil pressure (shutdown) 20 psi 138 kPa
Minimum oil pressure at the turbocharger 10 psi 6BKPa

Table 1.20-25. Lubrication System Temperatures

MEASUREMENT U.S. METRIC
Minimum stabilized low oil temperature 160° F 70° C
Normal stabilized oil temperature 160° F 82° C
High oil temperature (alarm) 195° F 91° C
High oil temperature (shutdown) 205°F 96° C

Table 1.20-26. lubrication System Engine Transient Tilt Angles

ATTITUDE DEGREE
Front down 2°
Rear down 2°
Left side down 7°
Right side down .,.
NOTE: Permissible continuous duty engine tilt angles at low oil mark, based on keeping suction screen submerged.

FORM 6248 First Edition 1.20 - 25

SPECIFICATIONS

Table 1.20-27. Cooling System Temperatures

Standard Cooling System: )
Normal:
0
180 F (82
0
Clfor continuous rating
2000 F (930 C for intermittent rating
JACKET WATER OUTLET Elevated Temperature Solid Water Cooling System:
TEMPERATUREI :
Normal: 2100 - 235 0 F (820 - 1130 C) solid water
Ebullient Cooling System
Normal:
NOTE: 1 See Table 1.20·28 for alarm and shutclown temperatures.

A CAUTION !
!~.=.a.==~~~~~~~~.ues Alarm and shutdown val-
are based on dry
natural gas (900 BTU/cu. ft. SLHV). Refer to Gas-
eous Fuel Specification Sheet S7884C and Lube Oil
Recommendations Sheet S1015Y or latest revi-
sions for typical changes in operation temperatures
for jacket water and lube oil when running on
landfill or digester gas fuels. Disregarding this
information could result in product damage.
Table 1.20-28. Alarm And Shutdown Setpoints
Standard Cooling System:
1800 F (820 C) for continuous rating
Normal: 200 0 F (930 C) for intermittent rating
Alarm: 100 F (5S C) above normal/design temperature
Shutdown: 20° F (11 0 C) above normal/design temperature
)
Elevated Temperature Solid Water Cooling System:
JACKET WATER OUTLET Normal: 2100 - 235 0 F (820 - 1130 C) solid water
TEMPERATURE
Alarm: 5° F (30 C) above normal/design temperature 1
Shutdown: 10° F (5.5° C) above normal/design operating temperature
Ebullient Cooling System
Normal: 212 0 - 2500 F (1000 -1210 C)
Alarm: See Note 2 below
Shutdown: See Note 2 below
Normal: 1800 F (820 C)
LUBE OIL HEADER TEMPERATURE Alarm: 1950 F (W C)
Shutdown: 2050 F (960 C)
Normal: 40 - 55 psi (275 - 380 kPa)
LUBE OIL HEADER PRESSURE Alarm: 30 psi (207 kPa)
Shutdown: 20 psi (138 kPa)
Normal: Up to 100 F (5.5° C) above design intercooter water inlet temperature
INTAKE MANIFOLD TEMPERATURE Alarm: 15° F (8 0 C) above design intercooler water inlet temperature
(GSI AND GL ENGINES)
Shutdown: 20° F (11 0 C) above design intercooler water inlet temperature
INTAKE MANIFOLD PRESSURE Contact Waukesha Engine Application Engineering Department
MAIN BEARING TEMPERATURE Shutdown: 250 F (121 0 C)
OVERSPEED Shutdown: 10% over governed speed
NOTE: 1 Waukesha Power Systems Gode 1105, 110SA, or equivalent shutdown system is recommended when jacket water temperature
exceeds 210 0 F (99" C).
2 Waukesha Power Systems Code 1106, 1106A, or equivalent shutdown system is recommended for ebulliently cooled engines.

1.20 - 26 FORM 6248 First Edition

 SPECIFICATIONS

Table 1.20-29 Capacities

MEASUREMENT U.S. METRIC
Lubrication System Capacities
Oil pan ~ow level mark) 35 gal 132.5 Litre
Oil pan high level mark)' 45 gal 170.3 Litre
Lube oil filter 36 gal 136.3 Lnre
Oil cooler (8 inch) 6.9 gal 26.1 Litre
Oil cooler (10 inch)' 10 gal 37.8 Litre
Lube oil strainer 0.75 gal 2.8 Litre
*Total capacity of lube oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring all level in oil pan back to high
mark.
Record total amount for future reference.
Governor - Air Starter Capacities
UG8 governor oil reservoir 1.5 qt 1.1 Litre
EGB10P governor oil reservoir 1.5 qt 1.1 Litre
PG-PL governor oil reservoir 1.6 qt 1.1 Litre
Air starter all reservoir for one shot lubricator 2.0 Pint 0.9 Litre
Air motorized pre-lube motor ~n-line lubricator 0.5 Pint 0.2 Litre
Jacket Water Capacities
8-1/2 inch bore 107 gal 405 Litre
9-3/8 inch bore 100 gal 367 Litre
Surge tank 45.5 gal 183 Litre
Oil cooler water (6 inch diameter) 3.4 gal 12 Litre
Oil cooler water (8 inch diameter) 5.5 gal 20 Litre
Oil cooler water ( 10 inch diameter) 9.4 gal 34 Litre
Intercooler water capacity 5.50 gal 20 Litre

CAUTION 11/2 inch reach sp~rk

I =:......::::..:.....;;.,;;:;....;;,..;;..;:;".;~.
A
.L .::
.. plugs must be used with
1/2 inch reach spark plug carriers. Mixing spark
plug carrier and spark plug components will cause
damage to equipment.

Table 1.20-30. 1/2 Inch Reach Spark Plugs (Used With 1/2 Inch Reach Spark Plug Carriers Only)
SPARK
THRB HEX REACH GAP GASKET APPUCATION
PLUG
0.020 in
PIN 60999F 18mm 0.875 1/2 in (O.508mm) Yes Standard for GIGSI model used wnh: CEC, A~ III, FM9000

0.020 in
PIN 60999G 18mm 1.000 1/2 in (0.508 mm) Yes GlGSI Provisioo for spM< plug mounted coil, FM9000 - GSA

0.020 in
P/N60999H 18mm 0.875 1/2 in (0.508 mm) Yes GIGSI - Shielded CEC - CSA

0.010 in
P/N60999M 18mm 0.875 1/2 in (0.254 mm) Yes Standard for GL CEC ignition

0.010 in
P/N60999N 18mm 1.000 1/2 in (0.254mm) Yes GL Provision for spark plug mounted coil, FM9000 - eSA
0.010 in
P/N60999R 18mm 0.875 1/2 In (0.254mm) Yes GL Provision for spark plug mounted coil, Alt III -CSA

Spark plug size 18 mm with 1/2 inch reach

NOTE: ' Torque to 40 - 45 ft-lb dry (54 - 61 N·m) Use steel gasket PIN 499865.
** When B shielded Ignition system is used, tighten allconnector nuts and spark plug extensions finger tight plus 1/8 to 1/4 tum. Do not
) touch terminal connectors with bare fingers and make sure all parts are clean before assembling them. All knurled connecffons on
shielded magnetos and coil should be finger tightened only.

FORM 6248 First Ednion 1.20 - 27

SPECIFICATIONS

CAUTION I~HP
I.=A=,---,~,---,;;....;..;;...::;..;~.
GL 13/16 inch reach
L.. . spark plugs must be )
used with 13/16 inch reach spark plug carriers.
Mixing spark plug carrier and spark plug compo-
nents will cause damage to equipment.

Table 1.20-31. VHP GL 13/16 Inch Reach Spark Plugs (Used With 13/16 Inch Reach Spark Plug Carriers Only)
SPARK THRB HEX REACH GAP GASKET APPLICATION
PLUG
0.010 in Non-shielded GL (Used w~h PIN 69694 "Blue Coil")
PIN 60999S 18mm 0.875 13/16 Yes
(0.254 mm) (4 ground) (nickel)

P/N60999W 18mm 0.875 13/16

0.010 in
Yes Non-shielded GLJUsed ~h PIN 69684 "Blue Coil")
(0.254 mm) (" "type) (platinum)
0.010 in Yes Non-shielded GL (Used with PIN 69684 'Blue Coil')
PIN 60998T 18mm 0.875 13/16 (0.254 mm) ("J" type) (iridium/platinum)
0.Q10 in
PIN 60999U 18mm 0.875 13/16 Yes Shielded GL (Used ~h PIN 696840 coil)
(0.254mm)
PIN APPLICATION
13/16 INCH SPARK PLUG CARRIERS 209567M Used on 5108GL only
209567K Used on 5790GL and 7042GL
NOTE:· Torque to 40 - 45 ft~b dry (54 - 61 N·m). Use steel gasket PIN 499865.
** When B shielded ignition system is used, tighten all connector nuts and spark plug extensions finger tight plus 1/8 to 1/4 tum. Do not
touch terminal connectors with bare fingers and make sure all parts are clean before assembling them. All knurled connections on
shielded magnetos and coil should be finger tightened only.
-Refer to SB 11-2636 for additional GL spark plug information.

GAS ENGINE COMPRESSION PRESSURE

Q
W
W
11.
UJ
CI
z 280
iii ,/
g 270
260
,/
250

Iz
Ie
240
230
220 ./
./
;'
./

/"
./
./

210
~ 200
,/ ./
../I V
190 ,; -..... I
ll!
:> 180 ./
UJ ./ /' USUAL RANGE
170
. /
iz
160
150
,/
./
./
./
140

i
,/
130
120 ./ ./
::IE 110 ~./
8 100 ;..-
I
90
5 6 7 8 9 10 11
COMPRESSION RATIO
NOTE: use these compression values during troubleshooting to assist in determining engine condition.

Figure 1.20-2. Engine Compression Pressures

1.20 - 28 FORM 6248 First Ed~ion

 SPECIFICATIONS

\
ENGINE TIMING DATA
CAUTION I
I-=.A=--,,;.;;...;;.;;;;...;;.~...;;.,,-,.
This information does usually calculated from a component analysis. On the
L. . NOT supercede Special motor method scale used by Waukesha, the octane
Application Approval data found on the engine number ranges from 120 for methane (best) to 0 for
nameplate. Disregarding this Information could normal heptane (worst).
result In product damage.
PROPANE, HD-S: A fuel gas made of carbon (C3 ), and
NOTE: Changing the engine timing will also change the hydrogen (Ha) with 97.1 octane rating. Often used as a
exhaust emissions and fuel economy. backup fuel.

Table 1.20-32 and Table 1.20·33 list the correct ignition
timing for VHP 12 Cylinder engines from January 1,
1980. Refer to Service Bulletin 11-1520A for the timing
specifications for older engines.
Both Table 1.20-32 and Table 1.20-33 list the engines
by models and fuel types. Table 1.20·32 provides data
for engines that are not DSM equipped and
Table 1.20-33 provides data for engines that are DSM
equipped. The fuel types are defined in the following
paragraphs.
LOW BTU FUEL: Fuel having less than 700 Btu!ft3
(26.08 J/cm3 ), such as landfill gas.
IA..
CAUTION I Detonation is NOT al-
lowed at any time during
engine operation, regardless of the specified tim-
ing. H detonation occurs at the specified timing, a
timing adjustment must be made to retard the
ignition timing until NO audible detonation extsts.
Engine damage may result If detonation occurs.

COMMERCIAL QUALITY NATURAL GAS: A natu-

rally occurring mixture of hydrocarbon and other
gases found beneath the earth's surface, often in
connection with liquid petroleum. The principle com-
ponent is usually methane (CH4). Minor components
) are heavier hydrocarbons and other gases such as
nitrogen (N2), carbon dioxide (C02), helium (He),
argon (Ar) , oxygen (02)' and hydrogen sulfide (H2S).
The heat value normally ranges from 900 - 1000
Btu/ft3 SLHV (33.54 - 37.26 J/cm3 ). Octane rating of
118 - 120. Holland's pipeline gas has a heat value of
820 Btu!ft3 SLHV (30.5 J/cm3)

DIGESTER GAS: A fuel gas formed by the anaerobic

decomposition of organiC matter in a digester. It is
composed primarily of methane (CH 4) and carbon
dioxide (C02). The heat value normally ranges from
500 - 600 Btu!ft3 SLHV (18.63 - 22.36 J/cm3). Octane
rating of 120. Hydrogen sulfide (H2S) is a typical trace
component.

FIELD GAS: The heat value normally ranges from

900 - 1500 Btu/ft3 SLHV (33.54 - 55.898 J/cm 3 ).
Octane rating of 115 - 118.

LANDFILL GAS: A fuel gas formed by the decomposi-

tion of landfill refuse. It is composed primarily of
methane (CH4) and carbon dioxide. (C02). The heat
value normally ranges from 450 - 550 Btu!ft3 SLHV
(16.77 - 20.39 J/cm3). Octane rating of 118 - 120.
Chlorine and fluorine bearing compounds are typical
) trace components.

OCTANE NUMBER: The octane number of a fuel is a

measure of if its ability to resist detonation (knock). It
may be measured or calculated. For gas mixtures it is
FORM 6248 Rrst Edition 1.20 - 29
SPECIFICATIONS

Table 1.20-32. Ignition Timing Data (Non-DSM)

OPERATING RPM
600 1 700 1 800 1 900 1000 11100 1200
COMPRESSION
MODEL RATIO:1 DUTY FUEL TYPE IGNITION TIMING CO BTDC)
L5108G 8.25:1 Cont. Low Btu 2t O 21 0 21 0 240 240 240 240
L5108G 8.25:1 All HD-5 LPG 180 18 0 18 0 150 150 150 150
L5108G 8.25:1 All Nat. Gas 21 0 21 0 21 0 240 240 240 240
L5108G* 8.25:1 All Nat. Gas - - - - - - 21 0
L5108G 10:1 Cant. Low Btu 20 0 20 0
22 0
220 240 240 240
L5108G 10:1 All HD-5LPG 12 0
12 0
12 0
12 0
12 0
12 0
12 0
L5108G 10:1 All Nat. Gas 20 0 20 0
22 0
22 0 240 24 0 240
L5108G* 10:1 Cant. Nat. Gas - - - - - - 21 0

L5108GSI 8.25:1 Cant. Low Btu 22" 22" 22" 22 0

22 0
22 0
22 0

L5108GSI** 8.25:1 Cant. HD-5 LPG go go go go go go go

0
L5108GSI- 8.25:1 Cant. HD-5 LPG 12 0
12 12 0 120 120 120 120
L5108GSI 8.25:1 Cant. Nat. Gas 22 0
22 0 22 0
220 22 0
22 0 220
0 0
L5108GSI 8.25:1 Intr. Nat. Gas 18 0
18 18 0
18 0
18 18 0
180
L5108GSI* 8.25:1 Cont. Nat. Gas - - - - - - 22 0
L5108GSI* 8.25:1 Intr. Nat. Gas - - - - - - 18 0
L5108GSI 10:1 Cant. Low Btu 180 180 180 18 0 18 0 150 15 0
0 0 0 0 0 0
L5108GSI 10:1 Cant. Nat. Gas 18 18 18 18 18 15 15 0
L5108GSI 10:1 Intr. Nat. Gas - - - - - - 150
L5108GSI* 10:1 All Nat. Gas - - - - - - 150

5108GL 10.5:1 All Low Btu 20 0

20 0 20 0
200 200 20 0 200
5108GL 10.5:1 All Low Octane, 115 Min. 6" 6" 6" 60 6" 6" 60
5108GL 10.5:1 All Low Octane, 117 Min. 10 0
10 0
10 0
10 0
10 0
10 0
10 0
5108GL 10.5:1 All Nat. Gas 14 14 0
14 0
14 0
14 0
14 0
14 0

L5790G 8.25:1 Cant. Low Btu 22 0

220 22 0 240 240 240 240
L5790G 8.25:1 All HD-5 LPG 180 18 0 180 150 150 15 0 150
L5790G 8.25:1 All Nat. Gas 22 0
22 0
22 0
24 0
24 0
24 0
240
L5790G 10:1 Cant. Low Btu 20 0
20 0
20 0
20 0 20 0 20 0 20 0
L5790G 10:1 All HD-5 LPG 12 0
12 0
12 0
12 0
12 0
12 0
12 0
L5790G 10:1 All Nat. Gas 200 20 0
200 200 200 20 0
200
L5790G* 10:1 All Nat. Gas - - - - - - 160

L5790GSI 8.25:1 Cant. Low Btu 21 0 21 0 21 0 21 0 21 0 21 0 21 0

L5790GSI** 8.25:1 Cont. HD-5 LPG go go go go 9" 9" 9"
0 0 0
L5790GSI- 8.25:1 Cant. HD-5 LPG 12 12 12 120 12 0 120 12 0
L5790GSI 8.25:1 Cant. Nat. Gas 21 0 21 0 21 0 21 0 21 0 21 0 21 0
L5790GSI 8.25:1 Intr. Nat. Gas 22 0
22 0
22 0
20 0
20 0
18 0
180
L579OGSI* 8.25:1 Cont. Nat. Gas - - - - - - 21 0
)
L5790GSI* 8.25:1 Intr. Nat. Gas - - - - - - 180

1.20 - 30 FORM 6248 First Edition

 SPECIFICATIONS

OPERATING RPM
600 700 800 900 1000 1100 1200
COMPRESSION
MODEL RATIO:1 DUTY FUEL TYPE IGNITION TIMING r BTDC)
5790GL 10:1 All Low Btu 160 160 160 160 160 160 160
5790GL 10:1 All Low Octane, 115 Min. 60 60 60 60 60 60 60
5790GL 10:1 All Low Octane, 117 Min. 100 100 100 100 100 100 100
5790GL 10:1 All Nat. Gas 100 100 100 100 100 11 0 11 0

L7042G 8:1 Cont. Low Btu 20 0 200 200 240 240 240 240
L7042G 8:1 All HD-5 LPG 180 180 180 150 150 150 150
L7042G 8:1 All Nat. Gas 20 0 200 200 240 240 240 240
L7042G 10:1 Cont. Low Btu 20 0 200 200 220 220 240 240
L7042G 10:1 All HD-5 LPG 120 120 120 100 100 go go

L7042G 10:1 All Nat. Gas 20 0 200 200 220 220 240 240
L7042G" 10:1 All Nat. Gas - - - - - - 21 0

L7042GSI 8:1 Cont. Low Btu 21 0 21 0 21 0 240 240 240 240

L7042GSI- 8:1 Cont. HD-5 LPG go go go go go go go

L7042GSI 8:1 Cont. HD-5 LPG 120 120 120 120 120 120 120
L7042GSI 8:1 Cont. Nat. Gas 21 0 21 0 21 0 24~..., . 24
0 240 240
L7042GSI 8:1 InlT. Nat. Gas 150 150 150 15" _. 150 150 150
L7042GSI" 8:1 Cont. Nat. Gas - - - - - - 21 0
L7042GSI" 8:1 InlT. Nat. Gas - - - - - - 150
"

7042GL 10.5:1 Cont. Low Btu - 160 160 16°.,. ~" 16" 160 160
7042GL 10.5:1 All Low Octane,115 Min. - 60 60 60 60 60 6"
7042GL 10.5:1 All Low Octane, 117 Min. - 100 100 100 100 100 100
7042GL 10.5:1 All Nat. Gas 100 100 100 100 100 100 100
7042GL 10.5:1 Cont. HD-5 LPG - - - 40 40 40 40
NOTE: "These enQlnes run wnh an elevated jacket water temperature between 2100 and 250 0 F (990 -1210 C). It is neeessaryto adjust the
ignition timing to allow for a greater margin of protection from detonation. Changing the engine timing will also change the exhaust
emissions and fuel economy.
**1. W. Temperature 1300 F (540 C)
-I. W. Temperature 850 F (2go C)

FORM 6248 First Edition 1.20 - 31

SPECIFICATIONS

Table 1.20-33. DSM Timing Data (DSM Equipped)

OPERATING RPM
600 700 800 900 1000 1100 1200
COMPRESSION
MODEL RATIO:l DUTY FUEL TYPE DSM TIMING (" BTDC)
L5108G 8.25:1 Cont. Low Btu 15-21 0 15-21 0 15-21 0 18 - 24° 18 - 240 18 - 240 18 - 240
L5108G 8.25:1 All HD-5 LPG 12 - 180 12 - 180 12 - 180 9 - 150 9 _15 0 9 _15 0 9 _15 0
L5108G 8.25:1 All Nat. Gas 15 - 21 0 15-21° 15 - 21 0 18 - 240 18 - 240 18 - 24 0 18 - 240
L5108G* 8.25:1 All Nat. Gas - - - - - - 15-21 0
L5108G 10:1 Cont. Low Btu 14 _ 200 14 - 20 0 16-22° 16 - 220 18 - 240 18 - 24° 18 - 240
L5108G 10:1 All HD-5 LPG 6 _12 0 6 - 120 6 _120 6 _120 6 _120 6 - 120 6 _12 0
L5108G 10:1 All Nat. Gas 14 - 20° 14 - 200 16 - 220 16 - 22 0 18 - 240 18 - 24
0 18 - 24°

L5108G* 10:1 Cont. Nat. Gas - - - - - - 15-21 0

L5108GSI 8.25:1 Cont., Low Btu 16 - 22° 16 - 22 0 16 - 220 16 - 22" 16 - 220 16 - 22 0 16 - 22°
L5108GSI- 8.25:1 Con!. HD-5 LPG 3 - go 3 _ g" 3 - g" 3 - g" 3 _ go 3 _ g" 3 - g"
L5108GSI- 8.25:1 Cont. HD-5 LPG 6 _12" 6 _120 6 - 120 6 _12" 6 _120 6 _120 6 - 120
L5108GSI 8.25:1 Cont. Nat. Gas 16 _ 22 0 16 _ 22 0 16 - 220 16 - 220 16 - 220 16 _ 22 0 16 - 220
L5108GSI 8.25:1 Intr. Nat. Gas 12 - 180 12 - 180 12 - 180 12 - 180 12 - 180 12 _18 0 12 - 180

L5108GSI* 8.25:1 Cont. Nat. Gas - - - - - - 16 - 220

L5108GSI* 8.25:1 Intr. Nat. Gas - - - - - - 12 - 180
L5108GSI 10:1 Cont. Low Btu 12 - 180 12 - 180 12 - 180 12 - 180 12 - 18" 9 _15 0 9 _15 0
L5108GSI 10:1 Cant. Nat. Gas 12 - 180 12 _18 0 12 _18 0 12 _ 180 12 - 18° 9 _15 0 9 _15 0
L5108GSI 10:1 Intr. Nat. Gas - - - - - - 9 _15 0
)
L5108GSI* 10:1 All Nat. Gas - - - - - - 9 - 15"

5108GL 10.5:1 All Low Btu 14-20° 14 _ 200 14 _ 200 14 - 20 0 14-200 14_200 14 - 200
Low Octane, 0_60 0_60
5108GL 10.5:1 All 115 Min.
0-6" 0-6° 0-6° 0-6" 0-6"

Low Octane, 4 _10 0 4 _10 0 4 _10 0 4 _10 0 4 _10 0

5108GL 10.5:1 All 117 Min. 4 - 10° 4 - 100

5108GL 10.5:1 All Nat. Gas 8 -14 8 - 140 8 _14 0 8 _14 0 8 _14 0 8 _14 0 8 - 140

L5790G 8.25:1 Cont. Low Btu 16 _ 22 0 16 - 220 16 - 220 18 - 24° 18 - 240 18 - 240 18 - 240
L5790G 8.25:1 All HD-5 LPG 12 _18 0 12 - 180 12 _18 0 9 - 150 9 - 150 9 _15 0 9 _15 0
0 16 - 22° 0
L5790G 8.25:1 All Nat. Gas 16 - 22 16 - 22 18 - 240 18 - 240 18 - 24" 18-240
Low Btu 0 14 _ 200 14-20 0 14_200 14 - 20 0 14 _ 200 14 - 20"
L5790G 10:1 Cont. 14 - 20
L5790G 10:1 All HD-5 LPG 6 _12 0 6 _120 6 _120 6 _120 6 _120 6 _120 6 - 120
10:1 All Nat. Gas 14 - 20 0 14 - 20° 14 - 200 14 - 200 14 - 200 14-200 14 - 200
L5790G
L5790G* 10:1 All Nat. Gas - - - - - - 10 - 160

1.20-32 FORM 6248 First EdHion

 SPECIFICATIONS

OPERATING RPM
600 700 800 900 1000 1100 1200
COMPRESSION
MODEL RATIO:1 DUTY FUEL TYPE DSM TIMING (' BTDC)
L5790GSI 8.25:1 Cant. Low Btu 15 - 21' 15-21' 15-21° 15 - 21° 15-21' 15-21' 15-21'
L5790GSlti 8.25:1 Cant. HD-5LPG 3 _ go 3 _ go 3 _ go 3 _ go 3 _ go 3 - go 3 _ go
L5790GSI- 8.25:1 Cant. HD-5 LPG 6 _12' 6 _12' 6 _12' 6 _12' 6 _12' 6 - 12' 6 _12'
L5790GSI 8.25:1 Cont. Nat. Gas 15-21' 15-21' 15-21' 15-21' 15-21' 15-21° 15-21'
L5790GSI 8.25:1 In!r. Nat. Gas 16 - 22° 16 - 22' 16 - 22' 14 - 20' 14 - 20' 12 - 18' 12 - 18°
L5790GSI* 8.25:1 Cont. Nat. Gas - - - - - - 15-21°
L5790GSI* 8.25:1 In!r. Nat. Gas - - - - - - 12 - 18'
5790GL 10:1 All Low Btu 10 - 16' 10 - 16' 10 - 16' 10 - 16' 10 _16' 10 - 160 10 - 16'
Low Octane, 0_6 0_6 0_6
5790GL 10:1 All 115 Min. 0-6° 0 0 0
0_6 0
0_6 0
0_60

Low Octane, 4 _10' 4 _10' 4 _10' 4 _10'

5790GL 10:1 All 117 Min. 4 - 10' 4 - 100 4 _10'

5790GL 10:1 All Nat. Gas 4 - 10' 4 _10' 4 _10' 4 _10' 4 _10' 5 - 11' 5 - 11°

L7042G 8:1 Cont. Low Btu 14-20° 14 _ 20' 14 _ 20' 18 - 24' 18 - 24' 18 - 24' 18 - 24°
L7042G 8:1 All HD-5 LPG 12 _18' 12 - 18 0
12 - 18' 9 _15' 9 _15 0
9 - 15' 9 _15'
L7042G 8:1 All Nat. Gas 14-20° 14 - 20° 14 _ 20' 18 - 24' 18 - 24' 18 - 24' 18 - 24°
L7042G 10:1 Cont. Low Btu 14-20° 14 - 200 14 - 20' 16 _ 22' 16 - 22"' 18 - 24' 18 - 24'
L7042G 10:1 All HD-5 LPG 6 - 12° 6 _12' 6 _12' 4 _10' 4 - 10'. 3 _ go 3 - go
L7042G 10:1 All Nat. Gas 14-20° 14 - 20' 14 - 20' 16 _ 22' 16 - 22°, 18 - 24' 18 - 24°
L7042G* 10:1 All Nat. Gas - - - - - - 15-21'

L7042GSI 8:1 Cont. Low Btu 15-21' 15 - 21' 15 - 21' 18 - 24' 18 - 24". 18 - 24° 18 - 24'
L7042GSlti 8:1 Cont. HD-5 LPG 3 _ go 3 _ go 3 _ go 3 _ go 3 _ go 3 - go 3 _ go
L7042GSI 8:1 Cont. HD-5 LPG 6 - 12' 6 _12' 6 _12' 6 _12' 6 _12' 6 - 12' 6 _120
L7042GSI 8:1 Cont. Nat. Gas 15-21' 15-21' 15-21' 18 - 24' 18 - 24' 18 - 24' 18 - 24'
L7042GSI 8:1 Intr. Nat. Gas 9 - 15' 9 _15' 9 _15' 9 _15' 9 _15' 9 - 15' 9 _15'
L7042GSI* 8:1 Cont. Nat. Gas - - - - - - 15-21'
L7042GSI* 8:1 Intr. Nat. Gas - - - - - - 9 _15'

7042GL 10.5:1 Cont. Low Btu - 10 _16' 10 - 16' 10 - 16' 10 - 160 10 - 16' 10 - 16'
Low Octane,
7042GL 10.5:1 All 115 Min. - 0_6 0
0_60 0-60 0-6 0 0_60 0_60

Low Octane,
7042GL 10.5:1 All 117 Min. - 4 - 10' 4 _10 0 4 _10 0 4 _10 0 4 - 10' 4 _10'

7042GL 10.5:1 All Nat. Gas 4 -10' 4 - 10' 4 _10' 4 _10' 4 _10' 4 - 10° 4 _10'
NOTE: * These en9ines run with an elevated jacket water temperature between 210 and 250 F (99° - 121 C). It is necessary to adjust the
0 0 0

ignition timing to allow for a greater margin of protection from detonation. Changing the engine timing will also change the exhaust
emissions and fuel economy.
ti I. W. Temperature 130' F (54' C)
- I. W. Temperature 85' F (29' C)

FORM 6248 First Edition 1.20 - 33

SPECIFICATIONS

1.20 - 34 FORM 6248 First Edition

 CHAPTER 2 - ENGINE TEAR DOWN

CONTENTS

SECTION 2.00 - CYLINDER HEAD REMOVAL

SECTION 2.05 - CRANKCASE REMOVAL

FORM 6248 Rrst Edition

 )

FORM 6248 First Edition

 SECTION 2.00 - CYLINDER HEAD REMOVAL
CYLINDER HEAD REMOVAL
NOTE: Be sure that you have read and understood the
safety and waming information in Section 1.01, Safety,
and Section 1.02 Rigging and Lifting Engines. before
proceeding.
A WARNING
Failure to take adequate precautions when servic-
ing this product can result in severe personal injury
or death.
A WARNING
Never walk or stand under an engine or component
while it is suspended. Always consider the weight
of the item being lifted. Use properly rated lifting
equipment and approved lifting methods. H not
supported by a properly rated lifting device, some
heavy parts may fall when loosened. Failure to take
adequate precautions can resuH in severe personal
injury or death.
NOTE: As part of the overhaul process, the exhaust
manifold, intake manifold and water manifold should
already be removed. If not, refer to Chapter 5 of this
manual, for removal procedures for those particular
items. Chapter 5 covers the removal of all the extemal
components of the engine. Procedures have been
included in this section to allow cylinder heads to be
removed in field conditions, when the manifolds may not
normally be removed.
NOTE: Service Bulletin 15-2oo7B, Exhaust Manifold
Support Bracket, describes how to fabricate and use
exhaust manifold support brackets, when it is desired to
remove cylinder heads without removing the exhaust
manifolds. If support brackets are not available, an
altemative method is to remove six cylinder heads
(three from each cylinder bank) in a pattem that allows
for full support of the exhaust manifolds as outlined in
the following.
FORM 6248 First EdHion
IL• .:
A CAUTION Ilf repair work requires
. =:.....;:;.;;...;;.;;;....;;...;;...;;:..--1.
. removal of the cylinder
heads from one or both banks while the exhaust
manifold stays in place, care must be taken so that
proper support is maintained for the exhaust
manifold. To provide this support, only a limited
number of cylinder heads can be removed at any
one time. This specific technique provides the
proper support to the exhaust manifold. If sufficient
support is not provided to the exhaust manifold and
associated components, severe damage can occur
to these parts.
Leave the exhaust manifold secured to cylinder heads
1L, 1R, 3L, 3R, 5L and 5R on Left and Right cylinder
banks while cylinder heads 2L, 2R, 4L, 4R, 6L and 6R
are removed. When the removed cylinder heads are
replaced and secured to the exhaust manifold, then
cylinder heads 1 L, 1 R, 3L, 3R, 5L and 5R on Left and
Right cylinder banks can be removed.
I A CAUTION I Before disassembly,
.. drain all coolant com-
pletely from the engine. Prevent dirt or water from
entering the 011 sump when removing' the cylinder
heads and liners.
A WARNING
This procedure is a two person operation. To do this
procedure alone is dangerous and can result In
severe personal injury or death.
1. Refer to Chapter 5 and remove spark plug assembly.
A WARNING
Ensure that the fuel source Is completely shut off
prior to working on fuel system components Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe personal InJury or death could
resuH.
2. Refer to Chapter 5 and disconnect the fuel supply
tube from the admission valve body (GL).
3. Refer to Chapter 5 and remove the admission valve
assembly from the cylinder head (GL).
4. Remove the rocker arm covers and gaskets from the
cylinder heads.
2.00 -1
CYLINDER HEAD REMOVAL

NOTE: Do not mix parts between rocker arm assem-
blies, lift both sides of the rocker arm assemblies off
together.
5. Remove the rocker arm support capscrews and
washers (8 capscrews per head, 1/2 x 4-3/4 inches).
Move the rocker arm assemblies to a suitable work-
bench (See Figure 2.00-1).
7. Pull out the hydraulic push rods (2 rods per cylinder
head) (see Figure 2.00-3). Tag the push rods as they )
are removed, so that they can be installed in their
original locations. Place the pushrods in clean plastiC
bags to keep dirt and debris out of the hydraulic lifters.

Figure 2.00-3. Push Rods And Water Outlet Elbows

8. Remove the water outlet elbows (2 ferry head, 2 hex

Figure 2.00-1. Rocker Arms
8. Remove the rocker arm oil supply tubes from the
cylinder heads (see Figure 2.00-2). Remove the male
connector tube fittings from the cylinder head castings.
head capscrews per elbow, 1/2x 1-3/4 inches, with lock
washers) (see Figure 2.00-3). Remove and discard the
rectangular rubber seals from the ends of each elbow
(see Figure 2.00-4).
)

ROCKER ARM OIL

SUPPLY TUBE ~ ~
~
_

FERRULE
Nut

FERRULE~~lI"'''.f I

Figure 2.00-4. Water Outlet Elbow Gaskets

~_MALE CONNECTOR
~ TUBE FITTING

Figure 2.00-2. Install Rocker Arm 011 Supply Tubes

IA CAUTION IHydraulic push rods

.L .::
. . must be stored I n the
=:.......;::..;;,...;;,,;:...-.;:.,..:.-.;;;...0...:...1. )
vertical position to prevent the oil from leaking out
of the hydraulic valve lifters. Disregarding this
information could result In product damage.

2.00 - 2 FORM 6248 First Edition

 CYLINDER HEAD REMOVAL

9. Remove two capscrews (2 hex head 1/2 x 5-1/2

inches, with washers and 2 hex head 1/2 x 8-1/2", with A WARNING
washers) from the exhaust manifold (see Each cylinder head weighs approximately 195 Ibs.
Figure 2.00-5). (89 Kg). Use a suitable lifting device and exercise
caution to avoid severe personal injury or death.

13. Thread an eye bolt (1/2"-13) into the rocker arm

cover capscrew bore closest to the water oUOet elbow
connection. Install a suitable lifting chain, (see
Figure 2.00-7).

Figure 2.00-5. Exhaust Manifold - Rear VIew

10. Loosen the gasket seal where the exhaust manifold

joins the cylinder head.

11. Remove four capscrews (GL models, hex head,

1/2 x 1-3/8" with washers and lockwashers)
(G/GSI models, hex head, 1/2 x 1-1/4" with washers and
lockwashers) from the intake manifold (see
) Figure 2.00-6).

NOTE: Loosen the intake manifold capscrews on all Figure 2.00-7. Eye Bolt Location -
cylinder heads to to allow the intake manifold to be 12 Cylinder Engines· ..
moved back.
14. Remove the capscrews and washers securing the
heads to the engine block (8 capscrews per head; 2
short, 6 long) (see Figure 2.00-8).

Figure 2.00-6. Intake Manifold

12. Loosen the gasket seal where the intake manifold

joins the cylinder head. Figure 2.0IHI. Cylinder Heads

FORM 6248 First Edition 2.00 - 3

CYLINDER HEAD REMOVAL

CYLINDER HEAD

WEIGHT
UNBALANCED
)

CRANKCASE

Figure 2.00-9. Lifting The Cylinder Head

CAUTION I
I=.A=:........;~...;..;;;;....:c...:...;;;...;:....:...J.
To avoid damage to the 16. Remove the head gaskets from the engine block.
L. . deck surface or the dowel Scrape any gasket material from the cylinder head and
locating pins, raise the cylinder head at an angle that engine block.
closely approximates the angle of the crankcase.

15. Lift the head off the engine using an overhead lifting
device (see Figure 2.00-9).

NOTE: A pry bar may be needed to free the cylinder

head from the head gasket.

NOTE: The push rod cover assemblies may lift off with
the cylinder head or remain attached to the valve lifter
housing. In any case, remove the push rod cover
assemblies from either the cylinder head or valve lifter
housing.

CAUTION I
I=.A=:........;~---''-c...:...;;;...;:....:...J.
Position the cylinder
L. . heads on a wooden
board or pallet. Place each head on its side to avoid
damage to the nozzle of the prechamber cup on GL
models.

2.00 - 4 FORM 6245 First Ed~ion

 SECTION 2.05 - CRANKCASE REMOVAL

PISTON/CONNECTING ROD REMOVAL

A WARNING
This procedure Is a two person operation. To do this
procedure alone is dangerous and can result In
severe personal injury or death.

A CAUTION I ~emove only. one piston

IL• .:
. =:.......;;;;.;;....;;..;;....;~.;;...~.
. and connecting rod as·
sembly at one time. Removing more than one
cylinder may cause damage to equipment.

NOTE: Drain all engine oil before proceeding. Engine

coolant should already be drained. Figure 2.05·2. Carbon Ridge
1. Remove the connecting rod cap (4 ferry head
3. Install a piston puller (PiN 474018, for 8-1/2 in. bore,
capscrews) (see Figure 2.05-1).
PiN 474019, for 9-3/8 in. bore) into the two threaded holes
in the piston crown (see Figure 2.05-3). Use a suitable
refacing tool to unplug the holes and clean hardened
carbon from the threads without causing damage to the
bore. Install a lifting chain to the piston puller.

PISTON
) PULLER

Figure 2.05-1. Capscrews - Connecting Rod Caps

A CAUTION IToensureremo~alofthe
I = ' - ' -_ _ _ _--'. entire carbon ridge and
L...
: .

to avoid nicking or scratching the piston with the

carbon scraper, bar the engine over to move each
piston to its lowest point of travel.
Figure 2.05-3. Install Piston Puller
'A CAUTION I~onotcutdownlntothe
=
..
IL. =:.......;;;;.;;....:.:=-.;:;..;;..;:;..;~. ring travel zone when
removing the carbon ridge from the cylinder sleeve
bore. Disregarding this information could result In
A WARNING
product damage. Each piston and connecting rod assembly weighs
approximately 90 Ibs. (41 Kg). Use a suitable lifting
2. Use a suitable carbon scraper to remove the carbon device and exercise caution during removal or
ridge from the cylinder sleeve bore (see Figure 2.05-2). Installation to avoid severe personal injury or
The ridge is confined to the area above the upper range death.
of top piston ring travel.
) NOTE: The piston and connecting rod assembly con-
sists of the piston, piston rings, piston pin and two
retaining rings, piston pin bushings, connecting rod and
connecting rod bearing.

FORM 6248 First Edition 2.05 - 1

CRANKCASE REMOVAL

IA
:..
CAUTION I Do not allow the con-
necting rod to contact
I.A. CAUTION IConnecting rods and
caps are matched sets. )
the crankshaft after the bearing halves have been Do not mix connecting rods and caps. Do not mix
removed. Insure that plastic is wrapped around the bearing halves. Tag bearing halves to identify them
end ofthe connecting rod to preventthe connecting during wear analysis. Disregarding this information
rod end end from damaging the cylinder sleeve could result in product damage.
bore.
5. Remove bearing haives from the connecting rod cap
NOTE: The piston slides out of the cylinder block with and connecting rod (see Figure 2.05-5 and Figure 2.05-6).
relative ease until the lower part of the skirt reaches the
upper portion of the sleeve. At this point, the piston may
become cocked, causing it to bind in the sleeve. To
prevent this from happening, lightly jiggle the piston
back and forth as it is raised.

4. Pull the piston and connecting rod assembly out of

the cylinder block at an angle that closely approximates
the angle of the crankcase (see Figure 2.05-4).

Figure 2.05-5. Connecting Rod

Figure 2.05-6. Bearing Cap

CORRECT

Figure 2.05-4. Remove Piston/Connecting Rod

Assembly

2.05 - 2 FORM 6248 First Ed~ion

 CRANKCASE REMOVAL

WAUKESHA
PART NUMBER

,L IljIY
IR

.-
---- -
--
CAP AND BLADE
MATCH NUMBERS

WEIGHT CLASSIFICATION
"A", "B", OR "c"

Figure 2.05-7. Keep Connecting Rod Caps And Blades Properly Mated
6. Temporarily install the connecting rod cap to the
connecting rod. To keep the parts properly mated, verify
IA
. ..
CAUTION I Do not barthe crankshaft
. over more than neces-
that the rod and cap are marked with the same match or sary to remove each piston and connecting rod
cylinder location numbers (see Figure 2.05-7). assembly while a piston and connecting rod are
loose in the cylinder liner. Completely remove the
piston and connecting rod assembly before barring
) over the engine. Disregarding this Information
could result In product damage.

FORM 6248 First Edition 2.05 - 3

CRANKCASE REMOVAL

7. Repeat the procedure to remove any other pistons

BAU
and connecting rods. Using the manual engine barring BEARING
device, reposition the crankshaft as necessary to aid in
further piston and connecting rod removal.

S. Be sure to remove any connecting rod bearings

which may have fallen into the oil sump during the
removal process. Note their original location and tag
each bearing.

CYLINDER SLEEVE REMOVAL

A WARNING
The cylinder sleeve weighs approximately 63 Ibs.
(28 kg). Use the aid of an assistant, and exercise
caution during removal or installation avoid severe
personal injury or death.

IA CAUTION IInsure that all. engine

coolant was drained be-
'-'...==-...;;;..;;....;;..;;;."...;;;..--::,...;;;..;..J.
fore proceeding. Use proper procedures to insure
that the oil sump is not contaminated with coolant.
Protect all electrical components to insure coolant Figure 2.05-8. Cylinder Sleeve Puller
does not enter. Disregarding this information could
result in product damage. 5. Remove the upper and middle O-rings, and lower
NOTE: Piston and connecting rods should already be O-ring from cylinder sleeve (see Figure 2.05-9).
removed from the engine.
)
1. With a grease pencil, mark the cylinder liners parallel
and perpendicular to the crankshaft. Use different colors or
markings, so that you can differentiate between the two.
The marks will be helpful later when measuring the cylinder
liners for wear.

NOTE: The bottom plate of the Waukesha supplied

screw-type cylinder sleeve remover must be sized for the
liner as follows: 8-1/2 inch bore (PIN 4942840); 9-318 inch
bore (PIN 494286).
2. Install a screw-type cylinder sleeve remover
(PIN 499233) and pull the sleeve upward about 2 - 3
inches (51 - 76 mm) (see Figure 2.05-8). The puller and
sleeve can be lifted out by hand once the sleeve seals
clear the lower bore of the crankcase.

IA CAUTION INEVER reuse a cylinder

.. sleeve which has been
dropped. A dropped cylinder sleeve can have
unseen damage resulting in severe engine damage.
3. If the cylinder sleeves are to be reused, mark each
cylinder sleeve with the position tt carne from on the engine;
for example, 2LB, 3RB, etc. During reassembly, a reused )
sleeve must be installed in the sarne cylinder position.

4. Repeat this procedure for each cylinder sleeve being

removed. Figure 2.05-9. Cylinder Sleeve

2.05 - 4 FORM 6248 First Edition


I.a
A CAUTION I Do NOT use a cylinder
sleeve gasket with a PIN
205130L sleeve. Using the cylinder sleeve gasket
will cause the sleeve to project too far above the
crankcase deck for proper head gasket sealing,
causing severe engine damage.
6. On 9-3/8 inch bore models using the PIN 205130C and
205130H cylinder sleeve, remove the cylinder sleeve
gasket from the cylinder sleeve. The PIN 205130L cylinder
sleeve does not use a cylinder sleeve gasket.
7. Store the cylinder liners upright on end.
VIBRATION DAMPER REMOVAL
A WARNING
This procedure Is a two person operation. To do this
procedure alone Is dangerous and can result in
severe personal injury or death.
Different combinations of pulleys, vibration dampers,
and spacers are installed on the the front of the engine.
Figure 2.05-10, shows the engine with two vibration
dampers installed. Refer to Table 4.00-3 and
Table 4.00-4 in Chapter 4 for combinations of pulleys,
spacers and attaching hardware. Current engines may
have eITher "C" section or 5V section groove pulleys
(see Figure 4.00-151). . spacer (if present) from front vibration damper.
1. Remove three of the capscrews from the 12, 9 and 3
o'clock positions on the front drive pulley (see
Figure 2.05-10).
REAR VIBRATION
/ DAMPER
)
Figure 2.05-10. Vibration Dampers/Crankshaft Pulleys
FORM 6248 First Edition
CRANKCASE REMOVAL
2. Install three guide pins in the 12, 9 and 3 o'clock
positions (guide pins may be fabricated from 1/2 x 6-1/2 in.
(12.7 x 165.1 mm) capscrews. Capscrews must be
threaded approximately 2 in. (50.8 mm) on one end).
A WARNING
The vibration damper weighs approximately 3031bs.
(137 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
A WARNING
Do not pull the vibration damper past the ends of
the guide pins when installing lifting straps and
lifting device. Allowing the vibration damper to
slide past the ends of the guide pins without proper
lifting devices attached could cause severe person-
al injury or death.
3. Attach a lifting eyes to the two threaded holes in the
vibration damper and a suitable lifting device to the
lifting eyes.
4. Insuring that the vibration damper stays back
against the rear crankshaft pulley, remove the remain-
ing eight capscrews washers and front drive pulley, and
5. Using a suitable lifting device, and:with the aid of an
assistant, remove front vibration damper from the
crankshaft.
FRONT PULLEY SPACER
2.05 - 5
CRANKCASE REMOVAL

6. Remove three capscrews, 7/8 x 2-1 12" lock washers,

washers, crankshaft end plate and crankshaft front
pulley sleeve from the crankshaft.

7. Remove ten ferry head capscrews, 1/2 x 1-1/2" and REAR VIBRATION
washers from the rear crankshaft pulley and rear / DAMPER
vibration damper.

A WARNING
The special removal tool (stop sleeve) must be
used, and the crankshaft end plate re-installed,
when removing the rear crankshaft pulley. This will
keep the crankshaft pulley from springing off the
tapered sleeve during the removal process and also
separates the tapered sleeve from the pulley.
Failure to follow this procedure could cause severe Figure 2.05-12. Rear Vibration Damper/Rear
personal injury or death. Crankshaft Pulley

8. Install stop sleeve (PIN 474005) on the crankshaft

end (see Figure 2.05-11). A WARNING
The rear vibration damper weighs approximately
STOP SU,I:Vlc. TAPER SU,cVI:, 112 Ibs. (SO kg). Insure that the rear vibration
damper does not slide off crankshaft while remov-
ing the rear crankshaft pulley to avoid severe
personal injury or death.
)
1/4" CLEARANCE '"1i--++- 10. Using a puller and a portable hydraulic press,
MINIMUM_IL~:+-t remove the rear crankshaft pulley from the crankshaft.

A WARNING
The rear vibration damper weighs approximately
1121bs. (SO kg). Use a suitable lifting device and use
caution during removal or installation to avoid
severe personal injury or death.
Figure 2.05-11. Crankshaft Pulley Stop Sleeve

9. Re-install the crankshaft end plate and three IA..

CAUTION I The rear vibration damper
will tilt during removal
capscrews (see Figure 2.05-12).
from crankshaft end, use aid of an assistant to steady
vibration damper and prevent damage to equipment

11. Install two lifting eyes and lifting straps to the rear
vibration damper.

12. Using a suitable lifting device, remove the rear

vibration damper from the crankshaft.

13. Remove tapered crankshaft pulley sleeve from crank-

shaft.

14. Remove the crankshaft rear pulley spacer from the

crankshaft. )

2.05 - 6 FORM 6248 First Ed~ion

 CRANKCASE REMOVAL

FRONT GEAR COVER REMOVAL

A WARNING
This procedure is a two person operation. To do this
procedure alone is dangerous. Failure to use at
least two people for this operation can result in
serious personal injury or death. See other warn-
Ings and cautions at the beginning of this section.

NOTE: Engine oil and coolant should already be

drained.
1. Remove capscrews, lock washers two circular
cover plates and gaskets from gear housing cover (six
capscrews per plate, 3/8 x 7/8") (see Figure 2.05-13).

Figure 2.05-14. Reer Gear Housing - Front Left

A WARNING
Always wear proper eye protection when removing
retaining rings. Slippage may propel the retaining
ring with enough force to cause serious eye injury.
use the correct retaining ring pliers. Verify that the
\ tips of the pliers are not exC4!$Sively worn or
damaged to prevent severe personal injury or death.

3. Remove retaining ring and ball bearing from acces-

sory (magneto) drive shaft (see Figure 2.05-15).

Figure 2.05-13. Gear Cover Plates - Front Left

2. Remove six nuts, lock washers cover plate and

gasket from rear left side of gear housing (see
Figure 2.05-14).

Figure 2.05-15. Ball Bearing

FORM 6248 First Edttion 2.05 - 7

CRANKCASE REMOVAL

,--,,0«-...,..,0 •

\ CAPSCREWS ALREADY REMOVED (5)

1"'1 OIL PAN TO GEAR COVER - 6 CAPS CREWS

fO\ REAR HOUSING TO GEAR COVER - 15 CAPSCREWS

@ GEAR COVER TO REAR HOUSING - 13 CAPSCREWS

e DOWEL PIN HOLES - 2

Figure 2.05-16. Gear Cover )

4. Remove eighteen capscrews (1/2 x 3") from the rear 10. Remove the oil seal from the front gear cover (see
right and rear left gear housing cover. Figure 2.05-17).

5. Remove six capscrews, (1/2 x 1-3/4") and washers

from the bottom flange of the gear housing cover and oil
sump (see Figure 2.05-16).

6. Remove fifteen capscrews, (1/2 x 1-3/4") and lock

washers from perimeter of gear housing cover.

A WARNING
Front gear housing cover weighs approximately
157 Ibs. (71 kg). Use a suitable lifting device and
exercise caution during removal or Installation to
avoid severe personal injury or death.

7. Place lifting straps through upper right and left

inspection holes and attach lifting device.
Figure 2.05-17. Front 011 Seal
NOTE: There are dowel pins between the gear housing
and gear housing cover, these pins do not have to be
removed.

8. Using a pry bar, gently pry apart the seal between

gear housing and gear housing cover.

9. Using a lifting device, carefully remove the gear

housing cover from gear housing.

2.05 - 8 FORM 6248 First Edition

 CRANKCASE REMOVAL

11. Remove O-ring and oil slinger from crankshaft end 3. Remove the drive gear from the shaft (see
(see Figure 2.05-18). Figure 2.05-20).

Figure 2.05-20. Drive Shaft

Figure 2.05-18.011 Slinger And O-Ring
4. Remove six nuts, lock washers and magneto drive
MAGNETO DRIVE GEAR REMOVAL from the front gear housing (see Figure 2.05-21).

1. Remove the key from the shaft keyway.

2. Remove six capscrews and lock washers from the

drive gear (see Figure 2.05-19).

Figure 2.05-21. Magneto Drive

Figure 2.05-19. Magneto Drive Gear

FORM 6248 First Edition 2.05 - 9

CRANKCASE REMOVAL
IDLER GEAR REMOVAL
1. Bend back tabs on capscrew locks on idler gears
(see Figure 2.05-22).
Figure 2.05-22. Lock Idler Gear Capscrews
2. Remove two capscrews, (1/2 x 1-1/4") capscrew
locks and idler gear washers from each idler gear.
3. Remove the idler gears from the idler gear spindles.
NOTE: Perform Step 4, only if required.
4. Remove six Nyloc capscrews, (3/B x 1 ") ball bearing
re1ainer, front ball bearing, spacer and rear ball bearing
from the idler gear (see Figure 2.05-23).
Figure 2.05-23. Camshaft Idler Gear - Upper
2.05 - 10
CAMSHAFT GEAR REMOVAL
)
1. At the back of the engine, loosen the lock nut, and
turn the camshaft set screw in to contact the camshaft,
then back it out about 1/4 turn so cam is free to r01ate
(see Figure 2.05-24).
Figure 2.05-24. Camshaft Cover Plate
2. Bend back the 1ab on the camshaft gear nut lock (see
Figure 2.05-25). )
Figure 2.05-25. Unlocking The Camshaft Gear Nut
NOTE: The engine may be prevented from rotating by
placing a clean shop rag between the camshaft and idler
gear teeth.
3. Remove the camshaft gear nut from the camshaft.
FORM 6248 First Ednion
 CRANKCASE REMOVAL

4. Using the two threaded holes in camshaft gear, 3. Remove capscrews and lock washers from the front
mount a bar-type gear puller to the camshaft gear. of the valve lifter housing and front gear housing (see
Figure 2.05-27).

& WARNING
Heated parts can cause serious bums. Use caution
when heating parts to prevent severe personal injury
or death.

CAUTION I
I A="---==...:..:::....:~=:;..;~.
1...
• .::..
Use caution when using
the torch to prevent
damage to the camshaft or camshaft gear.
5. The camshaft gear is a shrink fit to the camshaft. If
required, apply heat to the camshaft gear to assist in
removal of the gear, and remove gear using the puller.

6. Remove the key from the keyway in shaft end.

FRONT GEAR HOUSING REMOVAL

NOTE: The gears, with the exception of the crankshaft
and oil pump gear must be removed before removing
the front gear housing. Figure 2.05-27. Valve Llftar Housing - Front

1. Remove two capscrews and washers from the 4. Remove sixteen capscrews and lock washers,
bottom flange of the front gear housing cover and oil (1/2 x 1-1/2" with lock washers) from the front gear
sump (see Figure 2.05-26). housing cover (see Figure 2.05-2Sj.
\
I

Figure 2.05-2B. Front Gear Housing

Figure 2.05-26. 011 Pan Capscrew - Front Left

I& CAUTION I
L..
Be careful not to bend or
==--.;:;..;;;....;;.;:;...;;;....;;...;:;...;~.
damage the oil tubes
when removing the front gear housing cover.

& WARNING
Gear housing weighs approximately 138lbs. (63 kg)
use a suitable lifting device and exercise caution
during removal or installation to avoid severe
,I personal injury or death.
2. Attach lifting straps and lifting device to the front gear
housing.
5. Carefully pry the front gear housing cover from the
crankcase and the dowel pins.
6. Using a suitable lifting device, carefully remove gear
housing from crankcase.
7. Remove gasket from crankcase and front gear
housing.

FORM 6248 First Edition 2.05 - 11

CRANKCASE REMOVAL

ROCKER ARM OIL HEADER REMOVAL

FRONT )
1. Remove four long bolts (3/8 x 1-1/2 inches), 1/4 inch (GEAR TRAIN SIDE)
spacers, and the rocker arm oil header (see
Figure 2.05-29 and Figure 2.05-30).

LEFT BANK

Figure 2.05-29. Rocker Arm Oil Header

RIGHT BANK

REAR
(FLYWHEEL SIDE)

Figure 2.05-30. Longer Capscrew Locations For

Mounting The Rocker Arm Oil Header

2.05 -12 FORM 6248 First Edition

 CRANKCASE REMOVAL

VALVE LIFTER HOUSING REMOVAL

NOTE: Retum each valve lifter to its original location
facing in the proper direction. Always retain the
established wear pattems to minimize roller and cam
lobe wear.

I.A. CAUTION IofValve lifters may fall out

the valve lifter guides
during removal. Use caution during removal to
prevent damage to the valve lifters.

1. Remove 44 short bolts (3/8 x 1·1/8 inches, with lock

washers) and valve lifter guides from the valve lifter
housing (see Figure 2.05·31).

2. Remove the valve lifters (cam followers) from slotted

lower bore of the valve lifter guides (see
Figure 2.05·31). Remove lifter guide gaskets.
NOTE: Replace all valve lifters if a new camshaft is
needed. Waukesha will not wa"antthe new shaft if used
followers are installed.
Figure 2.05-32. Valve Lifter Housing Cover
5. Remove twenty-eight capscrews, 3/8 x 1·1/2" and
lock washers from the valve lifter housing cover (see
Figure 2.05·33).

Figure 2.05-33. Raising The Valve Lifter HOllslng

Figure 2.Q5.31. valve Lifter Guides
NOTE: The five ferry head capscrews and lock wash·
ers attaching the front flange of the valve lifter housing to
the rear of the front gear housing, should have been
removed with the front gear housing.
3. If not already removed, remove the five ferry head
capscrews and lock washers from the front flange of the
valve lifter housing (see Figure 2.05·27).
4. Remove two ferry head capscrews, (3/8 x 1·1/2")
and lock washers from the flanges of the upper and
lower valve lifter housing covers (see Figure 2.05·32).
6. Carefully pry the valve lifter housing from the
crankcase.
A WARNING
Valve lifter housing weighs approximately 198 Ibs.
(90 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal InJury or death.
7. Attach lifting eyes, lifting straps and a suitable lifting
device to the valve lifter housing.

A CAUTION I~alve
I..
==-=:..:..=:....:...:....:=-=~.
L.
lifter guides and
lifters must be removed
prior to Step 8, or severe engine damage may occur.

FORM 6248 First Edition 2.05 -13

CRANKCASE REMOVAL

8. Using a suitable lifting device, remove the valve lifter 14. If required, remove two male connector tube fittings
housing from the crankcase. (7/8 inch tube OD). Using the 1-1/4 inch hex on the )
connector body. Remove the tube fittings in the 3/4 inch
9. Clean the gasket material from the valve lifter pipe taps at the rear of the valve lifter housing (for
housing and crankcase mating surfaces. connection of the turbo oil drain tubes) (see
Figure 2.05-36).
10. Remove five capscrews and lock washers (3 ferry
head capscrews, 3/8 x 1-1/2 inches, with lock washers
and hex nuts; 2 ferry head capscrews, 3/8 x 1-1/4 inches,
with lock washers) and separate the front and rear
sections of the valve lifter housing (see Figure 2.05-34).

THREADED
LEFT BANK FURROW FRONT SECTION

~.~
I[ 1 ' - - [-

Figure 2.05-36. Valve Lifter Housing - Rear

o 15. Remove four capscrews, lock washers, lower valve

lifter housing cover and gasket from the crankcase (see
REAR SECTION RIGHT BANK Figure 2.05-37).
Figure 2.05-34. Valve Lifter Housing Assembly
)
11. Clean the gasket material from the valve lifter
housing front and rear sections.

12. Finger tighten the cover to the rear face olthe valve
lifter housing (5 ferry head capscrews, 3/8 x 1-1/2
inches, with lock washers and hex nuts).

13. If required, loosen the hex jam nu1 and remove the
jam nut and set screw from the rear face of the valve
lifter housing (see Figure 2.05-35).

Figure 2.05-37. Lower Valve Lifter Housing Cover

Figure 2.05-35. Camshaft Set Screw On Valve Lifter

Housing Cover )

2.05 -14 FORM 6248 First Edition


CAMSHAFT REMOVAL
NOTE: Each thrust ring is located by a roll pin.
1. Remove the thrust washer, shims and outer thrust
ring from the camshaft end (see Figure 2.05-38 and
Figure 2.05-39).
FIgure 2.05-38. Thrust Washer
Figure 2.05-39. Shim Pack
I.A. CAUTION IDo not mix camshaft
bearing caps, camshaft
bearing caps are marked for their proper location 1
thru 7 (front to rear). The camshaft bearing saddles
are precision align bored with all camshaft bearing
caps torqued In place. Installing the camshaft
bearing caps in the wrong positions will result In
camshaft bearing and/or camshaft failure.
FORM 6248 First Edition
CRANKCASE REMOVAL
I.A. CAUTION Ithe
Do not mix or cross mate
camshaft bearing
shells. Bearings are matched sets. Mixing the cam-
shaft bearings may cause damage to equipment
1. Remove sixteen ferry head capscrews and lock
washers from the camshaft bearing caps (see
Figure 2.05-40).
Figure 2.05-40. Cam Bearing Cap
2. Remove the camshaft bearing caps and bearings
from the camshaft.
3. Remove and discard the O-rings from the top of the
camshaft bearing caps.
4. Tag bearing shells to aid in assembly.
A WARNING
Camshaft weighs approximately 114 Ibs. (52 kg).
Use a suitable lifting device and exercise caution
during removal or installation to avoid severe
personal injury or death.
5. Attach a suitable lifting device to the camshaft.
6. Using a suitable lifting device, remove the camshaft
from the camshaft bearing saddles.
2.05 -15
CRANKCASE REMOVAL

7. Remove the lower camshaft bearing shells and tag
them to aid in assembly (see Figure 2.0541).
1. Attach a suitable lifting bracket, lifting straps and
lifting device to the rear flywheel housing section. A )
lifting bracket (see Figure 2.05-43) should be devised to
properly handle the flywheel. With this device, the
flywheel can be safely handled.

Figure 2.0541. Valve Lifter Housing Gasket - Front

BARRING DEVICE REMOVAL

1. Remove the barring device from the starter bore on
the left bank side of the front flywheel housing (3
capscrews, 5/8 x 1-1/4 inches, with lock washers) (see
Figure 2.05-42). Figure 2.0543. Flywheel Lifting Bracket
)
2. Remove sixteen capscrews, (1/2 x 1-1/2" and lock
washers) from the rear flywheel housing section (see
Figure 2.05-44).

BARRING
DEVICE

Figure 2.0542. Front Flywheel Housing - Rear Left

FLYWHEEL REMOVAL

A WARNING
Rear flywheel housing section weighs approximately Figure 2.0544. Rear Flywheel Housing
107 Ibs. (49 kg). Use a suitable lifting device and
3. Carefully pry the rear flywheel housing section from
exercise caution during removal or Installation to
the front flywheel housing section and the dowel pins.
)
avoid severe personal injury or death.

2.05 -16 FORM 6248 First Ednion


4. Using a suitable lifting device, remove the rear
flywheel housing section from the front flywheel housing
section.
A WARNING
Flywheel weighs approximately 878 Ibs. (398 kg).
Use a suitable lifting device and lifting bracket, and
exercise caution during removal or installation to
avoid severe personal injury or death.
5. Attach the flywheel lifting bracket, chains and a
suitable lifting device, to the flywheel.
6. From the nine o'clock and three o'clock positions,
remove two capscrews and lock washers (see
Figure 2.05-45).
Figure 2.05-45. Remove Flywheel
7. Fabricate two guide pins approximately 6 in.
(152.4 mm) long the same diameter as the flywheel
bolts, threaded approximately 1/2 in. (12.7 mm) on
one end. Install two guide pins at the nine o'clock and
three o'clock positions.
8. Remove the remaining ten flywheel bolts and
washers from the flywheel.
9. Using a suitable lifting device, remove the flywheel
from the crankshaft end.
10. Remove the guide pins.
FORM 6248 First Ednion
CRANKCASE REMOVAL
A WARNING
Front flywheel housing section weighs approxi-
mately 202 Ibs. (97 kg). Use a suitable lifting
device and exercise caution during removal or
installation to avoid severe personal injury or
death.
11. Attach suitable lifting eyes, chains and lifting device
to the front flywheel housing section.
12. Remove fourteen capscrews, 5/8 x 1-1/2" and lock
washers from the front flywheel housing section (see
Figure 2.05-46).
Figure 2.05-46. Front Flywheel Section
13. Carefully pry the front flywheel housing section
from the crankcase and dowel pins.
14. Using a suitable lifting device, remove the front
flywheel housing section from the crankcase.
2.05 -17
CRANKCASE REMOVAL

OIL PICKUP SCREEN REMOVAL
CAUTION I D? not bar o~er e.ngine
I A=:.....;=..:..::.....;~=...;:....:.J.
.L..:
.. with the 011 pickup
screen assembly loose in the crankcase. Failure to
remove the oil pickup screen assembly prior to
barring the engine over will cause damage to the
connecting rods and crankshaft.
1. Remove capscrews and lock washers from oil elbow
inletflanges (2 capscrews per elbow, 3/8 x 2 inches, with
lock washers) and the pickup screen assembly (see
Figure 2.05-47). The inlet flange is on the shorter end of
the elbow.
2. Remove capscrews and lock washers from oil elbow
outlet flanges (2 capscrews per elbow, 3/8 x 1-1/8 )
inches, with lock washers) and the front of the oil pan.
3. Remove the oil pickup screen assembly and elbows
from the oil pan. Replace the baffle if damaged.
4. Separate the baffle and oil pickup screen.
5. Remove oil tubes from screening element.
NOTE: Gasket material may stick to the oil pan surface
and oil pickup screen assembly as weI/ as the oil elbow
flanges.
6. Remove gaskets from the oil elbow inlet and outlet
flanges.

7. Remove gaskets from oil tube flanges.

Figure 2.05-47. Oil Pickup Screen Assembly -

12 Cylinder

2.05 -18 FORM 6248 Firsl Edition

 CRANKCASE REMOVAL

OIL PAN REMOVAL
1. Insure the engine is positioned upright with the oil
pan supported on suitable blocks or cribbing.
capscrew heads are located inside the crankcase,
along each side of the engine. They are accessible
through the side access plates (see Figure 2.05-48).

A WARNING
The oil pan weighs approximately1790 Ibs. (813 kg).
Use extreme caution when removing this compo-
nent. Plan ahead on how this piece, as well as the
crankcase, will be handled. Make sure that the 011
pan is properly supported by blocks or cribbing.
Also make sure that properly rated lifting equip-
ment and rigging are used. The crankcase weighs
approximately 6793 Ibs. (3081 kg) with the crank-
shaft installed, but completely stripped of all other
components. If ANY components are stili attached,
the crankcase will be heavier by the amount of the
components weight. Failure to take adequate pre-
cautions can result In severe personal injury or
death.
Figure 2.~B. Bolt Holes In Engine Block

A WARNING
Always 11ft the engine using the approved lifting eyes.
The 12 Cylinder VHP engine is equipped with two
pairs of lifting eyes, one pair at the front, the other pair
at the rear. Lifting eyes are meant for lifting the engine
only. They must not be used to 11ft driven or auxiliary
equipment that may be attached to the engine. Follow
approved rigging procedures. Always use the proper
spreader bar to ensure that no undue strain is placed
on the lifting eyes and hoisting chains. Disregarding
this information could result in severe personal
injury or death.
A WARNING
Make sure that the crankcase lifts 'away from the oil
pan. Do not raise the crankcase ifthe oil pan does
not separate from the crankcase Immediately as it is
raised. The 011 pan must stay in contact with the
supporting blocks or cribbing at all times. Failureto
take adequate precautions can result in severe
personal injury or death.
3. Carefully lift crankcase away from the oil pan.
4. Install the crankcase on a suitable engine rollover
stand.

A WARNING 5. Remove the oil pan seal from the grooves along the
edges of oil pan and crankcase (see Figure 2.05-49).
Never raise the crankcase more than an inch or two
off the floor (except to remove It from the hot tank,
install it in the rollover stand or position It on the oil
pan). While the block Is suspended, do not put hands,
arms, feet or any other body paris beneath it. Stand
back as far as possible and exercise extreme caution.
Disregarding this Information could result in severe
personal injury or death.
1. Attach a suitable lifting device to the lifting eyes ofthe
crankcase.
NOTE: The front gear housing, along with two capscrews
and washers that connect the bottom flanges of the front
gear housing to the crankcase should already be removed.
2. Remove twenty-eight capscrews, 3/4 x 2-1/2" and Figure 2.05-49. 011 Pan Cross Cuts - Rear Right
/ washers holding the oil pan to the crankcase. These

FORM 6248 First Edition 2.05 -19

CRANKCASE REMOVAL

CRANKSHAFT REMOVAL 1. Install the crankcase in a suitable rollover stand with

the crankcase oriented so that the crankshaft is on top.
A WARNING (see Figure 2.05-50).

This procedure is a two person operation. To dothis

procedure alone is dangerous. The only recom-
mended way to remove the crankshaft from the
crankcase is with an engine rollover stand with the
crankcase oriented so that the crankshaft is on top.
Use the proper attachment fixtures certified to
handle the weights involved with the VHP engine.
Failure to use at least two people for this operation
and a proper engine rollover stand, and properly
rated lifting and moving equipment can result in
severe personal InJury or death. See otherwarnings
and cautions at the beginning of this section.

A WARNING
The crankcase weighs approximately 6793 Ibs.
(3081 kg) with the crankshaft installed, but com-
pletely stripped of all other components. If ANY Figure 2.05-50. 011 Pump Gear
components are still attached, the crankcase will be
heavier by the amount of the components weight. 2. Remove the nut and washer from the oil pump gear
Failure to take adequate precautions can result in bolt (see Figure 2.05-50).
severe personal injury or death. 3. Remove the oil pump gear capscrew, gear and the
idler gear spindle from the front main housing (see )
Figure 2.05-51) Separate the capscrew. front washer
A WARNING and idler gear spindle. If required. press out bushing
from idler gear spindle. Note position of the recess on
Always lift the engine using the approved lifting eyes. the front washer.
The 12 Cylinder VHP engine is equipped with two
pairs of lifting eyes, one pair at the front, the other pair
at the rear. Ufting eyes are meant for lifting the engine
only. They must not be used to lift driven or auxiliary
equipment that may be attached to the engine. Follow
approved rigging procedures. Always use the proper
spreader bar to ensure that no undue strain is placed
on the lifting eyes and hoisting chains. Disregarding
this information could result in severe personal
injury or death.

A WARNING
Never raise the crankcase more than an inch or two
off the floor (except to remove It from the hot tank,
Figure 2.05-51. Oil Pump Gear Assembly
install it in the rollover stand or position It on the oil
pan). While the block Is suspended, do not put hands,
arms, feet or any other body parts beneath it. Stand
back as far as possible and exercise extreme caution.
Disregarding this information could result in severe
personal injury or death.
)

2.05 - 20 FORM 6248 First Edition


A WARNING
Heated parts can cause serious bums. Use caution
when heating parts to prevent severe personal injury
or death.
CAUTION I
I A=~=...:;.;::;...;;..;;..;::;..;~.
Use caution when using
1..
• .::
.. the torch to prevent dam-
age to the crankshaft or crankshaft gear.
4. The crankshaft gear is a shrink fit to the crankshaft.
Apply heat to the crankshaft gear to assist in removal of
the gear, and remove gear using a puller.
NOTE: Previous design crankshaft gears had threaded
holes.
5. Attach a bar type puller to the threaded holes in the
thrust washer (see Figure 2.05-52).
Figure 2.05-52. Crankshaft Gear Mount
6. Remove the crankshaft gear from the crankshaft.
7. Remove the thrust washer, shims (if present) and
outer thrust rings from the crankshaft end (see
Figure 2.05-52).
NOTE: The pistons, connecting rods, and the oil pan
should already be removed.
FORM 6248 Rrs! EdHion
CRANKCASE REMOVAL
A WARNING
The crankcase weighs approximately 6793 Ibs.
(3081 kg) with the crankshaft Installed, but
completely stripped of all other components. If
ANY components are still attached, the crank-
case will be heavier by the amount of the compo-
nents weight. The crankshaft weighs
approximately 1828 Ibs. (829 kg) with the coun-
terweights attached. Each main bearing cap
weighs 461bs. (21 kg). Use extreme caution when
removing this component. Plan ahead on how
this piece, as well as the crankcase it Is attached
to, will be handled. Make sure that the crankcase
and the crankshaft are properly supported and
that properly rated lifting equipment and rigging
are used. Failure to take adequate precautions
can result In severe personal Injury or death.
8. Remove the four capscrews and lock washers from
the rear of lower oil retainer plate at the rear of the
engine (see Figure 2.05-53).
Figure 2.05-53. Lower 011 Retainer Plate
9. Remove the two capscrews and lock washers from
the flanges between the upper and lower shells olthe oil
retainer plates.
10. Remove the lower oil retainer plate from the
crankcase.
2.05 - 21
CRANKCASE REMOVAL
11. Remove and discard the wick type seal from the
lower oil retainer plate (see Figure 2.05-54).
Figure 2.05-54. Wick Seal
12. Remove two cross-tie bolts and washers from
each main bearing cap (see Figure 2.05-55).
Figure 2.05-55. Cross-Tie Bolts
A WARNING
Once the main bearing caps are removed, the engine
rollover stand cannot be moved. If the rollover stand
is moved the crankshaft may fall from the crankcase,
causing severe personal Injury or death.
A WARNING
Main bearing caps weigh approximately 46 Ibs.
(21 kg). Use the aid of an assistant and use
suitable lifting devices when removing or instal-
ling the main bearing caps or severe personal
injury or death may result.
2.05 - 22
IA
..
CAUTION I Do not mix or cross mate
crankshaft bearing caps. )
The crankshaft bearing saddles are precision
matched with the caps (numbered 1 thru 7, front to
rear). Installing the crankshaft bearing caps in the
wrong positions will result in crankshaft bearing
and/or crankshaft failure.
CAUTION I
I A=~=..:..;:;....;;;..::..::;..;~.
While it is not recom-
.L .::
.. mended to reuse bear-
ings, do not mix or cross mate the crankshaft bearing
shells if they are to be reused. Tag bearings to Insure
they are installed In the same position. Note the
difference between upper and lower bearings and
differences in bearing width. Mixing the crankshaft
bearings may cause damage to equipment.
13. Remove four lock nuts and washers from each
main bearing cap (see Figure 2.05-56).
Figure 2.05-56. Main Bearing Cap
14. Using the small "ears" on each end of the bearing
caps, pry up alternately on each side, and remove the
main bearing caps and the upper main bearing shells
from the crankcase.
15. Remove the thrust ring from the No.1 main bearing
cap (see Figure 2.05-57). Tag the thrust ring for
identification.
Figure 2.05-57. No.1 Main Bearing Cap
FORM 6248 First Ednion
 CRANKCASE REMOVAL

NOTE: The lower thrust bearing segment will be 19. Using suitable lifting devices, remove the crank-
removed with the No. 1 main bearing cap. shaft from the crankcase and lower it to a suitable cradle
(see Figure 2.05-59).
16. Remove the remaining inner thrust bearing ring
segment from the crankshaft (see Figure 2.05-58). Tag
the inner thrust ring for identification.

rooo -
0
0 0
0
~o
THRUST BEARING
t-'"
Ll Figure 2.05-59. CrankSflaft
Figure 2.05-58. Thrust Bearing
20. Remove the main bearing shelf$'from the bearing
saddles (see Figure 2.05-60). Tag"the main bearing
17. Remove the bearing shells from each main bear-
shells for identification.
ing. Tag the bearing shells for identification.

A WARNING
Crankshaft weighs 1828 Ibs. (829 kg). Use the aid of
an assistant and use suitable lifting devices when
removing or installing the crankshaft or severe
personal injury or death may resuH.

1 A CAUTION 1When removing the

;.. crankshaft, be sure the
lifting straps distribute the weight of the crankshaft
evenly. the crankshaft should not be subjected to
any excessive bending or flexing. Use care during
handling and prevent scratching or marring the
machined surfaces, especially the connecting rod
and main bearing Journals.

-A CAUTION 1Insure that the lifting de-

I=..
L. =~::.:....:..:=-=~::;..:~. vices used, do not
scratch or damage the crankshaft.
Figure 2.05-60. Bearings
18. Attach suitable lifting devices to the crankshaft.

FORM 6248 First Edition 2.05 - 23

CRANKCASE REMOVAL
CRANKCASE
1. If required, matchmark position, and remove oil
tubes from the front of the crankcase (see
Figure 2.05-61).
Figure 2.05-61. Oil Tubes
NOTE: A collet type stud driver grips the threads of the
studs. This will prevent scratching and gouging of the
studs, causing weak spots to be created.
2. Using a collet type stud driver, remove the main
bearing studs from the crankcase (see Figure 2.05-62).
Figure 2.05-62. Crankcase - Inside Front
NOTE: The idler gear spindle nut is a left-hand thread.
The idler gear spindle is a shrink fit to the crankcase.
3. If required, remove the nut and washer from the idler
gear spindles.
2.05 - 24
A WARNING )
Heated parts can cause serious burns. Use caution
when heating parts to prevent severe personal
injury or death.
A CAUTION I
I'!!!"!!:!!!!~::':'''':':::''''::'''':''=:..:..J.
L.
Use caution when heat-
ing the area around the
idler gear spindles. Applying too much heat could
cause damage to the crankcase or idler gear
spindle.
4. Apply heat to the area around the idler gear spindle.
5. Remove the idler gear spindles from the crankcase.
6. Remove five capscrews, lock washers and upper
retainer plate from crankcase.
7. Remove the wick type seal from retainer plate (see
Figure 2.05-63).
)
Figure 2.05-63. Upper Retainer Plate
CRANKSHAFT NO.1 MAIN BEARING
REMOVAL IN FIELD CONDITIONS
NOTE: This procedure applies to the No. 1 main bearing
with current 'T' Drilled crankshaft. Procedures for the
remaining main bearings are similar, with the exception
that Steps to remove the oil pump, oil pickup screen and
oil pump drive gear, do not apply. Refer to Main Bearing,
Removal for procedures to remove the other main
bearings. Refer to Service Bulletin 5-2328D for all
previous crankshaft and bearing configurations. )
FORM 6245 First Edition
 CRANKCASE REMOVAL

3. Remove the two cross tie bolts from the No. 1 main
A WARNING bearing (see Figure 2.05-64).
Each main bearing cap weighs 46 Ibs. (21 kg). The
bearing must be supported from underneath while
removing or installing to avoid severe personal
injury or death.

CAUTION I
I.=A=---''----'_...;...;.;....~.
Do not subject the crank-
L. . shaft to any excessive
bending or flexing. Keep high heat sources, such as
cutting torches and welders, away from the crank-
Shaft. use care during handling. prevent scratching
or marring the machined surfaces, especially the
rod and main bearing Journals. Disregarding this
information could result In product damage.

A CAUTION IT~e
I..
L.
main bearings con-
==....;;;;.;;...~....:..:...;;;....:..:..J.
SISt of two half shells,
fitted in the bearing saddle and bearing cap,
Figure 2.05-64. Cross Tie Bolts

4. Loosen the four lock nuts on the bottom of the

respectively. The shells are precision machined. Do bearing cap (see Figure 2.05-65).
not file the joint faces, and do not scrape the
running layer in anyway. Disregarding this Informa-
tion could result in product damage.

A WARNING
The crankshaft weighs 1828Ibs. (829 kg). to provide
the crankshaft with adequate support, never re-
move more than two main bearing caps at the same
time. the only exception to this is when the
crankshaft Is removed from the crankcase and both
are properly supported with adequate lifting de-
vices. Failure to take adequate precautions can
result in severe personal injury or death.
NOTE: The oil pan doors should already be off. If not, Figure 2.05-65. No.1 Main Bearing
remove the doors adjacent to the main bearing to be
replaced. 5. To assist in the removal, install an eye screw in the
center drilling of the No.1. main bearing cap (see
1. Refer to Chapter 5, and remove the oil pump
Figure 2.05-65).
assembly.
6. Protect the idler gear by placing a block of wood
IA
..
CAUTION IDo not leave an unat-
tached 011 pickup screen
under the oil pump idler gear so that when the bearing
cap and oil pump gear drop down, the gear will rest on
beneath any rod journals If the engine Is to be the block of wood.
barred over. Disregarding this Information could
result in product damage. 7. Carefully pry with pipe in eye screw to loosen cap
(see Figure 2.05-65). Mark thrust bearing position.
2. Refer to Chapter 5, and remove the oil pickup screen
8. Using a socket to secure the oil pump bolt, remove
from the oil sump.
the self-locking marsden nut and washer from the
spindle (see Figure 2.05-65).
)
9. Remove the oil pump bolt and washer from the oil
pump gear.

FORM 6248 Rrsl Edition 2.05 - 25

CRANKCASE REMOVAL

10. Mark the gear spindle front side and remove the BEARING SHELL
spindle through the oil pump opening.

11. While supporting the lower bearing cap, remove the

#1 MAIN BEARING
JOURNAL
~0 0 0 r-
four lock nuts and washers from the lower bearing cap. BEARING
ROLLOUT TOOL
~
12. Slide the cap out from under the studs. '\:1 0
IA
..
CAUTION I The eye screw is not
required for installation.
The eye screw must be removed from the bearing
0
"'. I I
0
cap prior to installation, or damage to equipment
will result. 1- 0
13. Remove the eye screw from the bearing cap. GEAR
~~
0 ~ '"'
14. Mark the position ofthe thrust bearings if they are to
be reused.
.00",
FRONT MAIN~
BEARING SADDLE COUNTERWEIGHT
!
CAUTION I~atch for the p~sition of
I.==,--,~..;;.;;;......_...;....---,.
A
LOCATING TANG

L.. . the upper bearmg tang Figure 2.05-66. Bearing Rollout

before rolling out the upper bearing. The bearing
must be rolled in the proper direction. H the tang Is
accidently rolled through the upper bearing seat,
damage to the seat and crankshaft will result.
15. Using a bearing rollout tool (PIN 494366), roll out
the upper main bearing and thrust bearing (see
Figure 2.05-66). Tag them for identification.
16. Inspect the roll pins on the front of the bearing cap,
insure that the split of the roll pins is assembled as
shown (see Figure 2.05-67).
17. Thoroughly clean all parts as required.
)

l~
ROLL PINS AND HOLES IN CAP 0.188.0.015"
MUST BE CLEANED BEFORE (4.775.0.381 mm)
ASSEMBLING ROLL PINS BOTH SIDES

MAIN BEARING CAP

12 eYL - FRONT

SPLIT OF ROLL PINS (4) TO BE

ASSEMBLED AS SHOWN )
Figure 2.05-67. Roll Pin Installation

2.05 - 26 FORM 6248 Firs! Edilion

 CRANKCASE REMOVAL

CRANKSHAFT NO.1 MAIN BEARING 4. Apply a small amount of grease to the thrust bearing
INSTALLATION IN FIELD CONDITIONS roll pins (see Figure 2.05-68) to help hold the thrust
bearing on the bearing cap.
NOTE: This procedure applies to the No. 1 main
bearing with current "T' Drilled crankshaft. Procedures
for all other main bearings are similar, with the exception
that steps to remove the oil pump, oil pickup screen and
oil pump drive gear, do not apply. Refer to Main Bearing,
Installation, for procedures to remove the other main
bearings. Refer to Service Bulletin 5-23280 for all
previous crankshaft and bearing configurations.

IA CAUTION IThrust bearings come in

.1...= . matched sets. Always
.=.....;::...:..=:;..:....:....;:;..::..=...1.
Install the thrust bearings in the same position.
Failure to Install thrust bearings in the correct
position can cause damage to equipment.

1. Lubricate the running side of the upper main bearing
shell.
A CAUTION IWatchforthep~sitionof
==-=:;..:.=....:....:=..:...::..J.
I•L.;. . the upper bearing tang
before roiling In the upper bearing. The bearing
must be rolled In the proper direction. If the tang is
accidently rolled through the upper bearing seat,
) damage to the bearing seat and crankshaft will
result.
2. Using the bearing rollout tool (PIN 494366) (see
Figure 2.05-66), install the upper bearing shell (grooved
with elongated oil hole) and thrust bearing (Grease the
thrust bearing to help hold it in place).
Figure 2.05-68. No.1 Main Bearing Cap
5. Install the lower bearing shell and and thrust bearing
on the bearing cap (see Figure 2.05-66) .
A WARNING
Each main bearing cap weighs 461bs. (21 kg). The
bearing must be supported from underneath while
removing or installing to avoid severe personal
injury or death.
NOTE: Each main bearing cap is matched to a main
bearing saddle. Check the stamped number on the
bearing cap before installing the cap (see
Figure 2.05-69).

I A CAUTION I Insure the ungrooved

;.. lower bearing shell is
Installed on the bearing cap. Failure to follow
proper procedures could cause damage to equip-
ment.

3. Lubricate the running surface of the lower bearing.

Figure 2.05-69. Main Bearing Cap Stamped

Identilication Numbers
)
6. Place the bearing cap on 2 inch x 6 inch (51 x 152 mm)
wood blocks on edge, with the bearing cap just started
on the studs.

FORM 6248 First Edition 2.05 - 27

CRANKCASE REMOVAL
7. Refer to reference mark on the oil pump gear and
install the gear on the lower main bearing cap with outer
washer, oil pump bolt, inner washer and self-locking
marsden nut (see Figure 2.05-70). Torque the nut to
175 ft-Ib (237N·m).
Figure 2.05-70. 011 Pump Gear Assembly
8. Generously apply engine oil to main bearing cap
studs, nuts and washers before installing them.
9. Apply 3M Scotch-Grip'· 847, Rubber and Gasket
Adhesive, to both sides of each cross tie bolt washer to
prevent oil leaks. Install one washer on each cross tie
bolt.
10. Install the main bearing cap with the four washers,
lock nuts, cross tie bolts and washers (see Figure 2.05-64
and Figure 2.05-65).
2.05 - 28
11. Torque the bearing cap in the proper sequence
listed below (see Figure 2.05-71): )
LEFT SIDE OF ENGINE
5
FRONT OF ENGINE
6
Figure 2.05-71. Main Bearing Cap Tightening(Torqulng
Pattern - As Viewed From Underside Of Crankcase
• Torque the bearing cap nuts one through four (in that )
order) to 75 ft-Ib (102 N·m). If installing replacement
caps that will be align bored, torque to only 30 ft-Ib
(40 N·m). When installing more than one cap, torque
nuts one through four to 75 ft-Ib (102 N·m) on all caps
before torquing side bolts.
• Torque all left side bolts (five) to 250 ft-Ib (339 N'm)
starting from the front of the engine.
• Torque all right side bolts (six) to 250 ft-Ib (339 N'm)
starting from the front of the engine.
• Torque nuts one through four to 275 ft-Ib (373 N'm) to
two steps: first 175 ft-Ib (237 N'm), and then 275 ft-Ib
(373 N·m).
12. Check the crankshaft for free rotation after the
bearing cap is torqued.
13. Refer to Chapter 5 and install the oil pump
assembly.
14. Refer to Chapter 5 and install the oil pickup screen.
FORM 6248 Rrst Edition
 CRANKCASE REMOVAL

CRANKSHAFT MAIN BEARINGS 2. Loosen the four lock nuts (see Figure 2.05-72) on
REMOVAL IN FIELD CONDITIONS the bottom of the bearing cap.

NOTE: This procedure applies to the main bearings

with current 'T' Drilled crankshaft, with the exception of
the No. 1 Main bearing. For procedures for the No. 1
main bearing refer to Crankshaft, No. 1 Main Bearing,
Removal In Field Conditions.

A WARNING
Each main bearing cap weighs 46 Ibs. (21 kg). The
bearing must be supporled from underneath while
removing or installing to avoid severe personal
injury or death.

IA
..
CAUTION I Do not subject the crank-
shaft to any excessive Figure 2.05-72. Main Bearing
bending or flexing. Keep high heat sources, such as
cutting torches and welders, away from the crank- 3. To assist in the removal, install an eye screw in the
shaft. use care during handling. prevent scratching center drilling of the main bearing cap (see
or marring the machined surfaces, especially the Figure 2.05-72).
rod and main bearing journals. Disregarding this
Information could result in product damage 4. Carefully pry with pipe in eye screw to loosen cap.

IA;..
CAUTION I The main bearings con-
sist of two half shells,
fitted in the bearing saddle and bearing cap,
respectively. The shells are precision machined. Do
not file the joint faces, and do not scrape the
running layer in any way. Disregarding this Informa-
tion could result in product damage
A WARNING
The crankshaft weighs 1828Ibs. (829 kg). to provide
the crankshaft with adequate support, never re-
move more than two main bearing caps at the same
time. the only exception to this is when the
crankshaft Is removed from the crankcase and both
are properly supported with adequate lifting de-
vices. Failure to take adequate precautions can
result in severe personal injury or death.
NOTE: The oil pan doors should already be off. If not,
remove the doors adjacent to the main bearing to be
replaced.
A WARNING
Each main bearing cap weighs 46 Ibs. (21 kg). The
bearing must be supported from underneath while
removing or Installing avoid seV8lie personal injury.
5. While supporting the lower main bearing cap,
remove the four lock nuts and washers from the lower
bearing cap (see Figure 2.05-72).
NOTE: Do not handle the bearing running surfaces
with bare hands.
6. Slide the main bearing cap and lower bearing shell
out from under the studs.
IA
..
CAUTION I The eye screw Is not
required for installation.
The eye screw must be removed from the bearing
cap prior to installation, or damage to equipment
will result.
7. Remove the eye screw from the main bearing cap.

1. Remove the two cross tie bolts from the main bearing
(see Figure 2.05-64). IA
..
CAUTION I Watch for the position of
the upper bearmg tang
before rolling out the upper bearing. The bearing
must be rolled in the proper direction. If the tang Is
accidently rolled through the upper bearing seat,
damage to the bearing seat and crankshaft will result

FORM 6248 First Edition 2.05 - 29

CRANKCASE REMOVAL

8. Using a bearing rollouttool, roll outthe upper bearing 1 A CAUTION 1Insure the ungrooved
)
shell (see Figure 2.05-73). .. lower bearing shell Is
Installed on the bearing cap. Failure to follow
proper procedures could cause damage to equip-
BEARING SHELL
ment.
MAIN BEARING
JOURNAL
~0 0 0 4. Install the lower bearing shell on the main bearing
BEARING ""-.l:::::::!===s==:::!.1 cap.
ROLLOUTTOOL~
o A WARNING
CI:=:::J o Each main bearing cap weighs 46 Ibs. (21 kg). The
bearing must be supported from underneath while
removing or installing to avoid severe personal

GEAR
I 0 injury or death.

NOTE: Each main bearing cap is matched to a main

%~f-~ bearing saddle. Check the stamped number on the

I
MOUNT
bearing cap before installing the cap (see
BEARING SADDLE"" Figure 2.05-74).
COUNTERWEIGHT

LOCATING TANG

Figure 2.05-73. Bearing Rollout

9. Thoroughly clean all parts as required.

CRANKSHAFT MAIN BEARINGS

)
INSTALLATION IN FIELD CONDITIONS
NOTE: This procedure applies to the main bearings
with current "T" Drilled crankshaft, with the exception of
the No. 1 Main bearing. For procedures for the No. 1
main bearing refer to Crankshaft, No. 1 Main Bearing,
Installation In Field Conditions.

1. Lubricate the running side of the upper main bearing

Figure 2.05-74. Main Bearing Cap Stamped
shell.
Identification Numbers

-A CAUTION 1Watch for the p~sition of 5. Place the bearing cap on 2 inch x 6 inch (51 x 152 mm)
1~="-=::..:....:..:=--=~;;;;...;~. the upper bearing tang
L.. . wood blocks on edge, with the bearing cap just started
before rolling in the upper bearing. The bearing on the studs.
must be rolled In the proper direction. Ifthe tang Is
accidently rolled through the upper bearing seat, 6. Apply 3M Scotch-Grip~ 847, Rubber and Gasket
damage to the bearing seat and crankshaft will Adhesive, to both sides of each cross tie bolt washer to
result. prevent oil leaks. Install one washer on each cross tie
bolt.
2. Using the bearing rollout tool, install the upper
bearing shell (grooved with elongated oil hole) (see
Figure 2.05-73).

3. Lubricate the running surface of the lower bearing

shell.
)

2.05 - 30 FORM 6248 First Edition


7. Install the main bearing cap with the four washers,
lock nuts, cross tie bolts and washers (see
Figure 2.05-75).
Figure 2.05-75. Cross Tie Bolts
8. Torque the bearing cap in the proper sequence listed
below (see Figure 2.05-76):
LEFT SIDE OF ENGINE
5
FRONT OF ENGINE
6
Figure 2.05-76. Main Bearing Cap Tightening(Torqulng
Pattern - As Viewed From Underside Of Crankcase
• Torque the bearing cap nuts one through four (in that
order) to 75ft-Ib (102 N·m). If installing replacement
caps that will be align bored, torque to only 30 ft-Ib
(40 N·m). When installing more than one cap, torque
nuts one through four to 75 ft-Ib (1 02 N'm) on all caps
) before torquing side bolts.
• Torque all left side bolts (five) to 250 ft-Ib (339 N·m)
starting from the front of the engine.
FORM 6248 Rrst Ed~ion
CRANKCASE REMOVAL
• Torque all right side bolts (six) to 250 ft-Ib (339 N'm)
starting from the front of the engine.
• Torque nuts one through four to 275 f1-lb (373 N'm) to
two steps: first t75 ft-Ib (237 N'm), and then 275 ft-Ib
(373 N·m).
9. Check the crankshaft for free rotation after each
bearing cap is torqued.
CAMSHAFT BEARING REMOVAL IN
FIELD CONDITIONS
NOTE: Replace one bearing at a time.
1. Remove the capscrews and lock washers from the
bearing cap (see Figure 2.05-77).
Figure 2.05-77. Cam Bearing Cap
2. Remove the bearing cap and upper bearing shell.
3. Remove and discard the O-ring from the cam
bearing cap.
A CAUTION I The ~amshaft bearings
I'!!"!!:!!!!~=':':::""::"':"=-';:..:...J.
L. consist of two half
shells, fitted in the bearing saddle and bearing cap,
respectively. The shells are precision machined. Do
not file the joint faces, and do not scrape the
running layer in any way. Disregarding this informa-
tion could result in product damage.
A CAUTION l~atchforthep~SitionOf
I'!!"!!:!!!!~=':':::""::"':"=-';:..:...J.
L. the lower bearing tang
before r0111ng out the lower bearing. The bearing
must be rolled In the proper direction. If the tang Is
accidently rolled through the lower bearing seat,
damage to the bearing seat and camshaft will result.
4. Using the proper bearing rollout tool, PIN 474001,
carefully roll out the lower camshaft bearing in the
proper direction.
2.05 - 31
CRANKCASE REMOVAL

CAMSHAFT BEARING INSTALLATION IN

FIELD CONDITIONS

A CAUTION IWatchforthep~sitionof
..
=
IL. ='---''----''--_-''-----1. the lower bearmg tang
before roiling in the lower bearing. The bearing
must be rolled in the proper direction. If the tang is
accidently rolled through the lower bearing seat,
damage to the bearing seat and camshaft will result.

1. Lubricate the bearing shells.

2. Using the bearing rollout tool, PIN 474001, carefully

roll in the lower bearing shell.

3. Install a new O-ring in the bearing cap.

4. Install the bearing cap and upper bearing shell, wtth

the ferry head capscrews and lock washers.

5. Refer to Chapter 4 for procedures on replacing the

valve lifter cover.

2.05 - 32 FORM 6248 First Ednion

 CHAPTER 3 - ENGINE INSPECTION AND OVERHAUL

CONTENTS

SECTION 3.00 - CYLINDER HEAD DISASSEMBLY

SECTION 3.05 - CRANKCASE DISASSEMBLY

FORM 6248 First Ednion

 )

FORM 6248 First Ednion

 SECTION 3.00 - CYLINDER HEAD DISASSEMBLY

CYLINDER HEAD DISASSEMBLY NOTE: Perform Steps 5 thru 9 only as necessary. If

Refer to Chapter 5 for procedures to remove and install
the admission valve, spark plug carrier and prechamber
cup. Service of these components is also covered in
Chapter 5.
ROCKER ARMS
Rocker Arms Disassembly
1. Remove the crossover oil tube between the rocker
arm supports on the intake actuator side of the rocker
arm assembly (see Figure 3.00-1).
2. Remove and discard the O-rings from the crossover
oil tube.
parts are serviceable, only cleaning is required.
5. Remove the fixed valve lifter screws (3/4 inch) from
the intake actuator and exhaust rocker arm.
6. Remove and discard the tappet ball insert from the
intake actuator.
7. Remove the two hex jam nu1s (15/16 inch) and
rocker arm adjusting screws from the intake and
exhaust rocker arms.
8. Remove the steel pop rivets (3/16 inch) from the
intake actuator and exhaust rocker arm. The intake
actuator has two rivets, the exhaust rocker arm has one.

3. Remove the rocker arm supports from the shafts. 9. Press out the old rocker arm bushings and discard.
Remove the shafts from the rocker arms and rocker arm The intake actuator has one bushing, the intake and
supports. exhaust rocker arms have two.

4. Remove the allen head pipe plugs (1/8 inch) from the
ends of the rocker arm shafts.

HEX JAM NUT

~Ii ® I ADJUSTING SCREW

ROCKER ARM/
SUPPORT /
i, EXHAUST

,1
I
FIXED VALVE
/UFTER SCREW

,
INTAKE
ACTUATOR
ROCKER ARM SHAFT

ALLEN HEAD PIPE /

\I~
ROCKER ARM BUSHING

INTAKE ROCKER

STEEL POP RIVET

TAPPET BALL INSERT--[J " CROSSOVER

OIL TUBE

Figure 3.()()'1. Rocker Arm Assembly

I
/

FORM 6248 First Edition 3.00 - 1

CYLINDER HEAD DISASSEMBLY

Rocker Arm Cleaning and Inspection
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
2. Inspect the rocker arm adjusting screws for dam-
aged threads. Look for cracks or breakage around the
ball tappet insert. Verify that the ball rotates freely in all
directions without binding. Direct compressed air
through the lube oil passage to ensure its cleanliness
(see Figure 3.00-3). Replace the adjusting screw if
damaged.
LUBE OIL

1. Inspect the fixed valve lifter screws for damaged

threads. Look for cracks or breakage around the oil
holes and excessive wear from contact with the
hydraulic lifter socket. Direct compressed air through
the lube oil passage to ensure its cleanliness (see
Figure 3.00-2). Replace the fixed screw if damaged or
excessively worn.

TAPPET INSERT

Figure 3.00-3. Rocker Arm Adjusting Screws

Figure 3.00-2. Fixed Valve Lifter Screw 3. Carefully inspect the rocker arm shafts for damage )
(see Figure 3.00-4). Replace the shafts if they are
scratched, pitted, galled or seized.

!fl ii
_..J....J.... ________________________ ....J...J...._ ii Yj\
-F
~
- --------- - - - - - ------ - - - - - - - - - ---
-r1"""------------------------r1"""-
+-:-
~_I=
t-

\i.J II II lJ;
Figure 3.00-4. Rocker Arm Shaft

3.00 - 2 FORM 6248 First Edition

 CYLINDER HEAD DISASSEMBLY

4. Check the rocker arm shafts for excessive wear.
Refer to Table 3.00-1 for new part tolerances for the
rocker arm shaft. Refer to Table 3.00-1 to calculate the
wear limits. Discard the shafts that are not within
allowable limits.
Rocker Arm Assembly
NOTE: If it was not necessary to totally disassemble
the rocker arm assemblies, perform only those steps in
this procedure that apply.

Table 3 00-1 Rocker Arm Shaft

INCHES MILLIMETERS
IA
..
CAUTION I Insure that the 011
grooves of the rocker
8-1/2 INCH BORE arm bushings are positioned at the bottom of the
rocker arm with the open ends ofthe grooves facing
L5108, L5790 1.3735 - 1.3745 34.8869 - 34.9123
the center. If the grooves are not positioned
9-3/8 INCH BORE correctly, the rocker arms will not be adequately
L7042 1.3735 - 1.3745 34.8869 - 34.9123 lubricated, causing damage to equipment.

5. Polish the rocker arm shafts with fine grit crocus cloth 1. Press in the two bushings in the exhaust rocker arm.
to remove minor scuff marks and scratches. The bearings must be flush with the ends of the rocker
arm and the bearing oil grooves must be positioned at
6. Inspect the 10 (see Table 3.00-2) of the rocker arm
the bottom ofthe rocker arm with the open ends ofthe oil
bore to verify that it is clean and smooth, free of burrs
grooves facing the center, (see Figure 3.00-5 and
and high spots. Check the bore diameter to verify that
Figure 3.00-6).
there is proper bushing press interference (see
Table 3.00-3). 2. Press in the two bushings in the intake rocker arm.
Table 3 00-2 Rocker Arm Bushing Bore I D .. The bearings must be flush with the ends of the rocker
arm and the bearing oil grooves must be positioned at
INCHES MILLIMETERS the bottom of the rocker arm with the oPen ends of the oil
8-1/2 INCH BORE grooves facing the center, (see Figure 3.00-6 and
L51OS,L5790 1.375 - .376 34.925 - 34.950 Figure 3.00-7).
9-3/8 INCH BORE
L7042 1.375 - 1.376 34.925 - 34.950

Table 3.00-3. Running Clearence -

Rocker Arm Bushing To Shaft
INCHES MILLIMETERS
8-1/2 INCH BORE
L51OS, L5790 0.0008 - 0.0025 0.0127 - 0.0635
9-3/B INCH BORE
L7042 0.0008 - 0.0025 0.0127 - 0.0635

A WARNING
Always use approved cleaning solvents in a well
ventilated area. Contact with skin could result in
severe personal Injury or death.

A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
)
7. Thoroughly clean all parts of the rocker arm assem-
blies in a non-volatile cleaning solution or solvent. Dry
with moisture free compressed air.

FORM 6248 First Edition 3.00- 3

CYLINDER HEAD DISASSEMBLY

LUBE OIL HOLE 11IROUGH BUSHING,

#11 DRILL (.191")(4.86 mm)
ON

BUSHING
FLUSH

BUSHING
FLUSH

DRILL LUBE OIL HOLE

THROUGH BUSHING,
1/8 DRILL (.125") (3.05 mm)
LUBE OIL
PASSAGE

Figure 3.00-5. Exhaust Rocker Arm Bushings

)
OPEN CLOSED
GROOVES GROOVES
(INSIDE)

INTAKE & EXHAUST INTAKE ACTUATOR

ROCKER ARMS

OUTSIDE END OUTSIDE END

GROOVES ON BonOM

Figure 3.00-6. Rocker Arm Bushings

3.00 - 4 FORM 6248 First Ed~ion

 CYLINDER HEAD DISASSEMBLY

~,:;.oo'--=r---------------

~I. ~O':'I~~~:be:~:::::::--t-j~
BEARING/'
FLUSH
CAUTION Wi I
lower Circumference, open
DIA.
faCing In.

BEARING
FLUSH

LUBE OIL
PASSAGES

Figure 3.00-7. Intake Rocker Arm Bushings

3. Press in the bushing in the intake actuator rocker arm.
The bearing must be flush with the ends of the rocker arm
and the bearing oil grooves must be positioned at the
bottom of the rocker arm (see Figure 3.00-8 and
Figure 3.00-6).
6. Drill one lube oil hole (0.191 inch or 4.851 mm)
through the intake actuator rocker arm bushing by
inserting a #11 drill bit into the pop rivet hole behind the
fixed valve lifter screw bore (see Figure 3.00-8).
Remove any burrs left by drilling.

4. Drill one lube oil hole (0.191 inch or 4.851 mm)
through the exhaust rocker arm bushing by inserting a
#11 drill bit into the pop rivet hole behind the fixed screw
bore (see Figure 3.00-5). Remove any burrs left by
drilling.
7. Drill one lube oil hole (0.191 inch or 4.851 mm)
through the intake actuator rocker arm bushing by
inserting a #11 drill bit into the pop rivet hole behind the
tappet ball insert bore (see Figure 3.00-8). Remove any
burrs left by drilling.

5. Drill a smaller oil hole through the other exhaust

rocker arm bushing by inserting a 1/8 inch (3.2 mm) drill
bit into the hole in each adjusting screw bore. Remove
any burrs left by drilling.

1.376" 134.95 mml

1.375" (34.93 mm) DIA.

)
Figure 3.00-8. Inteke Actuator Rocker Arm Bushings

FORM 6248 First Edition 3.00 - 5

CYLINDER HEAD DISASSEMBLY

A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
8. Direct compressed air into the lube oil passages and
around the bushings to remove all metal debris.
NOTE: If the rocker arm shaft OD is within the new
parts specification at 1.3735 - 1.3745 inches
(34.8869 - 34.9123 mm), then the final bushing bore
ID will be 1.375 - 1.376 inches (34.925 - 34.950 mm).
(NOTE: Bushing to shaft running clearance is
0.0005 - 0.0025 inch (0.0127 - 0.0635 mm).
10. Direct compressed air into the lube oil passages and
around the bushings to remove all metal debris. Lightly oil
a good rocker arm shaft and insert H into the rocker arm
bore to feel for the proper interference ffl. The shaft should
slide in and out of the rocker arm bushing without binding.
pivoting or rocking. The proper rocker arm bushing to
shaft running clearance should be 0.0005 - 0.0025 inch
(0.0127 - 0.0635 mm) (see Figure 3.00-9).
11. Tap in new 3/16 inch steel pop rivets to plug the
exterior lube oil holes in the intake actuator and exhaust
rocker arm castings. The intake actuator requires two
rivets. the exhaust rocker arm requires one.
12. Install the two rocker arm adjusting screws and hex
jam nuts (15/16 inch) on the intake and exhaust rocker
arms.

9. Diamond bore the rocker arm bushings to a diameter

0.0005 - 0.0025 inch (0.0127 - 0.0635 mm) larger than
the rocker arm shaft, to aRMS 24 MAX, finish.

HEX JAM NUT

ROCKER ARM
/
~
1,1, ADJUSTING SCREW

f
/
FIXED VALVE
LIFTER SCREW

SUPPORT
ROCKER ARM SHAFT
/
ALLEN HEAD PIPE
ROCKER ARM BUiSHII~G·

INTAKE ROCKER ARM

/
I

~~
STEEL POP

TAPPET BALL INSERT

-1!
L@
~~CROSSOVER
;
O-RING OIL TUBE

Figure 3.00-9. Rocker Arm Assembly

3.00 - 6 FORM 6248 First Edition

 CYLINDER HEAD DISASSEMBLY

NOTE: Install new ball tappet inserts in the intake
actuators. Each insert consists of a seat, collar and ball
tappet.
13. Install the cup-shaped seat into the intake actuator
ball tappet insert bore with the rounded side facing
inward (see Figure 3.00-10).
POP
A CAUTION I
I=..
L..
Do not Install the allen
=---'_---'-_......;;_....... head pipe plugs too deep
in the rocker arm shafts. The allen heads pipe plugs
must not block more than half of the diameter of the
011 passages in the ends of the rocker arm shafts.
Also the allen head pipe plugs must be Installed
completely into the rocker arm shafts. Failure to
follow proper procedures could cause damage to
equipment.

16. Install and tighten the allen head pipe plugs (1/8 inch)
in the ends of the rocker arm shafts.

17. Look through the oil passages in the rocker arm

shafts to insure that the allen head pipe plugs are not
blocking more than half of the diameter of the oil
COLlAR
passages at each end of the rocker arm shafts
FIXED VALVE
SCREW 18. Install the rocker arm supports on the ends of the
rocker arm shafts.

19. Install the capscrews and washers on the rocker arm

supports (8 capscrews per head, 1/2 x 4-3/4 inches).

NOTE: The fixed valve lifter screws must torqued to

55 - 60 ft-Ib (75 - 81 N'm) after installation 01 the
POP rocker arm assemblies on the cylinder heads and
RIVET adjustment of the valves.
Figure 3.00-10. Intake Actuator Assembly
20. Install the fixed valve lifter screws. (3/4 inch) on the
exhaust rocker arm and intake actuator (see
IA
..
CAUTION I Insure that the tabs on
the collar are parallel to
Figure 3.00-10). See note above.

21. Lubricate the rocker arm shafts and bushings.

the shaft, with the split side of the collar facing the
pop rivet, to avoid contact with the ball tappet 22. Slide the exhaust rocker arm and intake actuator
during operation. Disregarding this Information over the rocker arm shaft. Slide the second shaft into the
could result in product damage. intake rocker arm (see Figure 3.00-9).

14. Compress the collar with a channel lock and slide it
into the ball tappet insert bore, insuring that the tabs on
the collar are parallel to the shaft with the split side of the
collar facing the pop rivet. Lightly tap the collar until it is
fully seated.
23. Install a new O-ring in the groove at each end 01 the
crossover oil tube. Apply Parker Super O-Lube® to
each O-ring and instail the oil tube between the rocker
arm supports on the intake actuator side of the rocker
arm assembly.

IA
..
CAUTION ICrimping the tabs too
tightly will prevent the
24. Lightly brush the rocker arm assemblies with clean
engine oil. Cover the rocker arm assemblies with a
clean plastic sheet to protect them from dust and dirt.
ball from rotating properly. If the tabs are not
crimped enough, the ball could fall out, causing
damage to equipment.

15. Tap in the ball tappet insert, and bend the two tabs
in equally to secure the bail. Verify that the ball rotates
freely in all directions without binding and is secured
) sufficiently by the tabs.

FORM 6248 First Ednion 3.00 - 7

CYLINDER HEAD DISASSEMBLY

INTAKE AND EXHAUST VALVES

~ )
((J!!!J).'TAPERED Intake and Exhaust Valve Removal
~,KEEPERS

A
I
SPRING
RETAINER WARNING
Use caution when removing or installing the valve
'OUTER VALVE springs. They are under tension and can eject from
SPRING the cylinder head during the removal process. Use

I _
__
'INNER VALVE
SPRING
the special valve spring compressor tool for this
procedure. Wear safety goggles. Failure to take
adequate precautions can result In severe personal
o> WASHERS
injury.

8, 1. Compress the valve springs using a Valve Spring

Compressor (PIN 494255). Remove the tapered keep-

,
VALVE STEM
SEAL ers from each valve stem and slide off the spring
INTAKE
retainer, inner and outer valve springs and washers (2).
VALVE Slide out the two intake and two exhaust valves (see
EXHAUST
GUIDE", Figure 3.00-11).

2. Inspectthe intake and exhaust valves for wear. Refer

to Table 3.00-4 for specifications of the valves. Discard
any valve that is not within allowable limits.

3. Remove and discard the white Teflon® valve stem

seal from the valve guides (see Figure 3.00-12).
)

VALVE SEAT
INSERT

EXHAUST
INTAKE VALVE
VALVE",
/

Figure 3.00·11. Cylinder Head Assembly - Exploded

View Figure 3.00-12. Install Valve Stem Seal

3.00 - 8 FORM 6248 First Ednion

 CYLINDER HEAD DISASSEMBLY

VALVE SEAT INSERT AND VALVE GUIDE

REMOVAL
1. Move the cylinder head to a suitable workbench.
2. Grind or machine the head diameter of several
discarded valves until they fit within the valve seat
inserts.
3. Apply anti-spatter compound to protect the cylinder
head deck surface and to facilitate the removal of weld
spatter.
A WARNING
Use a soft faced hammer and wear proper eye
protection, to avoid severe personal injury or death
while removing the valve seat insert.
7. Tap the valve stem tip with a soft faced hammer to
remove the valve seat insert (see Figure 3.00-14 and
Figure 3.00-15).

4. Insert the ground down valves into the cylinder head

until the valve head makes contact with the valve seat
insert bore.

A WARNING
Always wear protective eye shields when welding,
cutting or watching a welding operation. Protective
clothing and face shields must be worn. Never weld
or cut near combustible materials. Disregarding
this Information could result in severe personal
injury or death.

5. Using a mild steel rod, weld a series of tack welds

around the perimeter of each valve head where it
contacts the valve seat bore (see Figure 3.00-13).

TACK WELD
THREE PLACES

--..,-,..~/
VALVE SEAT INSERTS

Figure 3.00-14. Valve Seat Insert Removal

SPOT WELD 3 PLACES

TO REMOVE INSERT
Figure 3.00-13. Tack Weld Valve To Valve Seat

A. CAUTION Ilf a cracked weld breaks

~=~:..:.....:..::....:...:...;=~.
IL.. . during removal of the
insert, the seat may turn causing It to break or
become lodged in the counterbore. A crooked or
broken seat makes removal more difficult and can
cause damage to the seat counterbore.

6. Tap on the welds to check for cracks.

Figure 3.00-15. Valve Seat Insert Removal

FORM 6248 First Edition 3.00 - 9

CYLINDER HEAD DISASSEMBLY

8. Wipe off the anti-spatter compound. Use crocus

cloth to remove all dirt, slag, weld spatter and debris
from the lower deck surface and the valve seat insert
counterbore.

IA
...
CAUTION I The exhaust valve
guides are machined
with two outside diameters and can only be re-
moved in one direction. Failure to press out the
valve guides through the bottom of the cylinder
head (piston side) can cause damage to equipment.

9. Using a Valve Guide Remover (PIN 494257) press

out the valve guides. Guides must be pressed out
through the bottom of the cylinder head towards the
(piston side).

CYLINDER HEAD CLEANING AND INSPECTION

Generally the cylinder head casting does not require
any unusual maintenance other than resurfacing of the Figure 3.00-16. Core Plug Locations - Top
lower deck if required, (see Cylinder Head, Lower Deck
Reconditioning). Items needing replacement within the
casting, are removable fittings, such as valve guides
and valve seats. All water plugs and removable fittings
must be removed to adequately clean the casting.
lJ
Scale buildup in a cylinder head can cause it to fail. An V 0 0
"-
0
accumulation of scale deposits within the cylinder head ,.........
)
'-
inhibits the proper transfer of heat around critical engine
parts, causing overheating. This overheating and
expansion cause the casting to crack. Preventing scale
buildup will help prevent a cracked cylinder head.
During an engine overhaul, hot tank the component to
o @ 0
remove any scale. 8~
When the cylinder head is cleaned and air dried, check
thoroughly for cracks. Magna-Flux® products can Figure 3.00-17. Core Plug Locations - Front
assist with such an inspection. When checking for
cracks, special attention must be paid to the combustion
side of the cylinder head. The area between the valve
inserts must be inspected carefully. Only after the
cylinder head casting is found to be free of cracks can
the removable fittings be replaced. These fittings must
,>--
t- Un) ~
lJ-
also meet the required specifications. If they do not
meet the specifications or guidelines for the reuse of ~
used parts, replace with new genuine Waukesha parts.

1. Remove the eleven countersunk headless core

plugs from each cylinder head (eight 3/4 inch NPT, .... I~l 10::::::
three 1 inch NPT) (see Figure 3.00-16, Figure 3.00-17, 9
Figure 3.00-18, Figure 3.00-19 and Figure 3.00-20).
Figure 3.00-18. Core Plug Locations - Right

3.00 -10 FORM 6248 First Edition


~_--1..-_©)~----1..._---L::r
11
Figure 3.00-19. Core Plug Locations - Left
7 to remove all paint, dirt, grease, oil, carbon and varnish
o o
o o
o 5. With the valve seat side facing upward, position a
o0 ,..=r:;r
Figure 3.00-20. Core Plug Locations - Bottom
FORM 6248 First Edition
CYLINDER HEAD DISASSEMBLY
A WARNING
Use of caustic solutions should be restricted to a
well ventilated area. Contact with skin, clothing and
eyes could result In severe personal InJury or death.
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
2. Submerse the cylinder heads in the caustic hot tank
deposits. Follow up with a thorough hot rinse. Dry the
heads with moisture free compressed air.
3. Inspect the cylinder head through a water passage
opening for an accumulation of lime and mineral scale
deposits. If use of an untested water supply or the lack of
a suitable water treatment program resulted in a
accumulation of deposits, then speciEll cleaning may be
required.
4. Buff the gasket surfaces to ensure a tight seal at the
crankcase, rocker arm cover and intake and exhaust
ports.
straight edge diagonally across the length of the
cylinder head intersecting the seats of one intake and
one exhaust valve (see Figure 3.00-21). Slide a feeler
gauge beneath the straight edge to check the head for
warpage. Place the straight edge across the other
intake and exhaust valve seats and repeat the
procedure. If the gap between the straight edge and
the lower deck surface exceeds 0.002 inch (0.051 mm)
refer to Cylinder Head Lower Deck Recondition.
3.00 - 11
CYLINDER HEAD DISASSEMBLY

CYLINDER HEAD CASTING PRESSURE TESTING

METAL
EXHAUST STRAIGHT EDGE Water test the cylinder head casting for leaks.
)
VALVE
1. Using the correct cylinder head gasket as a stencil ,
make a steel plate 3/4 to 1 inch thick (19 to 25 mm)
(see Figure 3.00-22). To ensure a tightfit, cut holes in
the plate to match all eight cylinder head capscrew
holes in the head gasket. Cut the plate open at the
valve area, so any leakage around the exhaust valve
guides or between the valve seat inserts can be
observed. Do not drill holesforthetwo locating dowels

o or the seven water passage openings. The rubber

grommets in the head gasket point out the location of
the water passage openings.
o o

St······
~ .........
~'"

INTAKE
VALVE SEAT
.....
METAL
STRAIGHT EDGE
)
\
Figure 3.00-22. Cylinder Head Pressure Test Plates

2. Fabricate a steel plate 3/4 to 1 inch thick (19 to 25 mm)

to cover the water outlet elbow connection at the top of the
cylinder head. Drill and tap the plate to accept a 3/8 or 1/2
inch pipe fitting. Fit the pipe fitting with a male air line fitting.

3. Using the plates as a stencil, cut rubber gaskets to

seal the plates onto the cylinder head.

4. Bolt the plates onto the cylinder head.

5. Fabricate a small plate or plug to close off the water

CYLINDER HEAD
/ outlet hole centered below the exhaust outlet port (see
Figure 3.00-23).
Figure 3.00-21. Check Cylinder Head Deck For
Warpage

3.00 - 12 FORM 6248 First Ednion


WATER OUTLET
ELBOW CONNECTION
WATER HOLE
TO EXHAUST
MANIFOLD CYLINDER
HEAD
Figure 3.00-23. Water Outlet Hole
A DANGER
Never use air pressure alone to test a cylinder head
casting. The cylinder head must be filled with water
prior to applying air pressure or the casting will
break, hurling fragments In all directions. Air
pressure cannot exceed 50 psi (345 kPa). Failure to
follow proper procedures will result in severe
personal injury or death.
6. Fill the cylinder head with water.
7. Attach an air source to the male air fitting and apply
50 psi (345 kPa) air pressure on top of the water.
8. Inspect the cylinder head for leaks. Carefully check
the lower deck surface between the two exhaust seats
and between the intake and exhaust seats. Look for
leakage at both ends of the exhaust guides. On rare
occasions, leaks may be found around the core plugs or
inside the spark plug carrier bore.
9. Carefully release air pressure.
10. Drain water from cylinder head.
FORM 6248 First Edition
CYLINDER HEAD DISASSEMBLY
CYLINDER HEAD CASTING MAGNAFLU)(®
A WARNING
Always carefully read the manufacturer's instruc-
tions to avoid severe personal injury or death.
Using the Magnaflux@ Dye Penetrant Test Kit
(Tool PIN 494283), inspect the cylinder head for surface
cracks. The small area between the exhaust seat
inserts is the location where most cracks occur.
1. To remove oily residues, apply the Magnaflux@
Spotcheck@ Cleaner/Remover (SKC-S) directly to the
test area. Thoroughly wipe the area with a clean cloth.
Repeat the procedure as necessary. Final wiping
should result in a clean cloth. Allow the test area to dry.
NOTE: Wear rubber gloves to avoid hard-to-remove
stains on hands.
2. Spray the test area with the Magnaflux@ Spotcheck@
Penetrant (SKL-SP). Wait 1 to 30 minutes.
3. Spray the Magnaflux@ Spotcheck@ Cleaner/Re-
mover (SKC-S) on a clean cloth (not on the test area).
Wiping in one direction, remove all surface penetrant.
Repeat as necessary.
4. Spray the test area with the MagnafluX®
Spotcheck@ Developer (SKD-S2). Apply a thin even
film. Allow the film to dry completely. The proper
application dries to an even white layer.
5. Carefully inspect the test area for cracks. A bright
colored solid or dotted line marks a crack. Fine cracks
may take up to 15 minutes to appear. Large cracks can be
seen almost immediately. If the crack is wide and deep,
the indication will grow and spread.
6. Wipe the test area clean if cracks are not found.
IA
.L..=
CAUTION not weld cracked cyl-
mder heads. Welding
I~o
.=c..-.;;;;.;;....;;.;::.....:;....:....::....::....:..J.
.
has been found to be an unsuccessful repair.
Disregarding this information could result in prod-
uct damage and/or personal injury.
7. Discard the cylinder head if cracks are found.
3.00 -13
CYLINDER HEAD DISASSEMBLY
CYLINDER HEAD LOWER DECK RECONDITION
If it is determined that the lower deck needs to be
reconditioned by milling, this reconditioning should be
done prior to any other cylinder head reconditioning.
The lower deck should be reconditioned until the
surface is clean. Remove only sufficient material to
clean up the lower deck surface.
A
I ..
CAUTION Ilf the lower deck of the
cylinder head is recondI-
tioned, the valve seat insert counterbore depth will
have to be recut as required, to maintain the proper
depth of the valve heads In the cylinder head.
Failure to recut the valve seat insert counterbore
depth could cause damage to equipment.
The height of a new cylinder head is 8.469 inch,
(215.113 mm) (see Figure 3.00-24). During recondition-
ing, not more than 0.020 inch, (0.508 mm) may be
removed from the lower deck. If more material is
removed from the lower deck, the casting strength will
be reduced, making it incapable of withstanding the
firing pressure of rated horsepower, in addition to
causing misalignment problems. These misalignment
problems include misalignment between the exhaust
manifold and intake manifold. The cylinder head must
be marked to indicate it has been reconditioned.
J Abnormal component wear leads to excessive valve
\0
8.469"
/:,215.11 3mm)
HEI HT(NEWHEAD)
frO
Figure 3.00-24. Cylinder Head - Intake Port Side
lithe lower deck is reconditioned, it may be necessary to
recut the valve seat insert counterbore depth to
maintain the proper depth of the valve heads in the
cylinder head (see Figure 3.00-24). The valve seat
insert counterbore depth will have to be recut to the
amount as was taken off the cylinder head.
3.00 - 14
VALVE FAILURE ANALYSIS
The major causes for valve failures include:
• Valve recession
• Wear
• Scuffing of the valve stem
• Excessive deposits on the valve
• Carbon buildup in the guide
• Distortion of the valve seat
• Incorrect valve adjustment
• Torching
• Heat fatigue/cracking
• Valve erosion
• Other
Valve Recession
Valve recession is a normal process, and is expected
over time. Typically, 0.0015 to 0.002 in. (0.0381 to
0.0508 mm) of wear (per 1000 hours of operation on the
valve and seat faces is acceptable and will result in a )
normal top end overhaul life.
Valve and Guide Wear
recession. Wear can occur on the valve face, valve stems,
valve guides, and valve seats. Valve guides typically wear
from poor valve-to-seat contact, causing a side thrust on
the guide. Out-of-round valve seats can also cause the
same type of guide wear. In addition, combustion air or
fuel gas can contain abrasives which can also wear the
valve face, seat, and the lower end of the guide.
Worn guides can cause the valves to meet the valve
seat at a variety of angles, causing a sliding motion
which will further wear the valve and its seat. This
improper seating leads to blowby of combustion gases
and seat burning, or torching. Other reasons for worn
valve guides are:
• Improperly adjusted valves which cause excessive
side thrust on the valve stems.
• Poor lubrication in the guide, either too much or too
little.
• Carbon deposits on the valve stem which cause the
valve guide to wear into a bell-mouthed shape at the )
lower end.
• Incorrect valve or seat angle due to grinding during
rebuilding.
FORM 6245 First Edition

Valve Stem Scuffing
Scuffing of the valve stem can result from a lack of
lubrication and too much or too little stem to guide
clearance. Poor disassembly or assembly practices can
cause damage to the surface finish of the valve stem or
valve guide, which will scuff the valve or guide.
Valve Deposits
Valve deposits are normal. Deposits on exhaust valves
should be dry and white, to tan in color. Depos~s typically
occur on the head of the valve and the blended area
between the valve head and stem. The seating surface of
the valve will typically exhibit a matted appearance ~h
some small pot marks due to deposits being caught
between the valve and the seat. This is also considered
normal unless the p~ng allows gas leakage.
Deposits will also build up on intake valves, however
they are typically darker in color, and on the blended
area between the head and the valve stem, they will be
black and carbonaceous with some oil present.
The major~ of combustion chamber depos~ are made
up of burnt lube oil and lube oil additives. These deposits
are commonly called ash, and the proper amount of ash
is desirable to to retard valve recession, or wear. Ash
depos~ should be seen on the valve face and seat.
Valve Guide Deposits
Deposits (carbon or lacquering) in the valve guide can
cause the valve to stick in the guide, causing the valve to
be held in the open position. Inspect the valve guides for
deposits or wear. See Clearances in Table 3.00-4 ofthis
manual. Replace worn guides.
Valve Seat Distortion
Distortion of a valve seat can lead to burnt valves. This is
usually caused by:
• Poor grinding practice
• Loose or improperly seated valve seats which may
reduce or stop the transfer of heat between the valve
seat insert and the cylinder head.
• Failure of the cooling system
Torching
Burnt or torched valves are always caused by combus-
tion gases leaking between the valve and seat. This
leakage occurs when the valve is supposed to be
closed, but is, in fact, held open due to excessive
deposits, improper adjustment, or sticking valves. It can
also be caused by improper valve grinding practices or
valve adjustment procedures.
Valve Heat Fatigue/Cracking
)
Heat fatigue, caused by overheating, can lead to valve
head cracking, burning, or breakage. Heat fatigue can
include worn valve guides, distorted valve seats,
excessive deposits, and/or improper air/fuel ratios.
FORM 6248 First Edition
CYLINDER HEAD DISASSEMBLY
Valve Breaks
When a valve breaks, it generally is from a bending
fatigue or impact w~h the piston. Fatigue occurs usually
from mechanical damage where the valve and piston
have made contact, bending the valve slightly, and over
a period of time the flexing at the stem-head interfaces,
breaks the valve stem. Impact with the piston, if severe
enough, will break the valve immediately or induce the
cond~ion that causes a bending fatigue type failure.
Valve Erosion
Erosion of the valve stem under the valve head can
cause valve breakage. Causes of valve erosion include
fuel gas with high hydrogen sulfide levels, faulty combus-
tion, or excessively high valve temperatures. Improper
airlfuel mixture ratios which overheat and erode valves,
can cause such high temperature valve failure as well.
Other
We have listed only a few of the reasons why valves fail,
there are, obviously, many others. In the list above we
have identified ten most common causes, however they
are not necessarily in any prior~ of probable occurrence.
Valve Inspection
At overhaul, it is recommended tnat all valves be
replaced. If the valves are to be reused, they must be
inspected before grinding. The valve .[Tlust be cleaned
thoroughly prior to inspection. The following checks
should be made for each valve.
1. The diameter should be measured in three locations
along the wear area length. In addition, each location
should consist of two measurements, one at 90° to the
other to check for roundness of the stem.
2. Valve stem straightness. Valve stem straightness can
be examined using two V -blocks and a dial indicator
(see Figure 3.00-25). total indicator reading must not
exceed 0.002 inch, (0.050 mm). Never attempt to
straighten a bent valve. Bent valves must be discarded.
ROTATE
Figure 3.00·25. Checking Valve Stems For Straightness
3.00 - 15
CYLINDER HEAD DISASSEMBLY

3. Head perpendicularity. The head must be perpen-
dicularto the valve stem or improper seating will result
(see Figure 3.00-26). Total runout must be within
0.002 inch, (0.050 mm).
-
C:I
become distorted. The grooves are machined with a
0.094 inch (2.388 mm) radius. Any valve with distorted )
grooves must be discarded (see Figure 3.00-27).
NOTE: "Ste/lite® is a registered trademark of Stoody
De/oro Ste/lite, Inc."
HARDENED STEM END IS PERPENDICULAR
TO STEM CENTERLINE
/

\/ I
RETAINER GROOVES

-
C:I

~ b
C:I STELLITE"
FACE

SEAT )
~ C:~==F=~~)==~rARGIN
ANGLE /

\
V/ \ \ HEAD PERPENDICULAR
t
( "l HEAD STAMPED FOR
INTAKE/EXHAUST PLUS PIN
TO STEM CENTERUNE

Figure 3.00-26. Checking Head Perpendicularity

Figure 3.00-27. Cylinder Head Valve

4. Stem end perpendicularity. It is important that this

surface be flat and perpendicular to prolong the life of
the valve and tappet ball (see Figure 3.00-27). t 13.69
0.156" mml NEW VALVE
0.128" 3.25 mm MINIMUM AFTER GRINDING

5. Margin wear. After the valve face is ground until all

wear marks are removed, it is important to inspect the
margin (see Figure 3.00-28). The valve is Stellite®
faced, and it is important that there is enough Stellite®
left on the valve face. A margin 0.128 inch (3.25 mm) or
fMARGIN - -
less, indicates that too much Stellite® has been
removed and the valve will have a tendency to burn.
This valve should be discarded.

6. Cracks. The valves must be inspected for hairline

cracks which cannot be readily seen under convention-
al light. They must be inspected using a dye penetrant
process. Ordinary Magnetic particle inspection will not
locate fissures or cracks in non-ferrous materials. Figure 3.00-28. Margin Wear
7. Valve stem retainer groove wear. The two retainer
grooves must be examined to determined if they have

3.00 - 16 FORM 6248 First Ednion

 CYLINDER HEAD DISASSEMBLY

Table 3.00-4. Valve Train

~ I---- ---l
H

t'~!-=l'~

EXHAUST INTAKE
INTAKE AND EXHAUST
MEASUREMENT INCHES METRIC (mm) .
(A) Valve overailleng1h 10.883
GlGSI engines (Intake and Exhaus1) 276.428

GLengines 10.883 276.428

Qmake)
10.837 275.260
(exhaust)
(8) Valve stem diame1er
GIGSI engines
(intake) 0.557 - 0.558 14.148 -14.173
(exhaust) (top) 0.5591 - 0.5588 14.2011 - 14.2189
(exhaust) (bottom) taper 0.5573 - 0.5580 14.1554 -14.1732
GL engines (I make and Exhaust) 0.557 - 0.558 14.148 -14.173
(C) Valve head diame1er (Intake and Exhaust) 2.825 - 2.835 71.755 - 72.009
(0) Valve face angle
GlGSI engines Ontake and Exhaust) 300 ±15' 300 :!:15'

GLengines
(intake)
(exhaust)
(Continued)

FORM 6248 First Edition 3.00 -17

CYLINDER HEAD DISASSEMBLY

INTAKE AND EXHAUST

MEASUREMENT INCHES METRIC (mm)
)
(D') Valve seat width
GlGSI engines :30' 0.265 6.731
Qntake and exhaust)
GLengines
(intake) 30' 0.265 6.731
(exhaust) 20' 0.281 7.137
(E) Valve guide length (intake and exhaust) 5.188 131.775
(F) Valve guide outside Diameter (intake and lower exhaust) 1.0015 - 1.0025 25.4381 - 25.4635
(F') Exhaust guide upper outside diameter (exhaust) 0.997 - 0.996 25.324 - 25.350
(G) Guide inside diameter (reamed in assembly, except hardened
gUides in landfill applications) 0.5608 - 0.5615 14.244 - 14.262

(G) Valve guide to valve stem clearance

GIGSI entes
(intake 0.0028 - 0.0045 0.0711 - 0.1143
(eXhaust! ~) 0.0010 - 0.0027 0.0254 - 0.0886
(exhaust bottom) 0.0028 - 0.0045 0.0711 - 0.1143
GL engines (intake and exhaust) 0.0028 - 0.0045 0.0711 - 0.1143
(H) Valve seat insert outside diameter (intake and exhaust) 3.002 - 3.003 76.251 - 76.276
(I) Valve seat insert inside diameter (intake and exhaust) 2.441 - 2.451 62.001 - 62.255
(J) Valve seat insert height Qntake and exhaust) 0.550 - 0.555 13.970 - 14.097
(I<) Valve seat insert seat angle
GiGSI engines Qntake and exhaust) 30° ±15' 30" ±15'

GLengines
Qntake) :30' +30' -0' 30° +30' -0'
(exhaust) 20" +30' -0' 20° +30' -0'
(K., Valve seat insert seat width
0.172 - 0.203 4.370 - 5.160
)
GiGSI engines :30' Qntake and exhaust)
GL engines 0.172 - 0.203 4.365 - 5.159
(intake) 30'
0.188 - 0.250 4.780 - 6.350
(exhaust) 20'
(l) Valve guide extension above boss 1.75.0.03 44.25.0.76
eM) Valve guide bore in head (intake and lower exhaust) 1.000 - 1.001 25.400 - 25.425
(M') Valve guide bore in head (upper exhaust) 0.995 - 0.996 25.273 - 25.298
(N) Valve seat insert counterbore depth (Intake and Exhaust) 0.6245 - 0.8285 20.9423 - 21.0439
(0) Valve seat insert counterbore diameter 3.000 - 3.001 76.20 - 76.23

3.00 - 18 FORM 6248 First Edition

 CYLINDER HEAD DISASSEMBLY

Valve Seat Bore and Insert Inspection
NOTE: Before inspection, all parts must be thoroughly
cleaned.
1. Inspect the cylinder head valve seat bores for
cracks, pits, wear or any deformations. The bores must
be perfectly smooth.
3. Start the new valve guides in their respective bores.
Always press in the valve guides from the valve seat
insert side of the cylinder head. Use a 20-ton hydraulic
press and the Valve Guide Removerllnstaller
(PIN 494257) (see Figure 3.00-29). Any contact be-
tween the press and the lower deck ofthe cylinder head
must be avoided.

2. Refer to Table 3.00-4 for the proper measurements

of the valve seat bore.

CYLINDER HEAD ASSEMBLY

The correct order of assembly for a cylinder head is:
• Valve guides

• Water Plugs
o
• Valve seat inserts

• Valves with springs

PRESS TOOL
• Prechamber assembly
VALVE GUID~I
• Spark plug carrier assembly
CYUNDER(
HEAD" [
-............:(~~==iii()t
• Rocker arm assemblies

A WARNING PRESS~IC==!Il
GAUGE
The cylinder head weighs approximately 195 Ibs.
(89 kg). Use a suitable lifting device and exercise
caution during removal or installation to prevent Figure 3.00-29. Installing Valve Guides
severe personal InJury or death.

VALVE GUIDE INSTALLATION

IA CAUTION I Always start the reamer
.. from the valve seat Insert
CAUTION I Only a ~mall amount of
I A!:!!c...::::::....:.:::....:~=.::..:..J. side of the cylinder head and never tum the reamer
backwards. Failure to follow these procedures will
.L.!
.. grease IS req u I red, do
not apply grease to necked-down portion of the cause damage to equipment.
exhaust guide. Disregarding this information could
resuh in product damage.
IA
..
CAUTION I The valve guides
P/N204109G (Intake) and
1. Apply a small amount of grease to the outside 204109F (Exhaust) used in landfill applications
surface of the new intake and exhaust valve guides. (Cylinder Head assemblies PIN AF204802C,
CF204802C and AC204702N) are specially hard-
IA;..
CAUTION I Insure that the exhaust
valve guide is pressed in
ened. These guides are pre-sized, and should not
be reamed, to preserve the hardened surface.
from the valve seat insert side of the cylinder head. Disregarding this information could result in prod-
Insure that the correct end of the guides are uctdamage.
Inserted first. Failure to follow these procedures
will cause damage to equipment. 4. Using a Carboloy-tip Reamer, (PIN 499953), ream
the valve guides, starting from the valve seat insert side
2. Position a shop towel to prevent metal chips and of the cylinder head.
debris from falling into the cylinder heads.
5. Carefully remove the shop towel to prevent metal
chips and debris from falling into the cylinder head.

FORM 6248 First Ednion 3.00 -19

CYLINDER HEAD DISASSEMBLY

CYLINDER HEAD CASTING PLUG INSTALLATION
1. Apply a removable pipe sealant (Loctite® Remov-
able Threadlocker 242) to the threads of the counter-
sunk headless core plugs (see Figure 3.00-16,
Figure 3.00-17, Figure 3.00-18, Figure 3.00-19 and
Figure 3.00-20).
2. Install eleven core plugs in each cylinder head
(eight 3/4 inch NPT, three 1 inch NPT). TIghten the core
plugs to 600 in-Ib (68 N·m).
VALVE SEAT INSERT INSTALLATION
-_____---'.I
I. . "'A.-.='-CAUTION
Install the valve seat in-
sert with the beveled )
side facing outwards. Disregarding this information
could result in product damage.
NOTE: The insert warms up rapidly, and must be
properly installed before its diameter increases to the
point where installation becomes difficult.
5. Using a wire bent in the shape of a hook, pick up Ihe
valve seat insert and position it into the counterbore with
the beveled side facing outward (see Figure 3.00-30).

A WARNING
Always wear safety gloves and safety glasses when
handling liquid nitrogen. Comply with the liquid
nitrogen/dry ice manufacturer's recommendations
for proper use and handling of liquid nitrogen/dry
ice. Improper handling or use could result in severe
personal InJury or death .

IA
.-.
CAUTION I Do not drive the valve
seat insert into the cylin-
der head at room temperature. The valve seat
inserts are a shrink fit In the valve seat counterbore
and must be cooled with liquid nitrogen/dry ice )
before Installation. Disregarding this information
could result in product damage.

3. Chill each valve seat insert prior to installation.

Chilling decreases the diameter of the insert to ensure
an easy fit. Submerse the valve seat insert in liquid
nitrogen or a solution of dry ice and alcohol.

NOTE: Liquid nitrogen is recommended for shrink

fitting valve seat inserts and is the method used in the
factory for seat installation. The low temperatures
provided by liquid nitrogen guarantee maximum shrink-
age, thereby reducing the risk of damage to the
counterbore or improper seating of the valve seat insert. Figure 3.00-30. Valve Seat Insert

4. Allow the insert to remain submersed until the

6. Wait for several minutes for the valve seat insert to
solution stops boiling. At this point, the temperature of
warm to the temperature of the cylinder head. As the
the insert will not drop any further.
insert warms, it expands to form a metal-to-metal
contact with the counterbore. Use a 0.001 inch (0.0254
A WARNING mm) feeler gauge to verify that the insert is properly set
in the bottom ofthe counterbore. Verify that the insert frts
Always wear safety gloves and safety glasses when tightly around its circumference.
handling liquid nitrogen. Comply with the liquid
nitrogen/dry Ice manufacturer's recommendations
for proper use and handling of liquid nitrogen/dry
ice. Improper handling or use could result in severe )
personal injury or death.

3.00 - 20 FORM 6248 First Ed~ion

 CYLINDER HEAD DISASSEMBLY

VALVE SEAT GRINDING

NOTE: Use of the Hall-Toledo EDP Valve Seat Grinder
(PIN. 494277) is the only factory approved service
method of grinding valve seats (an eccentric grinder,
diamond dresser, stand and necessary wrenches are
~TIGHTEN PILOT
MANDREL
included).

A CAUTION I~aChining
I~.a=~=..:..;:;...:....:...;:;..:~.
L.
accuracy de-
pends upon the fit of the
pilot mandrel. The pilot mandrel should fit snugly In
the guide and in the hub of the grinder stone. Be
sure that the upper end of the mandrel does not
wobble during the grinding procedure. Upper end
movement will produce a seat that is not ground
true, causing damage to equipment.

NOTE: The pilot mandrel allows each valve seat to be •

ground concentric with the valve guide. The Waukesha
supplied pilot mandrels (PIN 494344) are made only for ' " REMOVE HANDLE
use with the Hall- Toledo EDP Valve Seat Grinder.

1. Install the handle on the pilot mandrel. Insert the

mandrel (0.564 inch) into the intake or exhaust valve
guide. Turn the round knob until the mandrel is snug
(see Figure 3.00-31).

2. Remove the handle from the pilot mandrel (see

Figure 3.00-31). Slide on a dial indicator gauge gra-
duated in thousandths of an inch (PIN 494278).

3. Measure the valve seat concentrici1y to determine INSTALL DIAL

the amount of valve seat grinding required (see /INDICATOR GAUGE
Figure 3.00-31).

I;A. . CAUTION Iseats

Do not grind the valve
~
too long and do not
apply too much pressure to the grinding stone.
Disregarding this information could resuH in prod-
uctdamage.

I~
A CAUTION IAlways dress the stone
before grinding, failure
to dress the stone could cause damage to equip- Figure 3.00-31. Measure Valve Seat Concentricity
ment. The stone should be dressed to the proper
angle after each seat is ground.
5. Install a finer dressed stone or fine dress the stone
4. Refer to Table 3.00-5 to select the proper degree for a final cut. A highly polished seat with a total indicator
angle grinding stone, Rough grind the valve seat insert runout less than 0.001 inch (0.0254 mm) is deSirable.
to obtain a total indicator runout of 0.002 inch
6. Repeat the grinding procedure as necessary.
(0.0508 mm) maximum.
Table 3.00-5. Valve See! Insert Grinding Stones
TYPE STONE ANGLE WEDTOOLP/N
Seat Angle 20 Degrees 494014
Seat Angle 30 Degrees
494305
(current wide bridge heeds)

..
FORM 6248 First Edition 3.00 - 21
CYLINDER HEAD DISASSEMBLY

2. Install a light lifting spring over the valve stem, apply

A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow rates.
Wear safety glasses to shield your eyes from flying
dirt and debris.
a small amount of Iubricating oil into the valve guide
bore and slide the valve into the cylinder head. The
spring should just barely hold the valve off its seat.
3. Press down until the valve is seated. Rotate the
valve a quarter turn, first in one direction, then in the
other. Do this three or four times (see Figure 3.00-32).

A WARNING
Always use approved cleaning solvents in a well
ventilated area. Contact with skin could result in
severe personal injury or death.
7. Use compressed air to blow away all loose dust.
Wipe down the valve seat and seat insert surfaces with
a non-volatile cleaning solution or solvent and dry with a
clean cloth.
VALVE SEAT LAPPING
1. Apply a good fine grinding compound sparingly
around the entire valve face (see Figure 3.00-32).
4. Release the pressure on the valve stem, so that the
spring lifts the valve straight off its seat. Turn the valve
about 10 to 15 degrees clockwise and repeat the
grinding procedure. Continue this operation until the
valve has been rotated a complete 360 degrees and all
grinding compound has been rubbed off the valve seat.
IA CAUTION I Insure that all lapping
==-.;;..;;;....;;..;;;....;....;;...;:;..;~_
L. compound Is completely
removed from tihe valve and valve seat. Failure to
completely clean all lapping compound from tihe valve
and valve seat could cause damage to equipment.
5. Remove the valve and spring from the cylinder head
and thoroughly clean the valve and valve seat insert of
any lapping compound.

6. Carefully inspect the mating surfaces. A proper1y

lapped valve will show a gray, frosly seating surface )
located either near the center of the valve face for 30'
valves, or near the valve head end for 20' valves. If
proper1y lapped, the lapped surface width will equal the
valve seat width values listed in Table 3.00-6.

7. Repeat the lapping procedure if necessary. Regrind

the valve seat insert if the results are not acceptable.

8. Apply Prussian blue dye sparingly around the entire

Figure 3.00-32. Valve Lapping circumference of the valve seat surface.

NOTE: Lap the va/ves in the locations in which they will 9. Install the valve in the cylinder head. Gently push
be installed. The va/ve type, whether (INT)ake or down on the valve stem until the valve face just contacts
(EXH)aust, is stamped on the head at the va/ve. the valve seat. Do not rotate or turn the valve. Carefully
pull the valve straight out of the head.
Table 3 DO-6. Valve Seat Width And Face Angle
INTAKE AND EXHAUST
MEASUREMENT INCHES METRIC (mm)
Valve seat width
GlGSI engines 30' 0.265 6.731
(Intake ,.,d Exhaust)
GLengines
(Intake) 30' 0.265 6.731
(Exhaust) 20' 0.281 7.137
Valve face angle
GIGSI engines (Intake and Exhaust)
30 0 ±15' 30° :1::15'

GLengines
)
(Intake) 30° ±15' 30 0 :!:15'
(Exhaust) 20° ±15' 20° :1::15'

3.00 - 22 FORM 6248 First Edition

 CYLINDER HEAD DISASSEMBLY

10. Inspect the valve face for Prussian blue transfer
(see Figure 3.00-33). The dye transfers from the valve
seat to the valve face wherever a good face-to-seat
contact exists. A definite Prussian blue transfer around
the entire valve face circumference is desirable.
VALVE
INTAKE AND EXHAUST VALVE INSTALLATION
1. Apply a small amount of lubricating oil into the valve
guide bores and install the valves in the cylinder head, in
the locations from which they were removed. To
distribute the lubricating oil around the valve stem, hand
spin the valves as they are installed. Work the valves
back and forth to verify that they slide smoothly and seat
properly.

A WARNING
Always use approved cleaning solvents in a well
ventilated area. Avoid contact with skin. Failure to
WIDTH OF
PRUSSIAN BLUE follow proper procedures could cause severe per-
TRANSFER sonal injury or death.
Figure 3.00-33. Good Valve And Seat Contact
2. Clean the inner and outer valve springs, washers,
retainers and tapered keepers in a non-volatile cleaning
11. Repeat the lapping procedure if necessary. If the solution or solvent. Although replacement of these parts
results are not acceptable, regrind the valve seat insert is uncommon, they should be inspected for damage, rust
before relapping. pits or excessive wear. Replace as necessary (see
Table 3.00-7).
Table 3 00-7 Valve Springs

I~
A
~ )
)

t )

L~
)
)
)

MEASUREMENT INCHES I METRIC (mm)

(A) Intake and Exhaust Valve Spring Free Length:
204035 and 204035A (Inner) 3-25/16.1/16 96mm ±1.6 mm
204135 (Outer) 4·9/32 .1/16 108.7 mm ±1.6 mm
204135A (Outer) 4·5/32 .1/16 105.56 mm .1.52 mm
Intake Valve Closed Spring Length:
204035A (Inner) 3.0 @ 66.4 Ibs.•3 Ibs. 76.2 mm@30.12kg.1.36kg
204135A (Outer) 3-27/64 @ 120 Ibs.•5 Ibs. 66.91 mm @ 54.43 kg .2.27 kg
Exhaust Valve Closed Spring Length:
204035 (Inner) 3 @ 56.7 Ibs.•2.5 Ibs. 76.2 mm @ 25.72 kg .1.36 kg
204135 (Outer) 3-27/64@ 111 Ibs.•5Ibs. 66.9 mm @ 50.35 kg .2.27 kg
Intake Valve Open Spring Length:
204035A (Inner) 2-19/64 @ 126.2 Ibs.•5 Ibs. 58.34 mm @ 57.24 kg .2.27 kg
204135A (Outer) 2-23/32 @ 235 Ibs.•10 Ibs. 69.06 mm @ 106.60 kg 04.54 kg
) Exhaust Valve Open Spring Length:
204035 (Inner) 2-17/64@ 110 Ibs .•5Ibs. 57.5 mm @ 49.8 kg .2.27 kg
204135 (Outer) 2-11/16@205Ibs.•10 Ibs. 66.3 mm @ 92.99 kg 04.54 kg

FORM 6248 First Edition 3.00-23

CYLINDER HEAD DISASSEMBLY

3. Position the intake and exhaust valve springs on a

level surface and use a straight edge to check for proper )
squareness and height (see Figure 3.00-34). Too much
height corresponds to a reduction in spring pressure
which results in sluggish valve action. Load test the
springs in a valve spring tester.

Figure 3.011-34. Checking Valve Spring Height

IA
..
CAUTION I To avoid cracking the
white Teflon® valve stem
seals, always use the proper valve stem seal
installation tool (Tool PIN 494335). Use of an
ordinary socket may damage the seals, resulting In
leakage around the valve stem and excessive oil
consumption.
4. Position the new valve stem seal on top of each valve
guide with the outer band facing downward (see
Figure 3.00-35). The outer band holds the seal in place
on the guide, while the spring maintains even tension on
the valve stem.
Figure 3.00-35. Install Valve Stem Seal
5. Position the valve stem seal installation tool
(PIN 494335) over the valve stem and seal. The tool )
bore allows insertion of the valve stem, while the
counterbore fits over the valve stem seal.
6. With the palm of your hand, lightly strike the end of
the tool to seat the seal evenly on the valve guide.
7. Install two washers over the valve guide shoulders
until they come to rest on the cylinder head casting. The
washers are needed to retain proper tension on the
inner spring (see Figure 3.00-36).

3.00 - 24 FORM 6248 First Edition

 CYLINDER HEAD DISASSEMBLY

NOTE: Do not intennix the intake and exhaust valve

till, springs. Since the orange dye may eventually wear off, the
~ TAPERED intake valve springs can be distinguished from the exhaust
~, KEEPERS
valve springs by the direction in which they wind from the

I
SPRING
RETAINER top down (see Table 3.00-8 Valve Spring Reference).
Table 3 00-8 Valve Spring Reference
'OUTER VALVE DIRECTION OF HEUX
SPRING VALVE COLOR
(TOP TO BOTTOM)

I
. - 'INNER VALVE
__ SPRING
INTAKE
Inner
Outer
Orange
Orange
Right

<=::> WASHERS EXHAUST

Left

,) Inner Black Left

( Outer Black Right
I
9. Install the spring retainer on top of the inner and
outer valve springs. The smaller diameter flange fits
inside the inner valve spring. The larger diameter flange
separates the inner and outer springs.

10. Install the special boR supplied with the Valve Spring
Compressor (PIN 494255) (see Figure 3.00-37), in the
bolt holes shown (see Figure 3.00-38).

Figure 3.00-37. Valve Spring Compressor

INSTALL WATER OUTLET

SPECIAL BOLT ELBOW CONNECTION

~~o
EXHAUST
INTAKE
/VALVE
VALVE~

O~~''-
o
Figure 3.00-36. Cylinder Head Assembly -
Exploded View a
A WARNING
Use caution when removing or installing the valve
springs. They are under tension and can eject from
the cylinder head during the removal process. Use
the special valve spring compressor tool for this
procedure. Wear safety goggles. Failure to take
edequate precautions can result in severe personal
injury or death
i
8. Install the inner and outer valve springs on the intake
Figure 3.00-38. Valve Compressor SpeCial Bolt
and exhaust valve guides. The intake valve springs are
Installation Locations
dyed orange.

FORM 6248 Firs! Edition 3.00 - 25

CYLINDER HEAD DISASSEMBLY

11. Position the grooved end of the Valve Spring
Compressor below the head of the special bolt.
12. Position the open center of the Valve Spring
Compressor around the valve stem end and on the
spring retainer. Press down to compress the valve
springs. Fit the halves of the tapered keepers together
on the valve stem recess. The taper of the keepers )
should point downward. Release the compression on
the valve springs to center the tapered keepers in the
spring retainer bore (see Figure 3.00-39).

RETAINER

VALVE STEM SEAL

OUTER VALVE SPI~IN'G~
VALVE SPRING

CVUNDER HEAD

WATER PASSAGES

)
VALVE GUIDE

EXHAUST SEAT INSERT

Figure 3.00-39. Assembled Cylinder Head - Cross Sectional View

3.00 - 26 FORM 6248 Firsl Edition

 SECTION 3.05 - CRANKCASE DISASSEMBLY
CRANKCASE INSPECTION
NOTE: The crankshaft should already be removed
from the crankcase. Refer to Chapter 2, Engine
Teardown for the removal procedure.
The crankcase is gray cast iron. Its partitions and webs
hold the bearing saddles and contain drillways, through
which lube oil is supplied to the bearings. The crankcase
is open to the bottom once the oil pan is removed, so
fitting the crankshaft is easier. Each main bearing cap is
fitted to the crankcase with four vertical studs. Two
cross-tie bolts are fitted horizontally, one from each
side, to provide positive positioning between the
crankcase and each bearing cap. This gives the
necessary stiffening to the lower part of the crankcase.
Routine access to the crankcase is through inspection
openings located in both sides of the oil pan. The
camshaft and bearings are located in the "Vee" between
the cylinder banks. the bottom of the crankcase is is
enclosed by the oil pan.
A WARNING
Be sure you have read and under stood the safety
and warning Information in Section 1.01 - Safety,
and Section 1.02 - Rigging and Lifting Engines,
before proceeding. Failure to take adequate precau-
) tions when servicing this product can result In
severe personal Injury or death.
A WARNING
Never walk or stand under an engine or component
while it is suspended. Use properly rated lifting
equipment and approved lifting methods. Failure to
take adequate precautions can result in severe
personal injury or death.
FORM 6248 First Ednion
A WARNING
The crankcase weighs 4965 Ibs. (2252 kg) with its
main bearing and camshaft caps attached, but
completely stripped of all other components. If ANY
components are still attached, the crankcase will be
heavier by the amount of the components weight.
Make sure that the crankcase Is properly supported
and that properly rated lifting equipment and
rigging are used. Failure to take adequate precau-
tions can result in severe personal injury or death.
CRANKCASE CLEANING AND INSPECTION
Crankcase Cleaning
Crankcases are most effectively cleaned by the hot tank
method. Alternative methods may be used. Lime and
scale deposits found, must be removed. A caustic
solution will attack and break the lime down into
solution. Steam cleaning will not be effective on lime
deposits, although it will break down oil deposits.
Precision machined surfaces must be cleaned to allow
for accurate measuring. All cylinder sleeve bores must
be cleaned down to bare metal for proper cylinder
sleeve sealing.
Crankcase inspection
The crankcase should be thoroughly checked for
cracks. Special attention should be paid to the area
between the cylinders. Cracked crankcases should not
be reused. Cracks may be detected with dye penetrant
process. The lower sleeve seal area in the cylinder
block must be checked. See Table 3.05-1 for specifica-
tions of the crankcase.
3.05 - 1
CRANKCASE DISASSEMBLY

Table 3.05·1. Crankcase - Gas

MEASUREMENT INCHES METRIC (mm)

(A) Sleeve counterbore diameter L5108 and L5790 10.199-10.202 259.055 - 259.130
Sleeve counterbore diameter L7042 10.825 - 10.628 269.875 - 269.951
(8) Sleeve counter bore depth 8-1/2 inch bore 0.5600 - 0.5625 14.224 - 14.288
Sleeve counter bore depth 9-3/8 inch bore 0.5595 - 0.5825 14.211 - 14.288
(C) Crankcase upper bore: L5108 and L5790 9.750 - 9.780 247.650 - 247.904
Crankcase upper bore: L7042 10.317 -10.322 262.051 - 282.178
(0) Crankcase lower bore: L5106 and L5790 9.678 - 9.680 245.821 - 245.872
Crankcase lower bore: L7042 10.246 - 10.246 280.246 - 260.299
Crankcase main bearing journal bore 6.6630 - 6.6615 169.240 - 169.202
Crankcase camshaft bearing bore 3.752 - 3.753 95.301 - 95.326

3.06 - 2 FORM 8248 First Edition


LOWER SLEEVE BORE AND SLEEVE
PROJECTION INSPECTION
Cavitation and erosion can affect the lower sleeve area
(see Figure 3.05·1) and prevent the sleeve packing
rings from sealing. This area must be in good condition.
if grooves or pockmarks have affected the area, or
fretting can be seen or felt, the bore must be machined
and fitted with a steel sleeve to restore it to standard
size. This operation should only be performed by
service shops that have experience in this type of repair.
Figure 3.05·1. Lower Sleeve Bore
CAUTION IDo not machine material
I =:......;=...:..=-.:...:~..:...::..J.
'A
1..
• .:.. from the lower seal area
to clean up the surface. While this may provide a
good surface for sleeve sealing, there will not be a
correct fit to hold the sleeve In place.
Sleeve side play cannot be tolerated. Any lateral
motion, no matter how slight, will cause the sleeve to
crack and separate from the top flange. (The top flange
will remain in place due to the cylinder head/flange
mounting.
The sleeve counter bore depth must be checked (see
Chapter 1 - Table 1.20·2 and Table 1.20·5, and
Table 3.05·1). The correct depth will provide proper
sleeve projection and gasket crush. If this surface is in
poor condition it will be necessary to machine the
counterbore deeper and install an iron ring.
The GL 9.375 inch (238 mm) bore with PIN 205130H
and 205130C cylinder sleeves are assembled with a
cylinder sleeve gasket (see Table 3.05·2). Cylinder
sleeve gaskets are available in two oversize thick·
nesses which may be used in the place of a standard
cylinder sleeve gasket, if the sleeve counterbore needs
to be machined deeper.
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
Table 3 05-2 Cylinder Sleeve Gaskets
PIN INCHES MILLIMETERS
1763750* 0.028 - 0.000 0.711 - 0.762
176375E* 0.032 - 0.034 0.813 - 0.864
176375F* 0.038 - 0.042 0.965 - 1.067
NOTE: Used on 9.375 inch (238 mm) bore with PIN 205130H and
205130C cylinder sleeves.
IA CAUTION I
The PIN 205130L cylin-
der sleeve does NOT use
...=:=-....;;.._....;;......;...;;....;;....;...;;..J.
a cylinder sleeve gasket. Disregarding this informa-
tion could result In product damage and/or person·
al injury.
IA CAUTION I Refer to Fits an~ Clear·
1...==....;::~=:.....:..:...:::;..;~.
ances to determine cor·
rect sleeve projection. It is necessary to maintain
proper sleeve projection after the gaskets and
sleeves are Installed. The sleeve projection dimen·
sion will be reduced by 0.001 inch (0.0254 mm) due
to gasket (seal ring) crush when the cylinder head Is
torqued, so you must reduce the measured projec-
tion by this amount. Disregarding this information
could resuH in product damage and/or personal injury.
CRANKCASE LOWER BORE RESTORATION
The crankcase lower bore cylinder sleeve sealing areas
are subject to deterioration if cooling system mainte·
nance is neglected. Deterioration, such as grooves,
pockmarks or fretting, if not detected in the earliest
possible stages, could become severe enough to
prevent proper sealing. Evidence of sealing area
deterioration includes engine coolant in the oil due to
leakage past the seal rings.
If deterioration should occur, the crankcase lower bore
sealing areas (see Figure 3.05·2) must be restored by
being machined oversize and fitted with restoration
sleeves.
Restoration Sleeve Machining
The sleeve should be machined to a depth of 1.75 inch
(44.45 mm), which is the same as the depth of the
crankcase lower bore. A 15° chamfer must be machined
on the inner diameter at one edge of the sleeve.
The restoration sleeve should be machined to the same
inner diameter as the original crankcase lower bore
diameter. The outer diameter should be machined
0.250 inch (6.340 mm) larger than the inner diameter to
provide a 0.125 inch (3.170 mm) sleeve wall thickness.
3.05 - 3
CRANKCASE DISASSEMBLY

15...LJ0~ /
RESTORATION
SLEEVE

1.75' I~=======ll
1.7
T
i==: ==J
RESTORAnONSLEEViE
UPPER
BORE

A. SLEEVE INNER DIAMETER

(SAME AS CRANKCASE
ORIGINAL
LOWER BORE DIAMETER)

B. SLEEVE OUTER DIAMETER

A. ORIGINAL LOWER BORE DIAMETER

(SAME AS RESTORATION SLEEVE
INNER DIAMETER)
C. MACHINED LOWER BORE DIAMETER
)
Figure 3.05-2. Lower Bore And Restoration Sleeve Dimensions

Typical. readily available. materials used to make
restoration sleeves are mild seamless steel tubing,
Grade 1021, DaM (drawn over mandrel) seamless
steel tubing and cast iron. Old cylinder sleeves. if the
appropriate size is available, may also be used.
The crankcase lower bore should be machined to
provide an interference fit for the restoration sleeve.
The correct interference fit can be determined by
multiplying the outer diameter of the restoration sleeve
by 0.001 inch (0.02 mm). Table 3.05-3 gives examples
for calculating restoration sleeve and crankcase lower
bore machining dimensions.
Table 3 05-3 Restoration Sleeve And Crankcase Lower Bore Machining Dimensions
MEASUREMENT
Restoration Sleeve 10
(Same as original lower bore diameter)
Step 1
+ Restoration sleeve wall thickness
(0.125" (3.17 mm) x 2)
Restoration sleeve 00
Step 2 - Interference fit •
(0.001" (0.025mm) x sleeve 00)
Step 3 Lower bore machined dimension
NOTE: • RestoratIon sleeve dIameter OD x 0.001 inch (0.025 mm) to three (3) _imal plaoes.
The crankcase lower bore must be machined concen-
tric with the upper bore within 0.003 inch (0.08 mm). A
vertical boring machine large enough to accommodate
VHP series crankcases is required.
I~ CAUTION I
-A Never machine the
crankcase lower bore be-
yond the determined machining dimension, just to
clean up the bore. Machining beyond the estab-
lished machining dimension will result in a loose
restoration sleeve fit. Disregarding this information
could result in product damage and/or personal
injury.
L5108. L5790G/GSI/GL L7042G/GSI/GL
9.678 - 9.680" (245.82 - 245.87 mm) 10.246 - 10.248" (260.25 - 260.30 mm)
+ 0.250" (6.35 mm) + 0.250" (6.35 mm)
9.928 - 9.930" (252.17 - 252.22 mm) 10.496 -10.499" (266.60 - 266.65 mm)
- 0.010" (0.25 mm)
- 0.010" (0.25 mm)
)
9.918 - 9.920" (251.92 - 251.97 mm) 10.499 - 10.488" (266.35 - 266.40 mm)

3.05 - 4 FORM 6248 First Edilion

 CRANKCASE DISASSEMBLY

Restoration Sleeve Installation

NOTE: The machined surfaces of the restoration
sleeve and the machined surface of the crankcase
lower bore must be clean and dry before installation of
the restoration sleeve.
1. The restoration sleeve must be installed with the
chamfered end facing upward in the crankcase (see
Figure 3.05-2). The chamler will prevent damage to the
cylinder sleeve packing rings when the cylinder sleeves
are lowered into position.
A WARNING
Always wear safety gloves and safety glasses when
handling liquid nitrogen. Comply with the liquid
nitrogen/dry Ice manufacturer's recommendations
for proper use and handling of liquid nitrogen/dry
ice. Improper handling or use could result in severe
personal injury or death.
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
2. Air dry bearing caps and oil passages.
NOTE: Main Bearing caps must be secured in their
proper positions and torqued in their proper sequence
before making these checks.
• Out-ol-round: A maximum measurement 01 0.001
inch (0.0254 mm) is allowed il the horizontal dimen-
sion exceeds the vertical dimension. The bore should
be measured at lour locations (see Figure 3.05-3).

2. Chill the restoration sleeve in liquid nitrogen or a dry

ice and alcohol solution to reduce its size.

NOTE: Locktite ~ may be applied to the mating

surfaces of the restoration sleeve and the crankcase
lower bore. This will help prevent leakage behind the
.i
sleeve and eliminate possible callbacks. However, if the
mating surfaces have been properly machined and
cleaned, and the restoration sleeve is properly installed,
there is little chance of leakage.

3. Slip the restoration sleeve into position on the

machined lower bore and hold it in position until it warms
enough to expand and secure itself in the crankcase.

NOTE: If at some future time the sealing surface of the

restoration sleeve bore deteriorates, a new restoration ~~
OIL PUMP IDLER
sleeve may be installed without the need of further GEAR SPINDLE BORE
crankcase machining. The deteriorated restoration
BEARING TEMPERATURE
sleeve must be cut for removal. Replacing the sleeve SENSOR BORE
may be accomplished time after time without any (SENSOR OPTIONAL)
adverse affects to the crankcase.
Figure 3.05-3. Main Bearing Bores
MAIN BEARING BORE CLEANING AND
INSPECTION • Taper: Maximum taper in any bearing bore is
The main bearing bore must be checked lor wear and/or 0.0005 inch (0.0127 mm).
distortion, including out-ol-round, taper, surface condi-
tion, and bore size. • Surface condition: Main bearing borelinish should be
80 micro-inches. Bearing cap parting surfaces must
1. Thoroughly clean all oil passages 01 sludge. be flat, free from burrs and nicks, and must match
evenly when torqued in position.

• Bore size: Bore diameter should be 6.6615 - 6.6630

inches (169.202 - 169.240 mm) measured at lour
locations.

FORM 6248 First Ed~ion 3.05 - 5

CRANKCASE DISASSEMBLY

Normally main bearing bores are found in alignment. • Torque all right side bolts (six) to 250 ft-Ib (339 N'm)
Misalignment could occur if the engine had not been starting from the front of the engine. )
properly installed.
• Torque nuts one through four to 275 ft-Ib (373 N'm) to
It bearing bores are not worn or damaged, or it all
two steps: first 175 ft-Ib (237 N'm), and then 275 ft-Ib
damaged caps(s) have been replaced, the bore may be (373 N·m).
considered properly aligned if a standard size crank-
shaft can be rotated freely with the main bearings
installed and lubricated, and with the bearing caps LEFT SIDE OF ENGINE
properly torqued. Replacement bearing caps are only 5
furnished semi-finished. They must be torqued in
position and align-bored to size.

MAIN BEARING RUNNING CLEARANCE

A CAUTION I
I. .=.. The use of Plastigage®ls
=:.......;~--';......_.;;;.....---'.
an acceptable method of
determining bearing running clearance, if used FRONT OF ENGINE
properly. The Improper use of Plastigage® can
result in false measurements that may lead to
bearing and/or crankshaft failure. 4@@ 2
n
CAUTION I
I...=.A=:.......;~--':......:....:....;;;.....~.
Do not mill: or cross mate
. main bearing caps. The
bottom of each cap is stamped with a number to
identify its location. Disregarding this information
could result in product damage and/or personal 6
injury.
Figure 3.05-4. Main Bearing Cap TlghtenlngfTorquing
1. Position the engine with the engine rollover stand so Pattern - As Viewed From Underside Of Crankcase
that the engine is upside down.
6. Using an inside micrometer, measure the inside
2. Starting at the front of the engine and moving diameter of each main bearing bore at several locations
towards the rear, install main bearing caps 1 through 7. (see Figure 3.05-3). Write down both the minimum and
Position each cap so that the pin hole in the foot is maximum diameters.
aligned with the dowel on the deck of the main bearing
saddle. Carefully slide the cap onto the four studs until it
comes to rest on the bearing saddle. Use a rubber
mallet to seat the cap, if necessary.

3. Lubricate the main bearing cap studs and nuts with

clean engine oil.

4. Install the washers and nuts on the studs of the main

bearing caps.

5. Torque the bearing caps in the proper sequence

listed below (see Figure 3.05-4):

• Torque the bearing cap nuts one through four On that

order) to 75 ft-Ib (102 N·m). If installing replacement
caps that will be align bored, torque to only 30 ft-Ib
(40 N·m). When installing more than one cap, torque
nuts one through tour to 75 ft-Ib (1 02 N·m) on all caps
before torquing side bolts.

• Torque all left side bolts (five) to 250 ft-Ib (339 N'm)
starting from the front of the engine.

3.05 - 6 FORM 6248 First Ed~ion

 CRANKCASE DISASSEMBLY

Table 3.05-4. Crankshaft Wear Limits

MEASUREMENT INCHES METRIC (mm)

Crankshaft end play (end play adjustmen1-0.003 (0.076 mm) shims) 0.005 - 0.016 0.127 - 0.406
Thrust ring thickness (standard) 0.215 - 0.217 5.461 - 5.512
Connecting red bearing running clearance*(diametral clearance') 0.0042 - 0.0081 0..1.069 - 0.2057
(A) Ccnnecting rod bearing journal diameter 6.2465 - 6.2500 158;712 - 158.750
(8) Main bearing journal diameter 6.2465 - 6.250 158.712 - 158.750
Main bearing running clearance* (diametraJ clearance*) 0.0045 - 0.0089 0.1143 - 0.2280
(C) Connecting rod end play 0.029 - 0.041 0.7366 -1.041
NOTE: *Main and connecting rod bearing running clearance* (diametral clearance*) = calculated bearing 1.0. minus joumal 00.
7. Use an outside micrometer to measure the outside
diameter of the associated crank pin at several locations
(see Table 3.05-4) Write down both the minimum and
maximum diameters.

8. Insert the min./max. diameters of the bearing bore

and crank journal into the following formulas (see
Figure 3.05-5). The results will determine the required
thickness of the bearing shell.

.!

FORM 6248 First Edition 3.05 -7

CRANKCASE DISASSEMBLY

Determining Bearing Thickness

See Figure 3.05-5 to determine bearing thickness.
)

(Min. Bore 10) - (Max. journal 00) - (Max. running/oil clearance)

Min. bearing thickness = 2

(Max. Bore 10) - (Min. journal 00) - (Min. running/oil clearance)

Max. bearing thickness
2

Figure 3.05-5. Determine Bearing Thickness

Table 3.05-5. Main Bearings

DESCRIPTION WALL THICKNESS AT CRANKSHAFT DIAMETER

PIN CROWN
Front, Center, Rear
200025U Standard 0.2035 - 0.2028 6.250/6.249
200025U2 0.020 Undersize 0.2135 - 0.2128 6.230/6.229
Intermediate
2OO022U Standard 0.2035 - 0.2028 6.250/6.249
2OO022U2 0.020 Undersize 0.2135 - 0.2128 6.230/6.229

9. Using a micrometer with a ball adapter (for measur- 10. Remove the cross tie bolts and main bearing cap
ing spherical surfaces), check the thickness of each stud nuts. Remove the main bearing caps.
bearing shell to be sure that it is suitable for use (see
Table 3.05-5 and Figure 3.05-6).

WAll. AT CROWN (SEE TABLE)

I
- - - - - ----
I

WALL THICKNESS TO BE 0.0000 - O.llOO7 LESS

THAN MEASURED WALL AT CROWN (BOTH SIDES)

Figure 3.05-6. Select Main Bearing Shells For Proper

Running Clearance

3.05 - 8 FORM 6248 First Edition


CAMSHAFT BEARING BORE INSPECTION
The camshaft bearing bore must be checked for wear
and/or distortion.
NOTE: Camshaft bearing caps must be secured in
their proper positions and torqued before making these
checks.
• Surface condition: Camshaft bearing parting sur-
faces must be flat, free from burrs and nicks, and
match evenly when torqued in position.
• Bore size: Camshaft bore diameter should be
3.752 - 3.753 inches (95.301 - 95.326 mm)
measured at four locations (see Figure 3.05-7).
Figure 3.05-7. Camshaft Bearing Bore
The process of checking longitudinal alignment of the
camshaft bores must be made with all bearing caps in
place and properly torqued.
Normally the camshaft bore will be found in alignment.
If bearing bores are not worn or damaged, or if all
damaged camshaft bearing caps have been replaced,
the bore may be considered properly aligned if a
standard size camshaft can be rotated freely with
camshaft bearing caps properly torqued.
Replacement camshaft bearing caps are only supplied
semi-finished. they must be torqued in position and
align-bored to size.
FORM 6248 First Edijion
CRANKCASE DISASSEMBLY
CRANKSHAFT
CRANKSHAFT CLEANING AND INSPECTION
Crankshaft Cleaning
IA CAUTION I The crankshaft counter-
=:....-"---'''-_"''----'. weights should never be
L.."
. ' ..
removed from the crankshaft unless grinding is
necessary. The crankshaft is balanced at the
factory with the counterweights attached. The
counterweight mounting holes are oversize, and It
is impossible to attach the weights back In the
original positions. Disregarding this information
could result In product damage
Once the crankshaft is removed from the engine it
.should be thoroughly cleaned. All VHP crankshafts
have internal oil passages. Drilling of these passages
results in six openings in the crankshaft cheeks.
These openings are plugged with set screws to prevent
loss of engine oil pressure. Prior to hot tank cleaning,
these set screws should be removed from the crankshaft.
A CAUTION I
I==--.;:;..;;-"-;;....;....;;....;:.....;~
.
'-'. . .
The set Screws must be
.. removed
from the crank-
shaft for proper cleaning of the oil passages. If the set
screws are not removed, they will make flushing of the
oil passages diflicuh and will prevent inspection of the
oil passages for debris. Cleaning solution can easily
be trapped in these passages and bearing faOure can
resuh upon engine startup. h will be necessary to
insert a high pressure air line into the passageways to
blow out cleaning solution. You should be certain all
cleaning solution is thoroughly removed from the oil
passageways. THE SET SCREWS MUST BE
INSTALLED PRIOR TO INSTALLING THE CRANK-
SHAFT IN THE ENGINE. Failure to follow proper
procedures may cause damage to equipment
3.05 - 9
CRANKCASE DISASSEMBLY

1. Remove the set screws from the crankshaft cheeks
(see Figure 3.05-8).
NOTE: Wedge a pointed punch between the set
screws and crankshaft threads and sharply strike the )
punch a single blow to securely stake the set screws in
place. This operation distorts the threads to lock the set
screws in place.

6. Carefully examine the entire crankshaft to be certain

all cheek openings are plugged with set screws.

7. In addition, check the area for metal chips resulting

from the staking operation.

Figure 3.05-8. Crankshaft Set Screws

2. Flush the cleaning solution through all of the drilled
oil passages. Run a stiff wire brush through the oil
passages to loosen deposits.

A WARNING )
Compressed air can pierce the skin and cause
severe personal injury. Never use your hand to
check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.

3. Blow the crankshaft dry after it is removed from the

hot tank, paying special attention to the drilled oil
passages. insert a stiff, clean wire through all of the
passages to be certain they are clear of any obstruction.

4. Lightly coat the crankshaft with a thin coat of oil to

prevent surface oxidation.

A CAUTION I
I=...
L.
THE CRANKSHAFT SET
=.--::._..::..----'-.;;;,..,:....:..J. SCREWS MUST BE
INSTALLED PRIOR TO INSTALLING THE CRANK-
SHAFT IN THE ENGINE. A crankshaft installed and
operated with one or more missing set screws will
cause bearing seizure and piston/sleeve damage
due to low oil pressure.

5. Coat the threads of the set screw plugs with Loctite®

271. Install set screw plugs approximately three threads
below the cheek surface. Peen or stake these set
)
screws into place as described in the Note below.

3.05 - 10 FORM 6248 First Edition


Figure 3.05-9. 12 Cylinder Crankshaft
Crankshaft Inspection
The crankshaft should be Magnafluxed® before it is
remachined, since cracked crankshafts cannot be reused.
However, surface cracks a tew thousandths of an inch
deep in bearing surface areas can be sometimes ground
oul. A shaft with surface cracks may be reused, but only IT
the shaft reveals no cracks alter the grinding operation.
It is recommended to send crankshafts which require
remachining to a crankshaft reconditioning shop. Re·
machined crankshaft main and rod journals should be
finished to a 12 RMS finish.
1. Inspect the crank pin and main bearing fillets. these
areas are most likely to develop cracks, IT cracks are
found (see Figure 3.0S-9).
2. Inspect the crank pins for wear. It is this inspection
step that will usually determine how much material will
be ground off.
3. Inspect the end play thrust surface. If it is in poor
condition, the surface must be reground.
4. Inspect the thrust washer thrust surface. If the thrust
surface is in poor condition the washer must be replaced.
NOTE: The crankshaft may have some deflection
under its own weight, when supported between centers.
Deflection usually follows a symmetrical pattern.
S. Inspect the crankshaft for straightness. The shaft
must be inspected for straightness before it can be
ground.
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
CRANKSHAFT JOURNAL REPAIR
NOTE: Repairs to the crankshaft journals and pins
should only be performed by a firm specializing in such
worle Contact your distributor or Waukesha Engine
Division's Service Operations Department for the latest
information regarding this process.
CRANKSHAFT POLISHING
A crankshaft journal or pin with a roughened surface,
but with the dimensions still within limits, should be
polished. However, do not polish by haM with emery or
polishing paper. Polishing the crankshaft where critical
tolerances are involved, requires great skill and special-
ized equipment. Waukesha Engine Division recom-
mends contacting a company which specializes in
polishing such highly machined surfaces.
CRANKSHAFT REPAIR
NOTE: Rebuilding the crankshaft (straightening, grind-
ing, polishing and rebalancing) must be done by a firm
specializing in such work. Diameter tolerance limits
must not exceed those listed in Table 3.05-4.
NOTE: All crankshafts must be shot -peen stress
relieved around all of the joumals prior to grinding.
There are two options when machining the crankshaft;
• If it is desired to maintain the crankshaft to standard
size, the crankshaft may be chrome plated to bring it
to oversize and then machined to standard size. The
engine can then be rebuilt with standard size
bearings. Chrome plating must be kept off of the fillet
surfaces. Since the chrome used for crankshaft
plating has a hardness of SO Rockwell. After the
crankshaft is ground back to standard size, there
should be approximately 0.060 inch (I.S24 mm) of
plating thickness remaining.
3.05 - 11
CRANKCASE DISASSEMBLY
• If the engine will be rebuilt with undersized bearings,
the machine operator will have to machine to
crankshaft to accept 0.020 inch (0.508 mm) under-
sized bearings.
CAUTION I
I A.=:........:;;.;;......;:,,:::....:~=-.;:....:..J.
If there is any doubt as to
.L .::
.. the condition of a
chromed shaft, or verification of a possible crack
under the chrome, the chrome plating must be
ground off and the shaft reinspected. Disregarding
this information could result in product damage
and/or personal injury.
When the shafts are rebalanced, they must be balanced
with the counterweights attached. Any metal removed
to bring the shaft into balance should be removed from
the counterweights, not from the crankshaft.
Precision balancing of the crankshaft can increase
bearing life from 25 to 100 percent. Static balancing
(shaft is placed on knife edges and will come to rest with
the heaviest part of the shaft on the bottom) is not
adequate to balance crankshafts from these high speed
engines. The shaft must be placed in a spin balancer to
locate kinetic and dynamic unbalance. This type of
unbalance will create forces which will cause the shaft to
rock and twist on an axis perpendicular to the axis of
rotation. Rotating the shaft is the only method capable of
identifying this type of balance problem.
CAUTION IAft~r a crankshaft is re-
I =:........:=....;:,,:::....:~:::...::....:..J.
A.
.L .::
.. bUilt and before It Is
installed Into the engine, check and verify that all
tolerances are correct. Disregarding this informa-
tion could result in product damage and/or person-
al injury.
3.05 - 12
CRANKSHAFT COUNTERWEIGHT RETORQUE
)
A WARNING
Improperly torqued fasteners can cause the coun-
terweights to become loose resulting in catastroph-
ic engine damage and possible severe personal
injury or death.
To prevent possible loosening of the counterweights,
verify the torque on the fasteners after serviCing or
reconditioning of the crankshaft or prior to installation
after each bottom end overhaul. Retorque the counter-
weight capscrews 30 to 60 days after startup. Retorque
the counterweight capscrews once a year afterwards.
1. Retorque each counterweight capscrew to
510 - 525 ft-Ib (691 - 712 N·m).
NOTE: For 6 and 12 cylinder engines, fully counter-
weighted crankshafts are defined as those having
12 counterweights (with a total of 24 fasteners, 2 per
counterweight). Sixteen cylinder fully counterweighted
crankshafts have 8 counterweights (16 fasteners, 2 per
counterweight) .
2. If any fastener is found to be loose or not torqued to
specification, remove the capscrew and hardened
washer for inspection.
)
3. Carefully check the capscrew for nicks, cracks,
galled or stretched threads and other damage. Inspect
the washer for nicks and abrasive wear. Replace the
counterweight capscrew (P/N 199168A) and/or hard-
ened washer (P/N 209667) if any defects are found.
4. If removed, place the counterweight on the crank-
shaft flat with the part number facing the main bearing
journal.
5. Always verify that the counterweight and the crank-
shaft cheek are stamped with the same location number
(see Figure 3.05-10). Starting at the front of the
crankshaft (crank gear side) and moving towards the
rear (hub side), the counterweights and crankshaft
cheeks are numbered 1 through 12 (6 and 12 cylinder
engines).
A WARNING
Installing the counterweights In the wrong location
will cause the crankshaft to be unbalanCed. Opera-
tion with an unbalanced crankshaft will result In
catastrophic engine damage and possible severe
personal Injury or death. )
6. Verify that the Side of the counterweight is flush with
or slightly set back from the wall of the crankshaft on the
FORM 6248 First Edijion
 CRANKCASE DISASSEMBLY

main bearing side. The counterweight may overlap the 9. Install the screws in the counterweight capscrew
wall slightly on the rod bearing side. bores. Snug the counterweight to the crankshaft.

NOTE: Overlapping the wall on the main bearing side
will interfere with installation of the main bearing cap.
7. Lubricate the first few threads of the counterweight
capscrew, the underside of the bolt head and one side of
the hardened washer with a quality high viscosity oil,
such as Slide Rite® 220.
10. Alternately torque the two counterweight caps-
crews to 255 - 262 ft-Ib (346 - 355 N·m), which is 50% of
the final torque value.
11. Torque the counterweight capscrews to 510 - 525ft-lb
(691 - 712 N·m).

8. Slide the hardened washer on the capscrew with the

lubricated side facing the bolt head.

COUNTERWEIGHT

""'-=--, J:>.
""'A'"

..."-/CAPSCREW

HARDENED
WASHER

Figure 3.05-10.12 Cylinder Crankshaft

FORM 6248 First Edition 3.05 - 13

CRANKCASE DISASSEMBLY

Table 3 05-6 Camshaft

)
A

DID 1--:1 tJI8IuIllf[lftlaIHIJ].i~j2j. []JIdm{JIlH!~lll • •gIS-1i

..... t
MEASUREMENT INCHES METRIC (mm)
(A) Camshaft journal diameter 3,498 - 3.499 88,849 - 88,875
Camshaft journal running clearance (theoretical) 0,003 - 0,0056 0,076 - 0,142
Camshaft end play 0,005 - 0,008 0,127 - 0,203
End Play Adjustment 0,002 shims
Thrust ring thickness (standard) 0,154 - 0,156 3,911 - 3,962
Cam lift (Intake) 0,6435 16,345
Cam lift (Exhaust) 0,6735 17,107
Rocker arm ratio 1,0926 to 1
NOTE: Camshaft coupling must never be loose.
CAMSHAFT Since camshafts rotate at one half engine speed and
are liberally lubricated, camshaft bearing surfaces are
CAMSHAFT CLEANING AND INSPECTION usually found in good condition. If after inspection (see
Camshaft, Inspection) the camshaft or its journais are
I A CAUTION I When a new camshaft is not in satisfactory condition, it will be necessary to
.. to be Installed, all valve chrome plate the camshaft and grind it back to size,
lifter assemblies must also be replaced. Wear )
patterns on used lifters can result in early failure of
a new camshaft.
A
I ..
CAUTION I Keep all chrome from
fillet areas. Camshaft
journals should be polished after the camshaft is
-A CAUTION Icams~aft ground back to standard size. Disregarding this
I'!!!"~~::::''':'::::''::'':'=-:.:.J.
L.
bearing caps
are alig ned bored and
matched to the camshaft bearing saddles. Cam-
information could result In product damage and/or
personal Injury.
shaft bearing caps are marked 1 thru 7, frontlo rear.
After removing the camshaft from the engine, all
Install them in their original position. Changing
camshaft lobes and bearing journals should be thor-
camshaft bearing cap pOSition will cause damage to
oughly inspected. The camshaft may be varnished from
equipment.
engine oil, butthe bearing and lobe running surfaces will
normally be clean enough to allow a close and accurate
NOTE: If any of the camshaft drive gears exceed the
inspection.
gear lash tolerances, they MUST be replaced. with a
new gear. See Chapter 1, Clearances, and Chapter 4, 1. Inspect the camshaft lobes and bearing journals to
Camshaft Installation, for the correct tolerances and be certain they are in useable condition, Normally,
installation procedures. under good lighting, a slight wear pattern will be viSible.
Camshaft lobes will show a wear pattern as wide as the
NOTE: The camshaft bearings should be replaced at valve lifter roller, These light wear patterns may be
engine overhaul. polished by spinning in a lathe,
Normally the camshaft needs no special maintenance,
other than regular inspections of its bearings, journais,
and cam lobes when other routine maintenance is
performed (see Table 3.05-6).
Camshafts are of two piece construction, permanently
)
joined to form a single shaft. Camshafts are supplied as
an assembly only. Waukesha Engine Division will not
furnish a single section of the camshaft The camshaft
bearings should be replaced at engine overhaul.

3.05 -14 FORM 6248 First Edition


NOTE: The body of the valve lifter roller has a
machined flat side with an oil passage hole drilled (see
Figure 3.05·11). On 12 cylinder engines only. this flat
side may be oriented in either direction, once the roller is
seated in the groove.
FLAT SIDE
BOTTOM VIEW OF VALVE LIFTER BODY
Figure 3.05·11. Camshaft Valve lifter Body-
Bottom View
2. Inspect the valve lifter rollers (see Figure 3.05·12). If
the lifters have caused any wear on the cam lobes, the
camshaft must be reconditioned or replaced.
Figure 3.05-12. Camshaft Valve Ufters And Guides
3. Inspect the camshaft for heavily pitted areas.
Replace camshafts that have pitting that cannot be
polished out.
4. Inspect the camshaft for straightness. Support the
camshaft on blocks at the camshaft end bearing
journals. Using a dial indicator, check for straightness
while rotating the camshaft. The camshaft must be
straight within 0.001 inch (0.0254 mm).
5. Using a dial indicator, inspect the camshaft journals
(this check should be repeated after polishing, before
assembly).
) 6. Inspect the camshaft coupling for tightness. the
coupling should never be loose. A camshaft with a loose
coupling should be replaced.
FORM 6248 First Ed~ion
CRANKCASE DISASSEMBLY
7. Inspect the camshaft for cracks or fissures using a
dye penetrant process. Since the camshaft is of two
piece construction, the Magnaflux© process cannot be
used.
VALVE LIFTERS
ROLLER TYPE LIFTERS
A CAUTION I Valve Ii~ers should nev·
I..
==.....;:==:;....;:....:...;=~.
1.... er be disassembled for
Inspection or repair. Only complete lifters are
available for replacement. Disregarding this in·
formation could resub in product damage and/or
personal injury.
A WARNING
Cleaning solvents may be toxic or flammable. Keep
away from heat or flame. Read the manufacture's
warnings on the container. Always use approved
cleaning solvents In a well ventilated area. Contact
with skin could resub in severe personal injury or
death.
A CAUTION I~oller
I..
==.....;:==:;....;:....:...;=~.
1....
type lifters used
for replacement are
shipped from the factory coated with a light rust
preventative coating. the coating may be removed
from the lifters by wiping them with a dry cloth or a
cioth dampened in cleaning solvent. Roller type
lifters should not be immersed in cleaning solvent,
since this would not only remove the outer rust
preventative coating but would also remove the
lubricant from the lifter roller bushing and pin,
which can result in lifter failure.
3.05 - 15
CRANKCASE DISASSEMBLY

1. Clean valve lifters of varnish and buildup (insure that 1. Inspect the hydraulic lifters for damage and dirt
the lubricant is not removed from the bushing and pin particles (see Figure 3.05-14). )
area (see Figure 3.05-13).

PLUNGER~~C-CUP

HYDRAULIC
LIFTER",
"-~/

PUSH
/
Figure 3.05-13. Lubricate Valve Lifter Rollers ROD
TUBE
1'-
2. Inspect the outside diameter of the roller for scuffing
or chips.

3. Inspect the roller for smooth rotation (insure that the

roller is properly lubricated during this step). Insure that
the roller is free and does not have tight or loose spots
during its rotation.
4. Inspect the valve lifter body for scratches and galled
areas.
"
Figure 3.05-14. Hydraulic Lifter )
2. Inspect the push rod for straightness, kinks or other
damage. Replace any bent or damaged push rods. The
push rod must be straight to within 0.020 in (0.508 mm)
T.I.R. (see Figure 3.05-15).

IA
..
CAUTION I Dry valve lifters should
never be installed In the
engine. Disregarding this information could result
in product damage and/or personal injury.

5. After inspection and cleaning, the lifters should be

stored in a container of S.A.E. 20 or 30 lube oil. New
replacement lifters should be stored in the same
container of lube oil (do not wipe the oil from the lifters
when installing them).

HYDRAULIC LIFTERS
Servicing hydraulic lifters requires a clean service shop.
Because of the delicate procedures required to service Figure 3.05-15. Push Rod
hydraulic lifters, many service agencies replace all
lifters at engine overhaul. 3. Inspect the ball and socket fittings for signs of wear

IA..
CAUTION I Hydraulic lifters must be
filled with the proper oil
beyond the case hardening. Push rods with worn socket
and ball assemblies must be replaced.

prior to installation in the engine. Failure to fill the NOTE: Since testing of the hydraulic lifters requires a
lifters with oil will cause damage to equipment. special viscosity fluid and test equipment, Waukesha
Engine Division does not recommend testing in the field.

3.05 - 16 FORM 6248 First Ed~ion


4. Inspect the hydraulic lifter to insure that the spring
and check valve are not broken (see Figure 3.05-16).
CHECK VALVE
Figure 3.05-16. HydrauliC Lifter - Internal View
5. If it is determined that the hydraulic lifter is to be
replaced, insure that the push rod is not damaged when
removing the hydraulic lifter.
6. Use a suitable fixture and press, to properly install
the hydraulic lifter on the push rod (see Figure 3.05-17).
Figure 3.05·17. Hydraulic Lifter - Installation
) Figure 3.05-18. Piston Assembly
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
PISTON
PISTON DISASSEMBLY
A WARNING
Always wear proper eye protection when removing
piston pin retaining rings. Slippage may propel the
ring with enough force to cause severe personal
injury or death. Use the correct retaining ring pliers.
Verify that the tips of the pliers are not excessively
worn or damaged.
A WARNING
The connecting rod weighs 62 Ibs. (28 kg). Use a
suitable lifting device and use caution during
removal or Installation to prevent serious personal
injury or death.
1. Remove the piston pin retaining rings. Slide out the
piston pin and remove the connecting rod (see
Figure 3.05-18).
3.05 -17
CRANKCASE DISASSEMBLY
2. Remove and discard the piston rings. Piston rings
take a definite set and must not be reused if the engine
has been operated in excess of 50 hours (see
Figure 3.05-19).
Figure 3.05-19. Piston And Rings
PISTON CLEANING AND INSPECTION
I A CAUTION IDo not sand blast or
.. glass bead blast pistons.
Sand and glass bead blasting removes the tin
plating and rounds off the ring lands. Disregarding
this information could result in product damage
and/or personal Injury.
I A CAUTION IDo not place pistons in
.. the caustic hot bath. The
caustic solution attacks aluminum and the tin
plating may blister or warp if heated to tempera-
tures above 212' F (100' C).
1. To remove all carbon and combustion deposits, soak
the pistons in a special detergent that will not corrode
aluminum. Maintain the temperature of the cleaning
solution well below 212' F (100' C).
A WARNING
Compressed air can pierce the skin and cause
severe personal Injury. Never use your hand to
check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.
2. Thoroughly rinse the pistons and dry with moisture
free compressed air.
3.05 - 18
3. Thoroughly clean the oil drain holes leading from the
oil control ring groove (bottom) to the underside of the )
piston crown (see Figure 3.05-20). Run a small bristle
brush through the passageways to ensure their cleanli-
ness, but be careful not to damage or enlarge the holes.
Do not use a wire brush.
~
"'" ~OILDRAIN
HOLES
\: j
-
Figure 3.05-20. Piston 011 Drain Holes
)
I.A. CAUTION Iscratching
Exercise care to avoid
the sides of
the piston ring grooves.
4. Thoroughly clean the piston ring grooves of all
carbon deposits. A broken piston ring properly ground to
a sharp chisel-like edge may be used for this purpose.
5. Carefully inspect the pistons for excessive damage.
Discard pistons with cracked, broken or bent ring lands.
Check the piston skirt for cracks, gouges, deep
scratches or heavy scoring (displaced metal formed into
patches or crowns). Check the piston heads for
evidence of burning, etching or melting. Look for marks
or imprints caused by contact with valves. Pistons with
superficial wear marks, minor scratching or mild scoring
may continue to be used.
6. Run your index finger around the edge of the piston
crown to feel for dings, nicks or burrs. lightly file the
edge of the crown to remove any defects.
7. Check under crown and pin tower bosses for any
cracks.
FORM 6248 First Edition

A WARNING
Always carefully read the manufacturer's instruc-
tions to avoid severe personal injury or death.
Using the Magnaflux® Dye Penetrant Test Kit
(Tool PIN 494283), inspect the piston for surface cracks.
Pay special attention to the area around the pin bores,
ring lands and oil drain holes beneath the piston crown.
8. To remove oily residues, apply the Magnaflux®
Spotcheck® Cleaner/Remover (SKC-S) directly to the
test area. Thoroughly wipe the area with a clean cloth.
Repeat the procedure as necessary. Final wiping
should result in a clean cloth. Allow the test area to dry.
NOTE: Wear rubber gloves to avoid hard-to-remove
stains on hands.
9. Spray the test area with the Magnaflux®
Spotcheck® Penetrant (SKL-SP). Wait 1 to 30 minutes.
10. Spray the Magnaflux® Spotcheck® Cleaner/Re-
mover (SKC-S) on a clean cloth (not on the test area).
Wiping in one direction, remove all surface penetrant.
Repeat as necessary.
11. Spray the test area with the Magnaflux®
Spotcheck® Developer (SKD-S2). Apply a thin even
film. Allow the film to dry completely. The proper
application dries to an even white layer.
12. Carefully inspect the test area for cracks. A bright
colored solid or dotted line marks a crack. Fine cracks
may take up to 15 minutes to appear. Large cracks can
be seen almost immediately. If the crack is wide and
deep, the indication will grow and spread. Discard the
piston if any cracks are found.
A WARNING
Operating an engine with a cracked piston could
resuH In severe engine damage and possible severe
personal Injury or death.
13. Wipe the test area clean if no cracks are found.
Thoroughly wash the piston in a non-caustic cleaner to
remove any traces of dye penetrant.
Carefully inspect the pistons for excessive wear. The
following checks and measurements are helpful in
determining whether the pistons are fit for reuse.
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
IA
..
CAUTION I Waukesha assumes ab-
solutely no liability for
any damage that may occur through the reuse of
engine parts failing within published wear limit
guidelines. Reuse of engine parts that do not meet
the new part speCifications listed In the Fits and
Clearances section of this manual are the sole
responsibility of the user. Under no circumstances
is the reuse of any part exceeding the published
wear IimHs Justified.
14. Weigh the pistons to verify that all are within
2 ounces (56.7grams) of one another.
15. Measure the piston skirt diameter (top), in line with
and at 90 degrees from the pin hole (A inTable 3.05-7
and Table 3.05-8). Discard the piston if the measure-
ment does not fall within allowable limits.
I~
A CAUTION I Use the published wear
limits with discretion. Al-
though Waukesha recognizes that many used parts
are suitable for continued service, there is almost
always a corresponding reductlon.ln performance.
Carefully consider the following items before reus-
Ing any particular part: (a.) The number of mating
parts being reused. (b.) The extent of the repair
relative to the expected service life prior to the next
major overhaul. (c.) The engine application, such as
horsepower requirement, maintenance Intervals
and type of installation. (d.) The problems that may
occur through reuse.
16. Measure the piston skirt diameter (bottom), in line
with and at 90 degrees from the pin hole (8 in Table 3.05-7
and Table 3.05-8). Discard the piston if the measurement
does not fall within allowable limits.
17. Measure the inside diameter of the piston pin bore
at four locations (C in Table 3.05-7 and Table 3.05-8).
Discard the piston if any measurement does not fall
within allowable limits.
18. Check the piston pin bores for excessive wear.
Insert a good piston pin into the pin bore. The pin should
slide in and out without binding, pivoting or rocking.
19. Measure the inside diameter of the cylinder sleeve
at right angles to the crankshaft in the lower or most
worn area of the sleeve. Measure the outSide diameter
of the piston skirt across the thrust faces (at right angles
to the piston pin bore). The difference in these two
measurements is the piston skirt to cylinder sleeve
clearance (0 in Table 3.05-7 and Table 3.05-8).
NOTE: Check piston clearance in the sleeve in which
the piston will run. The sleeve must be deglazed before
it is suitable for further service.
3.05 -19
CRANKCASE DISASSEMBLY

Table 3.05-7. Piston (Four Ring Only) - Gas

-.l
T
•
A

W
vIS; NOTE: Dimensions A and B must be measured at
the locations shown.
'-=/

.B

D- ~
FOUR RING PISTON - GAS
Piston material: Tin plated aluminum alloy
Piston type: Cam ground
Pistons are removed from: Top of crankcase
Permissible weight variation per set: 2 ounces (56.7 grams)
Measurement I Inches I Metric (mm)
Piston hole center to piston crown standard compression ratio
L5108G (8.25:15101) 6.245 - 6.255 158.623 - 158.877
L5790G,GSI (8.25:15101) 5.620 - 5.630 142.748 - 143.002
L7042G/GSI (8.0 to 1) 5.465 - 5.475 138.811 - 139.065
10.0:1 Compression ratio
L5108GSI 6.587 - 6.597 167.310 - 167.564
5790GL 6.031 - 6.037 154.737 - 154.864
10.5:1 Compression ratio
7042GL - 4 Ring I 6.092 - 6.097 I 154.737 - 154.864
(A) Piston skirt diameter ~op) in line wnh pin hole:
All 8-112 inch bore models (L5108 etc., L5108 etc.) 8.461 - 8.462 214.909 - 214.934
All 9-3/8 inch models (L7042 etc.) - 4 Ring 9.334 - 9.335 237.064 - 237.109
90° from pin hole:
All 8-1/2 inch bore models 8.477 - 8.478 215.316 - 215.341
All 9-3/8 inch models - 4 Ring 9.350 - 9.351 237.490 - 237.515
(8) Piston skirt diameter (bottom) in line with pin hole:
All 8-112 inch bore models 8.478 - 8.479 215.341 - 215.387
All 9-3/8 inch models - 4 Ring 9.354 - 9.355 237.592 - 237.617
90° from pin hole:
All 8--1/2 inch bore models 8.487 - 8.488 215.570 - 215.595
All 9-3/8 inch models - 4 Ring 9.382 - 9.363 237.795 - 237.820 )
(Continued)

3.08-20 FORM 6248 First Edition

 CRANKCASE DISASSEMBLY

~
T
,
A
~

es!~
W NOTE: Dimensions A and B must be measured at
the locations shown.

D- f-
Measurement Inches Metric (mm)
(e) Piston pin bore 3.0004 - 3.0009 76.210 - 76.223
(D) Piston skirt to sleeve clearance (thrust area) ."
All 8-1/2 inch and 9-3/8 inch bore models - 4 Ring 0.0123 - 0.0143 I 0.~1.24 - 0.3632

(E) Groove width;

Top, 2nd and 3rd: All 8-1/2 inch models (L5108 etc., L5790 etc.) 0.189 - 0.190 4.801 - 4.826
Top: All 9-3/8 inch bore models (L7042 etc.) 0.1915 - 0.1925 4.8641 - 4.8995
2nd and 3rd: All 9-3/8 Inch bore models (L7042 etc.) - 4 Ring 0.190 - 0.191 4,~26 - 4.851

4th Oil Ring

Oil Ring, All 8-1/2 inch bore models 0.313 - 0.314 7.950 - 7.9756
Oil Ring, All 9-3/8 inch bore models - 4 Ring 0.376 - 0.377 9.550 - 9.576

FORM 6248 First Edition 3,05 - 21

CRANKCASE DISASSEMBLY

Table 3.05-8. Three Ring Piston (PIN 2055040) (pIston Used On GL 9-3/8 Bore With PIN 205130L Liner Only) - Gas
)
E

-.-1
I
T A

6!~
~ NOTE: Dimensions A and B must be measured at
the locations shown.

D_
~
THREE RING PISTON - GAS
Piston material: lin plated aluminum alloy
Piston type: Cam ground
Pistons are removed from: Top of crankcase
Pennissible weight variation per set: 2 ounces (56.7 grams)
Measurement Inches Metric (mm)
Piston hole center to piston crown 6.094 154.787
(A) Piston skirt diameter (top) in line wtth pin hole: 9.336 - 9.337 237.134 - 237.159
go.;l from pin hole 9.352 - 9.353 237.541 - 237.820
(8) Piston skirt diameter (bottom) in line with pin hole 9.354 - 9.355 237.592 - 237.617
0
90 from pin hole: 9.362 - 9.363 237.795 - 237.820
(e) Piston pin bore 3.0004 - 3.0009 76.2100 - 76.2228
(D) Piston skirt to sleeve clearance (thrust area) 0.0123 - 0.0143 0.3124 - 0.0363
(E) Groove width
Top 0.1920 - 0.1930 4.8768 - 4.9022
2nd 0.189 - 0.190 4.8006 - 4.8260
3rd 0.251 - 0.252 6.375 - 6.401

3.05-22 FORM 6248 First Edition


CAUTION I~or~ rin9. grooves re~ult
I=.-A='-;;;..;;....;;.;::..~..;::.-'---'.
L. . high 011 consumption
In
and blow-by of exhaust gases. Blow-by of exhaust
gases contaminates the engine 011 supply with
acids and leaves sludge in the crankcase. It also
reduces engine efficiency by weakening the com-
bustion seal necessary for efficient transfer of
energy to the piston.
20. Measure the piston ring groove widths
(D in Table 3.05-9 and Table 3.05-10).lnserttheedgeof
a new ring into the piston ring groove (see
Figure 3.05-21). Insert a feeler gauge between the
upper surface of the ring and the ring land to measure
the ring groove side clearance. Since the grooves wear
unevenly, repeat this check at several locations around
the piston groove circumference. Discard the piston if
any ring groove clearance does not fall within allowable
limits (see Table 3.05-9 and Table 3.05-10).
Figure 3.05-21. Check Piston Ring Groove Clearance
NOTE: The top compression ring groove is exposed to
the highest temperature, pressure and abrasion. To
prolong piston and ring life, a cast iron ni-resist insert is
installed to slow groove and ring side wear. The
extended service life realized by the ni-resist insert may
result in a condition where the greatest wear is found in
the second compression ring groove.
21. Polish the pistons and pin bosses with fine grit
crocus cloth to remove minor scuff marks and
scratches.
22. Replace pistons that do not conform to specifica-
tions.
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
NOTE: The weights of the pistons installed in the
engine must not vary by more than 2 ounces. For
example, if the piston weights are stamped 500, 501
and 502 ounces, then the variance would be within the
acceptable range. But if the weights are 499-1/4, 500
and 501-1/2, then the variance exceeds specification,
and the piston set, as constituted, would be unaccept-
able.
23. Cover the pistons with a clean plastic sheet to
protect them from dust and dirt.
PISTON RING INSPECTION
Before placing each ring on the piston, perform the
following checks.
A CAUTION IExces~ive
I. . =..
='-'----''-_,;;,...--1. suits In high oil con-
.'ing gap re-
sumption and blow-by of exhaust gases. Blow-by
of exhaust gases contaminates the engine oil
supply with acids and leaves sludge in the crank-
case. It also reduces engine efficiency by weaken-
ing the combustion seal necessary for efficient
transfer of energy to the piston.
I. . =.A. CAUTION I Insufficient ring gap may
cause the ends to abut at
='-;..;;....;;.;;;....;;....;;.;::..;....;;..J.
engine operating temperatures, resulting in ring
breakage, sleeve scuffing and/or piston seizure.
1. Insert the new ring into the cylinder sleeve, square it
in the lower end of the bore and measure the ring gap
with a feeler gauge (see Figure 3.05-21). Do not use the
ring if the gap exceeds the specifications listed in
Table 3.05-9 and Table 3.05-10. Discard the ring if any
clearance does not fall within allowable limits.
3.05 - 23
CRANKCASE DISASSEMBLY

Table 3.05-9. Piston Rings (Four Ring Piston Only) - Gas

)

TANGENTIAL LOAD (LT)

=:::I C B (END CLEARANCE)

A . . . LOAD AT DIA. (LD)

(GAUGE DIAMETER)

E (SIDE CLEARANCE) L K (RADIAL WAlL

...10
.LL THICKNESS)

T~
NSI (WIDTH)

"T
PISTON RINGS (FOUR RING PISTON ONLy) - GAS
Top ring: (L51OSG/GSI/GL, L5790G/GSI/GL, L7042G/GSI/GL) Crowned plasma coaled compression (top marked with notch)
Second ring: (All VHP gas engines), Tapered face compression (top marked "top" and marked with notch) )
Thirdrin~: (L5108G/GSI/GL, L579OG/GSI/GL, L7042G/GSI) Tapered face compression ~op marked "top' and marked with notch} 7042GL,
Scraper aced compression ring (top marked with indentation)
Fourth ring: (All VHP Gas Engines) Conformable grooved oil ring with expander ~op marked w~h notch)
Measurement Top 2nd and 3rd 4th
(A) Ring gauge diameter
L51OBG/GSI/GL, L579OG/GSI/GL 8.500 in. (215.9 mm) 8.500 in. (215.9 mm) 8.500 in. (215.9 mm)
L7042G/GSI/GL 9.375 in. (238.125 mm) 9.375 in. (238.125 mm) 9.375 in. (238.125 mm)
(8) Ring end clearance at gauge diameter
L51OSG/GSI/GL, 0.040 - 0.055 in. 0.025 - 0.040 in. 0.023 - 0.038 in.
L5790G/GSI/GL (1.016 -1.397 mm) (0.635 - 1.016 mm) (0.584 - 0.965 mm)
0.045 - 0.060 in. 0.030 - 0.045 in. 0.Q15 - 0.035 in.
L7042G/GSI (1.143 -1.524 mm) (0.762 -1.143 mm) (0.381 - 0.889 mm)
(C) Ring radial wall thickness
L5108G/GSI/GL, 0.300 - 0.315 in. 0.300 - 0.315 in. 0.243 - 0.258 in.
L579OG/GSI/GL (7.62 - 8.00 mm) (7.62 - 8.00 mm) (6.172 - 6.553 mm)
0.302 - 0.317 in. 0.302 - 0.317 in. 0.290 - 0.310 In.
L7042G/GSI (7.671 - 8.052 mm) (7.671 - 8.052 mm) (7.366 - 7.874 mm)
0.302 - 0.317 in. 0.302 - 0.317 in. 0.290 - 0.310 in.
7042GL (7.671 - 8.052 mm) (7.671 - 8.052 mm) (7.366 - 7.874 mm)
(D) Ring width
L51OSG/GSI/GL, 0.1850 - 0.1865 in. 0.1835 - 0.1850 in. 0.3085 - 0.3100 in.
L5790G/GSI/GL (4.699 - 4.7371 mm) (4.661 - 4.689 mm) (7.836 - 7.874 mm)
0.1850 - 0.1865 in. 0.1650 - 0.1865 in. 0.03720 - 0.03735 in.
L7042G/GSI (4.699 - 4.737 mm) (4.899 - 4.737 mm) (9.449 - 9.487 mm)
(Continued)

3.05 - 24 FORM 6248 First Ed~ion

 CRANKCASE DISASSEMBLY

TANGENTlAL LOAD (LT)

=:I t=: B (END CLEARANCE)

~ LOAD AT DIA. (LD)

A
(GAUGE DIAMETER)

J
E (SIDE CLEARANCE) L K (RADIAL WALL
-1
D

LL THICKNESS)

T~ fi:!i:!
T
(WIDTH)

Measurement Top 2nd and 3rd :.Ath

(D) Ring width
0.1850 - 0.1865 in. 0.1850 - 0.1865 in. 0.03720. - 0.03735 in.
7042GL (4.699 - 4.737 mm) (4.699 - 4.737 mm) (9.449 - 9.487 mm)
.
(E) Ring, piston groove, side clearance
0.0025 - 0.0050 in. 0.0040 - 0.0065 in. 0.0030:- 0.0055 in.
L5108G/GSIIGL, L579OG/GSIIGL (0.064 - 0.127 mm) (0.102 - 0.165 mm) (0.076:' 0.140 mm)
0.0050 - 0.0075 in. 0.0035 - 0.0060 in. 0.0025 - 0.0050 in.
L7042GIGSI (0.127 - 0.1905 mm) (0.0689 - 0.1524 mm) (0.064 - 0.127 mm)
0.0050 - 0.0075 in. 0.0035 - 0.0060 in. 0.0025 - 0.0050 in.
7042GL (0.127 - 0.191 mm) (0.069 - 0.152 mm) (0.064 - 0.127 mm)
(LD) Load in Ibs. at gauge diameter
L5106GIGSIIGL, L5790GIGSIIGL 30 Ibs. (13.6 kg) (minimum) 15 - 22 Ibs. (6.8 - 9.9 kg) -
L7042GJGSI 22 Ibs. (13.6 kg) (minimum) 13.5 - 20.5 Ibs. (6.1 - 9.3 kg) -
7042GL 22lbs. (13.6 kg) (minimum) 13.5 - 20.5Ibs. (6.1 - 9.3 kg) -
(LT) Tangenlialload, in Ibs. at end clearance
L510SGIGSIIGL, L5790GIGSIIGL - - 28.5 - 3S.Slbs. (12.9 - 17.5 kg)
L7042GIGSI - - 24.0 - 3S.0 Ibs. (10.9 - 17.2 kg)
7042GL - - 24.0 - 3S.0 Ibs. (10.9 - 17.2 kg)

FORM 6248 Firs! Ed~ion 3.06 - 25

CRANKCASE DISASSEMBLY

Table 3.05-10. Piston Rings

(Used On GL 9-3/8 Inch Bore With Three Ring Piston And PIN 205130L Cylinder Sleeve Only) - Gas )

TANGENTIAL LOAD (LT) ==:I t= 8 (END CLEARANCE)

A ~ LOAD AT DIA. (LD)

(GAUGE DIAMETER)

E (SIDE CLEARANCE) LK (RADIAL WALL

...1
D

.LL THICKNESS)

Tr-: I~ r(WIDTH)

PISTON RINGS
(USED ON GL 9-3/8 INCH BORE THREE RING PISTON AND PiN 205130L CYUNDER SLEEVE ONLY) - GAS
Top ring: Plasma ooated (top marked wnh nelch)
Second ring: Scraper groove compression (top marked with indentation mark)
Third ring: Conformable grooved oil ring with expander
Measurement Top 2nd 3rd
(A) Ring gauge diameter 9.375 in. (238.125 mm) 9.375 in. (238.125 mm) 9.375 in. (238.125 mm)
0.035 - 0.047 in. 0.065 - 0.060 in. 0.015 - 0.035 in.
(8) Ring end clearance at gage diameter (0.889 -1.194 mm) (1.651 - 2.032 mm) (0.381 - 0.889 mm)
0.317 - 0.302 in. 0.302 - 0.317 in. 0.213 - 0.227 in.
(C) Ring radial wall thickness (8.052 - 7.761 mm) (7.671 - 8.052 mm) (5.410 - 5.7658 mm)
0.1850 - 0.1865 in. 0.1850 - 0.1865 in. 0.2475 - 0.2490 in.
(D) Ring widlh (4.6990 - 4.7371 mm) (4.6990 - 4.7371 mm) (6.2865 - 6.3246 mm)
0.0055 - 0.008 in. 0.0025 - 0.0050 in. 0.002 - 0.0045 in.
(E) Ring, piston groove, side clearance (0.1143 - 0.2032 mm) (0.0635 - 0.127 mm) (0.0506 - 0.1143 mm)
13.5 - 20.5 Ibs.
(LD) Load in lb•. at gauge diameter 20.4 lb•. (9.2 kg)
(6.1 - 9.3 kg)
-

45.4 - 68.1 lb•.

(LT) Tangential load, in lb•. at end clearance - - (20.6 - 30.9 kg)

3.05 - 26 FORM 6248 First Edition

 CRANKCASE DISASSEMBLY

PISTON RING ASSEMBLY NI·RESIST

INSERT
8-1/2 INCH BORE G/GSI/GL (4 RING PISTON)

A CAUTION IAIWaYS~nstalinewPiston
.
=.
I =----'=..;;..;;;....;;....;;...;;;..;~. rings. Piston rings take a
L..

definite set and must not be reused If the engine has

been operated In excess of 50 hours. Deglaze the
cylinder sleeve before installing new rings. Disre-
garding this information could result in product
damage and/or personal injury.

I.
A CAUTION 1~lngdeSignSandmateri­
==----'=..;;..;;;....;;....;;...;;;..;~.
L.. . als vary between engine
models. Be sure that the replacement ring set is the Figure 3.05-22. Install Piston Rings
one specified for the engine. Disregarding this
information could result in product damage and/or
personal injury.
.. CAUTION
A
= I Use the proper piston
I =--=:...::..-::..::;...:...:....;:;..:..:.J. ring spreader (Tool
1...

PIN 494019) to prevent excessive ring twist and

A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your hand
to check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.
1. Use compressed air to remove any dirt or dust that
may have settled in the oil drain holes and piston ring
grooves (see Figure 3.05·22).
expansion. Over expansion may cause the ring to
crack opposite the ring gap. Defective or distorted
rings result in blow-by of exhaust gases, increased
oil consumption and lower service life on compo-
nents.
A CAUTION I ~o avoid stre~ching the
IL.=
.=:........;=...;..;;....;;....;;...;;;..;~.
. expander spring, Install
the spring and 011 control ring separately. Excessive
stretching may adversely affect spring tension and
reduce ring performance.

2. Remove the expander spring from the slotted

spring-loaded oil control ring (see Figure 3.05-23).
Carefully inspect the ring for burrs or metal fragments
that may remain from the machining process.

DIRECTIONAL
NOTCH

)
Figure 3.05-23.011 Control Ring Detail - 8-1/2 Inch Bore

FORM 6248 First Edition 3.05-ZT

CRANKCASE DISASSEMBLY

3. Pull apart the ends of the expander spring. Wrap 6. Install the top crowned plasma-coated compression
the spring around the bottom ring groove. Insert the ring. The notch on center of the ring gap must face up )
1-1/2 inch (38.1 mm) wire pin at one end of the spring (see Figure 3.05-25). Verify that the ring rotates freely
into the coil loop on the other end. on the piston.

4. Install the slotted oil control ring with ring gap

opposite mated ends of the expander spring. Be sure
that the notches on the ring gap face upward (see
Figure 3.05-23). Verify ring rotates freely on the piston.

CAUTION I
I A=:.....:=.:..;::;.....;:~=-.::..:..J.
Do not Install th.e 2nd and
L..
: .. 3rd compression rings
upside down. Upside down rings will scrape 011 up
Into the combustion chamber, resulting in high oil
consumption and sticking valves.

5. Install the two tapered compression rings with the

word "Top" facing the piston crown. The top olthe ring is
also identified by the inside bevel and the notch in the
center of the ring gap (see Figure 3.05-24). Verify that
the ring rotates freely on the piston.
Figure 3.05-25. Barrel-faced Compression Ring Detail

7. Rotate the four piston rings using the palms of both

hands. The rings must rotate freely without sticking.

8. Stagger the ring gaps around the piston. Rotate each

ring to position the gap 90 degrees from the gap in the )
ring above it.

Figure 3.05--24. Compression Ring Detail

3.05-28 FORM 6248 First Ed~ion

 CRANKCASE DISASSEMBLY

9-3/8 INCH BORE GIGSI (4 RING PISTON) 5. Install the 3rd and 2nd compression rings with the
sides marked "TOP" up, this side is also marked with a
A WARNING notch. Verify that the ring rotates freely on the piston
(see Figure 3.05-26).
Compressed air can pierce the skin and cause
severe personal Inlury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.

1. Use compressed air to remove any dirt or dust that

may have settled in the oil drain holes and piston ring
grooves. TOP COIWPRESSIION

IA
...
CAUTION I To avoid stretching the
expander spring, Install
NOTCH

the spring and oil control ring separately. Excessive

stretching may adversely affect spring tension and
reduce ring performance. NOTCH

2. Remove the expander spring from the slotted

spring-loaded oil control ring. Carefully inspect the ring
for burrs or metal fragments that may remain from the
machining process.

3. Pull apart the ends of the expander spring. Wrap the CONTOURED
_--FACE
spring around the bottom ring groove. Insert the 1-1/2
inch (38.1 mm) wire pin at one end of the spring into the
coil loop on the other end.

IA
...
CAUTION I Use the proper piston
ring spreader (Tool PIN
494019) to prevent excessive ring twist and expan-
sion. Over expansion may cause the ring to crack
opposite the ring gap. Defective or distorted rings
result in blow-by of exhaust gases, increased oil
consumption and lower service life on valves and
other components.
4. Install the slotted oil control ring with the ring gap
opposite the mated ends of the expander spring. The
ring must be installed with the notched side up. Verify
that the ring rotates freely on the piston.
Figure 3.05-26. 9-3/8" Bore G,GSI Piston Ring
Configuration
6. Install the top crowned plasma coated compression
ring with the notch on the ring gap facing the piston
crown. Verify that the ring rotates freely on the piston.
7. Rotate the four piston rings using the palms of both
hands. The rings must rotate freely without sticking.
8. Stagger the ring gaps around the piston. Rotate each
ring to position the gap 90 degrees from the gap in the
ring above it.

IA
...
CAUTION I Do not install the 2nd and
3rd compression rings
upside down. Upside down rings will scrape 011 up
into the combustion chamber, resulting in high oil
consumption and sticking valves.

FORM 6248 First Edition 3.05 - 29

CRANKCASE DISASSEMBLY

PREVIOUS PRODUCTION 9-3/8 INCH BORE GL 5. Install the 3rd compression ring with the scraper
(4 RING PISTON) groove on the outer lower corner facing down toward the
piston skirt. Verify that the ring rotates freely on the
A WARNING piston (see Figure 3.05-27).

Compressed air can pierce the skin and cause

NOTCH IN RING GAP
severe personal in/ury or death. Never use your FACES CROWN
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.

1. Use compressed air to remove any dirt or dust that

may have settled in the oil drain holes and piston ring
grooves.
NI-RESIST
INSERT

A CAUTION I
I=..
L.
To avoid stretching the
='-"---''"---_.;;...---J. expander spring, Install
the spring and oil control ring separately. Excessive
stretching may adversely affect spring tension and
reduce ring performance.
GROOVE
2. Remove the expander spring from the slotted
spring-loaded oil control ring. Carefully inspect the ring
for burrs or metal fragments that may remain from the
machining process.

3. Pull apart the ends of the expander spring. Wrap the ,

spring around the bottom ring groove. Insert the 1-1/2 )
DRAIN HOLE
inch (38.1 mm) wire pin at one end of the spring into the
coil loop on the other end. Figure 3.05-27. Previous Production 9-3/8" Bore GL
Piston Ring Configuration PIN 205404Z
IA
..
CAUTION I Use the proper piston
ring spreader (Tool PIN 6, Install the 2nd compression ring with the word "Top"
494019) to prevent excessive ring twist and expan- facing the piston crown. The top of the ring is also
sion. Over expansion may cause the ring to crack identified by the inside bevel and the notch in the center
opposite the ring gap. Defective or distorted rings olthe ring gap (see Figure 3.05-27). Verify that the ring
result In blow-by of exhaust gases, increased 011 rotates freely on the piston.
consumption and lower service life on valves and
other components. 7. Install the rectangular Plasma-faced top compres-
sion ring with the notch on the ring gap facing the piston
4. Install the slotted oil control ring with the ring gap crown. Verify that the ring rotates freely on the piston.
opposite the mated ends of the expander spring. The
8. Rotate the four piston rings using the palms of both
ring may be installed with either side up. Verify that the
hands. The rings must rotate freely without sticking.
ring rotates freely on the piston.
9. Stagger the ring gaps around the piston. Rotate each
CAUTION I
I.=A='-"-..;-::....;.....;;...;;;;....;~.
Do not install the 2nd and ring to position the gap 90 degrees from the gap in the
L. . 3rd compression rings ring above it.
upside down. Upside down rings will scrape oil up
into the combustion chamber, resulting in high 011
consumption and sticking valves.

3.05-30 FORM 6248 First Edition

 CRANKCASE DISASSEMBLY

CURRENT PRODUCTION 9-3/8 INCH BORE GL 2. Install the second ring (see Figure 3.05-28 and
(3 RING PISTON) Figure 3.05-29). Position the piston with the ring gap
located toward the rear of the engine. The ring must be
IA
:..
CAUTION I To avoid stretching the
expander spring, install
installed with the scraper edge down. The top of the ring
is identified with a machined mark.
the spring and 011 control ring separately. Excessive
stretching may adversely affect spring tension and 3. Install the top compression ring (see Figure 3.05-28
reduce ring performance. and Figure 3.05-29). Position the end gap toward the
front of the engine. Do not put the ring gap toward the

I~ CAUTION I
exhaust side of the engine. Carbon usually forms on the
-A Do not shorten the ex-
pander spring for any exhaust side early in the operation of the engine. Ring
reason. Shortening the expander spring will cause gaps located on the exhaust side enhance the formation
high oil consumption. of carbon. The top of the ring is marked "TOP".

1. Install oil control ring on the piston with the ring gap
located to the intake side of the engine (see
Figure 3.05-28 and Figure 3.05-29). Install spring in the
oil control ring groove with joint 180 degrees away from
oil control ring gap.

TOP RING
CENTERLINE
/. RING
~~~~~ __________~Ic=J

'" CENTERLINE
BARREL
-..j I-- ~:~:
SECOND RING
GAP

"'>--____________--'1 c=J
-----I '------ 0.080"
----, , - - 0.065" GAP

OIL CONTROL RING 0.250"

IECI}§~~~I-.r B
1
Figure 3.05-28. Current Production Piston Ring Detail
9-3/8 Inch 80re GL (3-Rlng Piston)

Figure 3.05-29. Current Production 9-3/8 Inch Bore GL

(3-Ring Piston)

FORM 6248 First Ed~ion 3.05 - 31

CRANKCASE DISASSEMBLY

PISTON PIN CLEANING AND NOTE: A/ways rep/ace the pin when a new piston is
INSPECTION instal/ed.

3. Visually inspect the pin for etching, scoring, damage

A WARNING or excessive wear. Any surface wear or detect that may
be felt is cause for replacement.
Always use approved cleaning solvents in a well
ventilated area. Contact with skin could result in 4. Measure the outside diameter of the piston pin in all
severe personal injury or death. wear areas. Wear is usually concentrated on those
surfaces that run in the pin bosses and rod bushings.
1. Wash the piston pins in a non-volatile cleaning Measure the pin diameter 90 degrees to the wear area.
solution or solvent. Refer to Table 3.05-11 for the new part tolerances olthe
piston pin. Discard the pin if the measurement is not
A WARNING within allowable limits.

Compressed air can pierce the skin and cause 5. Polish the piston pins with fine gr~ crocus cloth to
severe personal Injury or death. Never use your remove minor scuff marks and scratches. Rotate each
hand to check for leaks or to determine air flow pin in a lathe to avoid an out-ot-round condition.
rates. Wear safety glasses to shield your eyes from
6. Replace pins that do not conform to specifications.
flying dirt and debris.
7. Cover the piston pins with a clean plastic sheet to
2. Thoroughly dry the pins w~h moisture free com· protect them from dust and dirt.
pressed air.

Table 3.05·11. Piston Pin - Gas

t )

------------------------
------------------------
[)
T
MEASUREMENT INCHES METRIC (mm)
(A) Piston pin diameter 8-1/2 inch bore 2.9987 - 2.9992 76.1670 - 76.1797
Piston pin diameter 9-3/8 inch bore 2.9989 - 2.9994 76.1720 -76.1647
Piston pin length L5108G,L5790G 7-11/32 186
L7042G 8-11/32 212
Piston pin fit 8-1/2 inch bore 0.0012 - 0.0022 0.0305 - 0.0559
Piston pin fit 9-3/8 inch bore 0.001 - 0.002 0.0254 - 0.0508

3.05 - 32 FORM 6248 First Edilion

 CRANKCASE DISASSEMBLY

CONNECTING ROD
CONNECTING ROD DISASSEMBLY
1. Remove and discard the connecting rod bearings
(see Figure 3.05-30 and Figure 3.05-31).
I. ... CAUTION I
=A= __---'___---'. Adequately support the
upper end of the con-
necting rod to avoid unnecessary stress when
pressing out old piston pin bushings.
2. Refer to Table 3.05-12 and measure the piston pin
bushings for wear. If the piston pin bushings are to be
replaced, press the old piston pin bushings from the
upper connecting rod bore and discard (see
Figure 3.05-32).

SPLIT LINE OF BUSHING

(NEARSIDE)

Figure 3.05-30. Connecting Rod

SPLIT LINE OF BUSHING

(FAR SIDE)

Figure 3.05-32. Align Rod Pin Bushing Split Line

3. Remove the allen head pipe plug (1/8 inch) above

the pin bore (see Figure 3.05-33).
Figure 3.05-31. Bearing Cap

lro~~~ __::::-
----
----
--
---- ----
----
--~~-:::--\~~~=-==-===--=-=-==--:..:--~-------~
=~ --",,: ... -
PISTON PIN
BUSHING
LUBE OIL
PASSAGEWAYS
ROD BEARING
'-_
- _==_
.....

Figure 3.05-33. Clean Connecting Rod Lube 011 Passageways

FORM 6248 First EdHion 3.05 - 33

CRANKCASE DISASSEMBLY

Table 3.05-12. Series PIN 205507 Connecting Rod, Bushing And Bearing Specifications
)
A

~
rt~~J~ ~
r"'\
~-I
~~~~
-+- \!
~ ~~-- I

[-] ~ ~~ ~ ~
!--C_

-B_
~
D

MEASUREMENT INCHES METRIC (mm)

Rod material: Heat treated steel forging
Permissible connecting rod weight variation in an engine, within weigrt class A, B, or C
Connecting rod weight, Class A 60.0 ±O.12Ibs. 27.21 .0.054 kg
Connecting rod weight, Class B 62.0 ±O.12Ibs. 28.12.0.054 Kg )
Connecting rod weight, Class C 64.0 ±O.12Ibs. 29.03.0.054 Kg
(A) Connecting rod length, center to center 18.001 - 18.002 457.225 - 457.251
(8) Bore diameter for piston pin bushing 3.250 - 3.251 82.550 - 82.575
(C) Bushing bore diameter (diamond bored)
(Assemble 2 bushings with open ends of grooves toward inside) 3.0015 - 3.0020 76.238 - 76.508

Bushing press fit into connecting rod 0.0035 - 0.0085 0.0889 - 0.1651
Piston pin clearance in bushing
8.500 bore engines 0.0023 - 0.0033 0.0584 - 0.0838
9.375 bore engines 0.0021 - 0.0031 0.0533 - 0.0787
(D) Bore for crankpin bearing 6.625 - 6.626 168.275 - 168.300
Crankpin bearing diametral clearance (calculated bearing inside diameter minus
connecting rod journal diameter).
0.0042 - 0.0081 0.1067 - 0.2057

Width of connecting rod on bearing cap end 2.905 - 2.908 73.787 - 73.863
Connecting rod side clearance 0.029 - 0.041 0.736 - 1.041
Parallelism and twist limit between piston pin bushing bore and crankpin bore 0.001 0.0254

3.05 - 34 FORM 6248 First Ed~ion


CONNECTING ROD CLEANING AND INSPECTION
Connecting Rod Cleaning
A WARNING
Use of caustic solutions should be restricted to a
well ventilated area. Contact with skin, clothing and
eyes could result In severe personal InJury or death.
1. Submerse the connecting rods in the caustic hot tank
(or flush with a non-volatile cleaning solution and steam
clean) to remove all dirt, grease, oil, carbon and varnish
deposits.
2. Rush out the rifle drilled oil passageways with cleaning
solution (see Figure 3.05-33). Run a stiff bristle brush
through the passageways to ensure their cleanliness.
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
3. Thoroughly rinse the rods and dry with moisture free
compressed air.
A WARNING
Always use approved cleaning solvents in a well
ventilated area. Contact with skin could result in
severe personal injury or death.
4. Clean the connecting rod capscrews in solvent.
Inspect the capscrews for nicks, cracks, galled or
stretched threads and other obvious damage. Replace
as necessary.
A CAUTION I Any ~Ick, dent or ding in
I..=~.::;.::....:..::;...;:....:..,;;;,.;~.
1.,;. the SIde of the rod shank
is a potential problem. Stress focused at these points
may result in metal fatigue and eventual failure.
Disregarding this Information could result in prod-
uct damage and/or personal InJury.
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
Connecting Rod - MagnafluX® Application
A WARNING
Always carefully read the manufacturer's instruc-
tions to avoid severe personal injury or death.
Using the Magnaflux® Dye Penetrant Test Kit (Tool
PIN 494283), inspect the connecting rods for surface
cracks and defects. Look around high stress areas,
such as the pin bushing and rod bearing bores.
Proceed as follows:
1. Remove the rod caps from the blades.
2. To remove oily residues, apply the Magnaflux®
Spotcheck® Cleaner/Remover (SKC-S) directly to the
test area. Thoroughly wipe the area with a clean cloth.
Repeat the procedure as necessary. Final wiping
should result in a clean cloth. Allow the test area to dry.
NOTE: Wear rubber gloves to avoid hard-to-remove
stains on hands.
3. Spray the test area with the Magnaflux®
Spotcheck® Penetrant (SKL-SP). Wait 1 to 30 minutes.
4. Spray the MagnafluX® Spotcheck®'Cleaner/Remov-
er (SKC-S) on a clean cloth (not on the test area).
Wiping in one direction, remove all surface penetrant.
Repeat as necessary.
5. Spray the test area with the MagnafluX®
Spotcheck® Developer (SKD-S2). Apply a thin even
film. Allow the film to dry completely. The proper
application dries to an even white layer.
6. Carefully inspect the test area for cracks. A bright
colored solid or dotted line marks a crack. Fine cracks
may take up to 15 minutes to appear. Large cracks can
be seen almost immediately. If the crack is wide and
deep, the indication will grow and spread.
7. Wipe the test area clean if cracks are not found.
Thoroughly wash the rod to remove any traces of dye
penetrant.
3.05 - 35
CRANKCASE DISASSEMBLY
Connecting Rod Inspection
1. Perform a careful visual inspection of the connecting
rods. Verify that the rod shank is free of sharp nicks,
dents and gouges.
NOTE: All grinding to remove defects must be longitu-
dinal and blend in smoothly with the surrounding areas.
Do not transverse grind.
, -A CAUTION , Do not try .to straighten
'!!"!!:!!!~::'::''':':::''''::''':'':=''::..:..J. bent or twisted rods. A
L.
straightened rod will revert to its bent condition after
several hours of engine operation. Disregarding this
Information could result in product damage.
2. Position the rod in a fixture suitable for measuring
parallelism and length.
A. Connecting rods are twisted when the sides of
the bearing bore (large) and pin bushing bore
(small) are not parallel (see Figure 3.05-34). The
connecting rod bores must be parallel (see
Table 3.05-12) within 0.001 inch (0.0254 mm)
per inch of bushing diameter. Discard any
connecting rods that are bent or twisted.
INDICATOR
Figure 3.05-34. Connecting Rod Twist Gap
B. Measure the rod length. The center of the bearing
bore to the center of the pin bushing bore (see
Table 3.05-12) must be 18.001 - 18.002 inches
(457.225 - 457.251 mm). Discard any rod that
does not conform to this specification.
3. The difference between the bearing bore diameter
measurements on one side of the rod and the other is
the bore taper. Discard the connecting rod (see
Table 3.05-12) if the taper exceeds 0.0003 inch
(0.00762 mm).
3.05-36
A CAUTION 'Install a ~alrofbra.ssjaw
L =~=..:..::;...:~.;;....;~. inserts In the vise to
. .::
..
avoid damage to the rod shanks.
'
4. Place the rod blade in a vise with the serrated split
facing upward.
5. Use Prussian blue to check the mating surfaces of the
rod cap and blade for proper contact. Proceed as follows:
A. Apply the dye sparingly to the rod blade serrations.
B. Install the rod cap and torque each capscrew
equally to 45 ft-Ib (61 N·m) or less.
C. Remove the connecting rod capscrews and careful-
ly pull cap straight back off the rod blade. Inspeclthe
cap serrations for Prussian blue transfer. The blue
dye transfers from the blade to the cap wherever
good contact exists. The flanks of the cap serrations
must show at least 50% surface contact Non-con-
tact areas must be discontinuous with no more than
10% of the void concentrated in any area.
6. If the transfer of Prussian blue does not meet the
above speCification, proceed as follows:
A. Using a needle nose pliers, remove the 1/8 x 1/2
inch hollow roll pin from the rod cap (see
Figure 3.05-35). )
Figure 3.05-35. Rod Cap Roll Pin
B. Slide the cap back and forth on the blade. If the
cap sticks, use a fine triangular pattern file
between the serrations to lightly dress down any
burrs and high spots or to straighten any teeth
that may be bent slightly.
FORM 6248 First Edijion
 CRANKCASE DISASSEMBLY

C. Slide the cap back and forth on the blade. If the D. Repeating the torque sequence, torque the caps-
cap sticks again, repeat the procedure until the crews to a final torque value of 180 - 190 ft-Ib
cap slides smoothly without sticking. (244 - 257 N·m).
D. Use Prussian blue to recheck the mating surfaces 9. Inspect the connecting rod bore to verify that it is
for proper contact. Discard the rod if the transfer is clean and smooth.
still unacceptable. If the transfer is within specifica-
tion, install the roll pin with the longitudinal groove
A CAUTION! Do not use a flexible ball
facing the cap and the end of the pin flush with the
finished surface.
=
...
!L. =~=..:..;::;..;:....:...;=-=~. type hone to recondition
the rod bearing bore. The rod bearing bore is shot
Check the rod bearing bore for out-of-round and taper. peened and stress relieved. Honing degrades the
bearing seat by removing the shot peened finish.
A CAUTIO N !Install a pair of brass Jaw
!L.="'='--';";"'---''-''';'''';;;''''---1. Inserts In the vise to
Disregarding this information could resuH In prod-
uctdamage.
avoid damage to the rod shanks.
10. Using an inside micrometer or dial bore gauge,
7. Place the rod blade in a vise with the serrated split measure the diameter of one side of the connecting rod
facing upward. bearing bore at four locations (see Figure 3.05-37). Write
8. Torque the connecting rod cap to the blade, as down the diameter readings for reference purposes. The
difference between the largest and smallest diameter is the
follows:
out-of-round condition.
A. Lubricate the threads and under the heads of four
ferry head connecting rod capscrews with SAE
30 engine oil.
B. Locate the number "1" stamped in the connecting
rod cap. Hand tighten a capscrew in this hole
first. Hand tighten the remaining capscrews in
positions 2 thru 4 (see Figure 3.05-36).

STAMP
/~o OV 3

lJ
I"'"

A
-
,
][ ,
"- ROD CAP

~\.O 0--2 Figure 3.05-37. Check Rod Bearing Bore For

Figure 3.05-36. Connecting Rod Cap Capscrew
Tightening Sequence - Roll Pin Equipped
C. Following the same numerical sequence, torque
the capscrews to 50% of the total torque value.
Out-Of-Round And Taper
11. Repeat the measurements on the other side of the
rod bearing bore (see Figure 3.05-37).
12. Discard the connecting rod if the variation between
the four out-of-round measurements on either side of
the bore exceeds 0.001 inch (0.0254 mm).

FORM 6248 First Ed~ion 3.05 - 37

CRANKCASE DISASSEMBLY

CONNECTING ROD ASSEMBLY
Replace connecting rods as necessary. The letters"A,"
"8" or "C" are stamped on the cap of A205507A and
A205507C series connecting rods to identify its weight
classification (see Figure 3.05-38). Only rods from the
same weight class may be used in any engine (see
Table 3.05-13).
NOTE: Total weight is not the most important consider-
ation in matching connecting rods. Connecting rods are )
classified by matching unbalanced weight distribution.
CAUTION I
I A=~=...;;..;:::....:~.;:;..;;....;;.J.
Carefully inspect new
1....;
. :: . connecting rods before
use. Damage may occur from careless handling.
Verify that the rod shank is free of sharp nicks,
dents, gouges, etc.

All grinding to remove damages must be longitudinal

and blend smoothly with the surrounding areas. Do not
transverse grind.

1. Obtain a set of new piston pin bushings. Rotate one

of the bushings to take note of the split line (see
Figure 3.05-39).

ROD PIN
/BUSHING

WEIGHT
CLASSIFICATION
STAMP
)
Figure 3.05-38. Weight Classification Stamp Location

IA
;...
CAUTION I Never intermix rods of
different weight classifi-
cations. Disregarding this information could result
in product damage.
Figure 3.05-39. Rod Pin Bushing
Table 3 05-13 Connecting Rod Weight Classifications
A205507A SERIES
Large End Small End Total Rod
Weight Weight
Class Weight Weight
~O.06lbs. ~ 0.06Ibs. ~0.13Ibs.

A 42.5Ibs. 2O.0Ibs. 62.5Ibs.

B 43.5Ibs. 21.0Ibs. 64.5Ibs.
C 44.5Ibs. 22.0Ibs. 66.5Ibs.
A205507C SERIES

Weight ~eEnd Small End Total Rod

Class
eight Weight Weight
~ O.06lbs. ~ 0.06Ibs. ~0.12Ibs.

A 4O.3Ibs. 19.7Ibs. 6Olbs.

B 41.3Ibs. 2O.7Ibs. 621bs.
C 42.3Ibs. 21.7Ibs. 64lbs.

3.05-38 FORM 6248 First Edition

 CRANKCASE DISASSEMBLY

2. Position the bushing over the rod pin bore so thatthe 6. Diamond bore the upper connecting rod bushings
split line is 45 degrees off the rod centerline with the (see B in Table 3.05·12) to a diameter
open ends of the two lateral oil grooves facing inward 3.0015 - 3.0020 inch (76.238 - 76.508 mm) and a
(see Figure 3.05-32 and Figure 3.05-40). RMS 24 MAX finish.

A WARNING
Compressed air can pierce the skin and cause
OIL
severe personal injury or death. Never use your
GROOVES hand to check for leaks or to determine air flow rates.
Wear safety glasses to shield your eyes from flying
dirt and debris.

7. Direct compressed air into the lube oil drillings and

around the surface of the bushings to remove all metal
debris.

8. Ughtly oil a good piston pin and insert it into the

upper connecting rod bore to feel for the proper
interference fit. The pin should slide in and out of the pin
bushing without binding. but also without pivoting or
rocking.

9. Apply a drop of Loctite@ 271 Adhesive Sealant

(High Strength) to the leading threads of the pipe plug.
Install a new 1/8 inch allen head pipe plug in the oil hole
above the pin bore (see Figure 3.05-40). Wrench
LINE
tighten.
Figure 3.05-40. Verify Orientation Of Rod Pin
Bushings Oil Groove 10. Wedge a pointed punch between the plug and
connecting rod threads. Strike the punch sharply with a
single blow. Staking distorts the threads of the plug and
3. Press the piston pin bushing into the rod pin bore locks it in place.
(see Figure 3.05-40).
11. Place a second stake 180 degrees from the first.
4. Turn the connecting rod over and repeat steps 2 and
3 to install the second bushing. 12. Remove any metal chips or fragments that may
have been produced by the staking operation.
5. Note that proper installation of the bushings puts the
oil grooves at the bottom of the bore with the closed end
of each groove pointing to opposite sides of the rod
shank (see Figure 3.05-40). The outside edge of each
bushing must be flush with the connecting rod.

IA
..
CAUTION I Clamp the connecting
rod In a suitable fixture
that references off the center of the crankshaft bore_
A loose boring setup will produce an oblong hole.
Disregarding this information could result in prod-
uct damage.

I=.A. CAUTION I
L.
Do not r~am the upper
connectmg rod bush-
=:.....;;..;;....;;..::;.........:...;;;...;;...;;..J.
ings. The reamer will merely follow the existing
bushing bore. Diamond bore the bushings to
maintain rod centerline tolerances. Disregarding
this information could result in product damage.

FORM 6248 First Edition 3.05 - 39

CRANKCASE DISASSEMBLY

CONNECTING ROD BEARING RUNNING
CLEARANCE
1. Obtain a set of new connecting rod bearings. Each
set consists of two shells. The shell installed in the cap,
which is the unloaded side of the rod, is fully grooved
with no oil holes. The bearing installed in the blade is
partially grooved, the groove extending from the parting
edges ofthe shell to each oil hole (see Figure 3.05-41).
3. Position the fully grooved bearing shell above the
bearing seat on the rod cap. The shell diameter is slightly
larger than the connecting rod bore, so the bearing ends
protrude approximately 1/4 inch (6.35 mm) above the
bearing seat (see Figure 3.05-42).
/ PARTING EDGES ~

LATERAL LOCATING
/ TANG
ROD CAP
(LOWER)

Figure 3.05-42. Position Bearing Shell Above Bearing

Seat

4. Apply even pressure on the edges of the bearing to

press it into place. The locating tang on the parting edge
CENTERED ofthe shell must fit squarely in the notch machined in the
/ LOCATING TANG
roll pin side of the cap (see Figure 3.05-43). )
ROD BLADE
(UPPER)

L OIL HOLES

Figure 3.05-41. Connecting Rod Bearings

I It.
..
CAUTION I Do not touch the rod
bearing running surface.
Acidic skin secretions promote the start of surface BEARING SHELL
corrosion and wear in the affected area.
Figure 3.05-43. Installing Bearing Shell

It. CAUTION I
I..:"~!.....:=...:..:=-.;:...;;....;:..:....:..J.
.L
The bearing shells and
rod bore must be com-
pletely free of oil, dirt or other foreign material. Any dirt
5. Position the partially grooved bearing shell above
the bearing seat on the rod blade. The locating tang
centered on the parting edge of the bearing shell
or debris caught between the bearing shell and bore (opposite the bearing running surface) must be directly )
results in bearing distortion and reduced service life. above the notch centered in the roll pin side ofthe blade.
Apply even pressure on the edges of the bearing to
2. Wipe the rod bearing bore and bearing shells clean. press it into place.

3.05 - 40 FORM 6248 First Edition

 CRANKCASE DISASSEMBLY

-----
--

WEIGHT CLASSIFICAnON
"A", "S"', OR "c"

Figure 3.05-44. Keep Connecting Rod Caps And Blades Properly Mated

6. Verify that the two oil holes in the shell match up with B. Locate the number 'I" stamped in the connecting
the supply holes in the rod bearing bore. rod cap. Hand tighten a capscrew in this hole
first. Hand tighten the remaining capscrews in

IL.
A CAUTION Ilf the bearing shells fit
positions 2 thru 4 (see Figure 3.05-45).
• .::
. =;....'-.....;'-_"'----'.
. loosely in the rod bear-
ing bore, poor heat transfer will result in excessive
temperatures that shorten bearing service life. A
spun bearing may damage the crankshaft journal. 1

7. Verify that the bearing shells fit tightly in the bearing

bore. 11
A WARNING
Both the connecting rod blades and caps are
punched to Identify their location in the engine. For A
example, 12 cylinder rods are stamped 1R, 1L, 2R, 2L,
etc. The blade and cap also have mating numbers. Do
not crossmate connecting rod blades and caps.
Disregarding this Information could result in severe -
][
personal Injury or death.

8. Install the connecting rod caps. Verify that the rod

blade and cap are marked with the same number (see
"- RODCAP

Figure 3.05-44). , \

9. Torque the four connecting rod capscrews in the

proper numerical sequence, as follows:

A. Lubricate the threads and under the heads offour

ferry head connecting rod capscrews with SAE Figure 3.05-45. Connecting Rod Cap Capscrew
30 engine oil. TIghtening Sequence - Roll Pin Equipped

FORM 6248 First Ed~ion 3.05 - 41

CRANKCASE DISASSEMBLY

C. Following the same numerical sequence, torque CYLINDER SLEEVE

the capscrews to 50",(, of the total torque value.
CYLINDER SLEEVE DISASSEMBLY
D. Repeating the torque sequence, torque the
capscrews to a final torque value of 180 - 190
ft-Ib (244 - 257 N·m). A WARNING
10. Use an inside micrometer to measure the inside Cylinder sleeve weighs approximately 63 Ibs. (28 kg).
diameter of the connecting rod bearing bore. Use a suitable lifting device and exercise caution
during removal or installation to prevent severe
11. Use an outside micrometer to measure the outside personal injury or death.
diameter of the crankshaft connecting rod journal.
1. Remove the lower, middle and upper O-rings from
12. Subtract the results of Step 11 from those of Step
the cylinder sleeve (see Figure 3.05-46).
10 to find the connecting rod bearing running clearance.
If the clearance exceeds specification, then the rod
must be replaced.
INCHES MILLIMETERS
8-1/2 Inch Bore
L5108. L5790 0.0042 - 0.0081 0.10668 - 0.20574
9-3/8 Inch Bore
L7042 0.0042 - 0.0081 0.10668 - 0.20574

13. Remove the caps from the connecting rods.

14. Cover the connecting rods and caps with a clean

plastic sheet to protect them from dust and dirt.

CONNECTING ROD BEARING RUNNING CLEAR-

ANCE MEASUREMENT WITH PLASTIGAGE®
Plastigage® provides an easy and accurate way to check
rod bearing running clearances. Plastigage® is a special
plastic thread with ex1remely accurate crush properties.

1. Remove the connecting rod cap. Wipe all oil from the
bearing shell and crankshaft journal, if necessary.

2. Place a string of Plastigage® across the full width of

the bearing shell (parallel to the crankshaft) about 1/4
inch off the centerline.

3. Install the rod cap. Tighten the connecting rod

capscrews to the specified torque.

4. Remove the bearing cap without rotating the crank- Figure 3.05-46. Cylinder Sleeve
shaft. The flattened Plastigage® will be found adhering
to the rod bearing shell or the crankshaft journal.
CAUTION I~o
I A=:-..;=....:..:::.....::....:...;:;...;:..:..J.
Not use a cylinder
5. Compare the width of the Plastigage® strip with the .L .::
.. sleeve gasket with
graduated scale on the envelope. The scale indicates PiN 205130L sleeve. Using the sleeve gasket will
the bearing running clearance in thousandths of an inch cause the sleeve to project too far above the
(or millimeters). crankcase deck for proper head gasket sealing,
causing severe engine damage.
NOTE: Measure both ends of the Plastigage® strip. If
the bearing bore or crankshaft journal is tapered, then 2. On 9-3/8 inch bore models, remove and discard the
one end of the flattened Plastigage® strip will be wider cylinder sleeve gasket from the cylinder sleeve. Cylinder )
than the other. sleeve gaskets are NOT used with the PIN 205130L
cylinder sleeve.
6. Remove the Plastigage® material from the engine
and discard.
3.05 - 42 FORM 6248 First Edition

CYLINDER SLEEVE CLEANING AND INSPECTION
Cylinder Sleeve Cleaning
1. Thoroughly clean the cylinder sleeve.
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
2. Hot rinse the sleeves and dry with moisture free
compressed air.
Cylinder Sleeve MagnafluX® Application
A WARNING
Always carefully read the manufacturer's instruc-
tions to avoid severe personal injury or death.
Using the Magnaflux® Dye Penetrant Test Kit (Tool
PIN 494283), inspect the sleeves for surface cracks.
Pay particular attention to the area in or around the three
sleeve seal grooves and beneath the upper sleeve
flange.
1. To remove oily residues, apply the Magnaflux®
Spotcheck® Cleaner/Remover (SKC-S) directly to the
test area. Thoroughly wipe the area with a clean cloth.
Repeat the procedure as necessary. Final wiping
should result in a clean cloth. Allow the test area to dry.
NOTE: Wear rubber gloves to avoid hard-to-remove
stains on hands.
2. Spray the test area with the Magnaflux®
Spotcheck® Penetrant (SKL-SP). Wait 1 to 30 minutes.
3. Spray the Magnaflux® Spotcheck® Cleaner/Remov-
er (SKC-S) on a clean cloth (not on the test area).
Wiping in one direction, remove all surface penetrant.
Repeat as necessary.
4. Spray the test area with the Magnaflux®
Spotcheck® Developer (SKD-S2). Apply a thin even
film. Allow the film to dry completely. The proper
application dries to an even white layer.
5. Carefully inspect the test area for cracks. A bright
colored solid or dotted line marks a crack. Fine cracks
may take up to 15 minutes to appear. Large cracks can
be seen almost immediately. If the crack is wide and
deep, the indication will grow and spread.
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
6. Wipe the test area clean if cracks are not found.
Thoroughly wash the sleeve to remove any traces of
dye penetrant.
Cylinder Sleeve Cleaning
1. Inspect the cylinder sleeve bore for defects or
damage in the ring travel area. Replace sleeves that are
severely scored, scuffed or scratched.
2. Inspect the outside surfaces of the cylinder sleeve
for corrosion and cavitation damage. Pay particular
attention to the upper sleeve flange and lower sleeve
seal areas. Replace sleeves that are severely pitted.
NOTE: The cylinder sleeves of 9-3/8 inch bore engines
are chrome plated to better withstand corrosion and
cavitation erosion.
3. Using an inside micrometer or dial bore gauge,
check for excessive sleeve bore wear and taper (see
Table 3.05-14 and Table 3.05-15).
IA
...
CAUTION I Waukesha assumes ab-
solutely no liability for
any damage that may occur through the reuse of
engine parts falling within published wear limit
guidelines. Reuse of engine parts that do not meet
the new part specifications listed In the Fits and
Clearances section of this manual are the sole
responsibility of the user. Under no circumstances
is the reuse of any part exceeding the published
wear limits justified.
IA
...
CAUTION I Use the published wear
limits With discretion. Al-
though Waukesha recognizes that many used parts
are suitable for continued service, there is almost
always a corresponding reduction in performance.
Carefully consider the following Items before reus-
Ing any particular part: (a.)The number of mating
parts being reused. (b.) The extent of the repair
relative to the expected service life prior to the next
major overhaul. (c.) The engine application, such as
horsepower requirement, maintenance Intervals
and type of Installation. (d.) The problems that may
occur through reuse.
I~
A CAUTION I Maximum sleeve wear
occurs at the very top of
top ring travel. Minimum wear occurs below ring
travel. Failure to measure the sleeve diameter at
these points may result In a faulty decision regard-
ing the suitability of the sleeve for continued use.
3.05 - 43
CRANKCASE DISASSEMBLY

4. At the top of the piston ring travel area Oust below the
cylinder ridge), measure the cylinder sleeve diameter at
two locations-parallel and perpendicular to the crank-
shaft. Mark the readings on the outside of the cylinder
sleeve for reference purposes.

5. Repeat the procedure below the piston ring travel

area at the bottom of the bore.

6. Refer to Table 3.05-14 and Table 3.05-15 for the

new part tolerances ofthe cylinder sleeve bore. Discard
the cylinder sleeve if any single measurement is not
within allowable limits.

I.A. CAUTION IInCheck piston clearance

the sleeve in which the
piston will run. Disregarding this information could
result in product damage and/or personal injury.

7. Measure the piston skirtto cylinder sleeve clearance

(see Piston, Measuring for Wear).

3.05 -44 FORM 6248 First Edition

 CRANKCASE DISASSEMBLY

Table 3.05-14. Cylinder Sleeve (Used With Four Ring Pistons Only) - Gas

j.1'--- D ---..-I

C
F

" 0.020 - 0.030 CYLINDER SLEEVE

GASKET USED ON
9-318 BORE PIN 205130C AND
205130H CYLINDER SLEEVES
ONLY

MEASUREMENT INCHES METRIC (mm)

Sleeve type: Wet type, replaceable
(A) Heat dam projection 0.045 - 0.049 1.143 -1.245
(B) Flange height
(current 8-1/2 in. bore sleeve used without cylinder sleeve gasket) 0.5635 - 0.5655 14.313 - 14.364

Flange height
(sleeve used with cylinder sleeve gasket*, 9-3/8 inch bore engines) 0.5345 - 0.5365 13.576 - 13.627

(C) Sleeve projection ebove crankcase (current 8-1/2 In. bore engines) 0.0010 - 0.0055 0.025 - 0.1397
SleE,W8 projection above crankcase (with cylinder sleeve gasket* - 9-3/8 in. bore
engines) 0.000 - 0.007 0.000 - 0.178

(D) Flange 00: l5108 and l5790 10.188 -10.190 258.775 - 256.826
Flange 00: L7042 10.611 - 10.616 269.519 - 269.646
(E) Sleeve 00 (below flange) l5108 and l5790 9-11/16 246.050
Sleeve 00 (below flange) L7042 10-1/4 260.35
(F) Sleeve length 18-5/8 473.075
(G) Sleeve 10: l5108 and l5790 8.5003 - 8.5013 215.908 - 215.933
Sleeve 10: L7042 9.3753 - 9.3763 238.133 - 238.158
(H) Sleeve 00 lower seal area: l5108 and l5790 9.673 - 9.677 245.694 - 245.796
Sleeve 00 lower seal area: L7042 10.240 - 10.245 260.096 - 260.223
Sleeve 10 out of round limits 0.001 0.025
Sleeve seal area to crankcase clearance on a side 8-1/2 inch bore 0.0005 - 0.0035 0.013 - 0.089
Sleeve seal area to crankcase clearance on a side 9-3/8 inch bore 0.0005 - 0.0040 0.013 - 0.102
NOTE: Cylinder sleeve gasket PIN 176375D is used on 9-3/8 inch bore PIN 205130C and 205130H cylinder liners only. For use of standard or
oversize cylinder sleeve gaskets refer to Chapter 3.

FORM 6248 First Edition 3.05-45

CRANKCASE DISASSEMBLY

Table 3.05-15. PIN 205130L Cylinder Sleeve (Sleeve Used On GL 9-3/8 Inch Bore" Only) - Gas
)
I~'---- 0 ----I

it!c

CAUTION Cylinder sleeve

F L..:="--'_-:-:-:----'-::--:-' gasket should NOT
be used with this cylinder sleeve.

MEASUREMENT INCHES METRIC (mm) )

Sleeve type: Wei type, replaceable
(A) Heat dam projeclion 0.045 - 0.049 1.143 -1.245
(B) Flange heighl 0.5635 - 0.5655 14.313 - 14.364
(C) Sleeve projection above crankcase 0.0010 - 0.0060 0.0254 - 0.1524
(0) Flange OD: 7042GL 10.611 - 10.616 269.519 - 269.646
(E) Sleeve OD (below flange) 7042GL 10.300 - 10.305 261.620 - 261.747
(F) Sleeve lenglh 18.625 473.075
(G) Sleeve ID: 7042GL 9.3753 - 9.3763 238.133 - 238.156
(H) Sleeve OD lower seal area: 7042GL 10.240 - 10.245 260.096 - 260.223
Sleeve ID out of round limns (Installed in crankcase) 0.002 0.0508
Sleeve seal area to crankcase clearance 0.0005 - 0.0040 0.0127 - 0.1016
NOTE: ·Preferred application, used wah three ring pistons. Acceptable application, used with four ring piston.

3.05- 46 FORM 6248 Firsl Ednion

 CRANKCASE DISASSEMBLY

CYLINDER SLEEVE DEGLAZING 6. Thoroughly wash the cylinder sleeve bore with liquid
dishwashing soap and warm water to remove all
CAUTION I~yllnder
I~"A=~=:..:.=.:..:;.;:;..:.;:.J. sleeve honing abrasive particles and residual grit. Continue cleaning
until a clean cloth shows no evidence of dirt or debris.
L. . . IS not recommended as a
sleeve reconditioning method. Disregarding this
information could result in product damage and/or
personal injury.
Deglaze the cylinder sleeve bore. Deglazing removes
wear patterns, minor scuff marks and scratches without
enlarging the sleeve bore diameter.
1. Lightly swab the sleeve bore with a cloth dipped in
clean engine oil.

CAUTION I A uni-directional hon~ng

I~A=~=:..:.=.:..:;.;:;..:.;:.J.
L. . . pattern does not provide
optimum lubrication and may result in severe
piston scuffing.
2. Use a flexible ball-type deglazing tool (see
Figure 3.05-47), (8-1/2 inch bore - Tool PIN 494236;
9-3/8 inch bore - Tool PIN 494234). The bristle tip or
finishing stone arrangement (180 to 250 grit) is able to
produce a 60 degree cross hatch pattern (see
Figure 3.05-48). The angular cross hatch pattern ensur-
es an even flow of oil onto the cylinder walls and
promotes longer sleeve, piston and ring life.

i;22222221

Figure 3.05-47. Flexible Hone

3. Install the deglazing tool in a slow-speed drill. The

speed at which the tool rotates determines the speed at Figure 3.05-48. Cylinder Sleeve Deglazing Cross
Hatch Pattern
which it must be stroked up and down the bore to
produce the desired cross hatch pattern.

4. Move the deglazing tool up and down the entire

length of the sleeve bore for IOta 12 complete strokes.
NOTE: Make the transition between the naturally worn
surface and the area cut with the ridge reamer as
smooth as possible.
5. Stop to examine the sleeve bore and/or take
measurements. A precise cross hatch pattern in the
piston travel area is the most important.
A WARNING
Compressed air can pierce the skin and cause
severe personal Injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
7. Hot rinse the sleeve and dry with moisture free
compressed air.

I.A. CAUTION IabraSive

Failure to remove all
particles may
8. Oil the inside olthe cylinder sleeve with a light coat of
clean engine oiL
result in premature sleeve, piston and ring wear and 9. Cover the cylinder sleeves with a clean plastic sheet
possible engine failure. to protect them from dust and dirt.

FORM 6248 First Edition 3.05-47

CRANKCASE DISASSEMBLY

FLYWHEEL 3. Clean the outer circumference of the flywheel to be

certain the new ring gear will seat properly. Dress down )
RING GEAR REMOVAL any burrs or raised spots.

A WARNING RING GEAR INSTALLATION

1. Position the flywheel on a flat surface.

Always wear protective equipment when installing
or removing components with an interference fit.
Installation or removal of interference components
may cause flying debris. Failure to use protective
A WARNING
equipment may result in severe personal injury or Always wear protective equipment when Installing or
death. removing components with an interference fII. Instal-
lation or removal of interference components may

IA..
CAUTION I Do not try to pry or tap
the rmg gear from the
cause flying debris. Failure to use protective equip-
ment may result in severe personal injury or death.

flywheel. The shrink fit holds the ring gear with

sufficient bond that damage to the gear will result if
these methods are used.
A WARNING
Heated components can cause severe bums. Do
not handle heated paris with bare hands. Failure to
A CAUTION I
I~"!!:!!!!!""":=:"':':::""::"":'=:....:..J.
L.
When cutting the ring
gear from the flywheel,
use protective equipment may result in severe
personal injury or death.
use caution to avoid damage to the flywheel.
NOTE: If the shop oven is not large enough, a torch
1. Using a hacksaw, cut into the ring gear between two may be used to heat the ring gear. If the torch is used,
teeth (see Figure 3.05·49). Use caution to avoid cutting make sure to heat the ring gear evenly to insure the ring
into the flywheel. gear will not bind during installation.
)
2. Heat the new ring gear to approximately 350' F
(176' C).

3. Install the ring gear evenly on the flywheel. Once

cooled, the flywheel ring gear will be held to the flywheel
by the shrink fit.

4. Check flywheel balance. Balance must be within

4 inch-ounces (0.028 N·m). Any metal removed must
be removed from the outer rim.

BLOCKS

Figure 3.05-49. Flywheel Ring Gear

2. After a cut is established, wedge a cold chisel into it

and tap the chisel until the ring gear slits open.
)

3.05 - 48 FORM 6248 First Ed~ion

 CHAPTER 4 - ENGINE ASSEMBLY

CONTENTS

SECTION 4.00 - CRANKCASE ASSEMBLY

SECTION 4.05 - CYLINDER HEAD ASSEMBLY

SECTION 4.10 - VALVE ADJUSTMENT AND WEB DEFLECTION

FORM 6248 First Edition

 )

FORM 6248 First Edition

 SECTION 4.00 - CRANKCASE ASSEMBLY

CRANKCASE ASSEMBLY
A WARNING
The bare engine crankcase may weigh as much as
4965Ibs. (2252 Kg). Use a suitable lifting device and
exercise caution during removal or installation to
avoid severe personal Injury or death.
while the case is still hot. The spindles are more difficult
to install after the block has cooled.
2. Slide the washer onto the threaded end of each idler
gear spindle.
3. Apply a small amount of Loctite® 271 Adhesive
Sealant (High Strength) on the threads of the spindle.
4. Install the idler gear spindle nut (see Figure 4.00-1).

A WARNING
Turn the reverse threaded nut counter-clockwise to
tighten.
Always lift the engine using the approved lifting
eyes. The 12 CylinderVHP engine is equipped with
two pairs of lifting eyes, one pair at the front, the
other pair at the rear. Lifting eyes are meant for
lifting the engine only. They must not be used to 11ft
driven or auxiliary equipment that may be attached
to the engine. Follow approved rigging proce-
dures. Always use the proper spreader bar to
ensure that no undue strain is placed on the lifting
eyes and hoisting chains. Disregarding this in-
formation could result in severe personal injury or
death.

A WARNING
Neverraise the crankcase more than an inch or two
off the floor (except to remove it from the hot tank,
install it In the rollover stand or position it on the 011
pan). While the block is suspended, do not put
hands, arms, feet or any other body parts beneath
it. Stand back as far as possible and exercise
extreme caution. Disregarding this information
could result in severe personal injury or death.
A WARNING
The engine crankcase depicted In the accompany-
ing photographs is mounted in a rollover stand. A
rollover stand is necessary to ensure maximum
safety and ease of assembly. Tipping or flipping the
engine block using dual chains and lifting devices
is a tricky and extremely dangerous maneuver that
is not recommended. Disregarding this informa-
tion could result in severe personal injury or death.
Figure 4.00-1. Crankcase - Inside Front
5. Torque the idler gear spindle nlill to 775 - 780 ft-Ib
(1051 - 1058 N·m).
OIL TUBE INSTALLATION
A
I.....
CAUTION Ilfthe~lotintheo~l.spray
;:=.__----'_...:.."----'. tube IS not positioned
correctly, or If the Internal oil passage is ob-
structed, Insufficient lubrication of the gear train
will result in premature wear and gear failure.
1. Verify thatthe oil passage within the oil tubes are free
of dirt, grit or other obstructions (see Figure 4.00-2).
Replace the tubes if bent or damaged.
INTERNAL OIL PASSAGE~

IDLER GEAR SPINDLE INSTALLATION

NOTE: Install idler gears prior to installation of the
LiF~========---~~1-
,
crankshaft. SLOT

1. Install the two idler gear spindles, if removed (see Figure 4.00-2. Gear Train 011 Spray Tube
Figure 4.00-1). Using a rubber mallet, drive the shafts
into the spindle bores until their collars are seated
solidly against the front face of the engine block. For
best results, install the spindles at the hot tank area

FORM 6248 FirS! Edition 4.00 -1

CRANKCASE ASSEMBLY

IA..
CAUTION I Do not use Loctite® on
the threads of the oil )
spray nozzles. Loctite® or any similar substance
may obstruct the oil passage and deprive the gear
train of proper lubrication. Disregarding this In- =
formation could result in product damage and/or /NEWSTYLE
personal injury.

2. Refer to the matchmarks and install the two oil tubes

on each side of the camshaft idler gear spindle (see
Figure 4.00-3). Thread the tubes into the block until
snug. Position each tube so that the center of the slot
points toward the center of the crank bore.

== STRAIGHT
THREADS

Figure 4.00-4. Main Bearing Cap Studs -

Old And New Styles )
1. Check all main bearing cap studs (28) for nicks,
cracks, burrs, galled or stretched threads and other
obvious damage. Replace as necessary.
Figure 4.00-3. 011 Tubes
2. Apply Loctite® 271 Adhesive Sealant (High
MAIN BEARING STUD INSTALLATION Strength) into the two stud holes on each side of the
New and improved studs (better retention) are currently seven main bearing saddles (see Figure 4.00-5).
being installed in VHP production engines. The new
stud uses straight threads with a 31/32 inch lead (see
Figure 4.004). Do not intermix old and new style studs
on the same engine.

)
Figure 4.00-5. Main Bearing Cap Studs

4.00 - 2 FORM 6248 First Ednion

 CRANKCASE ASSEMBLY

A CAUTION I~o
I-="=-=:.:...=:...:;...:...;::;..;;..~.lng
L.
not install main bear-
studs with a pipe
wrench or similar device, since these devices may
scratch or gouge the studs, causing weak points.
Use a collet type stud driver that grips the 00 ofthe
threads without causing damage, to properly
Install the main bearing studs. Disregarding this
information could result in product damage and/or
personal injury.

3. Using a collet type stud driver, turn each main

bearing cap stud until the lead bottoms out in the bore.

4. Torque the studs to 50 ft-Ib (68 N·m).

DOWEL INSTALLATION
1. Inspect the dowel pins on the cylinder head deck (24). Figure 4.00-6. Waler Header/Oil OuUel Plugs -
Replace if damaged or missing. Rear Left

2. Inspect the dowel pins on each side of the cam

bearing saddle (14). Replace, if damaged or missing.
3. Inspect the dowel pins on the inside deck ofthe main
bearing saddle (7). Replace if damaged or missing.
WATER HEADER PLUG INSTALLATION
1. Apply Loctite® 271 Adhesive Sealant (High
Strength) to the threads of two 1·1/2 inch NPT square
head pipe plugs. Install the plugs where the right and left
bank water headers open at the rear of the block (see
Figure 4.00-6). Torque the plugs to 50 ft-Ib (68 N·m).
Oil Header - Right Bank
1. Apply Loctite® 271 Adhesive Sealant (High
Strength) to the threads of two 1-1/4 inch NPT
countersunk headless pipe plugs..>
.......
'-,-
2. Install the plugs where the right I:IIJnk main oil tleader
opens at the front and rear cie the block (see
Figure 4.00·7) Torque the plugs to 453 ft·lb (316 N·m).
.. ' .

2. Apply Loctite® 271 Adhesive Sealant (High

Strength) to the threads of twelve 1-1/2 inch NPT
countersunk headless pipe plugs. Install the plugs in the
right and left bank water headers (see Figure 4.00-6).
Torque the plugs to 50 ft·lb (68 N·m).

3. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads of four 3/4 inch NPT countersunk
headless pipe plugs. Install the plugs in the drain holes
just below the water header on both the right and left
bank sides (front and rear) (see Figure 4.oo-6). Torque
the plugs to 50 ft·lb (68 N·m).

Figure 4.00·7. Oil Outlet Plugs - Rear Righi View

IA
..
CAUTION I The oil header plugs
must be Installed so that
they are recessed 0.015 to 0.062 Inches
(0.38 to 1.58 mm) below the machined surface ofthe
crankcase, to prevent Interference with the fly·
wheel. Failure to properly install these plugs may
cause damage to equipment.

FORM 6248 First Edition 4.00 - 3

CRANKCASE ASSEMBLY

3. Verify that the oil header plugs are 6. Apply Loctite® 271 Adhesive Sealant (High
0.015 to 0.062 inches (0.38 to 1.58 mm) below the Strength) to the threads of three 3/4 inch NPT square )
machined surface of the block. head pipe plugs. Install the plugs in the remaining ports
of the right bank main oil header (ports 1, 4 and 5).
I.A. CAUTION IThe rear face of the
crankcase Is machined
Torque the plugs to 50 ft-Ib (68 N·m).

7. Apply Loctite® Removable Threadlocker 242 to the

to mate with the front flywheel housing. Traces of
Loctite® left on the machined surface may result In
a rear flywheel housing face runout that exceeds
specification. Traces of Loctlte® left on the ma-
chined surface at the front of the crankcase may
result in 011 leakage from beneath the rear gear
housing. Disregarding this information could re-
sult In product damage and/or personal Injury.
4. Remove all traces of Loctite® from the machined
surfaces at the front and rear of the block.
5. Install five 3/4 inch NPT square head pipe plugs in
the right bank main oil header (from front to rear, ports 2,
3, 6, 7 and 8) (see Figure 4.00-8). These plugs will be
removed for connection of external oil supply lines.
threads of a single 1/4 inch NPT hex head pipe plug.
Install the plug adjacent to the farthest rearward square
head in the right bank main oil header (see
Figure 4.00-8). Torque the plug to 50 ft-Ib (68 N·m).
Oil Outlet Ports - Left Bank
1. Apply Loctite® 271 Adhesive Sealant (High
Strength) to the threads of a 3/4 inch NPT square head
pipe plug. Install the plug in the rear oil outlet port on the
left bank side olthe engine (atthe level olthe right bank
main oil header) (see Figure 4.00-6). Torque the plug to
50 ft-Ib (68 N·m).
2. Install a 3/4 inch NPT square head pipe plug in the
front oil outlet port. This plug will be removed for
connection of an external oil supply line.

PORTS: II • • ONLY
LOCnTE® 3/4" NPT SQUARE HEADS

PORTS: ®@ <DC?> 18
FINGER TIGHTEN 3/4" NPT SQUARE HEADS

Figure 4.00-8. 3/4' NPT 011 Header Pipe Plugs

4.00 - 4 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

LUBE OIL STRAINER ADAPTER INSTALLATION 4. Place masking tape over the adapter opening to
keep out dust and dirt while the engine is being
CAUTION I
I.=A=~=..;;.;;:;...;;-=-;:;..;~.
Deposits left on gasket assembled.
L. . surfaces will cause
LOWER VALVE LIFTER HOUSING COVER
leaks. Verify that the gasket and gasket mating
surfaces are clean and completely free of grease INSTALLATION

CAUTION I
and 011. Disregarding this information could result
in product damage.
I-=.A=~=..:.;::;....;-=-;:;..;~.
L. .
Deposits left on gasket
surfaces will cause
1. Locate the 2 inch diameter hole in the rear right side leaks. Verify that all gaskets and gasket mating
of the main oil header (see Figure 4.00-9). surfaces are clean and completely free of grease
and oil. Disregarding this information could result
in product damage.

1. Apply 3M Scotch Grip ~ Rubber and Gasket Adhe-

sive 847 to the rear portion of the block that mates with
the camshaft cover plate (see Figure 4.00-11).

Figure 4.00-9. Crankcase - Main 011 Header -

Rear Right

2. Slide the fasteners through the flange holes in the

lube oil strainer adapter (4 capscrews, 1/2 x 1-1/2
inches, with lock washers). Install a new gasket on the
capscrews.
Figure 4.00-11. Lower Valve Lifter Housing Cover
3. With the strainer adapter pointing upward (see
Figure 4.00-10), fasten the flange to the block. 2. Place a new gasket on the contact cement. Gently
push down on the gasket to verify that it is properly
seated.

3. Install the camshaft cover plate (4 capscrews, 3/8 x

3/4 inch and lock washers).

Figure 4.00-10. Lube 011 Strainer Adapter

FORM 6248 First Edition 4.00 - 5

CRANKCASE ASSEMBLY
VALVE LIFTER HOUSING GASKET
INSTALLATION
A. CAUTION I
I,:-.="=:=~;:.......;....;,"---:,:-,,-~:-,-:,.
Deposits left .on gasket
surfaces will cause
leaks. Disregarding this information could result in
product damage.
1. Verify that all gaskets and gasket mating surfaces
are clean and completely free of grease and oil.
2. Apply 3M Scotch Grip~ Rubber and Gasket Adhe-
sive 847 to the area of the block around the camshaft
recess (that mates with the bottom flange of the valve
lifter housing) (see Figure 4.00-12).
Figure 4.00-12. Crankcase - Top Rear
3. Carefully place the gasket strips on the contact
cement. The gasket is made up of five separate pieces
(two sets of side gaskets and one rear). Fit the
dovetailed sections together to interlock the gasket
strips.
4. Remove the excess gasket material that overlaps
the block at the front of the engine, (see
Figure 4.00-13).
Figure 4.00-13. Valve Lifter Housing Gasket - Front
4.00 - 6
5. Apply Permatex® Aviation Form-A-Gasket Sealant
to the exposed side of the entire rear section olthe valve )
lifter housing gasket (see Figure 4.00-14). Apply Avi-
ation Form-A-Gasket Sealanttothose areas where the
four dovetails interlock.
Figure 4.00-14. Valve Lifter Housing Gasket - Rear
CAMSHAFT AND BEARING INSTALLATION
A WARNING
Compressed air can pierce the skin and cause
severe personal injury. Never use your hand to
check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.
1. Verify that the internal lube oil passages leading from
the main oil header to the cam bearing saddles are
completely free of dirt, grit and other accumulations.
Check the oil passage in the cam bearing caps for
cleanliness. Visually inspect the passageways wherev-
er possible or insert a piece of drill welding rod to feel for
obstructions. Use compressed air to blowout all dirt and
debris.
I A.
..
CAUTION I The cam bearing
saddles and caps must
be completely free of oil, dirt or other foreign
material. Any dirt or debris caught between the
bearing shell and cam bore can result in bearing
distortion and reduced service life.
FORM 6248 First Edition
 CRANKCASE ASSEMBLY

2. Thoroughly clean the cam bearing saddles (see 7. Obtain a set of new cam bearings.
Figure 4.00-15) and caps. Inspect the bearing running
surfaces for burrs, nicks, minor scuff marks or scratches.
Use compressed air to blow away all dust and debris.
IA
...
CAUTION I Do not touch the cam
bearing running surface.
Acidic skin secretions can promote the start of
surface corrosion and wear.

8. Wipe the cam bearing shells clean. Inspect the

bearing surfaces for burrs, nicks, minor scuff marks or
scratches. Use compressed air to blow away all dust
and debriS.

9. Locate the two front cam bearing shells. An oil

groove distinguishes the front cam bearing shells from
the others (see Figure 4.00-17). The twelve intermedi-
ate, center and rear cam bearing shells are ungrooved
Figure 4.00-15. Camshaft Bearing Saddles
and about 1/2 inch thinner.

3. Verify thatthe roll pins in the front and rear face ofthe
front cam bearing cap are clean and straight. r-- 2-5/16" ---1
OIL
r- 14"-I
13
-

4. Remove and discard the pins if bent or damaged. I I GROOVE

1..
• .::
...
CAUTION I~f
I A=:......::=...:..::.....::...:...=-..::...:..J.
installed incorrect!y,
mternal stress may dIS-
tort or damage the roll pins, resulting in dislocation
~ ~;'
L-----IHOLE~ .
of the thrust ring. Disregarding this information
could rasult in product damage. .• 0
~ ".,-
5. Verify that the pin holes in the front and rear face of the
front cam bearing cap are completely free of dirt and gr~.
,·r:
6. Install new roll pins with the split opposite the bearing

-- --
seat (see Figure 4.00-16). Measure the length of each
pin to verify that it protrudes 0.125 inch (±0.015 inch) ::I ::I
from the face of the cam cap. LOCATING TANG
FRONT INTERMEDIATE
SPLIT OF ROLL PINS (2) TO BE (UPPER & LOWER) REAR
ASSEMBLED AS SHOWN (UPPER & LOWER)

Figure 4.00-17. Cam Bearings

1O. Position one of the fully grooved Shells above the

bearing seat of the front cam saddle. The two halves of
the front cam bearing are interchangeable.

11. Position the narrow, ungrooved shells above the six

remaining cam bearing saddles. The intermediate,
o center and rear cam bearings shells (both upper and

UJ •125" ± .015" BOTH SIDES

lower) are also interchangeable.

12. Verify that the locating tang on the parting edge of

each shell (opposite the bearing running surface) is
directly above the notch machined on the inSide edge of
the bearing saddle .

13. Apply even pressure to the parting edges of each

Figure 4.oo-16.ln81811 Roll Pins In Front Cam Bearing bearing shell to snap it into place.
Cap

FORM 6248 First Edition 4.00 -7

CRANKCASE ASSEMBLY
A CAUTION I While ~oose fitting shells
I-=.a=~=..:.;:::....:~;::..;~.
L. are nOIsy, they also can
have an adverse affect on the bearing's ability to
transfer heat. Excessive temperatures shorten bear-
ing service life and may lead to camshaft damage.
14. Verify that the bearing shells fit tightly in the cam
bearing bore.
I.a
A CAUTION I 011 starvation results In
rapid bearing failure and
possible damage to the cam journal.
15. Verify that the oil hole in each shell matches up with
the supply hole in the center of the cam bearing bore.
16. Apply oil to the running surface of the lower cam
bearing shells. Use a quality high viscosity oil. Evenly
spread the oil up over the entire bearing surface.
A WARNING
The camshaft weighs approximately 115 pounds
(52 Kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
17. While the camshaft is suspended, slide a new thrust
ring over the cam end. Move the ring down the shaft until
the flat side (with the oil grooves) is flush against the
circular plate attached to the rear face of the front cam
bearing journal (see Figure 4.00-18). Rotate the ring so
that the notch on the outside edge faces upward.
Figure 4.00-18. Inside Camshaft Thrust Ring
18. Install the camshaft in the cam bearing bore. The
front of the camshaft is easily identified by the cam gear
mount and the wider front bearing journal.
4.00 - 8
NOTE: Install the wider fully grooved bearing in the
front cam bearing cap (stamped with the number 1). )
Instal/ the narrow ungrooved bearing shells in the
intermediate, center and rear cam bearing caps
(stamped with the numbers 2 through 7).
19. Install the second half of the bearing shells in the
cam bearing caps. The locating tang on the parting
edge of each shell must fit squarely in the notch
machined on the inside edge of the cap .
20. Verify that the bearing shells fit tightly in the cam
bearing caps.
A CAUTION IOil starv~tlon
I-=.a=~;.:=.....;.;:::-::...:...::..:=-:..J.
1:-.
results in
rapid fall u re of the af-
fected valve lifter and possible damage to the cam
lobe.
21. Verify that the oil hole in each shell matches up with
the exit hole in the center of the cam bearing cap.
22. Apply a quality high viscosity oil to the upper cam
bearing shells. Evenly spread the oil up over the entire
bearing surface.
23. Be sure that the dowels on the deck of the cam
bearing saddles and the pin holes in the cam bearing
caps are free of dirt and grit. )
-"-_"-_--'.I~onotml~orcrossmate
A CAUTION
I. . ==-__
cam beanng caps. The
cam bearing saddles are precision align bored with
all cam bearing caps torqued in place. The caps are
stamped 1 thru 7, for easy identification. Installing
the caps in the wrong positions will result In cam
bearing and/or camshaft failure.
24. Install the cam bearing caps. The top of each cap is
stamped to identify its location. Starting at the front of
the engine and moving towards the rear, install cam
bearing caps 1 through 7.
Cam Bearing Cap location Numbers
#1 - Front (Gear Train Side)
#2 - Intermediate
#3 - Intermediate
#4 - Center
#5 - Intermediate
#6 - Intermediate
#7 - Rear (Flywheel Side)
Position each cap so that the dowel pin holes in the feet
are aligned with the two dowels on the deck of the cam
bearing saddle. The dowels are offset, so the caps can
only be installed one way. If necessary, use a rubber
mallet to ensure that the caps are fully seated.
FORM 6248 First Edition
 CRANKCASE ASSEMBLY

NOTE: Rotate the installed thrust ring, so that the notch
on the outside edge fits over the roll pin centered on the
rear face of the front cam bearing cap. The lip on the inside
diameter of the thrust ring seats in the groove where the
cam journal, shell and bearing bore converge.
25. Starting at the front of the engine (see
Figure 4.00-19) and moving towards the rear, install the
capscrews in the cam bearing caps (16 capscrews, 3/8
x 2-1/2 inches, w~h lock washers). Wrench tighten.
28. Slide a new thrust ring over the camshaft end, w~h
the lipped side facing inward (see Figure 4.00-21).
Position the ring flush against the front face of the front
cam bearing cap. Fit the notch on the outside edge of
the thrust ring, over the roll pin centered on the face of
the cap (see Figure 4.00-22). The lip on the inside
diameter of the thrust ring, seats in the groove where
the cam journal, shell and bearing bore converge.

UP~

OIL GROOVE

Figure 4.00-21. Camshaft T'hrust Ring

Figure 4.00-19. Front Cam Bearing Cap

26. Following the same sequence, torque the capscrews

of each cam bearing cap to 22 - 24 Ib-ft (30 - 33 N·m).

A CAUTION I
I=..
L..=~=..:.;:~~~~.
Aged or missing O-rings
may cause leakage and
loss of pressure around the oil hole, resulting in
insufficient lubrication of the affected valve lifter
roller and possible damage to the cam lobe.

27. Install new O-rings in the circular recess around

the oil exit holes at the top ofthe cam bearing caps (see
Figure 4.00-20).

Figure 4.00-22. Outside Camshaft Thrust Ring

Figure 4.00-20_ Cam Bearing Cap

FORM 6248 First Edition 4.00 - 9

CRANKCASE ASSEMBLY
29. Move 8 shims (0.002 thickness each) down the
camshaft end until they contact the thrust ring (see
Figure 4.00-23). Replace any shims that are missing,
torn or otherwise damaged.
Figure 4.00-23. Shim Pack
GEAR HOUSING INSTALLATION
A. CAUTION I Deposits I~ft on gasket
I~"=:""";:;,,;;,,,;;,,;~;;,,,,;:,~,,-,-,_
L. surfaces will cause leaks.
Disregarding this information could result in prod-
uctdamage.
1. Verify that the mating flanges are completely
smooth. Use a fine toothed pattern file to lightly dress
down any burrs or high spots.
2. Slide a new thrust washer down the cam shaft end
until it contacts the shim pack (see Figure 4.00-24).
Install the thrust washer with the small inside bevel (and
smooth machined surface) facing inward.
Figure 4.00-24. Thrust Washer
3. Verify that all gaskets and gasket mating surfaces
are clean and free of grease and oil.
4.00 - 10
4. Aligning the holes in the gasket with those at the
back of the housing, assemble a new gasket on the
flange. The gasket is made up of five separate pieces
(two sets of side gaskets and one top). Fitthe dovetailed
sections together to interlock the gasket strips (see
Figure 4.00-25). If necessary, trim the dovetails to find
the best fit.
Figure 4.00-25. Gear Housing Flange
5. Remove the assembled gasket from the rear gear
housing flange.
6. Apply 3M Scotch Grip Rubber and Gasket Adhe·
N
sive 847 to the rear gear housing cover flange. )
7. Install the gasket on the flange. Gently pull each leg
ofthe gasket (on each side ofthe crankshaft recess), so
that the material extends past the bottom edge of the
cover approximately 1/32 inch (0.79 mm).
8. Push down on the gaskets to verify that the strips are
properly seated. Using a ball peen hammer, lightly tap
the dovetails to flatten the tabs, if necessary.
9. Apply Permatex® Aviation Form-A-Gasket Sealant
to those four areas where the dovetails interlock (see
Figure 4.00-26).
Figure 4.00-26. Rear Gear Housing Flange
FORM 6248 First Edition
 CRANKCASE ASSEMBLY

10. Inspect the dowel pins on the frontface ofthe block CAMSHAFT END PLAY MEASUREMENT
(2). Replace the dowels if damaged or missing.
NOTE: Fabricate a sleeve to simulate a cam gear, for
11. Be sure that the dowels and the pin holes in the rear measuring cam gear end play.
gear housing are free of dirt and grit.
1. To measure the lateral movement of the camshaft,
A WARNING install a pin in the bo~ hole in front of the camshaft cover
plate. Mount a dial indicator to the pin. Position the
The rear gear housing weighs approximately 140 Ibs. indicator button against the face of the rear cam journal
(64 Kg). Use a suitable lifting device and exercise (see Figure 4.00-28).
caution during removal or installation to avoid severe
personal injury or death.
12. Install the rear gear housing on the dowel pins.
13. Holding the rear gear housing in position, tighten the
two capscrews in the botIom comers of the block, one on
each side of the crankshaft recess (1/2 x 1-1/2 inches,
with lock washers).
14. Remove the lifting strap.
15. Install the remaining fasteners in the rear gear
housing (14 capscrews, 1/2 x 1-1/2 inches, with lock
washers). Wrench tighten.

A CAUTION Ilf the r~ar gear housing

IL.=.a=---::..:.....:..;;"--"...:....:;:....;'-"-I. gasket IS left uncut, the
excess material will dig into the oil pan seal.
Figure 4.00-28. Measuring Camthaft End Play
Damage to the oil pan seal will result in oil leakage. -:;:~

16. Using a sharp knife or razor, carefully cut the rear
gear housing gasket, so that the legs (on each side of the
crankshaft reoess) are flush with the bottom of the block.
A CAUTION I ~f the rear ge?r housing
IL.=.a=---'=..:..;::;....:...:....=-=~. IS not flush With the bot-
tom of the block, a faulty seal with the 011 pan will
result in oil leakage.
17. Verify that the bottom of the rear gear housing is
flush with the bottom of the block. Slide a metal straight
edge across both surfaces to detect if there is a drop
between one plane and the other (see Figure 4.00-27).
Check the block on each side of the crankshaft bore.
2. Install the sleeve and cam gear nut on the camshaft.
3. Holding the camshaft in the_~jarthest rearward
position, zero the dial indicator on the face of the rear
cam journal.
4. Hand push the camshaft forward as far as it will go.
5. Holding the camshaft in the farthest forward posi-
tion, take note of the dial indicator reading. Verify that
the camshaft end play is between 0.005 and 0.008 inch
(0.127 and 0.203 mm).
If the end play is too small, add additional shims
between the thrust ring and washer. Shims come in
standard thicknesses of 0.002 inch (PIN 153029). If the
end play is too great, remove shims as necessary.

6. Remove the cam gear nut and sleeve from the

camshaft.

Figure 4.00-27. Verify The! Bottoms Are Flush

FORM 6248 Firsl Edition 4.00 -11

CRANKCASE ASSEMBLY
CAM GEAR INSTALLATION
1. Move the camshaft forward. To keep the camshaft
from moving backward, place a wooden block between
the camshaft cover plate and the face of the rear cam
journal. Insert the blade of a screwdriver between the
camshaft and the block, so that the block fits snugly in
the recess (see Figure 4.00-29).
Figure 4.00-29. Prevent Lateral Movement Of Camshaft
2. To prevent the camshaft from turning, wedge the
rubber handle of a mallet between one of the front cam
lobes and the camshaft recess (see Figure 4.00-30).
Figure 4.00-30. Prevent Camshaft Rotation
3. Inspect the Woodruff key for damage and distortion.
Replace the key if necessary.
4.00 - 12
4. Verify that the keyway on the camshaft end is clean
and undamaged. Install the Woodruff key (see )
Figure 4.00-31). Ughtly tap the key to properly seat it in
the keyway. Verify that the key is level.
Figure 4.00-31. Cam Gear Key
A WARNING
Always wear suitable Insulated gloves when han-
dling the cam gear. Ifthe gear slips from your grasp
and drops, do not attempt to catch it. The sharp )
teeth of the gear combined with its weight 30 Ibs.
(14 Kg) and momentum may cause severe lacera-
tions. Heating the gear during assembly can cause
burns If Insulated gloves are not worn.
A CAUTION I
I=..
L..=-.:___
Do not drive a cold cam
gear onto the end of the
.;;....;_...J.
camshaft. Driving the cam gear onto the shaft may
gall the inside diameter of the gear, resulting in
Improper installation and gear or camshaft damage.
IA CAUTION I:a~.~~~~t~:gth:n~~
gear will not withstand the excessive heat generated
by the torch. Penetration of the case-hardening will
also resuh in brittle teeth leading to premature gear
failure. Uneven expansion also can lead to gear or
camshaft damage during installation.
FORM 6248 First Edition

5. Heat the cam gear (see Figure 4.00-32). Place the
gear in an oven for a period of 1-1/2 to 2 hours. Maintain
the oven temperature at 500 - 550 0 F (260 - 288 0 C).
Figure 4.00.;32. Locking The Camshaft Gear Nut
6. Install key in the camshaft end.
7. Install the camshaft gear on the camshaft with
camshaft gear nut lock and camshaft gear nut.
8. Torque camshaft gear nut to 433 - 450 Ib-ft
(587 - 610 N·m).
9. Bend camshaft gear nut lock against the camshaft
gear nut.
VALVE LIFTER HOUSING INSTALLATION
A WARNING
Compressed air can pierce the skin and cause
severe personal injury. Never use your hand to
check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.
1. Refer to Valve utter Housing Gasket, Installation,
and install the valve lifter housing gasket on the engine
block.
2. The valve lifter housing consists of a front and rear
section. Be sure that the internal lube oil passages in
both sections are completely free of dirt, grit and other
accumulations. Visually inspect the passageways
wherever possible or insert a piece of drill welding rod to
FORM 6248 Rrst Edition
CRANKCASE ASSEMBLY
feel for obstructions. Use compressed air to blowout all
dirt and debris.
3. Apply 3M Scotch Grip ~ Rubber and Gasket Adhe-
sive 847 where the front section mates with the rear.
The mating flange of each section can be identified by
the threaded furrow adjacent to one of the capscrew
holes (see Figure 4.00-33).
THREADED
LEFT BANK FURROW FRONT SECTION
~.~
I[ 1 ' - - [-
r
o po~C
o
REAR SECTION R/GIf/{(BANK
Figure 4.00.;33. Valve Lifter Ho~ng Assembly
·.t..
4. Place a new gasket on the contact cement. Gently
push down on the gasket to verify that it is properly
seated. 'C
$:!'.
5. Apply Permatex® Aviation Form-A-Gasket Sealant
to the exposed side of the valve lifter housing gasket.
6. Fasten together the front and rear sections of the
valve lifter housing (3 ferry head capscrews, 3/8 x 1·1/2
inches, with lock washers and hex nuts; 2 ferry head
capscrews, 3/8 x 1·1/4 inches, with lock washers).
Install the two short capscrews in the holes leading to
the threaded furrows.
7. Verify that the bottom of the front section is flush with
the bottom of the rear section. Slide a straight edge
across both surfaces to detect if there is a drop between
one section and the other. Check each side of the valve
lifter housing recess.
8. Apply PermateX® Aviation Form-A-Gasket Sealant
to the exposed portion of the gear housing gasket that
mates with the front face of the valve lifter housing.
9. Apply PermateX® Aviation Form-A-Gasket Sealant
to both legs of the valve lifter housing gasket (where it
approaches the rear face of the gear housing).
4.00 -13
CRANKCASE ASSEMBLY

10. Apply a bead of RTV Silicone Rubber Adhesive 13. Verify that the tip of the rear gear housing gasket
Sealant along the seam in the bottom flange where the (the portion that mates with the valve Ilfter housing
front and rear sections are joined. above the top center capscrew hole) was not folded
over or pulled down when the valve lifter housing was

A WARNING installed (see Figure 4.00-35).

The valve lifter housing assembly weighs approxi-

mately 400 Ibs. (181 Kg). Use a suitable lifting device
and exercise caution during removal or installation to
avoid severe personal injury or death.

11. Fasten lifting brackets to the valve lifter guide bolt

holes on opposite sides of the valve lifter housing
assembly (see Figure 4.00-34). Install lifting chains of o o
equal length and raise the valve lifter housing using an
overhead hoist.
o o
DAMAGED OR
CREASED GASKET

I
o o

o o

Figure 4.00-34. Lowering The Valve Lifter Housing

Figure 4.00-35. Rear Gear Housing Gasket
I.A. CAUTION Iwill
Excessive oil leakage
occur if the tip of the 14. Remove the lifting device.
rear gear housing gasket is creased or folded.
15. Install the fasteners in the valve lifter housing
12. With the 3/4 inch pipe taps (or male connector tube (28 capscrews, 3/8 x 3-1/4 inches, with lock washers).
fittings) atthe rear olthe engine block, position the valve

IA CAUTION I
lifter housing in the center of the crankcase vee.
The ends of the longer
....==--....:........;._---':....::.__...... capscrews may contact
the rear face of the cam gear If installed in the holes
closest to the block. Contact will gouge the gear
when the camshaft is rotated.

4.00 -14 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

16. Fasten the valve lifter housing to the gear housing 21. Wrench tighten the seven capscrews (see
(3 ferry head capscrews, 3/8 x 1-1/2 inches; 2 ferry head Figure 4.00-38).
capscrews, 3/8 x 1-1/4 inches, all with lock washers)
(see Figure 4.00-36). Always install the two shorter
capscrews in the holes closest to the crankcase (see
Figure 4.00-37).

Figure 4.00-38. Camshaft Cover Plate

22. I nstall the camshaft set screw in the valve lifter

housing cover, if necessary. The set screw consists of a
slotted headless capscrew (3/8 x 2-1/2 inches), washer
Figure 4.00-36. Valve Lifter Housing - Front
and hex jam nut (see Figure 4.00-39).

LUBE OIL PASSAGE VALVE LIFTER

Xoo /HOUSING

Figure 4.00-37. Fasten valve Lifter Housing To Rear Figure 4.00-39. Camshaft Set Screw On Valve Ufter
Gear Housing Housing Cover

17. Apply 3M Scotch Grip ~ Rubber and Gasket
Adhesive 847 to the rear face of the valve lifter housing.
18. Place a new gasket on the contact cement. Gently
push down on the gasket to verify that it is properly
seated.
19. Finger tighten the cover to the rear face of the valve
lifter housing (5 ferry head capscrews, 3/8 x 1-1/2 inches,
with lock washers and hex nuts).
=A CAUTION I
I..
L. =--';..;;....;;..;;;....;;...;;...;;....:c..:...J.
Overti,ghtening the jam
nut Will cause the head
of the set screw to break.
23. Loosen the hex jam nut and turn the set screw in
until it just contacts the camshaft. Turn the set screw out
2 full turns. Tighten the hex jam nut to lock the position of
the set screw. As the jam nut is tightened, verify that the
set screw does not rotate more than 1/2 turn.

20. Finger tighten the valve lifter housing cover to the

camshaft cover plate (2 ferry head capscrews, 3/8 x
1-1/2 inches, with lock washers).

FORM 6248 First Ednion 4.00 - 15

CRANKCASE ASSEMBLY

24. Apply Loctite® 271 Adhesive Sealant (High

Strength) to the threads of two male connector tube
fittings (7/8 inch tube OD). Using the 1-1/4 inch hex on
the connector body, install the tube fittings in the 3/4
inch pipe taps at the rear of the valve lifter housing (for
connection of the turbo oil drain tubes) (see
Figure 4.00-40).
IA CAUTION II~staliarubbertiPonthe
~~":::':""::":::'''':''';=-=:'':'''::..J_ 011 nozzle or spout to
L..
)
avoid scratching the valve lifter rollers.
28. Lubricate the valve lifter rollers (see
Figure 4.00-41). Use SAE 40 engine oil. Also apply a
bead of oil between the valve lifter body OD (roller side)
and the guide bore sidewall (see Figure 4.00-41).

Figure 4.00-40. Valve Lifter Housing - Rear

25. Apply Loctite® 271 Adhesive Sealant (High

Strength) to the threads of two 1/2 inch square head
pipe plugs. Install the plugs in the pipe taps althe front of Figure 4.00-41. Lubricate Valve Lifter Rollers
the valve lifter housing. Wrench tighten.
29. Ensuring that the valve lifter rollers do not slide out,

A WARNING
Compressed air can pierce the skin and cause
severe personal injury. Never use your hand to
check for leaks or to determine air flow rates_ Wear
safety glasses to shield your eyes from flying dirt
and debris.
slide the valve lifter guide assemblies into the valve lifter
housing bores. For best results, insert the guide with the
right angle of the mounting flange facing the center of
the vee and then rotate the assembly 180 degrees (see
Figure 4.00-42). Align the holes in the valve lifter guide
gaskets with those in the mounting flange.

26. Be sure that the internal lube oil passages in the

valve lifter guides are completely free of dirt, grit and
other accumulations. Visually inspect the passageways
wherever possible or insert a piece of drill welding rod to
feel for obstructions. Use compressed air to blowout all
dirt and debris.

27. Insert the valve lifters (cam followers) into the

slotted lower bore of the valve lifter guides (see
Figure 4.00-41). Slide on new valve lifter guide gaskets.

NOTE: Return each valve lifter to its original location

facing in the proper direction. Always retain the
established wear patterns to minimize roller and cam
lobe wear.
Figure 4.00-42. Install Valve Lifter Guides )
NOTE: Replace all valve lifters if a new camshaft is
needed. Waukesha will not warrant the new shaft if
used followers are installed.

4.00 -16 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

30. Four long bolts (3/8 x 1-1/2 inches) with 1/4 inch FRONT
spacers are used to secure the rocker arm oil header to (GEAR TRAIN SIDE)
the valve lifter guides. Install the 44 short bolts (3/8 x
1-1/8 inches, with lock washers) to secure the guides to
the valve lifter housing, leaving the holes for the longer
bolts open (see Figure 4.00-43).

31. Lubricate the inside diameter of the upper valve

lifter guide bores, to a depth of approximately 1/4 to 1/2
inch (6.35 to 12.70 mm) with Parker Super O-Lube®.

LEFT BANK

RIGHT BANK

REAR
(FLYWHEEL SIDE)

Figure 4.00-43. Longer Capscrew Locations For

Mounting The Rocker Arm 011 Header

FORM 6248 First Ednion 4.00 - 17

CRANKCASE ASSEMBLY

ROCKER ARM OIL HEADER INSTALLATION 3. Slide the fasteners (1 capscrew per clamp, 3/8 x
1-1/2 inches, with lock washer) through the slotted )
1. To verify cleanliness, remove the magnet plug from holes in the tube clamps. Install 1/4 inch spacers and
the center port ofthe pipe tees on each end ofthe rocker thread the capscrews into the empty valve lifter guide
arm oil header (see Figure 4.00-44). Clean the plugs in bolt holes (see Figure 4.00-46). Wrench tighten.
solvent, if necessary. Wipe the plugs clean to ensure
that all ferrous metal debris is removed. APP~ Perma
Lok® Heavy Duty Pipe Sealant with Teflon to the
threads of each plug. Install the plugs back in the pipe
tees.

Figure 4.00-44. Pipe Tee Magnet Plug

2. Position the rocker arm oil header assembly in the

center of the crankcase vee. Verify that the free end of
the front male elbow tube fitting points horizontally
toward the left bank, while the rear male elbow points to Figure 4.00-46. Rocker Arm Oil Header
the right (See Figure 4.00-45).
REAR OIL SEAL RETAINER INSTALLATION
)
IA
..
CAUTION IThe two piece rope-type
seal In the rear oil seal
retainer must be correctly installed to prevent oil
leakage and keep out dirt and dust. 011 leakage will
occur if the ends of the wick-type seal are not
slightly above flush on both the upper and lower
halves of the retainer. If the ends of the seal
protrude too far, then the seal will bunch up upon
Installation and 011 leakage will also occur.

1. Secure the upper half ofthe rear oil seal retainer in a

vise with the inside groove facing upward.

2. Roll a new rope-type seal into the groove of the

retainer, leaving a half inch of material on each side.

Figure 4.00-45. Rocker Arm Oil Header - Rear

4.00 - 18 FORM 6248 First Ed.ion


3. Work the smooth rounded handle of a hammer back
and forth along the full length of the seal until the
material is pressed tightly into the groove (see
Figure 4.00-47). While the inside of the seal should be
firmly seated against the bottom of the groove, the
material on ihe worked Side spreads out to overlap the
flat edge on the retainer 10.
Figure 4.110-47. Rear 011 Seal Retelner - Upper Half
4. To trim the ends of the seal, start from the crankshaft
side and make the first cut so that ij would be flush wijh
the top of the gasket (if one were installed) (see
Figure 4.00-48). Using a sharp knife, saw the seal at a
slight downward angle leaving the low end of the cut
slightly above flush with the foot of the retainer.
Figure 4.00-411. Cut Rope Type Seal
5. Use the side of the blade to form the cut ends of the
seal into a square shape (so that the material does not
interfere wijh proper placement of the gasket).
FORM 6248 First Edition
CRANKCASE ASSEMBLY
6. Repeat Steps one thru five to install the rope-type
seal in the lower half of the retainer assembly.
7. Thoroughly wipe the machined areas where the rear
oil seal retainer assembly mates with the rear face of the
crankcase (see Figure 4.00-49). Dirt, grit or other debris
will prevent proper seating. Verify that the mating
flanges are completely smooth. Use a fine toothed
pattern file to lightly dress down any burrs or high spots.
Figure 4.00-49. Rear 011 Seal R~ner - Upper Half
'. \.'
8. Apply 3M Scotch Grip ~ Rubber and Gasket Adhe-
sive 847 to the portion of the crankcase that mates with
the upper and lower halves of the rear oil seal retainer.
9. Place a new gasket on the contact cement. Push
down on the gasket to verify that the strip is properly
seated. Gently pull each leg of the gasket (on each side
of the crankshaft bore), so that the material extends
past the bottom edge of the crankcase approximately
1/32 inch (0.79 mm).
10. Posijion the upper half of the rear oil seal retainer
against the gasket and start the fasteners (5 capscrews,
3/8 x 1 inch, with lock washers).
11. I nsert a dowel pin into the two smaller holes on each
side of the upper retainer. Use a hammer and a blunt
tipped center punch to ensure that the pins are fully
seated in the crankcase.
4.00 -19
CRANKCASE ASSEMBLY

12. Apply 3M Scotch Grip ~ Rubber and Gasket I A CAUTION I This publication ad-
Adhesive 847 to the two feet of the upper retainer (those .. dresses current produc- )
that mate with the lower half of the retainer assembly). If tion configurations only. Refer to Service Bulletin
necessary, use the side of a knife blade to form the cut 5-23280, Crankshaft, Main Bearing and Connect-
ends of the seal into a square shape (so that the Ing Rod Identification and Replacement for in-
material does not interfere with proper placement of the formation regarding previous production
gasket) (see Figure 4.00-50). configurations, to avoid damage to equipment.

A
I ..
CAUTION IThe main bearing
saddles and caps must
be completely free of oil, dirt or other foreign
material. Any dirt or debris caught between the
bearing shell and crankshaft bore results in bear-
ing distortion, reduced service life and product
damage.
1. Thoroughly clean the main bearing saddles and
caps. Inspect the bearing running surface for burrs,
nicks, minor scuff marks or scratches, remove as
necessary. Use compressed air to blow away all dust
and debris.

2. Check the oil passage in the front main bearing cap

Figure 4.00-50. Rear Oil Seal Retainer - Upper Half
13. Place two new gaskets on the contact cement.
for cleanliness. Insert a piece of drill welding rod into the
passageway to feel for obstructions. The front main
bearing cap, stamped with the number I, is easily
identified by the oil pump idler gear spindle bore (see
Figure 4.00-51). )

14. Apply Permatex® Aviation Form-A-Gasket Seal- BEARING TEMPERATURE SENSOR BORE

l~
ant to the exposed side of each gasket piece (see
Figure 4.00-49).

15. Apply Permatex® Aviation Form-A-Gasket Seal-

ant to the exposed portions of the rear oil seal retainer
gasket (the legs on each side of the crankshaft bore)
(see Figure 4.00-49).

NOTE: The lower half of the rear oil seal retainer is

installed after the crankshaft is in place. See Rear Oil
Seal Retainer (Lower Half).

MAIN BEARING INSTALLATION

~~
OIL PUMP IDLER
A WARNING GEAR SPINDLE BORE

Figure 4.00-51. Front Main Bearing Cap

Compressed air can pierce the skin and cause
severe personal injury. Never use your hand to
check for leaks or to determine air flow rates. Wear 3. Verify that the four roll pins in the front main bearing
safety glasses to shield your eyes from flying dirt cap are clean and straight.
and debris.

4.00 - 20 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

SPLIT OF ROLL PINS (4) TO BE ASSEMBLED AS SHOWN

Figure 4.00-52. Install Roll Pins In Front Main Bearing Cap

4. Remove and discard the pins if bent or damaged.

WIDE SHELL
(FRONT, CENTER
A CAUTION Ilf installed incorrect~y,
AND REAR)

~
I.....
"'='-___
. ....0..._--0. Internal stress may dis-
tort or damage the roll pins, resulting in dislocation
of the thrust ring.

5. Verify thatthe four pin holes in the front main bearing

cap are completely free of dirt and grit.

6. Install new roll pins with the split opposite the bearing
seat approximately 15 degrees below horizontal (see
Figure 4.00-52). Measure the length of each pin to
verify that it protrudes 0.188 inch (±O. 015 inch) from the
face of the main bearing cap. NARROW SHELL
(INTERMEDIATE)

I A CAUTION I Do not touch the main
.. bearing runmng surface.
Acidic skin secretions can promote the start of
surface corrosion and wear.
7. Wipe the main bearing shells clean. Inspect the
bearing surfaces for burrs, nicks, minor scuff marks or
scratches, remove as necessary. Use compressed air
to blowout all dust and debris.
8. Locate the seven upper main bearing shells. All
upper main bearing shells are fully grooved with a
slotted oil hole towards the center (see Figure 4.00-53).
Figure 4.00-53. Upper Fully Grooved Main Bearing
Shells - Bearing Saddles
NOTE: The words "UPPER" and ''LOWER" are marked
on the back of each shell to indicate its location.
9. Position the fully grooved shells above the bearing
seats of the seven main bearing saddles. The front,
center and rear bearing shells are about 1-1/8 inches
(28.575 mm) wider than the four intermediate shells
(see Figure 4.00-53).

FORM 6248 First Edition 4.00 - 21

CRANKCASE ASSEMBLY

10. Verify that the locating tang on the parting edge of 16. Apply even pressure to the parting edges of each
each shell (opposite the bearing running surface) is bearing shell to snap it into place.
directly above the notch machined on the inside edge of
lin ~ddition to making
the bearing saddle.
:11.. CAUTION
11. Apply even pressure to the parting edges of each
1=.=......;:==::.....:...::..;;.....:~.
L.. . nOIse, loose fitting
shells can adversely affect the bearing's ability to
bearing shell to snap it into place.
transfer heat. Excessive temperatures shorten
bearing service life and may cause damage to the
A CAUTION lin ~ddltlon to m~k~ng
I..
==......;:=..:...:::.....:....:...;;;.....:~.
L.. nOIse, loose fItting
crankshaft.
shells can adversely affect the bearing's ability to 17. Verify that the bearing shell fits tightly in each main
transfer heat. Excessive temperatures shorten bearing cap.
bearing service life and may cause damage to the
crankshaft.
:11.. CAUTION I ~iI ~arvatlon results In
12. Verify that the bearing shells fit tightly in the main
=
..
1L.. =......;:;..;;....;;...;'--...::....:....;~. rapId wear of the oil
pump idler gear bushing and spindle.
bearing bore.

IA
..
CAUTION IOil starvation results in
rapid bearing failure and
18. Verify that the oil hole in the shell of the front main
bearing cap matches up with the supply hole to the oil
pump idler gear spindle bore.
possible crankshaft damage.
CRANKSHAFT INSTALLATION
13. Verify that the slotted oil hole in each shell matches
up with the oil supply hole centered in each main
Crankshaft Set Screws

A CAUTION I
bearing saddle.

14. Position the ungrooved bearing shells above the I.="='--':-_

L.
• _
A missing crankshaft set
screw causes a loss of
"'::"'_--1.
engine oil pressure resulting in bearing seizure and )
bearing seats of the seven main bearing caps (see
Figure 4.00-54). piston/sleeve damage.

1. Six drillings can be found in the crankshaft cheeks of

current production tee-drilled crankshafts. Since Wau-
UNGROOVED
kesha recommends that the set screws (see
Figure 4.00-55) be removed for proper cleaning, in-
spect the cheeks to verify that all openings are plugged
and staked (see Figure 4.00-56).

NARROW SHELL
(INTERMEDIATE)

Figure 4.00-54. Lower Ungrooved Main Bearing Shells

- Bearing Caps

15. Verify that the two locating tangs on the parting

edges of each shell (opposite the bearing running
surface) are directly above the notches machined on
the inside edge of each main bearing cap.

FIgure 4.00-55. Crankshaft Set Screws

4.00 - 22 FORM 6248 First Edition


Figure 4.00-56. Crankshaft Set Screw Locations (6)
IA CAUTION I~~~~~~NK~~~'i S:~ I
INSTALLED PRIOR TO INSTALLING THE CRANK-
SHAFT IN THE ENGINE. A crankshaft installed and
operated with one or more missing set screws will
cause bearing seizure and piston/sleeve damage
due to low oil pressure.
2. Carefully examine the entire crankshaft to be certain
all cheek openings are plugged with set screws.
3. In addition, check the area for metal chips resulting
from the staking operation.
4. If a set screw is missing, proceed as follows: Coat
the threads of the set screw plugs with Loctite® 271.
Install set screw plugs approximately three threads
below the cheek surface. Peen or stake these set
screws into place as described in the Note below.
NOTE: Wedge a painted punch between the set
screws and crankshaft threads and sharply strike the
punch a Single blow to securely stake the set screws in
place. This operation distorts the threads to lock the set
screws in place.
5. Carefully check the surface area of the cheek for
metal chips that may have been produced from the
staking operation.
1. Apply oil to the upper bearing halves in the main
bearing bore. Use SAE 40 engine oil, and evenly spread
the oil up over the entire bearing surface.
2. Before installing crankshaft in crankcase, use a
clean cloth to clean the main and rod bearing journals.
)
FORM 6248 First Edition
CRANKCASE ASSEMBLY
A. CAUTION ISlide plastic or rubber
=,---,;,.;;"...;;..;;.,.,;;;,..;;.,,;;;,,,,;~. tubes over the main
L.,;:
..
bearing cap studs to avoid damage to the crank-
shaft and/or studs during Installation.
3. Slide protective plastic or rubber tubes over the main
bearing cap studs.
A WARNING
The crankshaft weighs approximately 1,850 Ibs.
(839 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
4. Gently position the crankshaft iri the main bearing
bore. While the crankshaft is suspended, wrap a clean
cloth around the end of the crankshaft (see
Figure 4.00(57). Interlock the fingers iii both handis over
the top of the cloth to guide the crankshaft as ~ is lowered
into position. Position the crankshaft so that the oil
grooves behind the oil slinger (see Figure 4.Q0(58) are
centered on the rope-type seal of the rear oil seal retainer
(upper hall) (see Figure 4.CJO.59).
Figure 4.00-57. Crankshaft Guiding
4.00 - 23
CRANKCASE ASSEMBLY

Inside Crankshaft Thrust Ring Installation

)
I~ CAUTION I
-A Do not mix or match
thrust rings. If reinstal-
ling thrust rings, insure that the thrust rings are
installed in their original position. Mixing thrust
rings may affect the crankshaft end play. Disregard-
ing this information could result in product dam-
age andlor personal injury.
1. Install one half of a new thrust ring into the space
between the bearing saddle .and the cheek of the #1
main bearing journal. The lip on the inside diameter of
the thrust ring seats in the groove where the crankshaft
journal, shell and bearing bore converge (see
Figure 4.00-60).

Figure 4.00-58. Crankshaft 011 Grooves BEARING SHELL

#1 MAIN BEARING
JOURNAL
BEARING CRANKSHAFT
OIL HUB
SLINGER

)
ROPE-TYPE
SEAL
o o

OIL
GROOVES GEAR
o
MOUNT 0 0
FRONT MAIN.---'
BEARING SADDLE COUNTERWEIGHT
7
o o Figure 4.00-60. Install Inside Thrust Ring

CAUTION I
ROPE-TYPE
SEAL
IA..
To avoid damage to a
crankshaft Journal or fil-
let, always position the pry bar against a non-criti-
MAIN BEARING UPPER REAR OIL cal surface, such as the crankshaft cheek,
SADDLE SEAL RETAINER
counterweight, or main bearing cap.
Figure 4.00-59. Crankshaft Placement 2. Use a pry bar to bump the crankshaft towards the rear
if the gap is too narrow to accommodate the thrust ring.
5. Remove the protective tubes from the main bearing
3. Place one half of a new thrust ring (PIN 153031 B)
cap studs.
flush against the front face of the #1 main bearing
saddle. The lip on the inside diameter of the thrust ring
fits in the groove where the crankshaft journal, shell and
bearing bore converge.

NOTE: The upper and lower halves of the thrust ring

are interchangeable.

4.00 - 24 FORM 6248 First Ed~ion

 CRANKCASE ASSEMBLY

REAR OIL SEAL RETAINER (LOWER HALF)
INSTALLATION
1. If not already accomplished, see Rear Oil Seal
Retainer (Upper Half) for installing a new rope-type
seal.
A CAUTION I Pinning the lower half of
.!!!!!!~=..:..:::....::...:..=...;~.
I.L .:!! . the rear 011 seal retainer
to an upper retainer that is already tightened to the
crankcase will pinch or crack the legs of the
retainer gasket. Damage to the rear oil seal retainer
gasket will result in oil leakage.
6. Fasten the lower half of the retainer to the crankcase
(4 capscrews, 3/8 x 1 inch, with lock washers).
A CAUTION Ilfther~roilsealretainer
.:!!!!!!!!~=..:..:::....::...:..=...;~.
I.L . . gasket IS left uncut, the
excess material will dig into the oil pan seal.
Damage to the oil pan seal will result in oil leakage.
7. Using a sharp knife or razor, carefully cut the rear oil
seal retainer gasket, so that the legs (on each side of the
crankshaft bore) are flush with the bottom of the
crankcase (see Figure 4.00-62).

2. Be sure that the five capscrews of the upper rear oil

seal retainer are loose (see Figure 4.00-61).

UPPER HALF
OF RETAINER

Figure 4.00-62. Trim Rear Oil Seal Re1alner Gasket

I A CAUTION Ilf the lower half of the

.. rear oil seal retainer Is
not flush with the bottom of the crankcase, a faulty
seal with the 011 pan will result in 011 leakage.

8. Verify that the bottom of the lower rear oil seal

retainer is flush with the bottom of the crankcase. Slide
a metal straight edge across both surfaces to detect if
there is a drop between one plane and the other. Check
each side of the seal retainer bore.
Figure 4.00-61. Rear Oil Seal Retainer Assembly

3. Align the dowels in the lower half of the rear oil seal
retainer with the two pin holes in the upper half. If
necessary, use a rubber mallet to bring the mating
flanges together.

4. Fasten the lower retainer to the upper half

(2 capscrews, 7/16 x 1-1/4 inches, with lock washers).

5. Fasten the upper half ofthe retainer to the crankcase

(5 capscrews, 3/8 x 1 inch, with lock washers).

FORM 6248 First Edition 4.00 - 25

CRANKCASE ASSEMBLY

MAIN BEARING CAPS INSTALLATION CRANKSHAFT END PLAY MEASUREMENT

This torquing sequence should be used on previous
engines as well as current production ones.
NOTE: Generously apply engine oil to main bearing
cap studs, nuts and side bolts immediately before
installing them. Apply 3M Scotch Grip ~ Industrial
Adhesive EC 847, or equivalent, to both sides of the
side bolt washers to prevent lube oil leaks.
1. Apply engine oil to the lower bearing halves in the
main bearing caps and to the crankshaft main bearings.
2. Refer to the stamped marks on the main bearing
caps and install them on their corresponding main
bearing seat on the crankcase.
3. Refer to Figure 4.00-63 and torque nuts 1 through 4
(in that order) to 75 ft-Ib (102 N·m). If installing
replacement caps that will be align bored, torque to only
30 ft-Ib (40 N·m). When installing more than one cap,
torque nuts 1 through 4 to 75 ft-Ib (102 N·m) on all caps
before torquing side bolts.
)
IA
..
CAUTION I The crankshaft gear
should not be installed
prior to checking the crankshaft end play. Disre-
garding this Information could result In product
damage and/or personal Injury.
NOTE: Fabricate a sleeve to the same dimensions as
the crankshaft gear, leaving enough inside diameter
that the gear fits over the crankshaft easily. A second
longer sleeve with a closed end should be fabricated to
fit over the end of the crankshaft, with enough length to
reach the sleeve positioned against the thrust washer
(see Figure 4.00-64). The longer sleeve should be
fabricated to allow capscrews to be threaded through
the closed end, and into the threaded holes in the
crankshaft end. This will allow the sleeves to be
tightened against the thrust washer.

LEFT SIDE OF ENGINE

5

LOCATING
DOWEL I I
)

~"
FRONT OF
ENGINE

Figure 4.00-64. Torque Front Main Bearing Cap

1. Position temporary sleeves against the thrust thrust

as described in the Note above, and tighten.

2. Remove the capscrew (3/8 x 1 inch, with lock

6 washer) from the lower right corner of the rear oil seal
retainer assembly. Install a pin in the bo~ hole.
Figure 4.00-63. Main Bearing Cap Tightening(Torqulng
Pattem - As Viewed From Underside Of Crankcase

4. Torque all left side bo~s (5) to 250 ft-Ib (339 N·m),
starting from the front of the engine.

5. Torque all right side bolts (6) to 250 ft-Ib (339 N·m)
starting from the front of the engine.

6. Torque nuts 1 through 4 to 275 ft-Ib (373 N·m) to two

steps: first 175 ft-Ib (237 N'm), and then 275 ft-Ib
(373 N·m).

7. Check the crankshaft for free rotation after each

bearing cap is torqued.

4.00 - 26 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

3. To measure the lateral movement of the crankshaft,
mount a dial indicator on the pin. Position the indicator
button against the crankshaft hub (see Figure 4.00-65).
5. Holding the crankshaft in the farthest rearward
posHion, zero the dial indicator on the crankshaft hub.
6. Insert a pry bar between the main bearing cap and
the crankshaft cheek. Push on the cheek to bump the
crankshaft forward as far as it will go.

7. Holding the crankshaft in the farthest forward position,

take note of the dial indicalor reading. Verify that the
crankshaft end play is between 0.005 and 0.016 inch
(0.127 and 0.406 mm).
If the end play is too small, add addHional shims between
the thrust ring and washer. Shims (PIN 153043A) come in
standard thickness of 0.003 inch (0.076 mm). If the end
play is too great, then remove shims as necessary (see
Figure 4.00-67). Table 4.00-1 lists the standard thrust ring
measurements.

LJ
~~*
BEARING CRANKCASE

Figure 4.00-65. Measure Crankshaft End Play

D
CAUTION ITo
#1 MAIN

I...
A avoid damage to a
crankshaft journal or fil-
let, always position the pry bar against a non-criti-
CRANKSHAFT
JOURNAL

. -. ADDING
SHIMS
W ILL
cal surface, such as the crankshaft cheek, INC REASE
counterweight or main bearing cap. PLAY
ENI

-~-'~D
4. Insert a pry bar between the counterweight and the
CRANK GEAR"""'-
D
main bearing cap (see Figure 4.00-66). Push on the
counterweight to bump the crankshaft back as far as H
will go.
THRUST RING
(BEARING)

Figure 4.00-67. Crankshaft End Play

Table 4.00-1. Crankshaft Thrust Rings

PIN A B
0.215 0.268
Standard 1530318 0.217 0.263

Figure 4.00-66. Bump Crankshaft Towards Rear

FORM 6248 First Edition 4.00 - 'Z1

CRANKCASE ASSEMBLY

8. Remove the dial indicator from the crankshaft hub. A CAUTION Ilf installed incorrect!y,
.
=.
IL. =~;;.;;....:..:;;.....;....:...;;;...;~. Internal stress may dis-
9. Remove the pin from the rear oil seal retainer and tort or damage the roll pins, resulting In dislocation
install the capscrew (3/8 x 1 inch, with lock washer) in of the thrust ring.
the bolt hole.
3. Verify that the pin holes are completely free of dirt
1O. Remove the fabricated sleeves from the crankshaft
and grit.
end.
4. Install new roll pins (PIN 26800) with the split
OUTSIDE CRANKSHAFT THRUST RING
opposite the crankshaft end. Measure the length of
INSTALLATION
each pin to verify that it protrudes 0.312 inch (±0.015
1. Verify that the two roll pins in the front face of the #1 inch) from the face of the crankshaft journal (see
main bearing journal are clean and straight (see Figure 4.00-69).
Figure 4.00-68).

Figure 4.00-68. Roll Pins

2. Remove and discard the pins if bent or damaged.

/ #1 MAIN BEARING JOURNAL

--lI-- -<I>--h-I;.-2 ~q
'v
----
SPLIT OF ROLL PINS (2)
.312" •.015.J TO BE ASSEMBLED AS
(BOTH SIDES) SHOWN

Figure 4.00-69. Install Roll Pins In Crankshaft

4.00 - 28 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

5. Position the other half of the thrust ring flush against

the machined flange on the front face of the front main
bearing cap (see FlQure 4.00-70, Figure 4.00-71 and
Figure 4.00-72). The two roll pins in the cap fit into pin
holes on opposite sides of the thrust ring. The lip on the
inside diameter of the ring seats in the groove where the
crankshaft journal, shell and bearing bore converge. If
necessary, place a little grease on the roll pins to help hold
the thrust ring in place.

Figure 4.00-72. Outside Thrust Ring - Saddle Side

6. Slide the thrust washer onto the end of the crankshaft

ROLL PIN HOLES
Figure 4.00-70. Crankshaft Thrust Ring (Half) Up
with the inside bevel facing the thrust ring (see
Figure 4.00-73). Position the washer so thai the notch on
the inside diameter slides past ttJe< "dowel pin on the
crankshaft circumfererce (see Figure".<\.00-74). Move the
washer down the crankshaft until tt, Contacts the thrust
ring, fitting the two roll pins on the fiice of the #1 main
bearing journal into the pin holes on opPosite sides of the
thrust washer.

Figure 4.00-71. Outside Thrust Ring - Cap Side

Figure 4.00-73. Crankshaft Thrust Washer

FORM 6248 Firs! Edition 4.00 - 29

CRANKCASE ASSEMBLY

A WARNING
Always wear insulated gloves when handling
heated gears. Use of bare hands will result In
severe bums.
NOTE: Do not delay installation of the crankshaft gear
after it is removed from the oven. The gear shrinks as it
cools, so it must be properly installed before its inside
diameter decreases to the paint where installation
becomes difficult. Any difficulty associated with installa-
tion of the crankshaft gear increases the risk of
improper installation or damage to the crankshaft gear
and/or crankshaft.

2. Align the notch on the inside diameter of the heated

crankshaft gear with the dowel pin on the crankshaft
end (see Figure 4.00-76). Verify that the timing marks
Figure 4.00·74. Thrust Washer
(the letters "X· and "0") face outward. Slide the gear
down the crankshaft end until Rseats solidly against the
CRANKSHAFT GEAR INSTALLATION
thrust washer.

CAUTION I~notdriveacoldcrank­
I~A!!:!!!!~~....:..:::....::....:..:::..:~.
L. . . shaft gear onto the crank-
shaft. Driving the gear onto the shaft may gall the
Inside diameter of the gear, resulting In Improper
installation and gear or crankshaft damage.
)
I A CAUTION IDo not torch heat the
.. crankshaft gear. The ni-
trating on the gear will not withstand the excessive
heat generated by the torch. Penetration of the
case-hardening will also result in brittle teeth
leading to premature gear failure. Uneven expan-
sion also can lead to gear or crankshaft damage
during installation.
1. Heat the crankshaft gear (see Figure 4.00-75). Figure 4.00-76. Crankshaft Gear Mount
Place the gear in an oven for a period of 1·1/2 to 2
hours. Maintain the oven temperature at 500 0 - 550 0 F 3. WaR for the gear to cool to the temperature of the
(260 0 - 288 0 C). crankshaft. Occasionally tap on the gear face with a soft
hammerto ensure that it remains tight against the thrust
washer. As the gear cools, it shrinks to form a
metal-to-metal contact with the crankshaft.

4. Verify that the gear fRs snugly on the crankshaft

without rocking or sliding.

Figure 4.00-75. Crankshaft Gear

4.00 - 30 FORM 6248 First Edttion

 CRANKCASE ASSEMBLY

OIL PUMP IDLER GEAR
1. Lubricate the exterior surface of the oil pump idler
gear spindle (see Figure 4.00-77). Use a quality high
viscosity oil.
8. Install the spindle screw hex nut (Grade 8, 3/4" -16)
w~h the large chamfer facing outside, the smaller
chamfer in toward the bearing cap. Secure the head of
the spindle screw w~h a wrench (see Figure 4.00-78)
and tighten the hex nut.

Figure 4.00-77. 011 Pump Gear Assembly

2. Slide the spindle into the hole at the bottom of the

front main bearing cap until ~ is seated solidly against
the inside counterbore. Verify that the WED part
number faces outside toward the front of the engine. Figure 4.00-78. Secure Spind!i$crew Head

3. Install the oil pump idler gear onto the spindle with 9. Leaving the wrench in place to keep the oil pump
the tapered end facing inward. idler gear from turning, torque the sPindle screw hex nut

4. W~h the recessed side facing the screw head, move •.

to 300 - 325ft-lb (407 - 441 N·m) (~Figure 4.00-79).

the thick washer down the spindle screw.

5. Insert the screw into the oil pump idler gear spindle
until ~ exits the bore at the rear of the front main bearing
cap.

6. Install the thin washer on the end of the spindle

screw.

7. Apply a small amount of Loctite@ 271 Adhesive

Sealant (High Strength) to the threads of the spindle
screw.

Figure 4.00-79. Torque Spindle Screw Hex Nut

FORM 6248 First Edition 4.00 - 31

CRANKCASE ASSEMBLY

CAMSHAFT IDLER GEAR INSTALLATION 5. Position a new bearing above the gear hub. Exert
uniform pressure against the outer race of the bearing )
A WARNING until it makes solid contact with the counterbore (see
Figure 4.00-81). The bearing is a slight interference fit,
Always wear suitable safety gloves when handling so minimum pressure is required to press the bearing
the idler gears. The edges of the gear teeth are into place.
sharp enough to cut flesh if mishandled. If the gear
slips from your grasp and drops, do not attempt to
NYLOK
catch It. The sharp edges of the gear teeth CAPSCREW
WIDE
combined with its weight 30 Ibs. (14 kg) and BORE
momentum may cause severe lacerations.

1. Position the camshaft idler gear in a suitable press

with the shallow CQunterbore in the gear hub facing
upward (see Figure 4.00-80). Position a new ball
bearing above the hub.

,5HALL.UW COUNlERBORE

THIN

Figure 4.00-111. Idler Gear

6. Position the gear on a suitable workbench with the

threaded holes around the hub facing upward.

7. With the beveled inside diameter of the bearing

DEEP
retainer plate facing outward, align the holes in the plate )
with the holes in the gear.
Figure 4.00-80. Idler Gear
8. Start six new 3/8 x 1 inch Nylok capscrews in the
gear hub (see Figure 4.00-82). Aijernately wrench
2. Exert uniform pressure against the outer race until tighten the capscrews.
the bearing makes solid contact with the counterbore.
Since the bearing is a slight interference fit in the gear
bore, minimum pressure is required to press the bearing
into place.

3. Turn the idler gear over so that the deeper counter-

bore in the gear hub faces upward.

4. Position the spacer in the gear hub.

Figure 4.00-112. Camshaft Idler Gear

4.00 - 32 FORM 6248 First Ed~ion

 CRANKCASE ASSEMBLY

9. Use a piece of white chalk to highlight the timing

marks ("X's" and "0'5") on the faces of the cam, crank AUGN VERTICAL "X" BELOW TOOTH
and idler gears (see Table 4.00-2) (the oil pump idler WITH "X" ON CAM GEAR ROOT
gear is not timed). The chalk enables the technician to
quickly focus on the timing marks, which facilitates
installation olthe gears and provides for quick confirma-
tion of correct timing.

NOTE: Install both idler gears cold.

10. With the timing marks facing outward, push the

idler gear onto the spindle until the rear ball bearing race
is fully seated. The spacer separating the front and rear
ball bearings drops down to halt complete installation of
the idler gear (see Figure 4.00-83).

ALIGN HORIZONTAL "X" BELOW ROOT

WITH "X" ON CRANK GEAR TOOTH

Figura 4.00-84. Camshaft Idler Gear - Timing MlIrks

13. Align the camshaft idler gear so that the vertical "X"
on the tooth lines up with the "X" on the cam gear root
(see Figure 4.00-85), and the horizontal "X" on the root
lines up with the "X" on the crank gear tooth.
Figure 4.00-83. Camshaft Idler Gear - Upper

11. When the end of the spindle contacts the spacer,

rotate the idler gear to align the timing marks.

12. Two "X's," positioned 180 degrees apart, are

stamped on the camshaft idler gear. One "X" (vertical) is
stamped at the base of a tooth, the other (horizontal) is
directly below a root (see Figure 4.00-84).

,I Figure 4.00-85. Cam GearlCamshaft Idler Gear Timing

FORM 6248 First Ed~ion 4.00 - 33

CRANKCASE ASSEMBLY

Table 4.00-2. Rear Gear Backlash Specifications

)

1- CAM GEAR
2 - CAM IDLER GEAR
3 - CRANK GEAR
4 - OIL PUMP IDLER GEAR
)
5 - ACCESSORY IDLER GEAR
6 - ACCESSORY (MAGNETO) DRIVE GEAR

MEASUREMENT INCHES METRIC (mm)

(A) TIming Gears (Helical Gears)
Normal to tooth 0.005 - 0.012 0.203 - 0.305
In plane of rotation 0.0052 - 0.0122 0.2063 - 0.3099
Governor Drive Gears
Magneto shalt to Intermediate Shalt (Spur Gears)
60 and 72 Tooth Gears 0.005 - 0.007 0.127 - 0.178
42 and 90 tooth gears 0.003 - 0.005 0.076 - 0.127
Intermediate shalt to governor (Spiral Gears)
Normal to tooth 0.004 - 0.006 0.102 - O.t52
In plane of rotation (Governor Gear) 0.0057 - 0.0085 0.1448 - 0.2159
NOTE: The engine camshaft idler gear is a "Hunting - Tooth" design, to minimize tooth wear. The fractional drive ratio between the crankshaft and
camshaft gears results in the idler gear timing marks re - aligning with the crankshaft and camshaft timing marks only once in Bvel}' 154 crankshaft
revolutions. The most practical way to realign the timing marks, when timing a camshaft, is to remove the idler gear and re - assemble to it's timed
position as previously described.

4.00 - 34 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

14. With the timing marks correctly aligned, pull up on ACCESSORY IDLER GEAR INSTALLATION
the ball bearing spacer and slide the idler gear down the
spindle until the rear face contacts the spindle shoulder. 1. Follow steps 1 - 11 under Camshaft Idler Gear.
Lightly tap the gear face with a soft rubber mallet to
2. Align the accessory idler gear so that the "0"
ensure that it is completely seated. stamped at the base of the tooth lines up with the "0"
below the crank gear root (see Figure 4.00-87).
15. Align the holes in the idler gear washer and lock
washer with those in the idler gear spindle. (Use a new
lock washer) Verify that the tapered hole in the center of
the idler gear washer faces inward. Finger tighten the AUGN "0" BELOW TOOTH
WITH "0' ON CRANK
two capscrews (1/2 x 1-1/4 inches), so that the flat of GEAR ROOT
one is parallel with the flat of the other (see
Figure 4.00-86).

"12" BELOW TOOTKTP~BE

ALIGNED WITH "12" BELOW
MAG DRIVE GEAR ROOT
Figure 4.00-86. Lock Idler Gear Capscrews
Figure 4.00-87. Accessory Idler Gear - Timing Marks
16. With the facing flats parallel, use a thin wall socket
to tighten the first capscrew. If the socket cannot be 3. Follow steps 13 - 17 under Camshaft Idler Gear (see
removed, then make the capscrew a little tighter to bring Figure 4.00-88).
the flats parallel again. TIghten the second capscrew in
the same manner. The socket can only be removed
when the facing flats of the two capscrews are parallel.

17. Torque the two idler gear capscrews to 87 ft-Ib

(118 N·m). Using a thin wall socket, follow the "parallel
flats" tightening procedure described in step 15.

NOTE: It may be necessary to exceed the torque value

slightly in order to make the facing flats of the two
capscrews parallel. The flats must be parallel to install
or remove the thin wall socket.

18. Use a chisel and hammer to bend the rounded tab

on each end of the idler gear lock washer toward the
head of the adjacent capscrew. Bend each tab forward
until it rests tightly against the flat of the capscrew (see
)
Figure 4.00-86).

Figure 4.00-88. Accessory Idler Gear - Lower

FORM 6248 First Ednion 4.00 - 35

CRANKCASE ASSEMBLY
GEAR BACKLASH MEASUREMENT
Backlash is the distance or the amount of "play"
between the teeth of two meshed gears (see
Figure 4.00-89). Always check the backlash, regard-
less of whether the gear is new or used. Refer to
Chapter 1 for backlash values.
GEAR BACKLASH
Figure 4.00-89. Gear Backlash
I ..
A CAUTION Ilf the backlash on a new
gear is not within speci-
fication, recheck the part number to be sure that the
correct gear was installed. Use of tight or "bound"
gears or use of excessively worn gears, can lead to
severe engine damage.
If the backlash is not within specification, then the gear,
and/or the gear with which it mates, must be replaced.
Camshaft Idler Gear to Crank Gear
1. Mount a dial indicator with a magnetic base next to
the camshaft idler gear (see Figure 4.00-88). Position
the indicator point against the inside face of any idler
gear tooth.
2. Turn the camshaft idler gear until contact with the
stationary crank gear prevents further movement.
3. Holding the idler gear in position, zero the dial
indicator.
4. Turn the camshaft idler gear in the opposite direction
until movement is again halted by contact with the crank
gear.
5. Take note of the dial indicatorreading. Verify thatthe
camshaft idler gear to crank gear backlash is between
0.008 and 0.012 inch (0.203 and 0.305 mm).
I.L .:
A CAUTION I Severe engine damage
.=:.-...:=...:...;::;...::....:..=;..;;.J.
. may result from opera-
tion with "tight" or excessively worn gears.
6. Back off the point of the dial indicator, rotate the idler
gear 180 degrees and recheck the backlash.
4.00-36
Camshaft Idler Gear to Cam Gear
1. Mount a dial indicator with a magnetic base next to
the camshaft idler gear. Position the indicator point
against the inside face of any idler gear tooth.
2. Secure the cam gear against movement.
3. Turn the idler gear until contact with the stationary
cam gear prevents further movement.
4. Holding the idler gear in position, zero the dial
indicator.
5. Turn the idler gear in the opposite direction until
movement is again ha~ed by contact with the stationary
cam gear.
6. Take note of the dial indicator reading. Verify that the
camshaft idler gear to cam gear backlash is between
0.008 and 0.012 inch (0.203 and 0.305 mm).
A CAUTION I Severe engine damage
,":,
I ="=-:-:-~-:--:- __-" may result from opera-
tion with "tight" or excessively worn gears.
7. Back off the point ofthe dial indicator, rotate the idler
gear 180 degrees and recheck the backlash.
Accessory Idler Gear to Crank Gear
)
1. Mount a dial indicator with a magnetic base next to
the accessory idler gear. Position the indicator point
against the inside face of any idler gear tooth.
2. Turn the accessory idler gear until contact with the
stationary crank gear prevents further movement.
3. Holding the idler gear in position, zero the dial
indicator.
4. Turn the accessory idler gear in the opposite
direction until movement is again ha~ed by contact with
the crank gear.
5. Take note ofthe dial indicator reading. Verify thatthe
accessory idler gear to crank gear backlash is between
0.008 and 0.012 inch (0.203 and 0.305 mm).
A CAUTION I ~evere engine damage
..
=
IL. =-==..:...::.....:~::;..:~. may result from opera-
tion with "tight" or excessively worn gears.
6. Back off the point of the dial indicator, rotate the
accessory idler gear 180 degrees and recheck the
backlash.
FORM 6248 First Edition
 CRANKCASE ASSEMBLY

011 Pump Idler Gear to Crank Gear I.A. CAUTION Idrive

1. Mount a dial indicator w~h a magnetic base next to
the oil pump idler gear. Position the indicator point
against the inside face of any idler gear tooth.
Do not install magneto
mounting studs
with a pipe wrench or similar device. Use a collet
style stud driver to prevent damage to studs.

2. Turn the oil pump idler gear until contact w~h the
stationary crank gear prevents further movement.
3. Holding the idler gear in pos~ion, zero the dial
indicator.
4. Turn the oil pump idler gear in the opposite direction
until movement is again halted by contact with the crank
gear.
5. Take note ofthe dial indicator reading. Verifythatthe
oil pump idler gear to crank gear backlash is between
0.008 and 0.012 inch (0.203 and 0.305 mm).
6. Install the six studs in the rear right bank side of the
rear gear housing. Drive each stud into the flange until
the last coarse thread is turned into the casting.
IA
..
CAUTION IDeposits left on gasket
surfaces will cause
leaks.
7. Verify that all gaskets and gasket mating surfaces
are clean and completely free of grease and oil.
8. Slide a new gasket on the mounting studs.

CAUTION I A WARNING
I..
=A= ______
L..
Severe engine damage
....;;.._~. may result from opera-
tion with "tight" or excessively worn gears.
The magneto drive assembly weighs approximate-
ly 70 Ibs. (32 Kg). Use a suitable lifting device and
exercise caution during removal or installation to
6. Back off the point of the dial indicator, rotate the oil avoid severe personal injury or death.
pump idler gear 180 degrees and recheck the backlash.
9. Locate the bolt hole between the'tWo rounded cuts in
MAGNETO DRIVE ASSEMBLY INSTALLATION
the flange of the magneto drive housing (see
1. Remove the 3/4 inch NPT square head pipe plugs Figure 4.00-90). With the bolt hole at the 10 o'clock
from taps 2 and 3 in the right bank main oil header. Oil position and the overspeed governor mounting pad
header tap number 1 is at the front of the engine, while facing upward (but tilting toward the right), move the
tap number 8 is at the rear. magneto drive down the mounting"Studs until the outer
lip on the spindle side fits squarely in the hole in the rear
2. Apply Perma Lok® Heavy Duty Pipe Sealant with gear housing.
Teflon® to the threads of a 1/2 to 1/8 inch reducing
bushing. Install the bushing in oil header tap number 2
(for connection of the oil header pressure tube to the
prechamber safety fuel shutdown valve).

3. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads of a 1/2 to 1/4 inch reducing
bushing. Install the bushing in oil header tap number 3
(for connection of the governor drive oil supply and
overspeed governor oil header pressure tube connec-
tions).

4. Check the six magneto drive mounting studs for

nicks, cracks, galled or stretched threads and other
obvious damage. Replace as necessary (P/N B839).

5. Each magneto drive mounting stud has both fine and
coarse threads separated by a smooth boss. Apply
Loctite® Removable Threadlocker 242 to the coarsely
threaded side.
Figure 4.00-90. Magneto Drive Assembly
10. Install the fasteners (1/2 inch hex nuts with lock
washers) on the six mounting studs. Alternately wrench
tighten.

FORM 6248 First Edition 4.00 - 37

CRANKCASE ASSEMBLY

11. Remove the two side bolts (3/8 x 1 inch, with lock 14. Alternately wrench tighten the capscrews (5) to
washers) from the magneto drive adapter cover, if secure the magneto drive support bracket to the block )
installed (see Figure 4.00-91). and to the magneto drive adapter cover (see
Figure 4.00-92).

Figure 4.00-91. Remove Adapter Cover Side Bolts

12. Leaving the fasteners loose, attach the magneto

Figure 4.00-92. Mount Magneto Drive Assembly
drive support bracket to the front right side of the engine
block (3 capscrews, 1/2 x 1-1/8 inches, with both lock
and flat washers). Slide the bracket forward until it
contacts the magneto drive adapter cover.
)
NOTE: The round hole in the center of the bracket, as
well as the rounded open-ended cut at the back,
provides access to the second and third taps in the main
oil header.

13. Slide two longer fasteners (3/8 x 1-1/2 inches,

with lock washers and flat washers) through the slots
in the magneto drive support bracket. Install spacers
(5/32 inch) on the capscrews and thread them into the
magneto drive adapter cover.

4.00 - 38 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

MAGNETO DRIVE GEAR INSTALLATION
1. Use a piece of white chalk to highlight the timing
marks (the number "12") on the face of the magneto
drive and accessory idler gears. The chalk enables the
technician to quickly focus on the timing marks, which
facilitates installation and provides for easy confirma-
tion of correct timing.
2. Bar the engine over, so that the "12" on the
accessory idler gear is facing the mag drive gear shaft
(see Figure 4.00-93).
4. With the timing marks facing outward, slide the
magneto drive gear onto the drive shaft (see
Figure 4.00-94). Align the magneto drive gear so that
the "A" marked on the magneto drive shaft and the" A"
marked on the magneto drive gear lines up, and the
number "12" stamped below the magneto drive gear
root lines up with the "12" at the base of the accessory
idler gear tooth (see Figure 4.00-93, Figure 4.00-94
and Figure 4.00-95).

ALIGN "0" BELOW TOOTH

WITH '0" ON CRANK
GEAR ROOT

Figure 4.00-94. Drive Shaft

5. Install the six magneto drive gearcapscrews (7/16 x

3 inches, with lock washers) (see Figure 4.00-95).
lighten the capscrews in an alterilating pattern (see
Figure 4.00-96).

LINE UP "A"
"12" BELOW TOOTH TO BE ON
ALIGNED WITH "12" BELOW MAGNETO
MAG DRIVE GEAR ROOT DRIVE GEAR
wrTH "A" ON
Figure 4.00-93. Accessory Idler Gear - Timing Marks MAGNETO
DRIVE SHAFT

A WARNING
Always wear suitable safety gloves when handling
the magneto drive gear. The edges ofthe gear teeth
are sharp enough to cm flesh If mishandled. If the
gear slips from your grasp and drops, do not
attempt to catch it. The sharp edges of the gear
teeth combined with its weight 80 Ibs. (36 Kg) and
momentum may cause severe lacerations.

3. Rotate the magneto drive shaft so that the keyway

slot and the "N marked on the shoulder face of the
shaft, (marked between threaded holes) are at the top
(see Figure 4.00-94 and Figure 4.00-95). Figure 4.00-95. Mount Magneto Drive Gear

NOTE: An "A" is marked on both the front and rear of

the magneto drive gear.
FORM 6248 First Edition 4.00 - 39
CRANKCASE ASSEMBLY
Figure 4.00-96. Magneto Drive Gear TIghtening And
Torquing Pattern
6. Torque the magneto drive gear capscrews to 60 ft-Ib
(8t N·m).
7. To verify proper torque, retorque the capscrews
moving clockwise around the mag drive gear hub.
4.00 - 40
Magneto Drive Gear to Accessory Idler Gear
Backlash, Measure )
1. Mount a dial indicator with a magnetic base on the
rear gear housing flange next to the magneto drive gear.
Position the indicator point againstthe inside face of any
drive gear tooth.
2. Secure the accessory idler gear against movement.
3. Turn the magneto drive gear until contact with the
stationary idler gear prevents further movement.
4. Holding the magneto drive gear in position, zero the
dial indicator.
5. Turn the drive gear in the opposite direction until
movement is again halted by contact with the stationary
idler gear.
6. Take note of the dial indicator reading. Verify that the
magneto drive gear to accessory idler gear backlash is
between 0.008 and 0.012 inch (0.203 and 0.305 mm).
7. Back off the point of the dial indicator, rotate the
magneto drive gear 180 degrees and recheck the
backlash.
CAUTION I
I.=A=,---,;;..;;..~:......;;...;;..;;;....:~.
Severe engine damage )
L. . may result from opera-
tion with "tight" or excessively worn gears.
NOTE: If the backlash on a new gear is not within
specification, recheck the part number to be sure that
the correct gear was installed. If the gear is used, then
the distance between the teeth gradually increases as
the gear wears, eventually resulting in excessive
backlash. If the backlash is not within specification on a
new or used gear, then the gear, and/or the gear with
which it mates, must be replaced.
FORM 6248 First Edition

CYLINDER SLEEVE INSTALLATION
A WARNING
Cylinder sleeve weighs approXimately 63lbs. (28 kg).
Use a suitable lifting device and exercise caution
during removal or installation to avoid severe per-
sonal injury or death.
1. Make sure that the crankcase counterbore is clean,
as the new sleeve pilots in the upper crankcase bore
provide rigidity and support.
IA
...
CAUTION I Remove caution tape
"Do not use a cylinder
sleeve gasket #1763750 with this sleeve as severe
damage will occur", from the circumference of the
PIN 205130L cylinder sleeve priorto installation, or
severe engine damage will result.
2. On PIN 205130L cylinder sleeves, (see
Figure 4.00·97) remove the caution tape from the
circumference ofthe cylinder sleeve. Clean any residue
from the cylinder sleeve.
Figure 4.00-97. PIN 205130L Cylinder Sleeve Caution
Tape
FORM 6248 First Ednion
CRANKCASE ASSEMBLY
A CAUTION I
I=...
L. = ______.;;...;-...1.
Do NOT use a cylinder
sleeve gasket PIN
1763750 with PIN 205130L sleeve. Using the
cylinder sleeve gasket will cause the sleeve to
project too far above the crankcase deck for
proper head gasket sealing, causing severe
engine damage.
3. On 9-3/8 inch bore GL models with PIN 205130C
and 205130H cylinder sleeves only (see
Figure 4.00-98) Install cylinder sleeve gasket to the
cylinder sleeve.
Figure 4.00-98. Cylinder Sleeve
4. Lubricate the a-rings and the crankcase a-ring
bores with Parker Super-O-Lube® silicone lubricant,
prior to installing the sleeve into the crankcase.
NOTE: Prior to assembling the D-rings into the sleeve
grooves, the grooves should be cleaned of any
preservative oil. Remove all traces of the oil from the
grooves. Failure to remove petroleum based oils will
cause the ethylene propylene rings to swell when they
come in contact with the oil.
5. Install the a-rings into the sleeve grooves by hand.
The red a-ring is silicone and is installed on the oil side
4.00 - 41
CRANKCASE ASSEMBLY

olthe sleeve. The two black O-rings are installed on the
water side of the sleeve.
6. With the O-rings installed in the grooves, spiral the
O-rings, using a pencil to remove the twists in the
O-rings and properly seat the rings in the sleeve
grooves (see Figure 4.00-99).
10. Measure the bore diameter 2 and 8 inches
(51 and 203 mm) down from the top of the sleeve. The
sleeve must be round within the tolerances listed in
Table 3.05-14 and Table 3.05-15. lithe sleeve bore is out
of round, reposition the sleeve and recheck tolerance.
11. Repeat Steps 1 thru 10 for the remaining cylinder
sleeves.

PISTON AND CONNECTING ROD INSTALLATION

A WARNING
Always wear proper eye protection when removing
piston pin retaining rings. Slippage may propel the
ring with enough force to cause severe personal
injury or death. Use the correct retaining ring
pliers. Verify that the tips of the pliers are not
excessively worn or damaged.
NOTE: Refer to Chapter 3 for procedures to install
piston rings.

NOTE: The rounded edge of the retaining rings should

Figure 4.00-99. Spiraling O-rings
be oriented towards the piston pin.

NOTE: Pull the pencil around the sleeve circumference 1. Install one piston pin retaining ring into the piston
at least twice. (see Figure 4.00-101).

7. Install the sleeve into the crankcase. The fit will be )

snug. If the sleeve will not fit with a good push, pick up
the sleeve, rotate and try again.

NOTE: It is only necessary to snug the screws down in

Step 8 to allow the sleeve to fully seat down against the
crankcase counterbore.

8. Using the crossbar from the sleeve puller (PIN

499233), clamp the cylinder sleeve down against the
crankcase counterbore.

9. Measure the sleeve projection (see Figure 4.00-100

above the crankcase deck. Refer to Table 3.05-14 and
Table 3.05-15 for the proper sleeve projection value.

MEASURE SLEEVE PROJECTION

_ _ _ _ _ABOVE CRANKCASE DECK J
1

Figure 4.00-100. Sleeve Projection

NOTE: If the O-rings become twisted during installa-

tion of the sleeve, this may be enough to cause the
cylinder sleeve to exceed out of round tolerance. When
cylinder sleeve is repositioned, insure thai the O-rings Figure 4.00-101. Piston And Connecting Rod
are not twisted.

4.00-42 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

2. Lubricate a piston pin and insert it part way into the LATERAL LOCATING
opposite piston pin boss. / TANG
ROD CAP

A WARNING
(UNLOADED SIDE)

Connecting rod weighs 62 Ibs. (28 kg). Use a

suitable lifting device and the aid of an assistant
when removing or installing the connecting rod to
prevent severe personal injury or death.

3. Position connecting rod between the piston pin

bosses. Push the pin through the connecting rod and
into position against the retaining ring.

4. Install the second retaining ring into the piston.

I.a
A CAUTION I Do not touch the rod
bearing runmng surface. /
CENTERED
LOCATING TANG
Acidic skin secretions promote the start of surface ROD BLADE
corrosion and wear in the affected area. (LOADED SIDE)

A CAUTION I
I=.a=
L. __:...;......;...:__
The bearing shells and
....::..:.;;...;~. rod bore must be com-
pletelyfree of oil, dirt or other foreign material. Any
dirt or debris caught between the bearing shell and
bore results in bearing distortion and reduced
service life.

5. Wipe the rod bearing bore and bearing shells clean.

6. Obtain a set of new connecting rod bearings. Each

set consists of two shells. The shell installed in the cap,
which is the unloaded side of the rod, is fully grooved
with no oil holes. The bearing installed in the blade is
partially grooved, the groove extending from the parting
edges of the shell to each oil hole (See
Figure 4.00-102).
Figure 4.00-102. Connecting Rod Bearings
7. Position the fully grooved bearing shell above the
bearing seat on the rod cap. The shell diameter is
slightly larger than the connecting rod bore (see
Figure 4.00-103).

/ PARTING EDGES ~

Figure 4.00-103. Connecting Rod Bore And Bearing

Shell

FORM 6248 First Ednion 4.00 - 43

CRANKCASE ASSEMBLY

8. Apply even pressure on the edges of the bearing to
press ~ into place. The locating tang on the parting edge
ofthe shell mustftt squarely in the notch machined inthe
roll pin side of the cap (see Figure 4.00-104).
A. CAUTION II~sure that the piston
I.L .=.a=~;;.;;....;;.::.......;;;..;;..;;;;..;;..:...J. ring compressor is prop- )
erly installed on the piston, to prevent it from falling
off and causing damage to equipment and/or
personal injury.
NOTE: Stagger the piston ring openings 120 degrees,
prior to installing the ring compressor on the piston.
NOTE: Proper use of the piston ring compressor is
especially important when installing the three ring
piston, due to piston ring tangential load.

14. Install the piston ring compressor (P/N 494085 for

8-1/2 inch bore or PIN 494206 for 9-3/8 inch bore) on the
BEARING RUNNING piston (see Figure 4.00-105).
SURFACE
">( ROD CAP

~OILGROVE

" BEARING SHELL

Figure 4.00-1 04. Installing Bearing Shell

9. Position the ungrooved bearing shell above the

bearing seat on the rod blade. The locating tang
centered on the parting edge of the bearing shell must
be directly above the notch centered in the roll pin side
PISTON RING
of the blade. Apply even pressure on the edges of the COMPRESSOR
bearing to press ~ into place.

10. Verify that the two oil holes in the shell match up
w~h the supply holes in the rod bearing bore.

A. CAUTION Ilf the b!aring shells fit

I.L .=.a='--:........;..;;;....;;..;;.._--I. loosely In the rod bear-
ing bore, poor heat transfer will result In excessive CORRECT
temperatures that shorten bearing service life. A
spun bearing may damage the crankshaft journal.
11. Verify thatthe bearing shells f~ tightly in the bearing
PISTON RING
bore. COMPRESSOR

12. Lubricate the piston, piston rings, cylinder sleeve,

crankshaft and bearings w~h clean engine oil.

13. Using the engine barring device, bar the engine

over until the crankshaft connecting rod journal is
oriented towards the midpoint of the crankcase door Figure 4.00-105. Install Piston And Connecting Rod
Assembly
opening, on the same side of the engine as the piston
being installed. 15. Install a piston puller (P/N 474018 for 8-1/2 inch
bore or PIN 474019 for 9-3/8 inch bore) to the two
threaded holes in the piston pin crown. )

4.00 - 44 FORM 6248 First Edition


NOTE: Looking at the rod centerline, note that one
"leg" of the rod bore is longer than the other (see
Figure 4.00-106). The long "leg" olthe rod bearing bore
must face inside toward the camshaft during installa-
tion.
THIS SIDE TOWARDS
THE CAMSHAFT
00'.' ~\mI.N"I-_-"''-----''''-_~\
Figure 4.00-106. Connecting Rod Position
16. Using a su~able lifting device and the aid of an
assistant, slowly lower the piston into the cylinder bore.
As the piston ring compressor touches the top circum-
ference of the cylinder sleeve, the piston must be
pushed down through the piston ring compressor and
into the cylinder sleeve. Hold the piston ring compressor
against the crankcase to prevent the rings from slipping
out between the piston ring compressor and the
crankcase.
A WARNING
Both the connecting rod blades and caps are
marked to Identify their location in the engine. For
example, 12 cylinder rods are marked 1R, 1L, 2R,
2L, etc. Do not crossmate connecting rod blades
and caps. Disregarding this information could
result in severe personal injury or death.
A CAUTION I
Use the aid of a~ assis-
I=..
L. ='--''--'--''--....;;..~:--'.
tant when lowering the
piston and connecting rod assembly into the
cylinder sleeve, to prevent damage to the cylinder
sleeve, crankshaft, connecting rod journal and/or
personal Injury.
FORM 6248 First Edition
CRANKCASE ASSEMBLY
17. Install the connecting rod cap. Verify that the rod
blade and cap are marked with the same cylinder
location number (see Figure 4.00-107).
1J
A
I
][ " \
ROD CAP
Figure 4.00-107. Connecting RoctCap Capscrew
TIghtening Sequence - Roll Pih Equipped
18. Torque the four connecting rod capscrews in the
proper numerical sequence, as follows:
A. Lubricate the the threads, and under the threads,
of four ferry head connecting rod capscrews with
engine oil.
B. Locate the number "1" stamped in the connecting
rod cap. Hand tighten a capscrew in this hole
first. Hand tighten the remaining capscrews in
pos~ions 2 thru 4 (see Figure Figure 4.00-107).
C. Following the same numerical sequence, torque
the capscrews to 50% of the final torque value.
D. Repeating the torque sequence, torque the
capscrews to a final torque value of 180 - 190
ft-Ib (244 - 257 N·m).
19. Repeat Steps 1 thru 18 for each piston assembly.
20. Refer to Table 1.20-9 and verify thatthe connecting
rod end play is 0.029 - 0.041 in. (0.7366 - 1.044 mm).
4.00-45
CRANKCASE ASSEMBLY

OIL PAN
Oil Pickup Screen Installation
1. Inspect the pickup screen for tears or holes (see
Figure 4.00-108). Replace the screen if damaged.
2. Inspect the baffle box for broken welds, split seams
or cracks around the oil tube holes. Replace the baffle if )
damaged.
3. Apply a fast setting gasket adhesive, such as 3M
Scotch Grip~ Rubber and Gasket Adhesive 847, on the
oil tube flanges. Place new gaskets on the flanges.

4. Install the oil tubes in the screening element. Place

the baffle over the screen aligning the holes with those
in the flange gaskets.

5. Obtain two new gaskets for the oil elbow inletflanges

and apply gasket adhesive to one side. Press the sticky
side of the gasket onto the baffle aligning the holes with
those in the box.

6. Verify that the oil elbow inlet and outlet flanges are
clean. Old gasket material or adhesive left on the mating
surfaces may cause air or unfiltered oil to leak into the
elbows.

7. Finger tighten the oil elbow inlet flanges (2 caps-

crews per elbow, 3/8 x 2 inches, with lock washers) to
the pickup screen assembly. The inlet flange is on the
shorter end of the elbow.

8. Position the pickup screen assembly in the oil pan.

9. Apply 3M Scotch Grip ~ Rubber and Gasket Adhe-

sive 847 to the oil elbow outlet flanges. Place new
gaskets on the flanges.

10. Finger tighten the oil elbow outlet flanges (2

capscrews per elbow, 3/8 x 1-1/8 inches, with lock
washers) to the front of the oil pan.

11. Alternately wrench tighten all capscrews.

Figure 4.00-108. 011 Pickup Screen Assembly-

12 Cylinder

4.00 - 46 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

Figure 4.00-109. Oil Pan Seal

Oil Pan Seal Installation 5. Apply a small amount of RTV Silicone Rubber
Adhesive Sealant to one end of the seal. Press the ends
I. Verify that the oil pan flange and seal groove are together. Use two oil pan bolts to hold the seal in place
clean. until the adhesive is dry (see Figure 4.00-110).
2. Place a new silicon rubber seal in the groove. Locate
the break in the seal material along the right front side of
the oil pan where the groove is straight (in the area
between the first and second oil pan doors) (see
Figure 4.00-109).

3. Back the seal up slightly in the groove to obtain a little

slack. This step ensures that both ends meet without
any stretching of the material once the seal is cut.

4. Hold both ends of the seal side-by-side and cut

them diagonally at a 45 - 60 degree angle. Since each
end must be cut althe same angleto provideforthe best
fit, always cut both ends simultaneously.

Figure 4.00-110. Oil Pan Seal - Front Right

FORM 6248 First Edition 4.00 - 47

CRANKCASE ASSEMBLY

011 Level Dipsticks Installation Expansion Plug Instsllatlon

)
CAUTION I~posits
1. Apply Loctite® Hydraulic Sealant around the edge of
I=.A.="-==..;;..;;;...;;..:..~~.
1... .
left .on gasket
surfaces will cause
a new expansion plug (see Figure 4.00-112).
leaks. Verify that the gasket and gasket mating
surfaces are clean and completely free of grease
and 011.

1. Slide two new NyIok capscrews through the holes in

the oil gauge support. Position a new gasket on the
capscrews.
2. Install the gauge support on the right side of the
engine between the second and third oil pan doors.

3. Install a new a-ring on the neck of the oil level gauge

(see Figure 4.00-111). Apply Parker Super-O-Lube®
silicone lubricant, to the a-ring. Install the gauge in the
oil gauge support. Repeatthe procedure on the left side.

IlO'N IFUU.
i> 0 0 1I1If===::::l
--------~2~~~\J~ EXPANSION
PLUG
I
OoRlNG Figure 4.00-112. Expansion Plug Location
Figure 4.00-111. Dipstick
2. With the concave side facing inward, pos~ion the
plug against the opening in the oil pump mounting
flange. The correct opening (lower left corner) is easily
identified by the counterbore.

3. Using a suitably sized brass drift and a brass faced

hammer, seat the plug squarely in the opening.

4. Reach into the oil pan and push against the back of
the plug to verify that it is tightly and squarely seated
against the counterbore.

Oil Pan Cover Plate Installation

I.. CAUTION I
=A.= ____
L..
Deposits left .on gasket
....;;.."'---'.
surfaces Will cause
leaks. Verify that the gasket and gasket mating
surfaces are clean and completely free of grease
and oil.

1. Slide two fasteners through the holes in the

diamond-shaped cover plate (1/2 x 1-1/2 inches, with
lock washers). Hang a new gasket on the capscrews.

2. Position the cover plate over the flange on the rear

right corner of the oil pan. Tighten the capscrews. )
Repeat the procedure on the rear left corner.

4.00 - 48 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

CRANKCASE INSTALLATION to ensure that no dirt, grit or debris is caught between

1. Fill in the cross cuts at the rear corners of the oil pan
with RTV Silicone Rubber Adhesive Sealant (see
Figure 4.00-113).
the block and the oil pan.
5. Apply a bead of RTV Silicone Rubber Adhesive
Sealant along the bottom seam formed where the front
of the block mates with the rear gear housing cover.
Apply another bead of RTV along the seam formed
where the rear of the block mates with the lower half of
the rear oil seal retainer.

A WARNING
While the crankcase Is suspended, do not put hands,
arms, feet or any other body part beneath it. Stand
back as far as possible and exercise extreme caution.
Disregarding this Information could result in severe
personal Injury or death.

Figure 4.00-113.011 Pan Cross Cuts - Rear Right 6. Using a suitable lifting device, raise the crankcase.

7. The upper flange of the oil pan has two locating

2. Inspect the area where the oil pan seal bends around
dowels, one at the front left corner, the other at the rear
the rear corners ofthe oil pan. Use RTV Silicone Rubber
right corner. With the crank shaft gear end of the
Adhesive Sealantto fill any small gaps between the seal
installed crankshaft on the same side as the lube oil
and the inside wall of the groove.
pump mounting pad on the oil pan, carefully lower the
3. From the center of the second oil pan door up to the crankcase down on the locating dowels and the oil pan.
first bolt hole on the right bank side, lay a bead of RTV
8. Install the 28 capscrews (3/4 x~2-1/2 inches, with
Silicone Rubber Adhesive Sealant in the gap between
washers) around the perimeter oftheoil pan, 12 on each
the oil pan seal and the inside wall of the groove. Repeat
side and 4 in the rear. Torque the 28 capscrews ofthe oil
this step on the left bank side.
pan to 215 ft-Ib (292 N·m).

A WARNING
The crankcase at this point in assembly may weigh as
much as 13,000 Ibs. (5897 kg). To avoid serious
personal injury or death, always consider the weight
of the engine when selecting hoisting chains and
lifting equipment. Never exceed the maximum capac-
ity rating of the lifting device. Inspect the lifting
equipment for physical damage or defects before
use. Remain alert to potential hazards.
9. Install the two smaller oil pan capscrews (5/8 x 2-1/4
inches, with washers) in the bottom of the rear gear
housing at the front of the engine, one on each Side of the
crankshaft bore (see Figure 4.00-114 and
Figure 4.00-115). Torque the 2 smaller capscrews
threaded into the rear gear housing to 150 ft-Ib (203 N·m).

A WARNING
Always lift the crankcase using the approved lifting
eyes. The 12 Cylinder VHP engine Is equipped with
two pairs of lifting eyes, one pair at the front, the
other pair at the rear. Follow approved rigging
procedures. Always use the proper spreader bar to
ensure that no undue strain Is placed on the lifting
eyes and hoisting chains. Disregarding this In-
formation could result in severe personal injury or
death.

4. While the crankcase still installed in the engine

stand, thoroughly clean the bottom of the cylinder block Figure 4.00-114.011 Pan Capscrew - Front Right

FORM 6248 First Edition 4.00-49

CRANKCASE ASSEMBLY
Figure 4.00-115. Oil Pan Capscrew - Front Left
10. Remove the hoisting chains from the lifting eyes.
FRONT FLYWHEEL HOUSING INSTALLATION
NOTE: Insure that the camshaft rear cover plate is
installed prior to installing the front flywheel section.
1. Install two 1-1/2 inch dowel pins into the rear face of
the engine block to a depth of 3/4 inch.
2. Thoroughly wipe the flanges where the front flywheel
housing mates with the rear face of the block (see
Figure 4.00-116). Dirt, grit or other debris will prevent
proper seating. Verify that the mating flanges are
completely smooth. Use a fine toothed pattern file to
lightly dress down any burrs or high spots.
Figure 4.00-116. Crankcase - Rear
4.00 - 50
A WARNING
The front flywheel housing weighs approximately
205 Ibs. (93 kg). Use a suitable lifting device and
exercise caution during removal or installation to
avoid severe personal injury or death.
3. Attach a suitable lifting device to the front flywheel
housing (see Figure 4.00-117).
Figure 4.00-117. Front Flywheel Sectlon
4. Position the front flywheel housing on the dowel pins
(see Figure 4.00-117 and Figure 4.00-118). Note that
the bore resembles the shape of the rear oil seal retainer
assembly.
Figure 4.00-11 B. Front Flywheel Housing Capscrew
TIghtening Pattern
FORM 6248 First Edition
 CRANKCASE ASSEMBLY

5. Start two capscrews (5/8 x 1-1/2 inches, with lock NOTE: Disregard the 7DC" marking on the rim of the
washers) in the top center segment of the front flywheel flywheel, which is the reference mark for 6 cylinder models.
housing (see Figure 4.00-118).

6. Start the remaining twelve capscrews (5/8 x 1-1/2

inches, with lock washers) in the frontflywheel housing.

7. Alternately tighten the four capscrews (5/8 x 1-1/2

inches, with lock washers) around each dowel pin (see
Figure 4.00-118). Tighten the remaining capscrews.

8. Remove the lifting device.

ATTACH
TIMING TAPE INSTALLATION THIS TAPE
Gheck the condition of the timing tapes. Replace the
tapes if torn, deteriorated or peeling.

1. Remove the old timing tapes and discard.

2. Thoroughly clean the rim of the flywheel to remove

all oil, grease and dirt.

3. Peel the adhesive backing off a new timing tape. Avoid

kinking the tape when the protective paper is removed.

A CAUTION I~o not touch the ~dhe­

I=.a=:........;=~~~~:..:..J.
L. Slve surface on the timing
tape or its bonding ability will be adversely affected.

4. Carefully align the "TOG" mark on the timing tape (see

Figure 4.00-120) with the "#1 RB TOG" mark on the rim of
the flywheel (see Figure 4.00-119). Be sure the tape is
readable when facing the flywheel from the rear. Place
the top of the tape (the inside edge) directly behind the
letter 'T' in "TOG" on the rim of the flywheel. To get the
tape on straight, use the machining lines for reference.

ALIGN TDC MARKS ON

TWO TAPES AT THESE
LOCATIONS
ATTACH THIS
SECOND TAPE
OVER THE
FIRST TAPE

mc

#6 LB mc

PAINTED MARK
AT50'CLOCK
POSITION

Figure 4.00-119. Flywheel Timing Tape Locations

Figure 4.00-120. Timing Tape

FORM 6248 First Edition 4.00 - 51

CRANKCASE ASSEMBLY

5. Use a smooth roller or another blunt object to tightly

press the tape into place. )
6. Align the "TDC" mark on a second timing tape (same
part number) with the "#6LB TDC" mark on the rim ofthe
flywheel (see Figure 4.00-119). Press the tape into
place, overlapping a portion of the first tape with the end
of the second.

FLYWHEEL INSTALLATION
1. Rotate the crankshaft until the keyway in the crank
gear is at the top (see Figure 4.00-121).

Figure 4.00-122. Llftl ng The Flywheel

3. Thread two guide pins into the crank hub in the 3

o'clock and 9 o'clock positions (see Figure 4.00-123).

LIFTING BRACKET BOLT HOLES

)
Figure 4.00-121. Orient Crank Gear

A WARNING
The flywheel weighs approximately 900 Ibs. (408 kg).
Use a suitable lifting device and exercise caution
during removal or installation to avoid severe
personal Injury or death.

IA CAUTION IHandle the flvw.h~1 with CRANK HUB

.L .:: care. As a precision ma-
.=:.......::=....;;..;:;....;;..:..=...;:.:...J.
. GUIOEPIN
chined component, the condition of the flywheel is HOLES
critical to satisfactory engine performance. Disre-
garding this information could result in product Figure 4.00-123. Flywheel Mounting
damage and/or personal Injury.
4. Thoroughly wipe the face and rim of the crankshaft
2. Mount the lifting bracket to the flywheel using the
hub. Thoroughly wipe the counterbore at the back of the
three outside bolts holes shown (see Figure 4.00-122).
flywheel. Dirt, grit or other debris will prevent proper
Be sure that suspension of the flywheel places the
seating. Verify that all mating surfaces are completely
painted marked at the 5 o'clock position.
smooth. Use a fine toothed pattern file to lightly dress
down any burrs or high spots.

5. Attach a suitable lifting device to the flywheel lifting )

bracket.

NOTE: The painted mark indicates an offset hole. This

offset hole insures the correct installation of the flywheel.

4.00 - 52 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

6. With the painted mark at the 5 o'clock position, slide
the flywheel down the guide pins until it makes solid
contact with the crankshaft hub (see Figure 4.00-124).
12. Alternately torque the flywheel capscrews to
171 - 175 ft-Ib (232 - 237 N·m).
MAGNETIC PICKUP SENSOR INSTALLATION
1. Position a new copper washer on the 5/8 inch hex
head plug.

2. Locate the two holes in the lower right side of the front
flywheel housing. Install the plug in the selected hole.

3. Rotate the flywheel until the tooth of the ring gear is

centered in the unplugged hole (see Figure 4.00-126).

FRONT FLYWHEEL
SPOT FAC~6=:::::::::,," HOUSING
,... (UPPER HOLE)

Figure 4.00-124. Mount Flywheel

7. Ughtly lubricate the flywheel capscrews. Use a

~
RING GEAR TOOTH

Figure 4.00-126. Ring Gear Tooth Alignment

.
quality high viscosity oil.
A CAUTION I Be su~1!: that the top of
8. Tighten the four lower capscrews (5/8 x 2 inches,
with hardened washers) to hold the flywheel flat against
I....~":=7""';;'-~-::-~-:-::-"
thetO<if!ls paralleito the
pole face, or rotation of the flywheel will damage the
the hub of the crankshaft. pickup sensor. .
9. Remove the lifting bracket from the flywheel (see 4. Thread the magnetic pickup inlet the hole until the
Figure 4.00-125). pole face bottoms out on the flat head of the ring gear
tooth (see Figure 4.00-127). ._.

NOTE: If the rear flywheel housing is installed, the

feeler gauge cannot be used.
5. Back out the pickup one turn.

6. Use a feeler gauge to verify that the gap between the

pole face and the top of the tooth is 0.040 ±0.010 inch
(1.0 ±0.25 mm) (see Figure 4.00-127).

Figure 4.00-125. Remove Lifting Bracket --0.(140".0.010" GAP

10. Remove the two guide pins from the crankshaft
hub.
11. Install the eight remaining flywheel capscrews
(5/8 x 2 inches, with hardened washers).
(1.0 • 0.25 mm)
Figure 4.00-127. Install Magnetic Pickup Sensor
7. Tighten the jam nut (7/8 inch hex) against the spot
face on the flywheel housing.

FORM 6248 First Edition 4.00 - 53

CRANKCASE ASSEMBLY

REAR FLYWHEEL HOUSING INSTALLATION 7. Start the remaining twelve capscrews in the rear
flywheel housing. Wrench tighten using the pattern )
1. Install two 1-1/8 inch dowel pins into the rear face of shown (see Figure 4.00-128).
the front flywheel housing (at the 2 o'clock and 7 o'clock
positions) to a depth of 1/2 inch. 8. Remove the lifting device.
2. Thoroughly wipe the mating flanges of the front and
9. Remove the two capscrews between the dowel pin
rear flywheel housings. Dirt, grit or other debris will and the starter bore on the left bank side (for mounting of
prevent proper seating. Verify that the mating flanges the oil filler bracket). Remove the single capscrew
are completely smooth. Use a fine toothed pattern file to between the timing pointer and the dowel pin on the right
lightly dress down any burrs or high spots. bank side (for mounting of the bulkhead connector
bracket).
A WARNING
The rear flywheel housing weighs approximately
110 Ibs. (50 kg). Use a suitable lifting device and
exercise caution during removal or installation to
avoid severe personal injury or death.
3. Attach a suitable lifting device to the rear flywheel
housing.
4. With the straight edge down, hang the rear flywheel
housing on the dowel pins.
5. Release the tension on the lifting chain, so that the
full weight of the housing is supported by the dowels.

A CAUTION I
ILte.::n=s=io:....n...;:;.o~n....;t:-;he"--re-a-r"'::fI:-yw-:-'heel
. ..
Be sure the lifting device
. does not place too much
housing as it is bolted
)
down. Too much tension on the lifting chain will pull
the housing into an egg shape, resulting in a bore
runout that exceeds specification.
6. Tighten the two capscrews (1/2 x 1-1/2 inches, with
lock washers) on each side of the dowel pins (see
Figure 4.00-128).

9 10
o
o 0

DOWEL PINS (2)

o
16 / 15 )
STRAIGHT EDGE

Figure 4.oo-12B. Rear Flywheel Housing Capscrew

Tightening Pattern

4.00 - 54 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

FLYWHEEl./FLYWHEEL HOUSING BORE AND
FACE RUNOUT MEASURE
1. Verify that the flywheel and rear flywheel housing
(bore and face) are clean and free of dirt, grit or other
foreign matter. Figure 4.00-129 shows the measure-
ments that are required for proper flywheel mounting.
Flywheel Housing Rear Face Runout Measure
1. Mount a dial indicator with a magnetic base on the
flat face of the flywheel (top center) (see
Figure 4.00-130). Position the indicator button against
the face of the flywheel housing. Zero the dial indicator
gauge.

-+-+- B

C Figure 4.00-130. Flywheel HouslngReer Face Runout

2. Apply pressure to the front of the crankshaft to

remove crankshaft endplay, and rotate the crankshaft
counter-clockwise a full 360 degr~es. Jot down the
indicator reading every 90 degrees.'

3. Note the four dial indicator readings. Verify that the

• •-'--:--:-- E flywheel housing face runout does not exceed 0.012 inch
(0.305 mm) total indicator reading.

A PILOT BEARING BORE RUNOUT

B FACE RUNOUT ON WHEEL
C HOUSING BORE RUNOUT
D HOUSING FACE RUNOUT
E= FLYWHEEL CLUTCH OR COUPUNG MOUNTING
FACE RUNOUT
F = FLYWHEEL CLUTCH OR COUPUNG
PILOT DIAMETER RUNOUT
G= FLYWHEEL HOUSING REAR FACE TO
CRANKSHAFT FLANGE

Figure 4.00-129. Flywheel, Flywheel Housing Bore

And Face Runout

)
2. Dress down any burrs or high spots using a fine
toothed pattern file. Surface imperfections may result in
false indicator readings.

FORM 6248 First Edition 4.00- 55

CRANKCASE ASSEMBLY

In examples A and B of Figure 4.00-131, the total 2. Apply pressure to the front of the crankshaft to
indicator reading is 0.002 inch (0.051 mm), indicating remove crankshaft endplay, and rotate the crankshaft )
that the flywheel housing face runout is well within counter-clockwise a full 360 degrees. Jot down the
specification. indicator reading every 90 degrees.

3. Note the four dial indicator readings. Verify that the

EXAMPLE A EXAMPLEB flywheel housing face runout does not exceed 0.01 0 inch
(0.254 mm) total indicator reading.

Flywheel Clutch Or Coupling Mounting Face

Runout Measure
Procedures to measure the flywheel clutch or coupling
mounting face runout are the same as in Flywheel Face
+.002 -.002
Runout On Wheel (above). Refer to Figure 4.00-129 (E) for
location of the dial indicator. Total indicator reading must not
exceed 0.016 inch (0.406 mm)
EXAMPLE C EXAMPLED
Flywheel Housing Bore Runout Measure
.000 .000

-ElJ- --ElJ--
1. Mount a dial indicator with a magnetic base on the flat
face of the flywheel (see Figure 4.00-133). Position the
indicator button against the flywheel housing bore ID. Zero
the dial indicator gauge.

+.002 +.006

Figure 4.00-131. Total Indicator Reading (TIR) In DIAL

(FLYWHEEL
Inches

In examples C and D of Figure 4.00-131, the flywheel

)
housing is out of specification with a total indicator
reading of 0.014 inch (0.356 mm) and 0.013 inch
(0.330 mm), respectively.
Flywheel Face Runout On Wheel Measure

1. Mount a dial indicator with a magnetic base on the

face of the flywheel housing (top center) (see
Figure 4.00-132). Position the indicator button against
the flat face of the flywheel. Zero the dial indicator gauge.

Figure 4.00-133. Flywheel Housing Bore Runout

2. Apply pressure to the front of the crankshaft to

remove crankshaft endplay, and rotate the crankshaft
counter-clockwise a full 360 degrees. Jot down the
indicator reading every 90 degrees.

3. Note the four dial indicator readings. Verify that the

flywheel housing bore runout does not exceed 0.012 inch
(0.305 mm) total indicator reading.

Figure 4.00-132. Flywheel Face Runout On Wheel

4.00 - 56 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

Flywheel Clutch Or Coupling Pilot Diameter 2. Mount a dial indicator with a magnetic base on the
Runout Measure bar directly over the flywheel bearing bore. Position the
indicator button against the flywheel bore ID (see
1. Refer to Figure 4.00-129 (F) for location of the dial Figure 4.00-135). Zero the dial indicator gauge.
indicator.

2. Mount a dial indicator with a magnetic base on the

face of the flywheel housing (top center). Position the
indicator button against the clutch or coupling pilot
diameter ID. Zero the dial indicator gauge.

3. Apply pressure to the front of the crankshaft to

remove crankshaft endplay, and rotate the crankshaft
counter-clockwise a full 360 degrees. Jot down the
indicator reading every 90 degrees.

4. Note the four dial indicator readings. Total indicator

reading must not exceed 0.005 inch (0.130 mm).

Flywheel pilot bearing Bore Runout Measure

1. Remove one capscrew from the side of the flywheel

housing and mount a solid horizontal bar that crosses
the flywheel bore (see Figure 4.00-134).
Figure 4.00-135. Flywheel Pilot Bearing Bore Runout

3. Apply pressure to the front at the crankshaft to

remove crankshaft endplay, and rotate the crankshaft
counter-clockwise a full 360 degrees. Jot down the
indicator reading every 90 degrees,.

4. Note the four dial indicator readings. Verify that the

flywheel bore runout does not exceed 0.005 inch (0.127
mm) total indicator reading.

Figure 4.00-134. Horizontal Support Bar

,
)

FORM 6248 First Edition 4.00 - 57

CRANKCASE ASSEMBLY
BARRING DEVICE INSTALLATION
1. With the straight edge facing the block, fasten the
barring device to the starter bore on the left bank side of
the front flywheel housing (3 capscrews, 5/8 x 1-1/4
inches, with lock washers) (see Figure 4.00-136).
BARRING
DEVICE
Figure 4.00-136. Front Flywheel Housing - Rear Left
4.00 - 58
OIL FILLER BRACKET INSTALLATION
)
1. Fasten the oil filler bracket to the left bank side of the
rear flywheel housing (2 capscrews, 1/2 x 1-3/4 inches,
with lock washers). Use the two open bolt holes
between the starter bore and the lower dowel pin (see
Figure 4.00-137). The rounded cut in the bracket
accommodates the rib in the rear flywheel housing.
Figure 4.00-137. Mount Oil Filler Bracket - Rear Left )
2. Wrap the U-bolt around the oil filler pipe and fasten it
to the oil filler bracket (3/8 inch flat washers, lock
washers and hex nuts) (see Figure 4.00-138).
Figure 4.00-138.011 Filler Pipe/Bracket - Rear Left
3. Fasten the chain ofthe oil filler cap to the bracket and
screw the cap on the inlet pipe.
FORM 6248 First Edition
 CRANKCASE ASSEMBLY

GEAR TRAIN LUBRICATION

1. Using a small paintbrush, apply Lithoplex® Grease
No.2 (Multipurpose Lithium Complex Formula Contain-
ing Molybdenum Disulfide) to the teeth of each gear in
the gear train: cam, camshaft idler, accessory idler,
accessory (magneto) drive, crank and oil pump idler
gears (see Figure 4.00-139). Restrict the application to
those teeth that are easily accessed (see
Figure 4.00-140).

Figure 4.00-139. Grease Gear Train

1 - CAM GEAR
2 - CAM IDLER GEAR
3 - CRANK GEAR
4 - OIL PUMP IDLER GEAR 4 I
"..... _.....
5 - ACCESSORY IDLER GEAR \ /
6 - ACCESSORY (MAGNETO) DRIVE GEAR
/

Figure 4.00-140. Lube Gear Train

FORM 6246 Firs1 Ednion 4.00- 59

CRANKCASE ASSEMBLY

OIL SLINGER/FRONT OIL SEAL/GEAR COVER
INSTALLATION
1. With the concave side facing outward, position the oil
slinger down the front of the crankshaft until it contacts
the crankshaft gear (see Figure 4.00-141).
4. Apply an even coat of Permatex® Aviation Form-A-
Gasket Sealant over the width of the machined area. )
5. Thoroughly wipe the new front oil seal with a clean
cloth. Verify that the expander spring is in place behind
the seal lip. Carefully check the seal for defects.
Replace if damaged.

6. With the Waukesha PIN facing upward (the lipped

side inward). position the front oil seal over the gear
cover crankshaft bore (see Figure 4.00-143).

Figure 4.00-141. 011 Slinger/O-Rlng

2. Position a new O-ring down the shaft until it contacts Figure 4.00-143. Front 011 Seal )
the slinger (see Figure 4.00-141).

I A. CAUTION I Oil leakage will occur.if

.==---..:=....;;..;::;...;;....:...=:....:....:;..J.
.L.:: . the front 011 seal .s
Installed Incorrectly.
3. Position the gear cover on a flat surface with the
concave side facing down. Be sure that the machined
area within the gear cover crankshaft bore is clean and
smooth (see Figure 4.00-142). Use compressed air to
blowout all dust and debris.

Figure 4.00-142. Gear Cover

4.00 - 60 FORM 6248 First Edrtion

 CRANKCASE ASSEMBLY

EXPANDER
MACHINED SUI~FA,CE!><~

COVER
CRANKSHAFT __ .._,

FRONT OIL

MACHINED SUI~FACE!;--

Figure 4.00-144. Install Front 011 Seal

7. Press the seal into the bore to a depth of 3/8 inch (9.5
mm) (see Figure 4.00-144). Use the large end of the
tapered crankshaft pulley sleeve as a seal installation
tool.
8. Verify that the front oil seal is squarely seated in the
bore.
16. Apply Permatex® Aviation Form-A-Gasket Seal-
ant to the six areas where the dovetails interlock.
17. Fill in the cross cuts (see Figure 4.00-145) at the
front corners of the oil pan with RTV Silicone Rubber
Adhesive Sealant.

CAUTION I
I A=~=...;;.;:;...;;...;;..;:;...;;....;..J.
Deposits left on gasket
.L .::
.. surfaces will cause leaks.

9. Be sure thatthe mating flanges olthe gear cover and

rear gear housing are clean and smooth.

10. Lay the gear cover on a flat surface with the

concave side facing up.

11. Aligning the holes in the gasket with those in the

gear cover, assemble a new gasket on the flange
around the outside edge of the gear cover. The gasket is
made up of seven separate pieces. Fit the dovetailed
sections together to interlock the gasket strips. If
necessary, trim the dovetails to find the best fit.
Figure 4.00-145.011 Pan Croas Cuts - Front Left
12. Remove the assembled gasket from the gear cover
flange.
18. Inspect the area where the silicon oil pan seal
13. Apply 3M Scotch Grip" Rubber and Gasket bends around the front corners of the oil pan. Use RTV
Adhesive 847 to the gear cover flange. Silicone Rubber Adhesive Sealant to fill any small gaps
between the oil pan seal and the inside wall of the
14. Reassemble the gasket on the flange. Gentty push groove.
down on the gaskets to verify that the strips are properly
) seated.

15. Using a ball peen hammer, lightty tap the dovetails

to flatten the tabs. Upraised tabs may cause the gasket
to be pulled loose when the cover is slid into place.

FORM 6248 First Edition 4.00 - 61

CRANKCASE ASSEMBLY

IA
..
CAUTION I With the locating dowels
in place, installation re- A WARNING )
quires that the gear cover be slid horizontally along The gear cover weighs approximately 160 Ibs.
the top of the oil pan. Sliding the cover in this (73 kg). Use a suitable lifting device and use caution
manner will pull up and damage the silicon oil pan during removal or installation to avoid severe
seal. personal injury or death.
19. Remove the two dowel pins from the gear cover, if 20. Attach a suitable lifting device to the gear cover.
installed (see Figure 4.00-146).
21. Position the gear cover against the flange of the
rear gear housing. Lower the cover into position so that
it does not slide along the top of the oil pan.

E D

A ___ ---'t
~ OIL PAN TO GEAR COVER - 6 CAPSCREWS

fO\ REAR HOUSING TO GEAR COVER - 15 CAPSCREWS

@ GEAR COVER TO REAR HOUSING - 13 CAPSCREWS

• DOWEL PIN HOLES - 2

Figure 4.00-146. Gear Cover Tightening Pattern (A - F)

4.00 - 62 FORM 6248 First Edition

 CRANKCASE ASSEMBLY

/GUIDE PIN LOCATION

• 0 0

SNUG CAPS CREWS (4)

Figure 4.00-147. Installing The Gear Cover

22. Insert two guide pins in the dowel pin holes (see
Figure 4.00-147). The guide pins ensure that the gear
cover is properly situated before the fasteners are
installed.
23. Snug four capscrews (1/2 x 1-3/8 inches, with lock
washers) in the locations shown (see Figure 4.00-147).
Remove the lifting chain.
24. Install 34 gear cover capscrews in the following
pattern (see Figure 4.00-146).
A. Secure the bottom flange of the gear cover to the
front of the oil pan (6 capscrews, 1/2 x 1-3/4
inches, with flat washers). Torque the capscrews
to 125 ft-Ib (170 N·m).
E. Install 5 capscrews (1/2 x 1-3{8 inches, with lock
washers) in the right bank side of the front gear
cover. Leave one bolt hole oPen for mounting of
the safety guard and the water pump drain pipe
bracket (see Figure 4.00-146). Wrench tighten.
F. Install 3 capscrews (1/2 x 1-3/8 inches, with lock
washers) at the top of the front gear cover.
Wrench tighten.
25. Remove the two guide pins and install the dowel
pins. Use a hammer and a blunt tipped center punch to
ensure that the pins are fully seated in the rear gear
housing flange.
26. Remove lifting device.

B. Install 9 capscrews (1/2 x 3 inches, with lock

washers) in the right bank side of the rear gear
housing. Wrench tighten.

C. Install 6 capscrews (1/2 x 3 inches, with lock

washers) in the left bank side of the rear gear
housing. Leave three bolt holes open for mount-
ing of the prelube pump/motor mounting bracket
(see Figure 4.00-146). Wrench tighten.

D. Install 5 capscrews (1/2 x 1-3/8 inches, with lock

washers) in the left bank side of the front gear
cover. Leave one bolt hole open for mounting of
the safety guard (see Figure 4.00-146). Wrench
tighten.

FORM 6245 First Edttion 4.00 - 63

CRANKCASE ASSEMBLY
FRONT GEAR COVER PLATES INSTALLATION
1. With the WED PIN facing outside, install two
fasteners (3/8 x 7/8 inch, with lock washers) in the 6 inch
diameter cover plate. Position a new gasket on the
capscrews. Finger tighten the cover plate over the
upper left hole in the gear cover (see Figure 4.00-148).
Install the remaining four capscrews. Wrench tighten in
an alternating pattern.
Figure 4.00-148. Gear Cover Plates - Front Left
2. With the WED PIN facing outside, install two
fasteners (3/8 x 7/8 inch, with lock washers) in the 5-1/4
inch diameter cover plate. Position a new gasket on the
capscrews. Fingertighten the cover plate over the lower
left hole in the gear cover. Install the remaining four
capscrews. Wrench tighten in an alternating pattern.
4.00 - 64
REAR GEAR HOUSING COVER PLATE INSTALLA-
TION )
1. Check the six rear gear housing cover plate mount-
ing studs for nicks, cracks, burrs, galled or stretched
threads and other obvious damage. Replace as neces-
sary.
2. Each cover plate stud has fine and coarse threads
separated by a smooth center boss. Apply Loctite®
Removable Threadlocker 242 to the first three threads
on the coarsely threaded side.
I.. CAUTION IDonoti~stallcoverplate
=A=,-,,,-,--,,-,,--,-,,,-,~.
L.. studs With a pipe wrench
or similar device. Use a collet type stud driver for
installing studs, to avoid damage to the studs and
threads.
3. Install the studs in the flange on the rear left bank
side of the rear gear housing. Install each stud into the
flange until the last coarse thread is turned into the
casting. Use a collet type stud driver for best results.
CAUTION I
I=.A=,-=-.:.",-=-.:.-,-,-,. Deposits left .on gasket
L.. . surfaces Will cause
leaks.
)
4. Verify that the gasket and gasket mating surfaces
are clean and completely free of grease and oil.
5. POSition a new gasket on the mounting studs.
6. Position the cover plate on the mounting studs and
install the fasteners (1/2 inch lock washers and hex
nuts) (see Figure 4.00·149).
Figure 4.00·149. Rear Gear Housing - Front Left
FORM 6248 First Ed~ion
 CRANKCASE ASSEMBLY

REAR
VIBRATION
/DAMPER

FRONT
PULLEY
I SPACER

FRONT/"
VIBRATION
DAMPER

Figure 4.00·150. VIbration Damper/Crankshaft Pulleys

VIBRATION DAMPER/CRANKSHAFT PULLEY

INSTALLATION
I.A. CAUTION Icrankshaft
Do not machine the rear
pulley spacer
to remove the wear groove. Reducing the outside
diameter of the spacer will adversely affect the
sealing performance of the front 011 seal.
1. Inspect the rear pulley spacer where the smooth
surface made contact with the front oil seal. Install a new
spacer if a wear groove can be seen or felt.
2. With the tapered end facing toward the block, move
the rear pulley spacer down the crank until it contacts
the oil slinger. The inside bevel on the tapered end
prevents damage to the O-ring (see Figure 4.00-150).
AWARN~G
The rear crankshaft pulley wetg'hs approximately
85 Ibs. (39 kg). Use a suitable lifting device and
exercise caution during removal or Installation to
avoid severe personal InJury or..death.
5. Attach a suitable lifting device to. the rear crankshaft
pulley.
6. With the wide rim facing downward, place the rear
crankshaft pulley (10 inch) on a clean floor mat. The rear
crankshaft pulley is easily distinguished from the front
pulley by the ten holes and the protruding lip on both the
front and rear faces.
NOTE: Since the normal service life of vibration
dampers is approximately 40,000 running hours, it is

I..
1...
CAUTION I
=A= ______ The front 011 seal must
seat on the smooth sur-
--1.
recommended that they be replaced at the time of
overhaul.
face ofthe pulley spacer or oil sealing and seal wear
qualities will be adversely affected. A WARNING
3. Verify that the front oil seal is completely seated on The rear vibration damper weighs approximately
the smooth surface of the pulley spacer. 115 Ibs. (52 kg). Use a suHable lifting device and
exercise caution during removal or Installation to
4. Install the crankshaft pulley sleeve with the large end avoid severe personal Injury or death.
facing inward, the smaller tapered end facing outward.

FORM 6248 First Ednion 4.00- 65

CRANKCASE ASSEMBLY

CAUTION I
I.=A=--===..:..;::....:...:...;=-=~.
Carefully inspect the A CAUTION I
I.. Carefully Inspect the
L. . new damper before use. ==--===..:..;::....:...:...;=-=~_
L. new damper before use.
Damage may occur from careless handling. Verify Damage may occur from careless handling. Verify
that the damper case is free of dents or bulges. that the damper case Is free of dents or bulges.
Damage to the case may restrict the movement of Damage to the case may restrict the movement of
the internal iron weight resulting in gear train clatter the Internal iron weight resulting in gear train clatter
and excessive vibration. and excessive vibration.

7. Attach a suitable lifting device to the rear vibration 12. Attach a suitable lifting device to the front vibration
damper. damper.

8. With the recessed side facing upward, place a new
rear vibration damper on top of the rear crankshaft
pulley (the end closest to the two wide pulley sheaves).
The lip on the pulley seats in the damper hub. Align the
holes in the damper with those in the pulley and install
the fasteners (10 ferry head capscrews, 1/2 x 1-1/2 inch,
with lock washers). Torque the capscrews to 86 ft-Ib
(117 N·m).
13. With the WED PIN and the cautionary message
("Handle Damper With Care") facing outward (and the
inside bevel facing the block), slide a new front vibration
damper onto the crankshaft. Move the damper down the
guide studs until it contacts the rear pulley. Be sure that
the lip on the pulley is evenly seated in the damper hub.

A WARNING
The pulley/damper assembly weighs approximately
200 Ibs. (91 kg). Use a suitable lifting device and
exercise caution to avoid severe personal injury or
death.

9. Attach a suitable lifting device to the pulley/Vibration )

damper assembly.

10. With the damper-side facing inward, slide the

assembly down the crankshaft. The bore of the rear
pulley is made to fit the tapered pulley sleeve.

11. Thread three guide studs (minimum) into the front

face of the rear pulley. Position the studs so that there is
equal space between them. The studs are needed to
keep the capscrew holes aligned and to help support the
weight of the remaining components.

NOTE: Since the normal service life of vibration

dampers is approximately 40,000 running hours, it is
recommended that they be replaced at the time of
overhaul.

A WARNING
The front vibration damper weighs approximately
310 Ibs. (141 kg). Use a suitable lifting device and
exercise caution during removal or installation to
avoid severe personal injury or death.

4.00 - 66 FORM 6248 First Ed~ion

 CRANKCASE ASSEMBLY

Table 4.00-3. Pulleys And Spacers

"C" "e" "SV" "sv" "5V"
MODEL SECTION SPACER' SPACER*" SECTION SECTION SECTION SECTION
PIN 2002958 PIN 199B08A PIN 19980BC PIN 200795 PIN 2OO795A PIN 2OO295H PIN 2OO295J
L5108G Optional Optional· - - - - Optional
L5108GSI/GL Optional - Optional**' - - Optional -
L5790G Optional Optional· - - - - Optional
L5790GSI/GL Optional - Optional" - - Optional -
L7042G Optional Optional· - - - - Optional
L7042GSI/GL Optional - Optional" - - Optional -
* Required when uSing ~C~ section groove pulley PIN 2002958 on all d naturally aspirated twelve cylinder engines.
(Not used with "5V'section groove pulleys.)
** Required when using "e" section groove pulley PIN 2002958 on all turbocharged twelve cylinder engines.
(Not used with "5V" section groove pulleys.)

Table 4.00-4. Attaching Hardware

"C" SECTION "5V" SECTION "SV" SECTION
PIN 2002958 PIN 2OO295H PIN 200295J
MODEL CAPSCREW& "C"SECTION "SV" SECTION CAPSCREW& CAPSCREW&
WASHER PIN 200795 PIN 2OO795A WASHER WASHER
L5108G PIN 28627 & B355 - - - PIN 28618 & 6355
L5108GSI/GL PIN 28627 & B355 - - PIN 28607 & B355 -
L5790G PIN 28627 & B355 - - - PIN 28618 & 6355
L57908GSI/GL PIN 28627 & B355 - - PIN 28607 & B355 ~,,,:,~
-
L7042G PIN 28627 & B355 - - - PIN 28618 & B355
L7042GSI/GL PIN 28627 & B355 - - PIN 28607 & B355 -
"SV" SECTION GROOVE HC" SECTION GROOVE
;..

H, IH I I--_'~I 1.00 In
H
O.69ln O.59in O.887ln
(17.53mm)
(14.99mm) (25.4mm) (25.53mm)
,

Figure 4.00-151. Side Section VIew "5V" And "C" Section Groove Pulleys

NOTE: The front pulley spacer is used only when the
"C" section pulley is to be installed. If the 5V section
groove pulley is installed, the front pulley spacer is not
used. Refer to Table 4.00-3 and Table 4.00-4 for details
ofpulley, spacer and attaching hardware combinations.
Figure 4.00-151 shows a side section view of the ':5'V
and "C" section pulley.
14. With the flat side facing outward, slide the front
pulley spacer (front pulley spacer is used with "CO
section pulley only refer to Table 4.00-3 and
Table 4.00-4) down the guide studs until it contacts the
,
,
damper. Be sure that the lipped side of the spacer is
evenly seated in the damper hub.
15. With the lipped side facing inward, slide the front
crankshaft pulley (10 inch) down the guide studs. Be
sure that the pulley lip is seated solidly against the
counterbore on the inside diameter of the front pulley
spacer.
16. With the ten holes in the front pulley, pulley spacer
and front damper aligned with those in the rear pulley,
tighten seven of the fasteners (10 ferry head capscrews,
1/2 x 4 inches, with washers). Remove the three guide
studs and wrench tighten the remaining three fasteners.
17. Slide the front spacer ring down the crankshaft until
it contacts the small end of the tapered crankshaft pulley
sleeve.

FORM 6245 First Edition 4.00 - 67

CRANKCASE ASSEMBLY

18. With the large depression in the center of the

crankshaft end plate facing outward, align the three holes )
in the plate with those in the crankshaft end. Wrench
tighten the fasteners (3 capscrews, 7/8 x 2-1/2 inches,
with washers and lock washers).

NOTE: The end plate depression is needed for proper

mounting of the puller tool necessary for safe and
effective removal of the front crankshaft pulley assembly.

19. Torque the end plate capscrews to 410 ft-Ib (556 N·m)
(see Figure 4.00-152). Repeat the torque sequence as
necessary. Each time the sequence is repeated, the
assembly is driven further up onto the tapered pulley
sleeve. The assembly is properly tightened only after full
torque is applied to each bo~ without any rotation of the
torque wrench.

Figure 4.00-152. Torquing End Plate Capscrews

20. Torque the ten ferry head capscrews (1/2 x 4 inches)

in the front crankshaft pulley to 86 ft-Ib (117 N·m) (see
Figure 4.0()'152).

4.00 - 68 FORM 6248 First Edition

 SECTION 4.05 - CYLINDER HEAD ASSEMBLY

CYLINDER HEAD INSTALLATION

I~A CAUTION IPlace the cylinder heads

=--=:...:..;;...;:;....;:..;;;...:=:....::...:..J. on a wooden board or
1..... .

pallet. Place each head on its side to avoid damage

to the nozzle of the prechamber cup.

1. Refer to Chapter 5, Spark Plug Carrier and Pre-

chamber Cup Installation, and install the prechamber
cups and spark plug carriers in the cylinder heads.

2. Install head gasket to crankcase (see

Figure 4.05-1).

I,
------~------
I
I,
I

o = WATER PASSAGE OPENINGS (7)

® = CAPSCREW HOLES (8)

© = DOWEL PIN HOLES (2)

Figure 4.05-1. Cylinder Head Gasket

FORM 6248 First Ednion 4.05 -1

CYLINDER HEAD ASSEMBLY

CYUNDER HEAD

WEIGHT
UNBALANCED
)

CRANKCASE

Figure 4.OS-2. LIfting The Cylinder Head - 12 Cylinder Engines

A WARNING
Each cylinder head weighs approximately 195 Ibs.
(89 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal Injury or death.

3. Thread an eye bolt (1/2"-13) into the rocker arm

cover capscrew bore closest to the water outlet elbow
connection. Install a suitable lifting chain, (see
Figure 4.05-2).

NOTE: Uft the cylinder head with the weight unbal-

anced, so that the tilt of the cylinder head matches the
angle of the crankcase.

4. Using a suitable lifting device, install the cylinder

head to the crankcase. )

4.05 - 2 FORM 6245 First EdHion

 CYLINDER HEAD ASSEMBLY

CYLINDER HEAD TORQUING PROCEDURE 5. If the prechamber cup and spark plug carrier were
When being installed, cylinder heads should always be not installed previously, refer to Chapter 3 and install
torqued in the proper sequence illustrated, using new them at this time.
gaskets. Lubricate cap screws and washers with
A CAUTION 10il~eakSmaYOCCUrifall
engine oil. First, hand secure cap screws in positions 1
and 2 (see Figure 4.05-3), making sure that the head I!!!"~~::':"":':~~:::"::..:...J.
L. O-ring contact surfaces
dowels are seated. Hand start the remaining screws. are not completely clean. Disregarding this in-
The first time through the torque sequence use 25 formation could result in product damage.
percent ofthe total torque value; each succeeding time
through the torque sequence increase the torque 6. Verify that all old paint is removed from the push rod
setting by 25 percent of total torque value until final covers. Verify that the O-ring grooves and contact
torque of 625 - 650 ft-Ib (847 - 881 N·m) is reached surfaces are thoroughly clean (see Figure 4.05-4).
(see Table 4.05-1). In order to be sure of propertorque,
the torque sequence should again be repeated with the
UPPER O-RING
torque wrench set to the total torque value. Do not
overtorque. If any screws are overtorqued by 20 ft-Ib
(27 N'm), reduce torque on all screws to 75 percent of
total torque and repeat the entire torquing sequence.
1/ UPPER COVER

.........SPRING SEAT

EXHAUST VALVE BORES T

WATER OUTLET
ELBOW CONNECTION ~/SPRING
'T
i l
'T l
WASHER
-r .L

o
/
~ INTERMEDIATE O-RING
/ ' LOWER COVER

/ LOWER O-RING

Figure 4.05-4. Push Rod Cover

/ INTAKE VALVE BORES

I.A. CAUTION 10Id push rod cover 0-
rings swell or become
CYUNDER HEAD
hard and brlHle with age. Oil leaks will occur ifthe
Figure 4.05-3. Cylinder Head Capscrew Tightening O-rings break or crack. Disregarding this informa-
And Torquing Sequence (1 - 8) tion could result In product damage.

Table 4 05-1 Cylinder Head Capscrews 7. Install a new O-ring in the groove at the top of the
INITIAL TORQUE RETORQUING 7/8 INCH upper push rod cover.
(CAPSCREW OR (CAPSCREW OR STUD
1" STUD) 1" STUD) 8. Slide the spring onto the body of the upper push rod
625 - 650 ft-Ib 550 - 575 ft-Ib 446 - 450 ft-Ib cover until it contacts the spring seat.
(847 - 881 N'm) (746 - 779 N·m) (605 - 610 N·m)
9. Slide the washer onto the upper push rod cover until
\ Retorquing after running the engine at idle or after load it seats against the spring.
/ testing is not required. If retorquing for any reason, use a
value of 550 - 575 ft-Ib (746 - 779 N'm) to compensate 10. Slide a new O-ring onto the bottom of the upper
for the set which the head gasket takes. push rod cover until it contacts the washer.

FORM 6248 First Edition 4.05 - 3

CYLINDER HEAD ASSEMBLY

11. Install a new a-ring in the groove opposite the
flared end of the lower push rod cover.
12. Using a small paintbrush, apply Parker Super-O-
Lube® silicone lubricant, the upper, intermediate and
lower push rod cover a-rings.
13. Apply Parker Super-O-Lube® silicone lubricant, to
the cylinder head and valve lifter guide bores. Grease
the inside diameter of the bores to a depth of approxi-
mately 1/4 to 1/2 inch (6.35 to 12.70 mm).
19. Connect the fuel supply tube to the admission
valve. )
20. Inspect the rocker arm oil supply tubes (1/4 inch
00) for cracks, cuts, holes, dents or other damage (see
Figure 4.05-6). Inspect the male connector tube fittings
for galled or stretched threads. If necessary, replace the
tubes or fittings.

14. Fit the straight end (without a-ring groove) of the

upper push rod cover into the flared end of the lower
push rod cover.

15. Hand compress the push rod cover assembly.

Insert the upper cover into the cylinder head bore, the
lower cover into the valve lifter guide bore. Release the
compression on the push rod covers. Verify that the
push rod covers fit snugly in the upper and lower bores.

NOTE: The hydraulic lifters on the push rods must be

filled with engine oil prior to installation. Depress the
center of the lifter to allow oil to be applied.

16. Install the hydraulic push rods (2 tubes per cylinder

head) (see Figure 4.05-5).

Figure 4.05-6. Rocker Arm 011 Supply Tube -

Rear Left

21. Apply Loctite® 271 Adhesive Sealant (High

Strength) to the large end of each male connector.
Using the 9/16 inch hex on the connector body, install
the fittings in the rear right side of each cylinder head.

22. Finger tighten the ferrule nuts (9/16 inch hex) to

Figure 4.05-5. Push Rods
17. Install the rocker arm assemblies and supports
with capscrews and washers (8 capscrews per head,
1/2 x 4-3/4 inches) (see Figure 4.05-6).
install the oil supply tubes between the rocker arm oil
header (male branch tee tube fittings) and the cylinder
heads (male connectors) (see Figure 4.05-6). Reattach
both ends of each tube before tightening.
23. Wrench tighten both ends of each tube, before
tightening.
NOTE: The rocker arm covers will be installed after the
valves are adjusted in Section 4. 10.

I.=A. CAUTION I
L..
Insure that the proper
=-''---'_ _''--'-J. washer and and torque
are used when Installing the admission valve
assembly. Chapter 5 provides detailed information
on the installation of admiSSion valves. Failure to
use the proper torque, or the wrong washer could
cause damage to equipment.

18. Refer to Chapter 5 and install the admission valve

assembly.

4.05 - 4 FORM 6248 First Edition

 CYLINDER HEAD ASSEMBLY

EXHAUST MANIFOLDS (see Figure 4.05-9). The end section with the exhaust
outlet port is number 6.
NOTE: Detailed exhaust manifold disassembly is cov-
ered in Chapter 5. 6. Attach the air/gas supply tube retaining clips and
insert the capscrews back into the lower bosses of the
1. Remove the protective masking tape from the exhaust left bank exhaust manifold (see Figure 4.05-8).
ouHet port and the water outlet elbow flange on each
cylinder head.
2. With the lip on the inside diameter olthe gasket facing
upward, position new exhaust manifold gaskets on the
cylinder head exhaust outlet ports (see Figure 4.05-7).
Be sure that the hole with the copper grommet lines up
with the water hole in the casting. Do not use the gasket if
the grommet is missing or damaged.

'0 0"

LlP~

Figure 4.05-8. Prelube Motor AlrlGas Supply Tube

,0 -r© 0. . .
COPPER
GROMMET A WARNING
Figure 4.05-7. Exhaust Manifold Gasket Do not attempt to lift the exhaust manifold without
providing adequate support for eIIch section. Disre-
3. Install two long capscrews (1/2 x 8-1/2 inches, with
garding this information could result in severe
flat washers) into the upper bosses of each exhaust
personal inJury or death.
manifold section. Install two short bolts (1/2 x 5-1/2
inches, with flat washers) into all the lower bosses.
4. Attach three retaining clips (0.048 inch gauge, 1/2
A WARNING
inch clamping diameter) to the prelube motor air/gas The exhaust manifold weighs approximately 5151bs.
supply tube (37.5 inches long, 1/2 inch tube 00). (234 kg). Use a suitable lifting device and exercise
caution during removal or Installation to avoid
5. Pull the 5-1/2 inch capscrews from three sections severe personal injury or death.
(numbers 1, 3 and 6) of the left bank exhaust manifold

REAR FRONT

ATTACH AIR/GAS SUPPLY TUBE RETAINING CLIPS

Figure 4.05-9. Exhaust Manifold - left Bank

FORM 6248 First Edition 4.05-5

CYLINDER HEAD ASSEMBLY

CAUTION IExer~ise
I.=A=--,~--,~_:;....;...;..J. care to avoid 8. Tighten the outside short bolt in each end section
)
L... . bending or denting the (front and rear) (see Figure 4.05-12). Remove the lifting
rocker arm oil supply tubes. Disregarding this device. Wrench tighten the remaining capscrews.
information could result In product damage and/or
personal injury. NOTE: Leave the upper inside capscrews loose on
each end section of the right bank exhaust manifold (for
7. Position the exhaust manifold on the cylinder bank. attachment of the vee mounted breather tube) (see
Be sure that the end section with the exhaust outlet port Figure 4.05-12).
(for mounting of the turbo exhaust inlet elbow) is
9. Apply 3M Scotch Grip~ Rubber and Gasket Adhe-
positioned at the rear of the engine (see
sive 847 to the rectangular grooves on both sides of the
Figure 4.05·10).
water outlet elbows. Install new rubber seals in the
grooves (see Figure 4.05-11).
WATER
WATER MANIFOLD
MOUNTING BRACKET
BOLT HOLES

FRONT END )
SECTION
Figure 4.05·10. Exhaust ManifOld End Sections -
Left Bank Figure 4.05-11. Water Outlet Elbow Gaskets

LEAVE LOOSE FOR

ATTACHMENT OF BREATHER
TUBE PIPE CLAMPS

OUTSIDE SHORT BOLTS

Figure 4.05-12. Exhaust Manifold - Right Bank

4.05 - 6 FORM 6248 First Ednion

 CYLINDER HEAD ASSEMBLY

10. Finger tighten the water outlet elbows to the

cylinder heads (2 ferry head capscrews per elbow,
1/2x 1-3/4 inches, with lock washers). Fingertighten
the elbows to each exhaust manifold section (2 hex
head capscrews per elbow, 1/2 x 1-3/4 inches, with
lock washers). Alternately wrench tighten the four
capscrews (see Figure 4.05-13).

Figure 4.05-15. Exhaust Manifold - Left Bank

14. Inspect the twelve stainless steel male connector

tube fittings (1/4 inch thermocouple aD) for galled or
stretched threads. Replace the fittings if necessary.

15. Apply Bostik Never Seez® Anti-Seize and lubri-

Figure 4.05-13. Water Outlet Elbows - Rear Right
11. Use a rubber mallet to seat the manifold caps in the
front end sections of the right and left bank exhaust
manifolds.
12. Install the fasteners to secure the end cap to the right
bank exhaust manifold end section (see Figure 4.05-14)
(2 capscrews, 1/2 x 1-5/8 inches, with flat washers).
cating Compound (capable of withstanding tempera-
tures up to 1800° F/982° C) to the large end of each
male connector lube fitting. Using the 9/16 inch hex on
the connector body, thread the fitting into the exhaust
port of each segment of the exhaust manifold (see
Figure 4.05-16).

Figure 4.05-14. Exhaust ManHold - Front

Figure 4.05-16. Thermocouple Connector-

13. Install the fasteners in the auxiliary cooling water Rear Right
outlet pipe support bracket (2 capscrews, 1/2 x 2 inches,
I with lock washers and 1/4 inch spacers). Position the
/ 16. Repeat the procedure on the other bank.
bracket over the end cap of the left bank exhaust
manifold end section (see Figure 4.05-15). Wrench
tighten the capscrews.

FORM 6248 First EdHion 4.05-7

CYLINDER HEAD ASSEMBLY

4.05 - 8 FORM 6248 First Edition

 SECTION 4.10 - VALVE ADJUSTMENT AND WEB DEFLECTION

VALVE ADJUSTMENT PROCEDURE To set the valves on a 12 cylinder engine, roll the engine
crankshaft over until the valves ofthe first cylinder in the
To compensate for slight differences in wear between
firing order, which is the #1 R cylinder (see Table 4.10-1
the valves and valve seats, adjust the valve clearance
and Figure 4.10-1), are at top dead center (compres-
every 2 months (1440 hours). Install new rocker arm
sion stroke). At this point, all four valves will be fully
cover gaskets when the valve adjustments are per-
closed. To determine when this condition exists, watch
formed.
the valves on its mating cylinder, #6R.

I A CAUTION I Shut the engine down

FRONT
.. and allow it to cool for at
least one hour before adjusting the valves. Disre- (GEAR SIDE}
garding this Information could result in product
damage and/or personal injury.

1. Remove the spark plug cables from the ignition coils

and pull out the spark plug extension rods and rubber
GG
recess covers.

2. Remove the rocker arm cover capscrews, washers

88
and spark plug cable clips (2 capscrews per cover).

NOTE: A special tool (Tool PIN 494287) may be used

LEFT
SIDE 88 RIGHT
SIDE

for removing the rocker arm cover capscrews. The

same tool can also be used for loosening the valve lifter
capscrews and rocker arm adjusting screws, enabling
88
88 DIRECTION OF
the operator to perform multiple operations without FLYWHEEL ROTATION
switching tools.
COUNTERCLOCKWISE
3. Remove the rocker anm covers. Use a rubber mallet
to loosen the covers, if necessary.
Set the valves (see Table 4.10-1) in the order that the
8_
engine fires. The cylinder firing order appears on the FIRING ORDER:
1R, 6L, 5R,2L, 3R, 4L,
nameplate on the left front side of the engine below the 6R, 1 L, 2R,5L, 4R, 3L
intake manifold (see NO TAG and Figure 1.15-2).
Table 410·1 Valve Settings REAR (FLYWHEEL SIDE)
12 CYLINDER ENGINE
SET VALVES ON WHEN VALVES OVERLAP
CYUNDER ON MATING CYUNDER - = MATING CYLINDER OF THE FIRST CYLINDER
• IN THE FIRING ORDER
ColumnA ColumnB
NOTE: When the mating cylinder is in vaNe overlap, the fiJst
lR 6R cylinder in the firing Older is at top deatJ center (comp!BSSion sIroi<eJ.
6L lL
2R Figure 4.10-1. Engine Firing Order - 12 Cylinder
5R
2L 5L
Both exhaust valves on #6R cylinder begin to open
3R 4R simultaneously. As the exhaust valves are closing, the
4L 3L intake valves begin to open. At this point, the #6R
6R lR cylinder is in valve overlap (all four valves partially
lL 6L open). This means that all four valves on the #1 R
2R 5R cylinder are fully closed. The valves on #1 R must be
closed before any adjustments are performed. All
5L 2L
tension is removed from the valve stems and push rod
4R 3R tubes when the valves are closed.
3L 4L
Column A shows the cylinder flrln~ order. Value In
Column A added to value In Column alwa~ equals 7.

FORM 6246 First Edition 4.10 -1

VALVE ADJUSTMENT AND WEB DEFLECTION
NOTE: Right bank and left bank are determined by
standing at the flywheel end of the engine facing the
flywheel. The cylinders farthest from the flywheel on the
left and right side are the # 1Land # 1R cylinders,
respectively. Those closest to the flywheel are the #6L
and #6R cylinders.
4. Loosen the hex jam nut at the four valve stem tips
(see Figure 4.10-2).
Figure 4.10-2. Rocker Arms
5. Loosen the adjusting screw at the four valve stem
tips.
6. Look for cracks or breakage around the ball and
tappet insert of the rocker arm adjusting screws (see
Figure 4.10-3). Verify that the ball rotates freely in all
directions without binding. Replace the adjusting screw,
if necessary.
Figure 4.10-3. Rocker Arm Adjusting Screws
7. Mark the two fixed valve lifter screws. Back out the
fixed screws 1/2 turn to remove the preload from the
4.10 - 2
hydraulic lifters. Verify that the hydraulic lifter plunger is
fully extended up against the C-clip (see )
Figure 4.10-4).
PLUNGER~-yC-CLIP
~
HYDRAULIC
LlFTER~
PUSH
/
ROD
TUBE
v
'--
Figure 4.10-4. Hydraulic Lifter
8. Raise the intake rocker arm until it just contacts the
intake actuator. Turn the intake rocker arm adjusting
screw (closest to the actuator arm) down until the ball
and tappet contacts the valve stem. Snugly center the
"elephants foot" tappet on the valve stem tip.
NOTE: Use finger pressure only when turning the
rocker arm adjusting screws.
9. Verify that the fixed valve lifter screw just contacts,
but does not depress, the hydraulic lifter plunger.
10. Using a valve adjusting wrench (PIN 494287) and
screwdriver, tighten the hex jam nut to lock the setting of
the first intake rocker arm adjusting screw.
NOTE: When tightening the hex jam nut, hold the
rocker arm adjusting screw with a screwdriver. The
screwdriver will keep the adjusting screw from turning
while the jam nut is being tightened.
)
FORM 6248 First Ednion
 VALVE ADJUSTMENT AND WEB DEFLECTION
11. Holding the tappet of the adjusting screw against
the valve stem tip, turn the other intake rocker arm
adjusting screw down until the tappet contacts the valve
stem. Eliminate any play.
NOTE: The "elephants foof'tappets should be cen-
tered on the valve stem tips. If the tappets are not
properly centered, loosen the two hex head capscrews
and slightly shift the rocker arm support. After the best
position is obtained, torque the rocker arm support
capscrews to 60 ft-Ib (81 N·m).
12. Tighten the hex jam nut, to lock the setting of the
second intake rocker arm adjusting screw.
13. Rotate the tappets of the two intake rocker arm
adjusting screws to feel for equal contact with the valve
stem tips. If a tappet cannot be rotated, or if it rotates too
freely, loosen the jam nut and readjust the screw.
14. Turn the exhaust rocker arm adjusting screw down
until the "elephants foot" tappet contacts the valve stem.
Snugly center the tappet on the valve stem tip.
15. Verify that the fixed valve lifter screw just contacts,
but does not depress, the hydraulic lifter plunger.
16. Tighten the hex jam nullo lock the setting ofthefirst
exhaust rocker arm adjusting screw.
17. Holding the tappet of the adjusting screw against
the valve stem tip, turn the other exhaust rocker arm
adjusting screw down until the tappet contacts the valve
stem. Eliminate any play.
NOTE: The "elephants foof' tappets should be cen-
tered on the valve stem tips. If the tappets are not
properly centered, loosen the two hex head capscrews
and slightly shift the rocker arm support.
18. Tighten the hex jam nut to lock the setting of the
second exhaust rocker arm adjusting screw.
19. Rotate the tappets of the two exhaust rocker arm
adjusting screws to feel for equal contact with the valve
stem tips. Readjust, if necessary.
20. Turn the two fixed valve lifter screws clockwise 1/2
turn to their original setting. Preloading the hydraulic
lifter backs the plunger off the C-clip and moves it into
the upper range of lifter travel. Torque each valve lifter
screw to 60 ft-Ib (81 N'm) oiled.
21. Rotate the tappets of the two intake and two
exhaust rocker arm adjusting screws to feel for equal
contact with the valve stem tips.
22. Rotate the engine counter clockwise to the next
cylinder in the firing order, top dead center (compres-
sion stroke). Return to Step 4, and repeat the above
FORM 6248 First Ed~ion
procedures for each cylinder in the firing order (see
Table4.10-1 and Figure 4.10-1). Watch each mating
cylinder for valve overlap.
23. Scrape the old gasket material from the rocker arm
covers.
I.A. CAUTION Igasket
Exercise care to keep the
material out ofthe
cylinder head. Disregarding this information could
resuH in product damage and/or personal injury.
24. Scrape the old gasket material from the cylinder
heads.
25. Verify that the rocker arm cover and cylinder head
gasket surfaces are clean and completely free of grease
and oil.
26. Apply a fast setting contact-type gasket shellac,
such as 3M Weather Strip Cement, Permatex® High-
Tac or equivalent, on the rocker arm covers.
27. Place new gaskets on the rocker arm covers.
NOTE: To prevent the gaskets from sliding, allow the
gasket shellac to cure before installing the rocker arm
covers on the engine. Follow the manufacturer's
recommendations.
CAUTION I~aretully
I.=A=~:..:...;;..;:;;...:--=...;:::....:~.
check the cyl-
L. . Inder head for any old
gasket debris before installing the rocker arm
covers. Disregarding this information could result
in product damage and/or personal injury.
28. Position the rocker arm covers on the cylinder
heads. Install the washers, spark plug cable clips and
rocker arm cover capscrews (2 capscrews per cover).
CAUTION I~ndertl~htening
I=.A='---':..:...;;..;:;;...:....:....:::....:~.
or over-
L. . tightening the rocker
arm covers may cause the gaskets to leak. Disre-
garding this information could result in product
damage and/or personal injury.
29. Torque the rocker arm cover capscrews to 30 - 35 ft-Ib
(41 - 47 N'm) oiled.
30. Install the spark plug extension rods. Fit the rubber
recess cover into the top of each spark plug carrier.
4.10 - 3
VALVE ADJUSTMENT AND WEB DEFLECTION

CRANKSHAFT WEB DEFLECTION
MEASUREMENT
Check crankshaft web deflection when the engine is
commissioned, annually, or when crankshaft bear-
ings are replaced, or the engine mounting is dis-
turbed. Check the crankshaft web deflection by
measuring crank web deflections with a dial gauge,
(PIN 494292). See Table 4.10-2 for points of mea-
surementwith the dial gauge. Electronic type gauges,
(PIN 494424) are also available.
When checking the crank web deflection, pay special
attention to these points.
• The dial gauge must rest on the same point on all the
cranks. There is a small milled recess on the inside of
each counterweight for this purpose.'
• So that comparisons are accurate, it is very important
to take the measurements at the same engine
temperature. A cold engine is one that is at normal
room temperature; approximately 70· F (21· C).
NOTE: Cu"ent production VHP engines are punched
to locate the web deflection gauge exactly. )
1. Remove the engine access covers from both sides of
the engine.
2. Install a web deflection tool (PIN 494292) in the
center point marks in a crank throw location (spin the
gauge in position to insure it is fully seated (see
Table 4.10-2).
3. Position the crankshaft so the gauge hangs next to
the rod, but not touching.
4. Zero the gauge.
NOTE: A crank throw which opens at the bottom is a
positive reading. A crank throw which is closed at the
bottom is a positive reading.
5. Slowly rotate the crankshafl to the No.1 position and
record the positive or negative gauge reading (see
Table 4.1 0-2).

• When measuring, the crankshaft should always be 6. Slowly rotate the crankshaft to the No.2 position and
rotated in a counter clockwise direction as viewed record the positive or negative reading.
from the rear (flywheel) end.
7. Slowly rotate the crankshaft, stopping and recording
NOTE: Start measurements at one end of the crank- the dial readings for positions No.3, 4 and 5.
shaft. Proceed along the length of the shaft to the )
opposite end. Record the measurements. 8. Repeat the procedure for each of the crankshaft
webs.
NOTE: On spring isolated units, the spring isolators
should first be adjusted to insure that all the isolators are
bearing equal weight. Refer to the Installation Manual,
Form 1091, for procedures on how to adjust the spring
isolators.
Table 4.10-2. Crankshaft Web Deflection Measurement With Connecting Rods Installed
VIEW FROM FLYWHEEL END

DIAL GAUGE PosmON

FOR MEJUlUIRENIEN1r ~

GAUGE

CRANKSHAFT WEB DEFLECTION SPECIFICATIONS

Total of 0.001" (0.0254 mm) deflection from positive to negative. )
Except Rear: Total of 0.0015" (0.0381 mm) from positive to negative.

4.10 - 4 FORM 6248 First Edition

 VALVE ADJUSTMENT AND WEB DEFLECTION

9. Correct the crankshaft web deflection by adjusting
the mounting foot height adjacent to the deflected web.
A web which is closed at the bottom (6:00) is corrected
by raising an outer mount, if it is adjacent to an outer
mount (see Figure 4.10-5). Conversely, a web which is
open at the bottom is corrected by raising an inner
mount or lowering an outer mount. After an adjustment,
the deflection at the other crankshaft webs must again
be measured. A total of 0.001 inch (0.0254 mm)
deflection, from positive to negative, is allowable on all
but the rear crankshaft throw. The rear throw may have
as much as 0.0015 inch (0.0381 mm) deflection due to
the effects of the flywheel weight.
10. Using the jack screws to provide the necessary
clearance, install shims as required althe engine corner
and center mounting points.
11. Refer to the Installation Manual, Form 1091 for
additional information on crankshaft web deflection.
12. Install engine access doors.

2" (50.8 mm)

6" (152.4 mm) 1---1----1 6" (152.4 mm)

JACKSCREW JACKSCREW
BOSSES BOSSES
NOTE: Use two separate shim pads under the center mounts.

Figure 4.10-5. Engine Shimming Procedure

FORM 6248 First Edition 4.10 - 5

VALVE ADJUSTMENT AND WEB DEFLECTION

4.10 - 6 FORM 6246 First Edition

 CHAPTER 5 - ENGINE SYSTEMS

CONTENTS

SECTION 5.00 - SPEED GOVERNING SYSTEM

SECTION 5.05 - FUEL SYSTEM

SECTION 5.10 - IGNITION SYSTEM

SECTION 5.15 - AIR INDUCTION SYSTEM

SECTION 5.20 - TURBOCHARGERS

SECTION 5.25 - COOLING SYSTEM

SECTION 5.30 - LUBRICATION SYSTEM

SECTION 5.35 - EXHAUST SYSTEM

SECTION 5.40 - CRANKCASE BREATHER

SECTION 5.45 - AIR/GAS PRELUBE AND START SYSTEMS

FORM 6248 First Edition

 )

FORM 6248 First Edition

 SECTION 5.00 - SPEED GOVERNING SYSTEM
SPEED GOVERNING SYSTEM
COMPONENTS
The engine speed governing system consists of the
following components:
. frequency of the entire system. This un~ will take all the
• Governor
- Woodward UG-SL Governor
- Woodward UG-S Dial Governor
- Woodward EG-3P Electronic Governing System
• Governor Linkage
• Magnetic Pickup (electronic systems)
• Control Panel (electronic systems)
• Overspeed Governor
SPEED GOVERNING SYSTEM
DESCRIPTION
WOODWARD UG-SL GOVERNOR
The Woodward UG-SL Govemor, capable of isochronous
operation (will maintain the same engine speed regardless
of engine load) is a mechanicai-hydraulic device. The
governor is located on the mounting pad of the govemor
drive housing on the front right side of the engine. The
govemor is driven from the accessory drive gear.
WOODWARD UG-S DIAL GOVERNOR
The Woodward UG-S Dial Governor, is a mechanical-
hydraulic device mechanically linked to the fuel system.
The governor operates isochronously (will maintain the
same engine speed regardless of engine load), except
during transient load conditions. Located on the mount-
ing pad of the governor drive housing on the front right
side of the engine, the governor is driven from the
accessory drive gear. The UG-S Dial Governor has dial
adjustments on the face of the gear. These dials are the
Speed Droop control knob, the Load Limit control knob,
the Synchronizer, and the Syn. Indicator. The speed
droop control can be set to automatically divide and
balance the load between engines driving the same
shaft, or paralleled in an electrical system.
Droop is incorporated in the governor through a linkage
which varies the compression of the speeder (speed
adjusting spring) as the output shaft rotates. Increased
fuel reduces spring compression, reduces the governor
setting accordingly, and the unit will gradually reduce its
speed as load is applied. This relationship between load
and speed, acts as a resistance to load changes when
the unit is interconnected with other units either
mechanically or electrically.
As droop is reduced toward zero, the unit becomes able
) to change load without changing speed. As a general
rule, units running alone should be set on zero droop,
interconnected units should be run at the lowest droop
setting that will give satisfactory load division.
FORM 6248 First EdHion
Alternating current generating units tied in with other
units should have droop set sufficiently high (30 to 50 on
the dial) to prevent interchange of load between the units.
If one unit in the plant, or system has enough capacity, its
governor may be set on zero droop and ~ will regulate the
load changes within the limits of its capac~ and will
control frequency if its capac~ is not exceeded.
The system frequency is adjusted by operating the
synchronizer of the governor having zero droop. the
distribution of load between units is accomplished by
operating the synchronizers of the governors having
speed droop.
IA CAUTION I Do not manually force the
... engine linkage to in-
crease fuel without first turning load limit knob to 10.
Failure to follow proper procedures could cause
damage to equipment.
The load limit control hydraulically limits the load that
can be put on the engine by restricting the terminal
output shaft rotation of the governor, and consequently,
the quant~ of fuel supplied to the engine. The control
may also be used for shutting down the engine by
turning it to zero.
An optional synchronizing motor may be mounted on a
special cover for the governor to provide remote speed
control. Its use enables the operator to to match the
output of an engine driven machine with that of other
units. The motor is that of the split field, series wound,
reversible type. It can be used on either direct current or
alternating current at its specified voltage. A slip
coupling is provided between the motor shaft and the
synchronizer control knob on the governor. This cou-
pling is a friction type.
WOODWARD EG-3P ELECTRONIC GOVERNING
SYSTEM
The Woodward EG-3P electronic governing system
consists of three components, the magnetic pickup, the
control unit and the actuator. The system is capable of
isochronous operation (will maintain the same engine
speed regardless of engine load). The control unit is
oft-engine mounted and is usually in the control room. It
is the device that interrupts the signal that is sent from the
magnetic pickup. The control unit then compares the the
magnetic signal through circuitry and makes the proper
adjustments through the actuator. The governor actuator
is engine mounted, and is the mechanical device that
physically moves the carburetor butterflies. Located on
the mounting pad of the governor drive housing on the
front right side of the engine, the governor actuator is
driven from the accessory drive gear.
5.00 - 1
SPEED GOVERNING SYSTEM

GOVERNOR LINKAGES
The governor linkage connects the governor output shaft
with the carburetor butterfly shaft. On G and GSI engines,
a hand lever on the governor side is used to manually set
the engine to the desired speed. All engines have a
Manual Shutdown Lever added to the linkage on the
carburetor side, that enalbles the operator to manually
close the fuel valves in the event of an emergency.
MAGNETIC PICKUP
The engine speed is detected by a magnetic pickup
threaded into the flywheel housing aIbove the flywheel
ring gear. Each tooth passing by the magnetic pickup
generates an AC voltage whose frequency is propor-
tional to engine speed. this AC voltage is then converted
into a DC voltage through internal circuitry.
CONTROL PANEL
The control unit (see Figure 5.00-1 and Figure 5.00-2),
used with electric units, is off-engine mounted, usually in
the control room, and is the device that receives the
signal that is sent from the magnetic pickup. The control
unit then compares the magnetic pickup signal to the
predetermined engine RPM signal through circuitry and
makes the proper adjustments through the actuator. The
engine RPM is set with the rated speed potentiometer
located on the control unit, or by the optional external )
speed trim potentiometer. The RPM setting voltage is
compared at the control unit between the control
amplifier voltage and the RPM voltage. The control
amplifier sends an appropriate voltage to the actuator.
For example, if the speed was greater than the speed
setting, the control amplifier would decrease its output
and the actuator would decrease fuel to the engine. Load
sharing between two or more engine-generator sets is
accomplished via the load sensing circuitry. Each
generator's load is electronically measured continuously
to other units on the same bus via parallel lines.
Continuous correction to control loop gives load sharing.
OVERS PEED GOVERNOR
The overs peed governor is a safety device that protects
the engine from overspeed damage. The overspeed
governor is activated when the engine speed rises
approximately 10 percent aIbove the maximum high idle
speed. The maximum high idle speed for all VHP
engines is 1200 rpm. Therefore, the setpoint allows
engine speeds up to 1300 - 1325 rpm before the
overspeed governor trips. The overspeed governor
functions only if the regular governor fails to operate.

""""'~
=,~ RATED ~'ffi
'""" COMPENSATION ~, ~, FuaUMT
DROOP

00
o 10
00 00 00 iJ 00
o 10 o 10 o 10 o 10 o 10

00
o
00
10
RAMPUIE
o
~~
10
2301A LOAD SHARING & SPEED CONTROL

-
,~,

~
~ =ro

1 sEi'¥l S~L I
CLOSEro

[ ~c ~E
~= ~R
s~
~~
~ SP£EO
~=-
w' w
....._ _ _ _---'" 1-+"1

,..!!-, ~ ~ ~ 'u.., j'T I I 'b~--m..

01234567891011121314151617181920212223242526272829

Figure 5.00-1. 2301A Load Sharing And Speed Control

5.00 - 2 FORM 6248 First Ed~ion

 SPEED GOVERNING SYSTEM

0 ® ® 0

~~ ~~
~"~ COMPENSA110tl
-~
~,

00 00 00 00
o 10 010 o 10 o 10

2301 A SPEED CONTROL j} j} jj

~,

FOR
M~
~
RATED
-
o 10

SPEED
o
~
,~
10

SPM
INPUT
M>ro
~~

AUX
ItlM
I~VDC SPEED TRIM ~

r~i 'I ii:~~~:S r~J=k

1 2 3 4 S 6 7 6 9 10 11 12 13 M 1S 16 17

Figure 5.00-2. 2301 A Speed Control

GOVERNOR DRIVE GEAR/CEC TIMING 2. Remove the CEC Hall-effect Pickup from the
DISC REMOVAL/INSTALLATION Governor Drive Housing (see Figure 5.00-4)

GOVERNOR DRIVE GEAR/CEC TIMING DISC

REMOVAL (CURRENT PRODUCTION)
NOTE: Magneto equipped engines will not have a GEG
disc.
1. Place a small oil pan beneath the governor drive
housing and remove the governor drive cover plate (4
capscrews, 3/8 x 3/4 inch, with lock washers; 10
capscrews, 3/8 x 1 inch, with lock washers) and gasket
(see Figure 5.00-3).

Figure 5.00-4. Hall-effect Pickup

Figure 5.00-3. Governor Drive Housing

FORM 6248 First Edition 5.00 - 3

SPEED GOVERNING SYSTEM
3. On CEC equipped engines, remove the four nylok
allen head screws, washers and the CEC timing disc (see
Figure 5.00-5). Discard the nylok allen head screws.
Figure 5.00-5. Current Production CEC Timing Disc
4. Refer to Governor Drive Shaft Assembly, Removal,
and remove the governor drive shaft from the governor
drive housing.
5. Remove flex nut and governor drive gear assembly
from the accessory drive gear shaft (see Figure 5.00·6).
Use a rubber mallet to loosen the drive gear assembly, if
necessary. Move the assembly to a suitable workbench.
Figure 5.00-6. Current Production Governor Drive
Gear
GOVERNOR DRIVE GEAR/CEC TIMING DISC
CLEANING AND INSPECTION
(CURRENT PRODUCTION)
1. Using a soft cloth, remove all dirt, grime, grease and
oil deposits, from the gear and CEC disc.
2. Inspect the gear teeth for chips, cracks and exces·
sivewear. Replacethe governor drive gear if necessary.
5.00 - 4
GOVERNOR DRIVE GEAR/CEC TIMING DISC
INSTALLATION (CURRENT PRODUCTION) )
NOTE: If the engine is GEG equipped, perform Steps 1
thru 16. If not GEG equipped, perform Steps 1 thru 3 and
Steps 14 thru 16.
1. Install the No. 8 Woodruff key in the slot on the
accessory drive gear shaft, if removed. Ughtly tap the key
to properly seat it in the keyway. Verify that the key is level.
2. Position the notch in governor drive gear assembly
with the key on the shaft. Install the governor drive gear
assembly onto the accessory drive gear shaft with flex
lock nut (see Figure 5.00-7).
)
Figure 5.00-7. Current Production Governor Drive
Gear
3. Refer to Governor Drive Shaft Assembly, Installa-
tion, and install the governor drive shaft on the governor
drive housing.
NOTE: Insure that the directional arrow and the
stamped word "ROTATION" are positioned towards the
front of the engine, so they are visible.
4. Loosely install the CEC timing disc on the governor
drive gear with four new nylok allen head screws, and
washers. Roughly align timing mark on disc with the
threaded hole used for the Hall-effect Pickup in the
magneto housing.
5. Locate the first cylinder to fire in the firing order
sequence. Refer to the engine's nameplate for firing
order sequence.
6. Check the engine's nameplate to determine the
exact timing (or most advanced) for the primary fuel.
)
7. Bar the engine crankshaft over in a counter-clock-
wise direction until the valves of the first cylinder in the
firing order, which is the #1 R cylinder, are at top dead
center (compression stroke).
FORM 6248 First Edition
 SPEED GOVERNING SYSTEM

To determine when this condHion exists, watch the rocker 10. Thread the timing disc alignment tool into the
arms and valves on Hs mating cylinder, #SA. As the magneto housing (see Figure 5.00-9).
exhaust valves on #6R cylinder are closing, the intake
valves begin to open. At this point, the #SR cylinder is in
TIMING DISC
valve overlap (all four valves partially open). This means ALIGNMENT TOOL
that all four valves on the #1 R cylinder are fully closed. TIMING DISC }I'
The cylinder is now at top dead center (compression REFERENCE POINT

~
stroke).

NOTE: Timing marks on the flywheel timing tape .----"""7'---J 0 0

:@;
should be visible through the timing opening located in
the flywheel housing when approaching top dead center
(TDC) of the first firing cylinder on the compression
stroke (see Figure 5.00-8). ©
NYLOKALLEN HEAD
o~
~'\
SCREW AND WASHER TIMING DISC

Figure 5.00-9. Current Production CEC Timing Disc

11. Loosen the allen head screws, and rotate the timing
disc so the timing disc reference mark aligns with the
point of the alignment tool.

12. Once aligned, torque the nylok aUen head screws

on the timing disc to 43 - 45 in-Ib (4.86 - 5.08 N·m).

Figure 5.00-8. Flywheel Timing Opening
8. Bar the engine over in the direction opposite normal
engine rotation to a point at least 30' prior to the point of
desired timing.
13. Remove the alignment tool and install the Hall-effect
pickup sensor, Set the gap betweenjfie pickup and the
timing disc to 0.040 in. ± 0.010 in. (1.016 mm ± 0.254 mm)
(see Figure 5.(J().1 0).

9. Slowly bar the engine in the direction of normal

engine rotation, carefully observing the flywheel timing
tape and pointer. Stop rotating the flywheel exactly at
the nameplate timing for primary fuel (see Figure 5.00-8
and Figure 1.15-2).

CAUTION I
I~A=-.::::...:.....:..;::...:....:...;:;..:..:..J.
By rotating the crankshaft
L.. . too fast and then backing
up to the desired timing, the disc drive gear backlash
will be on the wrong side of the gear teeth. The timing
could therefore be incorrect by several degrees.
Disregarding this information could result in prod-
uct damage and/or personal InJury.

Figure 5.00-10. Current Production CEC TIming Disc

FORM 6248 First Ednion 5.00- 5

SPEED GOVERNING SYSTEM

IA
...
CAUTION I DO NOT tum on the fuel
until the Ignition timing Is
2. Remove the CEC Hall-effect Pickup from the
Governor Drive Housing (see Figure 5.00-12). )
verified to be at an acceptable setting, to prevent
possible engine damage. Use a timing light to check
the ignition timing while the engine is cranking in a
NO-FUEL state. Disregarding this Information could
result in product damage and/or personal InJury.

14. Apply a fast setting contact-type gasket shellac,

such as 3M Weather Strip Cement, PermateX® High-
Tac or equivalent, on the gasket surfaces of the
governor drive cover plate. Install a new governor drive
cover gasket.

NOTE: During Step 15, the governor drive cover must

first be installed on the ball bearing retainer, four
capscrews and lock washers To prevent the gaskets
from sliding during installation of the governor drive
assembly, allow the gasket shellac to cure. Follow the Figure 5.00-12. Hall-effect Pickup
manufacturer's recommendations. 3. On CEC equipped engines, remove the lock nut and
the CEC timing disc (see Figure 5.00-13).
15. With the WED part number facing outside, install
the governor drive cover to the ball bearing retainer (4
capscrews, 3/8 x 3/4 inch, with lock washers). Install the
remaining fasteners (10 capscrews, 3/8 x 1 inch, with
lock washers) (see Figure 5.00-11).

Figure 5.00-13. Previous Production CEC Disc

4. Remove the governor drive gear assembly from the
accessory drive gear shaft (see Figure 5.00-14). Use a
rubber mallet to loosen the drive gear assembly, if
necessary. Move the assembly to a suitable workbench.
Figure 5.00-11. Governor Drive Housing

16. On CEC equipped models, refer to CEC Ignition

Module Ignition Timing Set (Current Production) and set
engine ignition timing. On Magneto equipped modelS,
refer to Magneto Static Timing Set, and Magneto
Ignition Timing Set, and set engine timing.

GOVERNOR DRIVE GEAR/CEC DISC REMOVAL

REMOVAL (PREVIOUS PRODUCTION)

1. Place a small oil pan beneath the governor drive

housing and remove the governor drive cover plate (4 )
capscrews, 3/8 x 3/4 inch, with lock washers; 10
capscrews, 3/8 x 1 inch, with lock washers) and gasket
(see Figure 5.00·11). Figure 5.00-14. Previous Production Governor Drive
Gear

5.00 - 6 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

GOVERNOR DRIVE GEAR/CEC DISC GOVERNOR DRIVE GEAR/CEC DISC ASSEMBLY

DISASSEMBLY (PREVIOUS PRODUCTION) (PREVIOUS PRODUCTION)
1. Lubricate four new vibration dampers with clean
A WARNING engine oil.

Always wear proper eye protection when removing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
thatthe tips ofthe pliers are not excessively worn or
damaged.
2. Start the drive gear hub in the governor drive gear bore
(see Figure 5.00-16). Position the hub so that the roll pin
drilling faces the front of the gear and the hub wings are
centered above the recess at the back of the gear.

1. Remove the rear retaining ring and the governor

drive gear retainer from the drive gear hub (see
Figure 5.00-15).

FRONT
RETAINING
RING

ROLL
PIN

HUB WINGS
GEAR
HUB

HUB
WING

VIBRATION
DAMPER

Figure 5.00-15. Previous Production Governor Drive

Gear

VIBRATION DAI.PER
2. Remove the front retaining ring and the governor
(4) ~~p.p.F~:;,.....
drive gear from the drive gear hub.

3. Remove and discard the four rubber vibration

dampers.

GOVERNOR DRIVE GEAR/CEC DISC CLEANING

AND INSPECTION (PREVIOUS PRODUCTION)

1. Using a soft cloth, remove all dirt, grime, grease and

oil deposits, from the gear and CEC disc.

2. Inspect the gear teeth for chips, cracks and exces-

sive wear. Replace the governor drive gear if necessary.

Figure 5.00-16. Previous Production Governor Drive

Gear Vibration Damper Installation

FORM 6248 First EdHlon 5.00 -7

SPEED GOVERNING SYSTEM
NOTE: On those engines equipped with the Waukesha
GEG ignition module, the front of the gear hub is also
distinguished by the holes needed for mounting of the
magnet disc.
3. Place the vibration dampers in an upright position on
each side of the two hub wings (see Figure 5.00-16).
Place the dampers in position just before the hub wings
enter the drive gear recess.
4. Alternately press on the hub and the four vibration
dampers, until the hub is centered on the gear and the
dampers are fully seated in the cavities. Verify that the
top of the dampers are flush with the gear face.
A WARNING
Always wear proper eye protection when Installing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips ofthe pliers are not excessively worn or
damaged.
5. Install the governor drive gear retainer on the drive
gear hub (see Figure 5.00-17).
FRONT
RETAINING
RING
ROLL
PIN
GEAR
HUB
HUB
WING
VIBRATION
DAMPER
Figure 5.00-17. Previous Production Governor Drive
Gear
6. With the rounded edge towards the gear, install the
rear retaining ring on the drive gear hub.
7. With the rounded edge towards the gear, install the
front retaining ring on the drive gear hub.
5.00 - 8
8. Determine from the engine nameplate and
Table 5.10-6 which hole number was used to position
the CEC timing disc (see Figure 5.00-19).
9. Install the timing pin on the gear hUb.
GOVERNOR DRIVE GEAR/CEC DISC
INSTALLATION (PREVIOUS PRODUCTION)
1. Install the No. 8 Woodruff key in the slot on the
accessory drive gear shaft, if removed. Lightly tap the
key to properly seat it in the keyway. Verify that the key is
level.
2. Slide the governor drive gear assembly onto the
accessory drive gear shaft aligning the notch in the hub
with the key on the shaft. Solidly seat the assembly
against the shoulder of the accessory drive gear shaft
(see Figure 5.00-18).
Figure 5.00-18. Previous Production Governor Drive
Gear
3. Verify that the governor drive gear assembly fits
snugly on the accessory drive gear shaft without rocking
or sliding.
4. Refer to Governor Drive Shaft, Installation and install
the governor drive shaft (see Figure 5.00-18).
NOTE: If the engine is GEG equipped, perform Steps 5
thru 11. If not GEG equipped, perform Steps 7, and 9
thru 11.
IA
...
CAUTION I DO NOT turn on the fuel
until the Ignition timing IS
verified to be at an acceptable satting, to prevent
possible engine damage. Use a timing light to check
the Ignition timing while the engine is cranking In a
NO-FUEL state. Disregarding this Information could
result in product damage and/or personal Injury. )
NOTE: It is recommended that the timing pin be
installed on the gear hub prior to installation of the gear.
FORM 6248 First Edition
 SPEED GOVERNING SYSTEM

5. Determine from the engine nameplate and 8. Install the CEC Hall-effect Pickup on the Governor
Table 5.10-6 which hole number is used to position the Drive Housing see Figure 5.00-20. Setthe gap between
CEC timing disc (see Figure 5.00-19). the pickup and the timing disc to 0.040 in. ±0.010 in.
(1.016 mm ±0.254 mm)

9. Apply a fast setting contact-type gasket shellac,

such as 3M Weather Strip Cement, Permatex® High-
Tac or equivalent, on the gasket surfaces of the
governor drive cover plate. Install a new governor drive
cover gasket.
\
\ NOTE: During Step 10, the governor drive cover must
\ first be installed on the ball bearing retainer, four

~
capscrews and lock washers To prevent the gaskets
from sliding during installation of the governor drive
assembly, allow the gasket shellac to cure. Follow the

~
manufacturer's recommendations.

10. With the WED part number facing outside, install

the governor drive cover to the ball bearing retainer
(4 capscrews, 3/8 x 3/4 inch, with lock washers) (see
Figure 5.00-21). Install the remaining fasteners
(10 capscrews, 3/8 x 1 inch, with lock washers).
HOLE #1 - 1/8" PIN
HOLE #2 - 5/32" PIN
HOLE #3 - 3/16" PIN
HOLE #4 - 1/4" PIN

Figure 5.00-19. Previous Production Timing Disc

6. Install the timing disc, and pin on the gear hub and
pin it in position.

7. Apply Loctite® 242 to threads and install the flex lock

nut on the shaft and wrench tighten (see
Figure 5.00-20).

Figure 5.00-21. Governor Drive Housing

11. On CEC equipped models, refer to CEC Ignition

Module Ignition Timing Set (Previous Production) and
set engine ignition timing. On Magneto equipped
models, refer to Magneto Static Timing Set, and
Magneto Ignition Timing Set, and set engine timing.

Figure 5.00-20. Previous Production CEC Disc

FORM 6248 First Edition 5.00 - 9

SPEED GOVERNING SYSTEM

GOVERNOR DRIVE )
GEAR (HELICAL)

REAR BALL
BALL
BEARING

RETAINING
RING

COUNTERBORE

BALL BEARING
RETAINER

Figure 5.00-22. Governor Drive Shaft Assembly

GOVERNOR DRIVE SHAFT GOVERNOR DRIVE SHAFT DISASSEMBLY

GOVERNOR DRIVE SHAFT REMOVAL

A WARNING
)
I.A. CAUTION IThe CEC disc must be
removed prior to remov-
Always wear proper eye protection when removing
retaining rings. Slippage may propel the ring with
Ing the governor drive shaft assembly or damage to enough force to cause severe personal Injury or death.
the CEC disc will result. Disregarding this Informa- Use the correct retaining ring pliers. Verify that the tips
tion could result in product damage and/or person- of the pliers are not excessively worn or damaged.
al injury. 1. Remove the retaining ring from the first groove on
the governor drive shaft (in front of the ball bearing
1. Refer to Governor Drive Gear, Removal, and retainer (see Figure 5.00-23).
remove the governor drive housing cover plate and
CECdisc. 2. Remove the retaining ring from the second groove
on the governor drive shaft.
2. Remove the governor drive shaft assembly from the
3. Using a suitable press, push on the governor drive
governor housing (see Figure 5.00-20 and
shaft to remove the ball bearing retainer.
Figure 5.00-22). Move the assembly to a suitable
workbench. 4. Remove the large retaining ring from the groove in
the ball bearing retainer. Press on the inner race to
remove the ball bearing from the retainer.
GOVERNOR DRIVE GEAR
REAR BALL BEARING
SHOULDER \ -.L
KEYW.-""_:t_ _
SHOULDER
KE:vWAY
RETAINING RING
2ND GROOVE

Ef] ~d]~t·~
1
INTERMEDIAT/ RETAINING RING! RETAINING RING
GEAR SHOULDER 3RD GROOVE 1ST GROOVE

Figure 5.00-23. Governor Drive Shaft

5.00 -10 FORM 6248 Firs1 Edition


5. Press on the opposite end of the governor drive shaft
to remove the rear ball bearing, and the spur-type
intermediate gear.
6. Remove the woodruff key from the shaft.
7. Remove the retaining ring from the third groove on
the governor drive shaft. Press on the end of the shaft to
remove the helical governor drive gear and woodruff
key from the shaft.
GOVERNOR DRIVE SHAFT
CLEANING AND INSPECTION
A WARNING
Always use approved cleaning solvents in a well
ventilated area. Contact with skin could result In
severe personallnlury or death.
A WARNING
Compressed air can pierce the skin and could
result In severe personal injury or death. Never use
your hand to check tor leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
1. Remove all dirt, grime, grease, oil and varnish
deposits, from the intermediate and governor drive
gears, drive shaft and ball bearing retainer. Thoroughly
clean all parts of the assembly in suitable solvent. Dry
with moisture free compressed air.
2. Inspect the gear teeth for chips, cracks and exces·
sive wear. Replace the governor drive gear or the
intermediate gear if necessary.
GOVERNOR DRIVE
REAR BALL
BEARING
/
Figure 5.00·24. Governor Drive Shaft Assembly
FORM 6248 First Edition
SPEED GOVERNING SYSTEM
NOTE: The gear sizes of the governor drive shaft
assembly mayv8l)ldepending upon the governor speed.
For the correct part numbers of replacement gears,
consult the specifications provided with the engine.
3. Inspect the No. 9 Woodruff keys for damage and
distortion. Replace the keys if necessary.
4. Inspect the governor drive shaft (see
Figure 5.00·23) for damage and wear. If a Woodruff key
must be replaced, verify that the keyway is clean and
undamaged. Inspect the ball bearing seating surfaces
for scoring, scuffing, excessive wear and cleanliness.
Replace the governor drive shaft if necessary.
5. Inspect the three drive shaft retaining rings for damage
or distortion. Replace the retaining rings if necessary.
6. Inspect the ball bearing retainer for cracks, chips or
other damage. Replace the ball bearing retainer if
necessary.
7. Inspect the large ball bearing retainer retaining ring
for damage or distortion. Replace the retaining ring if
necessary.
GOVERNOR DRIVE SHAFT ASSEMBLY
A WARNING
To avoid severe personal injury or death, always
wear protective gloves when heating gears.
1. Preheat the helical governor drli/e gear to 350 0 F
(1760 C). Install the No.9 Woodruff I\,~, if removed, and
slide the gear down the shaft until it contacts the shaft
shoulder (see Figure 5.00·24).
GEAR (HELICAL)
BALL
BEARING
RETAINING
RING
COUNTERBORE
BALL IIEj~II~G'
RETAINER
5.00 - 11
SPEED GOVERNING SYSTEM

GOVERNOR DRIVE SHAFT INSTALLATION

A WARNING
Always wear proper eye protection when installing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips of the pliers are not excessively worn or
damaged.
2. With the rounded edge facing the gear, install the
retaining ring in the third groove (see Figure 5.00-23) on
the governor drive shaft to lock the governor drive gear
in position. Verify that the gear fits snugly on the drive
shaft without rocking or sliding.
3. Press a new front ball bearing into the ball bearing
retainer. Exert pressure against the outer race of the ball
bearing until it is seated against the bearing retainer
counterbore. Install the large retaining ring in the ball
bearing retainer groove.
1. Hand pack Lithoplex® Grease No.2 (Multipurpose
)
Lithium Complex Formula Containing Molybdenum
Disulfide) into the front and rear ball bearings of the
governor drive shaft assembly. Apply the same grease
to the teeth of the two gears on the drive shaft.
2. Apply engine oil to the bearing bore opposite the
expansion plug.
3. Install the governor drive shaft assembly into the
governor drive housing (see Figure 5.00-25). The rear
ball bearing on the drive shaft is slip fitted into the
bearing bore at the back. Use a rubber mallet to properly
seat the drive shaft assembly, if necessary. Be sure that
the rear ball bearing is squarely seated in the bore.

4. With the rounded edge faCing the gear, install the

retaining ring in the second groove on the governor
drive shaft. Exert pressure on the inner race of the ball
bearing insert to press the bearing retainer onto the
drive shaft. Press the bearing retainer assembly down
the shaft until it seats against the retaining ring.

5. With the rounded edge facing the gear, install the

retaining ring in the first groove on the governor drive
shaft (in front of the ball bearing retainer) to lock the
bearing retainer assembly into position. Verify that the Figure 5.00-25. Governor Drive Gear
assembly rotates freely on the drive shaft without
binding or catching.
4. Refer to "Governor Drive Gear, Assembly", and instail
the Governor Drive Gear and CEC disc, (see
A WARNING Figure 5.00-20). Set the gap between the pickup and the
timing disc to 0.040 in. ±0.010 in. (1.016 mm ±D.254 mm).
To avoid severe personal injury or death, always
wear protective gloves when heating gears. 5. Refer to "Governor Drive Gear, Assembly", and
install the governor drive housing cover plate.
6. Preheat the spur-type intermediate gear to 350" F
(176" C). Install the No.9 Woodruff key, if removed, and 6. Refer to Ignition Systems, and set engine timing.
slide the gear down the governor drive shaft until it
contacts the rear shoulder. Verify that the gear fits
snugly on the drive shaft without rocking or sliding.

7. Press a new rear ball bearing onto the end of the

governor drive shaft. Exert pressure against the inner
race of the ball bearing until it becomes seated against
the rear drive shaft shoulder. Verify that the ball bearing
rotates freely on the drive shaft without binding or
catching.

5.00 -12 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

GOVERNOR DRIVE HOUSING 5. If required, remove retaining ring and ball bearing
from the magneto drive shaft (see Figure 5.00-28).
GOVERNOR DRIVE HOUSING REMOVAL

1. Refer to "Governor Drive Gear, Removal", "Gover-

nor Drive Shaft, Removal" and "Governor, Removal" to
remove these components.

2. Disconnect the oil line from the upper governor drive

housing (see Figure 5.00-26).

3. Remove the Hall-effect pickup from the housing

(see Figure 5.00-26).

Figure 5.00-28. Governor Drive Assembly -

Front Right

GOVERNOR DRIVE HOUSING DISASSEMBLY

1. If required, remove the plug and copper washer from
the governor drive housing.
2. If required, remove the plug from the side of the
governor drive housing.
3. If required, remove the elbow and fitting from the
governor drive housing.
GOVERNOR DRIVE HOUSING
CLEANING AND INSPECTION
1. Inspect governor drive housing for cracks.
2. Inspect the expansion plug to insure it is fitted
properly in the counterbore.
Figure 5.00-26. 011 Una And Hall-effect Pickup
3. Remove and discard the expansion plug.
4. Remove eight capscrews (3/8 x 1 inch, with lock
washers) governor drive housing and gasket, from the
gear cover (see Figure 5.00-27).

/
!

Figure 5.00-27. Governor Drive Housing

FORM 6248 First EdHion 5.00 - 13

SPEED GOVERNING SYSTEM

GOVERNOR DRIVE HOUSING ASSEMBLY GOVERNOR DRIVE HOUSING INSTALLATION

1. If removed, apply Perma Lok® Heavy Duty Pipe
Sealant with Teflon® to the pipe plug square head, 1
inch NPT) and install it on the governor drive housing
side (see Figure 5.00-29).
)
1. Apply a fast settin9". contact-type gasket shellac,
such as 3M Scotch Grip Rubber and Gasket Adhesive
847, to the rear gasket surfaces.
2. Install a new gasket at the rear of the governor drive
housing (see Figure 5.00-30).

Figure 5.00-29. Governor Drive Housing - Rear

2. If removed, apply Perma Lok® Heavy Duty Pipe Figure 5.00-30. Governor Drive Housing - Rear
Sealant with Teflon® to the pipe plug and install the plug
and copper washer on the upper governor drive housing.
3. If removed, press a new rear ball bearing onto the end
of the accessory (magneto) drive gear shafl (see
3. If removed, apply Perma Lok® Heavy Duty Pipe
Sealant with Teflon®, to the fitting and elbow and install Figure 5.00-31). Exert unHorm pressure against the inner
them on the upper governor drive housing. race of the ball bearing until Hbecomes seated against the
drive shaft shoulder. Verify that the bali bearing rotates
4. If removed, apply 3M Scotch Grip'· Rubber and freely on the drive shafl without binding or catching.
Gasket Adhesive 847 around the edge of a new
expansion plug.

5. With the concave Side facing inward, position the

plug against the opening in the governor drive housing
(see Figure 5.00-29).

6. Using a soft hammer and a brass drift, strike the

center of the plug a solid blow.

7. Reach into the governor drive housing and push

against the back of the expansion plug to verify that it is
tightly and squarely seated against the counterbore.

Figure 5.00-31. Governor Drive Assembly -

Front Right

5.00 -14 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

9. Apply Perma Lok® Heavy Duty Pipe Sealant with

A WARNING Teflon®, to the threads of fitting and elbow (see
Always wear proper eye protection when installing Figure 5.00-33).
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips ofthe pliers are not excessively worn or
damaged.

4. Install the retaining ring in the ball bearing retainer

groove. Rotate the retaining ring to verify that it is fully
seated.

5. Apply Uthoplex® Grease No.2 (Multipurpose Uthi-

urn Complex Formula Containing Molybdenum Disul-
fide) between the inner and outer races of the rear ball
bearing (see Figure 5.00-31).

6. Apply engine oil to the inside of the sleeve at the back

of the governor drive housing.

7. With the governor mounting pad facing upward on

the right bank side, slide the sleeve over the ball bearing
on the magneto drive gear shaft. Use a rubber malletio
properly seat the housing against the gear cover.

8. Install the governor drive housing to the gear cover

(8 capscrews, 3/8 x 1 inch, with lock washers) (see
Figure 5.00-32). Figure 5.00-33. Oil Une And Hall-effect Pickup

10. Connect oil line to the governoroove housing.

11. Install the Hall-effect Pickup on the governor drive

housing, (see Figure 5.00-20). Set the gap between
the pickup and the timing disc to 0.040 in. ±0.010 in.
(1.016 mm ±0.254 mm).

12. Refer to Governor Drive Gear/CEC Disc, Governor

Drive Shaft Assembly, and Governor Assembly, and
install these components.

13. Refer to Ignition Systems, set engine timing.

Figure 5.00-32. Governor Drive Housing

I
./

FORM 6248 First Edition 5.00 -15

SPEED GOVERNING SYSTEM

WOODWARD UG-SL GOVERNOR 2. Remove the lock nut, two washers, capscrew, and
governor rod from the butterfly valve on the carburetor
WOODWARD UG-8L GOVERNOR LINKAGE (see Figure 5.00-35, Figure 5.00-36 and
REMOVAL Figure 5.00-37).
NOTE: Mark the hole in the governor output lever that
the governor rod is attached to for reference during
assembly.

1. Remove the lock nut, two washers, capscrew, and

governor rod from the governor output lever (see
Figure 5.00-34).

Figure 5.00-35. Governor Rod - GIGSI Engines

Figure 5.00-36. Governor Rod - GL Engines

(Throttle Control Shown Installed)

3. Remove the rod end bearings and nuts if necessary.

4. Remove lock nut and two spacers, and disconnect

Figure 5.00-34. Governor Rod
the rod from the governor speed control handle (see
Figure 5.00-34).

NOTE: On GL engines, refer to Throttle Control Handle

Removal, and remove the throttle control handle to
expose the butterfly on the carburetor.

5.00 - 16 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

WOODWARD UG-SL GOVERNOR REMOVAL

t. Remove two nuts, lock washers, screws and the

governor speed control assembly from the governor
and housing (see Figure 5.00-38).

2. Remove two nylok capscrews, lock washers, gover-

nor assembly and gasket, from the governor housing
(see Figure 5.00-38).

WOODWARD UG-SL GOVERNOR DISASSEMBLY

IA CAUTION IDo not remove the gover-

nor output lever or speed
L-==--'------';......
. .. _ _--'.
control lever from the serrated shafts, unless required.
H the levers must be removed, carefully mark their
radial position on the shafts. Indexing levers to the
wrong splines on the shafts may lead to an overspeed
condition resulting in catastrophic engine damage.

1. If required, remove cotter pin, nut and gear from

the governor shaft (see Figure 5.00-39). Discard the
cotter pin.

Figure 5.00-37. Governor Rod - GL Engines

(Throttle Control Shown Installed)

5. Remove lock nut and two spacers, and disconnect

the rod from the governor speed adjustment lever (see
Figure 5.00-34 and Figure 5.00-38).

GEAR .............. ~
NUT~ til
---@
Figure 5.00-39. Governor Assembly

WOODWARD UG-SL GOVERNOR ASSEMBLY

1. if removed, install a new cotter pin, nut and gear on

the governor shaft (see Figure 5.00-39).
Figure 5.00-38. UG-SL Governor Assembly

FORM 6248 First Ednion 5.00 - 17

SPEED GOVERNING SYSTEM

WOODWARD UG-BL GOVERNOR INSTALLATION
1. Apply 3M Scotch Grip'· Rubber and Gasket Adhe-
sive 847 to the housing gasket surface and install
gasket on the governor housing (see Figure 5.00-39).
Install two nylok capscrews, lock washers, governor
assembly and gasket, on the governor housing.
5. Connect governor rod to the side away from the
governor speed lever with two washers and lock nut. )
6. Refer to Governor Speed Control Lever adjustment
and adjust the governor speed control rod.
7. Check oil level and fill to proper level.

2. Install governor to the governor housing with the two 8. Refer to Rod Adjustment, to adjust the governor rod.
nylok capscrews and lock washers (see
Figure 5.00-38). 9. Refer to Governor Compensation Adjustment, to
adjust compensation.
3. Install the throttle control handle assembly and the
governor to the governor housing with two capscrews,
lock washers and nuts.

NOTE: The washers on the control rod are positioned

to either side of the control rod ends. The lock nuts are
positioned on the govemor side of the control rod.

4. Connect rod to the side away from the governor

governor speed control with two washers and lock nuts
(see Figure 5.00-40).

Figure 5.00-40. UG-SL Governor Linkage

5.00 -18 FORM 6248 First Ed~ion

 SPEED GOVERNING SYSTEM

80° CLOSED 142° MAX. FUEL

---- ----
(INSTALL AT 80°
FROM HORIZONTAL)
/ 40° MAX. TRAVEL
/ -~-

NOTE: Governor Data 184° NO FUEL

• reference rod length - 51.900 (INSTALL LEVER 4°
• travel - 42° BELOW HORIZONTAL)
• shaft - 0.500-36
-lever length - 2.625

Figure 5.00-41. UG-8 Governor linkage Adjustment Information For 5108GL, 5790GL And 7042GL

NOTE: Governor Data

• reference rod length - 50.610 MAXIMUM
• travel - 42" FUEL POSITION
• shaft - 0.375-36 '"

• /ever le{n~gt~h~-~4~'~~90~_:_~==_=_==:::=:_::-3~-;~~~:~=~~~1-t8~. 00

/ 5.28
NO FUEL POSmON 'I
_ - - _ - - _ - - _ - - _ - - __ ~NSTALLLEVER1° ~
BELOW HORIZONTAL)
NOTE: Butlerflr Valve Data
• trave - 72"

cu~~~~~~__~·:Ie=ve:r~le~ngth::~-~I:.2:50~___
54.28 -------------,----1
Figure 5.00-42. UG-8 linkage Adjustment Information For 51 OBGL, 5790GL And 7042GL
- Low Pressure Fuel, Draw Thru Carburetion .

A CAUTION I
UG-SL GOVERNOR LINKAGE INSTALLATION
AND ADJUSTMENT I.::-="--.::=.;:";::;",,;;,..:...;:;,,,;~.
.L
Be sure the governor le-
ver and butterfly valves
properly close and open at the same time. governor
A WARNING linkage travel must not be limited by the butterfly
valve striking the housing, this imposes unneces-
Before making any adjustments to an operating sary loads on the linkage. Failure to follow the proper
governor on an engine, check that you have hand procedures can cause damage to equipment.
throttle control over the engine speed to avoid
severe personal injury or death. NOTE: Refer to Figure 5.00-41, Figure 5.00-42 and
Table 5.00-1 for the correct adjustment angles listed by
engine type.

FORM 6248 First Edition 5.00 -19

SPEED GOVERNING SYSTEM

Table 5.00-1. UG-S Governor Linkage Adjustment Information For L5108G/GSI; L5790G/GSI; L7042G/GSI

NOTE: These chart values

are approXImate.
I OPEN '-'" •
_....
<\
. _~. _ CLOSED / ' ' ' - .M

H~L ':;x __ ~ONm~L

!: ROD rC") _l.. ±
--t- '-- -4-
K .\ I

.
LENGTH ("D")
~G OPEN
f \J I
CLOSED E .... _ F L

BUTTERFLY SHAFT LEVER ("S") GOVERNOR LEVER ("A")

A B C D E F G H J K L M N
LEVER LEVER ROD NO.
50.5 in. 0.53 in. 1.0 in. 0.17 in. 3.25 in. REo
156339A 153267C AA209615B (1308.1 mm) 32' 38' (13.462 mm) (25.4mm) 3' 42' (4.318 mm) (82.55 mm)
50.75 in.
60' 0.26 in. 1.0in.
206564F** 153267C AA209615J (1288.05 mm) 15' (6.604 mm) (25.4mm) 0' 42' 0 0 RE

NOTE: .. Name plate towards rear.

.. For L7042GSI (with EGR option) ano double butterfly housing.

NOTE: On GL engines, refer to Throttle Control Handle

Removal, and remove the throttle control handle.
1. If removed, install the governor output lever on the
near side governor output shaft at the proper angle, with
the output shaft in the NO FUEL position (see
Figure 5.00-43). Tighten the capscrew on governor
output lever to 14 ft-Ib (18.98 N·m).

Figure 5.00-44. Governor Rod - G/GSI Engines

Figure 5.00-43. Angle Finder In "No Fuel" Position

2. Install the governor rod to the lever on the butterfly

valve with capscrew, two washers, and lock nut (see
Figure 5.00-44, Figure 5.00-45 and Figure 5.00-46).

Figure 5.00-45. Governor Rod - GL Engines

(Throttle Control Shown Installed)

5.00 - 20 FORM 6248 First Ed~ion


Figure 5.00-46. Governor Rod - GL Engines
(Throttle Control Shown Installed)
3. With the governor output shaft in the NO FUEL
position, and with the butterfly valve held closed, adjust
the governor rod for length so that a capscrew will pass
through the rod end and the hole in the lever (see
Figure 5.00-43).
Figure 5.00-47. Governor Rod
FORM 6248 First Ed~ion
SPEED GOVERNING SYSTEM
4. Install the governor rod to the near side on the
governor lever with capscrew, two washers, and lock
nut.
5. Center the angle finder on the top of the governor
lever. Refer to Figure 5.00-41, Figure 5.00-42 and
Table 5.00-1 for the correct adjustment angles listed by
engine type. Verify that the angle is at the proper value.
6. Move the governor lever up to the "full fuel" position.
Refer to Figure 5.00-41, Figure 5.00-42 and
Table 5.00-1 for the correct adjustment angles listed by
engine type. Verify that the angle is at the proper value.
7. Measure the length of the governor rod. Refer to
Figure 5.00-41 , Figure 5.00-42 and Table 5.00-4 for the
correct distance from the centerline of one rod end
bearing to the other.
8. To adjust the rod length, loosen the governor rod jam
nuts on each side of the governor rod (see
Figure 5.00-47). Screw the threaded studs in or out of
the governor rod, as necessary. Adjustlhe studs on both
ends of the rod, so that their length (external to the
governor rod) is as equal as possible. When the
governor rod assembly is at the correct length, wrench
tighten both governor rod jam nuts (CW).
9. Check all fasteners on the rod for tightness. thread
engagement on all rod ends must be a minimum of
seven threads.
5.00 - 21
SPEED GOVERNING SYSTEM

WOODWARD UG-SL GOVERNOR

COMPENSATION ADJUSTMENT
Adjust the governor compensation as required. High
overspeeds and underspeeds or a slow return to normal
speed after load changes may be the result of improper-
ly adjusted governor compensation.
NOTE: Large, permanent changes in ambient air
temperature affecting govemor oil viscosity may require
compensation adjustments.
The compensation pointer (coarse adjustment) and
compensation needle valve (fine adjustment) are ad-
justable parts of the engine speed control system (see
Figure 5.00-48). Governor stability and response are
directly affected by adjustment of these components.
The amount of adjustment required is based on the
individual operating characteristics (speed and load) of
each engine.
OIL FILLER CUP
A WARNING )
When starting the engine, be prepared to use the
hand throttle control and or manual shutdown lever
to shut down the engine to protect against runaway
or overspeed should the electro-hydraulic actua-
torts), or electric control(s), fuel control(s), the
driving mechanism(s), Iinkage(s) or the controlled
device(s) fall. Failure to take use the proper proce-
dures can cause severe personal injury or death.
NOTE: Steps 1 thru 3 refer to initial operation.
1. Fill the governor with oil.
2. Remove the slotted plug and washer from the base
of the governor to access the compensating needle
valve. Using a #2 Phillips screwdriver or a 3/16 inch
regular screwdriver, turn the compensating needle
valve (CW) to close. When the valve just touches its
seat, open the valve (CCW) 1/2 to 3/4 turn.

3. Loosen the nut holding the compensation pointer

and move the pointer to the midpoint. (see
SIGHT Figure 5.00-48). Tighten the nut to secure the com-
GLASS
pensation pointer.

WOODWARD 4. At a reduced speed, run the engine without load until

the lube oil reaches normal operating temperature.

t
OUTPUT
SHAFT
5. Loosen the nut holding the compensation pointer
and move the pointer all the way up for maximum
compensation (see Figure 5.OO-4S). Tighten the nut to
secure the compensation pointer.

'"
COMPENSATION
POINTER
6. Remove the slotted plug and washer from the base of
the governor to access the compensating needle valve.

J------:;;;;o-----:i-. 011: DRAIN

PLUG

DRIVE SHAFT

Figure 5.00-48. Woodward UG-SL Governor

5.00 - 22 FORM 6248 First Edition


A CAUTION I If a regular screwdriver Is
I.L .=.a='--':;...:....:..::....---'-"'---"-'. used for compensation
adjustments, fit the tip into the shallow slot on the
compensating needle valve (at right angles to the
deep slot). Use of the deep slot may cause the
screwdriver to bind or otherwise damage the needle
valve. The purpose of the deep slot is to allow the
head ofthe needle valve to expand during governor
operation. The increased friction resulting from
expansion of the head prevents vibration from
altering the setting of the needle valve. Disregard-
ing this infonnatlon could result In product damage
and/or personal injury.
A CAUTION INevertig~entheneedle
I.L .::.a=~:;.;;....;;..;::;....;;--,-;;;...;~. valve against Its seat.
Damage to the needle valve could result.
7. Using a #2 Phillips screwdriver or a 3/16 inch regular
screwdriver, turn the compensating needle valve (CW)
to close. When the valve just touches its seat, open the
valve (CCW) 2 full turns.
8. To bleed trapped air from the governor oil passages,
allow the engine to "hunt" for one-half minute. "Hunting"
is a fluctuation in engine speed above and below the
desired rpm.
NOTE: During Step 9, the engine speed will vary.
9. Loosen the nut just enough to move the compensa-
tion pointer all the way down for minimum compensa-
tion. Retighten the nut to secure the pointer.
NOTE: The objective of the compensation adjustment
procedure is to find the particular settings for the
compensation needle valve and compensation adjust-
ment pointer at which the engine will return quickly to
speed (needle valve adjustment), after a speed distur·
bance, with only a slight over or undershoot (compensa·
tion pointer adjustment).
10. Gradually close the needle valve until the hunting
just stops. If the hunting does not stop, open the
compensating needle valve three to five turns from the
closed position and move the compensation pointer up
by two marks on the front panel indicator scale. Again,
gradually close the needle valve until hunting stops.
11. If hunting does not stop, repeat Step 7.
12. Check governor stability by manually disturbing the
governor setting. The compensation adjustment is
satisfactory when the governor returns to speed with
only a slight undershoot or overshoot.
13. The needle valve must not be closed completely,
normal position is from 1/2 to 3/4 turn open. Closing the
FORM 6248 First Edition
SPEED GOVERNING SYSTEM
needle valve more than necessary makes the governor
slow to return to normal speed after a load change. It is
also desirable to have as little compensation as
possible.
NOTE: Once the needle valve adjustment is CO"ect, it
is not necessary to change the setting except for large
changes in temperature, which affect governor oil
temperature and viscosity.
NOTE: As a general rule, always adjust the governor to
provide as little compensation as possible. Adjustment
of the compensation pointer too far toward the maxi-
mum position, provides stable, steady state operation,
but causes excessive offspeed, which is the amount by
which the governor overshoots and undershoots the
desired speed upon load changes. Closing the needle
valve too far, makes the governor slow to return
(recover) to speed after load changes. Opening the
needle valve too far, makes the governor too respon·
sive, a condition which adversely affects governor
stability and can cause the engine to hunt.
14. When the compensation adjustment is correct,
tighten the nut to secure the position·~f the compensa·
tion pointer.
15. Install the needle valve access plug and washer in
the base of the governor. The plug prevents oil seepage
around the needle valve as well as unauthorized
tampering with the compensation adjustment.
I A CAUTION I Do not tamper with the
.a internal adjustment of
the governor unless thoroughly familiar with the
proper procedures. Normally, the only require-
ments for putting a new or overhauled governor
into service are bleeding trapped air and adjusting
compensation to obtain good response with maxi-
mum stability. All other operating adjustments are
made at the factory in accordance with Waukesha
specifications and should not require further ad-
justment. Disregarding this infonnatlon could re-
sult in product damage and/or personal injury.
5.00 - 23
SPEED GOVERNING SYSTEM
WOODWARD UG-8L GOVERNOR HIGH/LOW
SPEED LIMIT ADJUSTMENT
CAUTION I
I~A=~=....:..;::.....::..:;..;:;...;:....:..J.
Do.not adjust the internal
L.. . adlustment of the gover-
nor unless thoroughly familiar with the proper
procedures. Normally. the only requirements for
putting a new or overhauled governor into service
are bleeding trapped air and adjusting compensa-
tion to obtain good response with maximum stabil-
ity. All other operating adjustments are made at the
factory in accordance with Waukesha specifica-
tions and should not require further adjustment.
Disregarding this Information could result in prod-
uct damage and/or personal injury.
1. Position the governor speed control to the minimum
speed setting (see Figure 5.00-49).
LEFT BANK SIDE
OIL SIGHT 'GUISS.
;;~~iEW.
HIGH ...
STOP
LOW
STOP
RIGHT BANK SIDE
Figure 5.1JO.49. Woodward UG-8L Governor
- Top View
NOTE: Turning the low speed stop screw (CCW) will
decrease engine speed. Turning the low speed stop
screw (CW) will increase engine speed.
2. Loosen the locking nut and turn the low speed stop
screw to make fine adjustments to the low speed setting.
3. Lock the low speed stop screw in position by
tightening the locking nut.
4. Pos~ion the governor speed control to the maximum
speed setting.
5.00 - 24
NOTE: Turning the high speed stop screw (CCW) will
increase engine speed. Turning the high speed stop
screw (CW) will decrease engine speed.
5. Loosen the locking nut and turn the high speed stop
screw to make fine adjustments to the high speed setting.
6. Lock the high speed stop screw in position by
tightening the locking nut.
WOODWARD UG-8L GOVERNOR DROOP
ADJUSTMENT
Speed droop. or "droop" is one method of creating
stability in a governor.
Droop is also used to divide and balance load between
two or more prime movers operating in parallel or
connected to a single shaft.
Droop is the decrease in speed taking place when the
governor output shaft moves from the minimum to the
maximum fuel position in response to a load increase,
expressed as a percentage of rated speed.
Speed droop is expressed as a percent of rated speed.
The following formula can be used to calculate droop.
Speed Droop % ~ (NO load RPM-Ratedload RPM) x 100
Rated load RPM
1. Refer to High/Low Speed Stop Adjustment and )
adjust the governor at no load, for 600 RPM low idle
speed.
2. Run engine at rated load, and position governor high
speed stop (see Figure 5.00-49) for rated speed.
Remove load and check high idle speed and record.
3. To adjust droop (see Table 5.00-2):
• On 1200 RPM industrial engines, if high idle speed is
more than 60 RPM above rated speed, adjust droop
of the governor to give a high idle speed of 20 - 60
RPM above rated speed.
• On industrial engines rated at 1100 RPM and lower, a
high idle speed of up to 10% above rated speed is
acceptable.
Table 5.00-2. Governor Speed Droop Settings
GOVERNOR SPEED DROOP
SETTING (%)
Woodward UG-8L (Lever)" **5 to 10
Woodward UG-8 Dial 0
Woodward Eleclrie EG-3P 0
NOTE: * VHP Marine engines have isochronous governors without
any means for adding droop.
** VHP engines with rated speed above 1100 RPM must have the )
droop set to provide a No-load speed of 20 - 60 RPM above rated
speed.
FORM 6248 First Edition
 SPEED GOVERNING SYSTEM

WOODWARD UG-8 (DIAL) GOVERNOR

WOODWARD UG-8 (DIAL) GOVERNOR LINKAGE
REMOVAL
NOTE: Mark the hole in the governor output lever that
the governor rod is attached to, for reference during
assembly.

1. Remove the lock nut, two washers, capscrew, and

governor rod from the governor output lever (see
Figure 5.00-50).

Figure 5.00-51. Governor Rod - GIGSI Engines

Figure 5.00-52. Governor Rod - GL Engines

(Throttle Control Shown Installed)

Figure 5.00-50. Govemor Rod

NOTE: On GL engines, refer to Throttle Control Handle

Removal, and remove the throttle control handle to
expose the carburetor butterfly.

2. Remove the lock nut, two washers, capscrew, and

governor rod from the butterfly valve (see
Figure 5.00-51, Figure 5.00-52 and Figure 5.00-53).

FORM 6248 First Edition 5.00 - 25

SPEED GOVERNING SYSTEM

WOODWARD UG-8 (DIAL) GOVERNOR REMOVAL

1. Remove two nuts, lock washers, and screws from

the the output lever side of the governor and governor
housing (see Figure 5.00-54).

Figure 5.00-53. Governor Rod - GL Engines

(Throttle Control Shown Installed)

3. Remove the rod end bearings and nuts if necessary.

Figure 5.00-54_ Governor

2. Remove two nylok capscrews, lock washers, gover-

nor assembly and gasket, from the governor and
governor housing.

5.00 - 26 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

WOODWARD UG-8 (DIAL) GOVERNOR WOODWARD UG-8 (DIAL) GOVERNOR LINKAGE

DISASSEMBLY INSTALLATION AND ADJUSTMENT

IA CAUTION I Do not remove the gover- A WARNING

.. nor output lever or speed
control lever from the serrated shafts. H the levers
must be removed, carefully mark their radial posi-
tion on the shafts. Indexing levers to the wrong
splines on the shafts may lead to an overspeed
Before making any adjustments to an operating
governor on an engine, check that you have hand
throttle control over the engine speed to avoid
severe personal InJury or death.

condition resulting in catastrophic engine damage
and/or personal injury.
1. If required. remove cotter pin and nut from the governor
shaft (see Figure 5.00-55). Discard the cotter pin.
CAUTION I
IA Be sure the governor le-
....="=7'-:---''---':-''----'' ver and butterfly valves
properly close and open at the same time. governor
linkage travel must not be limited by the butterfly
valve striking the housing, this Imposes unneces-
sary loads on the linkage. Failure to follow the proper
procedures can cause damage to equipment and/or
personal injury.
NOTE: Refer to Figure 5.00-41. Figure 5.00-42 and
Table 5.00-1 for the correct adjustment angles listed by
engine type.
NOTE: On GL engines, refer to Throttle Control Handle
Removal, and remove the throttle control handle.
1. If removed, install the governor QIltput lever on the
near side governor output shaft attheiiroper angle, with
the output shaft in the NO FUEL position (see
Figure 5.00-56). Tighten the capscrew on governor
output lever to 14 ft-Ib (18.98 N·m).

Figure 5.00-55. Governor Assembly

2. If required. remove gear from the governor shaft.

WOODWARD UG-8 (DIAL) GOVERNOR

ASSEMBLY
1. If removed. install a new cotter pin. nut and gear on
the governor shaft (see Figure 5.00-55).

WOODWARD UG-8 (DIAL) GOVERNOR

INSTALLATION
1. Apply 3M Scotch Grip Rubber and Gasket Adhe-
N

sive 847 to the housing gasket surface and install

gasket on the governor housing (see Figure 5.00-55).

2. Install two nylok capscrews. lock washers. governor

assembly and gasket. on the governor housing (see
Figure 5.00-54).

3. Install the remaining two capscrews. lock washers

and nuts on the governor and housing.

) 4. Check oil level and fill to proper level.

5. Refer to Rod Adjustment. to adjust the governor rod.

6. Refer to Governor Adjustment. to adjust the Governor. Figure 5.00-56. Governor Rod
FORM 6248 First Ednion 5.00-27
SPEED GOVERNING SYSTEM

2. Install the governor rod to the lever on the butterfly Table 5.00-1, for the correct adjustment angles listed by
valve with capscrew, two washers, and lock nut (see engine type. Verify that the angle is at the proper value. )
Figure 5.00-57, Figure 5.00-58 and Figure 5.00-59).

Figure 5.00-57. Governor Rod - GIGSI Engines

Figure 5.00-58. Governor Rod - GL Engines
(Throttle Control Shown Installed)
3. With the governor output shaft in the NO FUEL
position, and with the butterfly valve held closed, adjust
the governor rod for length so that a capscrew will pass
through the rod end and the hole in the lever (see
Figure 5.00-56 and Figure 5.00-60).
4. Refer to reference marks, and install the governor
rod to the near side on the governor lever with capscrew,
two washers, and lock nut (see Figure 5.00-56).
5. Check all fasteners on the rod for tightness. thread
)
Figure 5.00-59. Governor Rod - GL Engines
(Throttle Control Shown Installed)
8. Measure the length of the governor rod. Refer to
Figure 5.00-41, Figure 5.00-42 and Table 5.00-1, for
the correct distance from the centerline of one rod end
bearing to the other.
9. To adjust the rod length, loosen the governor rod jam
nuts on each side of the governor rod (see
Figure 5.00-60). Screw the threaded studs in or out of
the governor rod, as necessary. Adjustthe studs on both
ends of the rod, so that their length (external to the
governor rod) is as equal as possible. When the
governor rod assembly is at the correct length, wrench
tighten both governor rod jam nuts (CW).
GOVERNOR ROD END BEARING
ROD JAM NUT
GOVERNOR ROD / ROD END
JAM NUT BEARING

~ I~T~..u---,:~
engagement on all rod ends must be a minimum of \
seven threads.
6. Center the angle finder on the top of the governor
lever. Refer to Figure 5.00-41, Figure 5.00-42 and
Table 5.00-1, for the correct adjustment angles listed by
engine type. Verify that the angle is at the proper value. RIGHT LEFT \
)
HAND HAND GREASE
7. Move the govemor lever up to the "full fuel" position. THREADS THREADS FlmNG
Refer to Figure 5.00-41, Figure 5.00-42 and
Figure 5.00-60. Governor Rod Assembly

5.00 - 28 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

WOODWARD UG-8 DIAL GOVERNOR

COMPENSATION ADJUSTMENT
Adjust the governor compensation daily or as required.
High overspeeds and underspeeds or a slow return to
normal speed after load changes may be the result of
improperly adjusted governor compensation.
NOTE: Large, permanent changes in ambient air
temperature affecting governor oil viscosity may require
compensation adjustments.
The compensation pointer (coarse adjustment) and
compensation needle valve (fine adjustment) are ad-
justable parts of the engine speed control system (see
Figure 5.00-61). Governor stability and response are
directly affected by adjustment of these components.
The amount of adjustment required is based on the
individual operating characteristics (speed and load) of
each engine.
OIL FILLER CUP
SIGHT
GLASS
A WARNING
When starting the engine, be prepared to make an
emergency shut down to protect against runaway
or overspeed should the electro-hydraulic actua-
tor(s), or electric control(s), fuel control(s), the
driving mechanlsm(s), IInkage(s) or the controlled
device(s) fall, Failure to take use the proper proce-
dures can cause severe personal injury or death.
NOTE: Steps 1 thru 3 refer to initial operation.
1. Fill the governor with oil.
2. Remove the slotted plug and washer from the base
of the governor to access the compensating needle
valve. Using a #2 Phillips screwdriver or a 3/16 inch
regular screwdriver, turn the compensating needle
valve (eW) to close. When the valve just touches its
seat, open the valve (CCW) 1/2 to 3/4 turn.
3. Loosen the nut holding the compensation pointer
and move the pointer to the midpoint. (see
Figure 5.00-61). Tighten the nut to secure the com-
pensation p o i n t e r . . , .

4. At a reduced speed, run the engine without load until

the lube oil reaches normal operating temperature.

-'~-:..
- -
5. Loosen the nut holding the compensation pointer

-WI
and move the pointer all the way,up for maximum
" ....
compensation (see Figure 5.00-61). lighten the nut to
secure the compensation pointer.
~~~~
- - I \
6. Remove the slotted plug and washer from the base
of the governor to access the compensating needle
valve.

CAUTION I
I A=:.....;=-=-=-.:....:=...:...;:..J.
If a regular screwdriver Is
.L .::
.. used for compensation
adjustments, fit the tip into the shallow slot on the
compensating needle valve (at right angles to the
deep slot). Use of the deep slot may cause the
screwdriver to bind or otherwise damage the needle
.i-----,;;:o-----:!.- OIL DRAIN valve. The purpose of the deep slot is to allow the
PLUG head ofthe needle valve to expand during governor
operation. The increased friction resulting from
expansion of the head prevents vibration from
altering the setting of the needle valve. Disregard-
ing this Information could result In product damage
COMPENSATION
NEEDLE VALVE and/or personal injury.
(BEHIND PLUG)

Figure 5,00-61, Woodward UG-B Dial Governor CAUTION I Never tigh~en t~e needle
I A=:.....;=-=-=-.:....:-=-...:...;:..J.
) L
. .::
.. valve agamst Its seat.
Damage to the needle valve could resuh.

FORM 6248 First Edilion 5.00 - 29

SPEED GOVERNING SYSTEM
7. Using a #2 Phillips screwdriver or a 3/16 inch regular
screwdriver, turn the compensating needle valve (CW)
to close. When the valve just touches its seat, open the
valve (CCW) 2 full turns.
8. To bleed trapped air from the governor oil passages,
allow the engine to "hunt" for one-half minute. "Hunting"
is a fluctuation in engine speed above and below the
desired rpm.
NOTE: During Step 9, the engine speed will vary.
9. Loosen the nut just enough to move the compensa-
tion pointer all the way down for minimum compensa-
tion. Retighten the nut to secure the pointer.
NOTE: The objective of the compensation adjustment
procedure is to find the particular settings for the
compensation needle valve and compensation adjust-
ment pointer at which the engine will return quickly to
speed (needle valve adjustment), after a speed distur-
bance, with only a slight over or undershoot (compensa-
tion pointer adjustment).
10. Gradually close the needle valve until the hunting
just stops. If the hunting does not stop, open the
compensating needle valve three to five turns from the
closed position and move the compensation pointer up
by two marks on the front panel indicator scale. Again,
gradually close the needle valve until hunting stops.
11. If hunting does not stop, repeat Step 7.
12. Check governor stability by manually disturbing the
governor setting. The compensation adjustment is
satisfactory when the governor returns to speed with
only a slight undershoot or overshoot.
13. The needle valve must not be closed completely,
normal position is from 1/2 to 3/4 turn open. Closing the
needle valve more than necessary makes the governor
slow to return to normal speed after a load change. It is
also desirable to have as little compensation as
possible.
NOTE: Once the needle valve adjustment is correct, it
is not necessary to change the setting except for large
changes in temperature, which affect governor oil
viscosity.
5.00-30
NOTE: As a general rule, always adjust the governor to
provide as little compensation as possible. Adjustment
of the compensation pointer too far toward the maxi-
mum position, provides stable, steady state operation,
but causes excessive offspeed, which is the amount by
which the governor overshoots and undershoots the
desired speed upon load changes. Closing the needle
valve too far, makes the governor slow to return
(recover) to speed after load changes. Opening the
needle valve too far, makes the governor too respon-
sive, a condition which adversely affects governor
stability and can cause the engine to hunt.
14. When the compensation adjustment is correct,
tighten the nut to secure the position of the compensa-
tion pointer.
15. Install the needle valve access plug and washer in
the base of the governor. The plug prevents oil seepage
around the needle valve as well as unauthorized
tampering with the compensation adjustment.
WOODWARD UG-8 DIAL GOVERNOR HIGH/LOW
SPEED ADJUSTMENT
The synchronizer is the speed adjusting control and is used
to change engine speed for a single unit. On engines
paralleled with other units, ~ is used to change engine load.
The upper knob, "SYNCHRONIZER" is the control knob, )
while the lower knob, "SYN. INDICATOR", indicates the
number of revolutions of the synchronizer control knob.
A CAUTION I
I=..
L.
Do not adjust the Internal
='--:';..;;.....:;..;:......;...;;..~~.
adjustment of the gover-
nor unless thoroughly familiar with the proper
procedures. Normally, the only requirements for
putting a new or overhauled governor into service
are bleeding trapped air and adjusting compensa-
tion to obtain good response with maximum stabil-
Ity. All other operating adjustments are made at the
factory in accordance with Waukesha specifica-
tions and should not require further adjustment.
Disregarding this information could result in prod-
uct damage and/or personal injury.
A WARNING
Adjusting the governor speed settings beyond the
specified minimum and/or maximum speed ratings
of the engine can cause damage to equipment and
severe personal injury or death.
FORM 6248 First Edition
 SPEED GOVERNING SYSTEM

WOODWARD UG-8 (DIAL) GOVERNOR DROOP

ADJUSTMENT
Speed droop, or "droop" is one method of creating
stability in a govemor. Droop is also used to dMde and
balance load between two or more prime movers operating
in parallel or connected to a single shaft.
Droop is the decrease in speed laking place when the
governor output shaft moves from the minimum to the
maximum fuel position in response to a load increase,
expressed as a percenIage of rated speed.
Speed Droop is expressed as a percent of rated speed
(see Table 5.00-3). The following formula can be used
to calculate droop.
Speed Droop % = (NO load RPM - Rated load RPM) x 100
Rated load RPM

Table 5.00-3. Govemor Speed Droop Settings

SPEED DROOP
GOVERNOR
SETTING (%)
Woodward UG-8L (Lever)· * 5 to 10
Woodward UG-8 Dial 0
Woodward Electric Actuators 0
NOTE: ·VHPengines with rated speedabove 1100 RPM must have
the droop set to provide a NO-load speed at 20 - 60 RPM above
rated speed.
Marks on the adjustment scale are reference numbers
only, and do not represent droop percentages. Therefore,
the 100 mark does not represent 100% droop. It represents
the maximum droop percentage available on on that UG-8
Dial govemor.
Reducing droop to zero allows the unit to change load
without changing speed. Normally set zero droop on uni1B
running alone. On interconnected uni1B, set the least
amount of droop possible to provide satisfactory load
division.
For AC generating uni1B tied in with other uni1B, set droop
sufficiently high to (reference numbers 30 to 50 on the dial)
to prevent interchange of load between uni1B. If one unit in
the system has enough capacity, set i1B governor on zero
droop and it will regulate the frequency of the prime mover
system. If i1B capacity is not exceeded, this unit will
handle all load changes.
Operate the SYNCHRONIZER of the governor with
zero droop, to adjust the systems frequency. Operate
the SYNCHRONIZERS, of the governors that have
speed droop, to distribute load between units.
1. To adjust droop: Rotate the speed droop knob and
set zero droop on units running alone. On intercon-
nected units, set the least amount of droop possible to
provide satisfactory load division.
j

FORM 6248 First Edition 5.00 - 31

SPEED GOVERNING SYSTEM

WOODWARD EG-3P ELECTRIC

GOVERNOR
WOODWARD EG-3P ELECTRIC GOVERNOR
LINKAGE REMOVAL

NOTE: Mark hole in the governor output /ever that the

governor rod is attached to for reference during assembly.

1. Remove the lock nut, two washers, capscrew, and

governor rod from the governor lever (see
Figure 5.00-62).

Figure 5.00-63. Governor Rod - GIGSI Engines

Figure.5.oo-64. Governor Rod - GL Engines

(Throttle Control Shown Installed)

Figure 5.00-62. EG-3P Governor Rod

NOTE: On GL engines, refer to manual shutdown lever

Handle Removal, and remove the manual shutdown
lever handle.

2. Remove the lock nut, two washers, capscrew, and

governor rod from the butterfly valve (see
Figure 5.00-63, Figure 5.00-64 and Figure 5.00-65).

5.00 - 32 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

WOODWARD EG-3P GOVERNOR DISASSEMBLY

1. Remove the splined connector from the governor

shaft (see Figure 5.00·66). The splined connector may
stay with the governor drive housing shaft.

Figure 5.00-65. Governor Rod - GL Engines

(Throttle Control Shown Installed)

3. Remove the rod end bearings and nuts if necessary. Figure 5.00-66. Spllned Cpnnector

A. CAUTION I
WOODWARD EG-3P GOVERNOR REMOVAL

1. Disconnect the oil line from the governor (see

I.::.-='
L.
• --_____---'. Do not remove the gover-
nor lever from the ser-
rated governor output shaft. If the governor lever
Figure 5.00-62). must be removed, carefully mark Its radial position
2. Disconnect pickup harness from the governor. on the output shaft. Indexing the governor lever to
the wrong splines on the output shaft may lead to an
3. Remove two nuts, lock washers and governor from overspeed condition resulting In catastrophic en-
the governor drive. gine damage.

4. Remove and discard the gasket. WOODWARD EG-3P GOVERNOR CLEANING AND
INSPECTION

A WARNING
Comply with the solvent manufacturer's recom-
mendations for proper use and handling of sol-
vents. Do not use gasoline, paint thinners or other
highly volatile fluids for cleaning. Improper han-
dling or misuse could resuH in severe personal
injury or death.

) I A.
.-
CAUTION I Do not submerge the
governor during the
cleaning process. Submerging the governor will
cause damage to equipment.

FORM 6248 First Ed~ion 5.00 - 33

SPEED GOVERNING SYSTEM

1. Clean all parts in an approved cleaning solvent. WOODWARD EG-3P GOVERNOR DRIVE
REMOVAL )
2. Inspect the governor gear for damaged teeth.
1. Refer to Governor Removal, and remove the gover-
3. Inspect the control rod and rod end bearings for nor.
damage or wear. If damage is noted, replace the parts
as necessary. 2. Remove two nuts, lock washers, and capscrews
from the governor drive (see Figure 5.00-67).
4. Inspect all attaching hardware for stripped or dam-
aged threads. replace if damage is noted.

5. Inspect the oil lines for kinks or breaks. Replace if

damaged.

6. Inspect the fittings for stripped threads. Replace if

damaged.

WOODWARD EG-3P GOVERNOR ASSEMBLY

There is no assembly required for the governor
assembly.

Figure 5.00-67. Governor Drive

3. Remove two capscrews, lock washers and governor

drive from the governor housing.

4. Remove and discard the gasket.

5.00 - 34 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

/GOVERNOR DRIVE ADAPTER

RETAINING

RETAINING

_WOIOD~IUFF KEY

Figure 5.00-68. Governor Drive Internal View

WOODWARD EG_3P GOVERNOR DRIVE 4. Remove the shaft assembly from the governor drive
DISASSEMBLY adapter.

1. Secure the governor drive assembly in a brass jawed 5. Remove the small retaining ring from the splined end
vise. of the shaft.

2. Remove the lock nut from the end of the shaft (see 6. Remove the bearing from the splined end.
Figure 5.00-68).
7. Remove the spacer and roller bearing from the shaft.

A WARNING 8. Remove the gear and woodruff key from the shaft.
Always wear proper eye protection when removing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal Injury or
death. Use the correct retaining ring pliers. Verify
that the tips of the pliers are not excessively worn or
damaged.

NOTE: All drive components will come out with the

shaft.
)
3. Remove the retaining ring from the governor drive
adapter.

FORM 6248 First EdHion 5.00- 35

SPEED GOVERNING SYSTEM

WOODWARD EG-3P GOVERNOR DRIVE WOODWARD EG-3P GOVERNOR DRIVE

CLEANING AND INSPECTION
A WARNING
Comply with the solvent manufacturer's recommen-
dations for proper use and handling of solvents. Do
not use gasoline, paint thinners or other highly
volatile fluids for cleaning. Improper handling or
misuse could result In severe personal Injury or
death.
1. Clean all parts in an approved cleaning solvent.
INSTALLATION
1. Install the gasket on the governor drive housing (see
Figure 5.00-69).
2. Install the governor drive to the governor drive
housing with two lock washers and capscrews.
3. Install the remaining two capscrews, lock washers
and nuts.

2. Inspect the gear for damaged teeth. Replace the

gear if damage is noted.

3. Inspect the splined shaft and coupling for damaged

splines or teeth. Replace if damage is noted.

4. Inspect the bearings for signs of wear or looseness

on the shaft. Replace worn or loose bearings.

5. Inspect the shaft for wear in bearing mounting areas

and check thread condition. Replace if damaged or wom.

WOODWARD EG~3P GOVERNOR DRIVE

ASSEMBLY
1. Press the center roller bearing on the shaft (see
Figure 5.00·68).
)
2. Install the spacer on the shaft.

3. Press the bearing on the splined end of the shaft.

A WARNING
Always wear proper eye protection when removing
retaining rings. Slippage may propel the ring with Figure 5.00-69. Governor Drive
enough force to cause severe personal Injury or
death. Use the correct retaining ring pliers. Verify
that the tips ofthe pliers are not excessively worn or
damaged.
4. Install the small retaining ring on the shaft.

5. Install the shaft assembly in the governor drive

adapter.

6. Install the large retaining ring on the governor drive

adapter and shaft.

7. Press the gear on the shaft end and install lock nut.

5.00-36 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

WOODWARD EG-3P GOVERNOR INSTALLATION

BOTTOM VIEW
1. Install the splined connector to the splined top end of
the governor drive shaft (see Figure 5.00-70).

~@ ALIGN OIL HOLE IN

GASKET WITH THIS HOLE
ENGINE SlOE

Figure 5.00-72. EG-3P Governor - Bottom View

2. Install the gasket on the governor drive adapter,

insure that the gasket does not block the oil hole on the
bottom of the governor (see Figure 5.00-71 and
Figure 5.00-72).

3. Ensuring that the bottom shaft of the governor is

) engaging the splined connector, Install the governor to
the governor drive with two lock washers and nuts.
Figure 5.00-70. Spllned Connector

I I
A CAUTION Insure that the oil hole on
.!!:!!!!!c....:::::.:....:.:::....:~=...:~.
.L .!! .. the bottom of the gover-
4. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads offiltings and connect the oil lines
to the governor.
nor is not blocked by the gasket. Disregarding this
information could result In product damage and/or 5. Slide a new copper washer on a 5/8 inch hex head
personal injury. plug.
NOTE: The larger 13/32 in (0.4062 mm) diameter cut 6. Locate the two holes in the lower right side of the front
out oil hole is positioned over the oil drain on the flywheel housing. Install the plug in the selected hole.
govemor (see Figure 5.00-71 and Figure 5.00-72).
7. Rotate the flywheel until the tooth of the ring gear is
centered in the unplugged hole (see Figure 5.00-73).
13/32 (10.3 mm) OIA. OIL HOLE

o o SPOTFAC~
FRONT FLYWHEEL
HOUSING
..,......(UPPER HOLE)

)
o o
~
RING GEAR TOOTH

Figure 5.00-73. Ring Gear Tooth Alignment

ENGINE SlOE

Figure 5.00-71. Gasket

FORM 6248 First Ednlon 5.00 - 37

SPEED GOVERNING SYSTEM

IA
:..
CAUTION I Be sure that the top of
the tooth is parallel to the
WOODWARD EG-3P GOVERNOR LINKAGE
CLEANING AND INSPECTION I
pole face or rotation ofthe flywheel will damage the
pickup sensor.
A WARNING
8. Thread the magnetic pickup into the hole until the pole Comply with the solvent manufacturer's recommen-
face bottoms out on the flat head of the ring gear tooth. dations for proper use and handling of solvents. Do
not use gasoline, paint thinners or other highly
9. Back out the pickup 1/4 turn. volatile fluids for cleaning. Improper handling or
misuse could result in severe personal injury or
NOTE: A feeler gauge can only be used, if the rear
death.
flywheel housing is removed.

10. Use a feeler gauge to verify that the gap between
the pole face and the top of the tooth is 0.040 ± 0.010
inch (1.0 ± 0.25 mm) (see Figure 5.00-74).
1. Clean all parts in an approved cleaning solvent.
2. Inspect all threaded parts for damage to the threads
(see Figure 5.00-75). Replace parts if damage is noted.

PICKUP SENSOR
BODY GOVERNOR ROD END BEARING
ROD JAM NUT
\ FACE

\ GOVERNOR ROD /
JAM NUT
ROD END
BEARING

FRONT
JAM
FLYWHEEL RING
GEAR TOOTH

,0.010" GAP
,O.25mm)
~ I¥T~: -
RIGHT
HAND
THREADS
LEFT
HAND
\ GREASE
FlmNG
)
THREADS

Figure 5.00-74. Install Magnetic Pickup Sensor Figure 5.00-75. Governor Rod Assembly

11. Tighten the jam nut (7/8 inch hex) against the spot 3. Inspect the governor rod and rod ends for damage or
face on the flywheel housing. wear. Replace if damaged.

12. Connect pickup harness to the governor.

5.00 - 38 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

WOODWARD EG-3P GOVERNOR LINKAGE NOTE: Refer to Figure 5.00-76, Figure 5.00-77 and
INSTALLATION AND ADJUSTMENT Table 5.00-4 for the correct adjustment angles listed by
engine type.
A WARNING
Before making any adjustments to an operating
governor on an engine, check that you have hand
throttle control over the engine speed to avoid
severe personal injury or death.

800 CLOSED
(INSTALL AT 800 0
142 MAX. FUEL"
FROM HORIZONTAL)
400 MAX. TRAVEL __ ------:r-IS=:::I

NOTE: Governor Data

• reference rod length - 52.340 1840 NO FUEL
• travel - 42° (INSTALL LEVER 4 0
• shaft - 0.375-36 BELOW HORIZONTAL)
• lever length - 2.625

Figure 5.00-76. EG-3P Governor Linkage Adjustment Information For 51 OSGL, 5790GL And 7042GL

NOTE: Govemor Data

• reference rod length - 49.410 MAXIMUM
• travel - 42° FUEL POSITION
BUTTERFLY VALVE
MAX. OPEN POSmON
• shaft - 0.375-36
• /ever length - 4.290

-------- '"
-- NO FUEL POSmON
~~
ONSTALL LEVER 10 UP
FROM HORIZONTAL)
NOTE: Butterfly Valve Data
• travel - 72"
BUTTERFLY VALVE • lever length - 1.250
CLOSED POSITION

Figure 5.00-77. EG-3P Linkage Adjustment Information For 51OSGL, 5790GL And 7042GL
- Low Pressure Fuel, Draw Thru Carburetion

Table 5.00.... EG-3P Governor Linkage Adjustment Information For L5108G/GSI; L5790GlGSI; L7042G/GSI

NOTE: These chart values

are approximate.
I OPEN ..,./ •
. ~\
<
. _~. _ CLOSED ;' ; "M

H~L~- _~NTRqLRODf'C") ~ I
L LENGTH ("D")
_
=t: L
'_ K
-~
.\

CLOSED
• .(
E
~ i--G F
-r-
OPEN ! \ I
BUTTERFLY SHAFT LEVER iB") GOVERNOR LEVER iAU)

A B C D E F H J K L
LEVER LEVER ROD PIN G M N
)
50.160 in. 0.53 in. 1.0 in. 0.32 in. 3.62 in.
208564A 153267C AA209615 (1274.064 mm) 32 0 380 (13.462 mm) (25.4 mm)
50 420 (8.128 mm) (91.948 mm) RE

NOTE: • Name plate towards rear.

.. For L7042GSI (with EGR option) and double butterfly housing.

FORM 6248 First Edition 5.00 - 39

SPEED GOVERNING SYSTEM

1. Install the governor output lever on the near side the output shaft in the NO FUEL position (see
governor output shaft at the proper angle shown, with Figure 5.00-78). Tighten the capscrew on governor )
the output shaft in the NO FUEL position. output lever to 14 ft-Ib (18.98 N·m).

2. Install the lever on the near side butterfly shaft to the

angle shown, with the butterfly shaft in the NO FUEL
position.

3. Install the governor rod to the lever on the butterfly

valve with capscrew, two washers, and lock nut.

4. With the governor output shaft in the NO FUEL

position, and with the butterfly valve held closed, adjust
the governor rod for length so that a capscrew will pass
through the rod end and the hole in the lever.

5. Refer to reference marks, and install the governor

rod to the near side governor lever with capscrew, two
washers, and lock nut.

6. Check all fasteners on the rod for tightness. thread

engagement on all rod ends must be a minimum of
seven threads. After test, pin lever and spiders.

7. Refer to EG-3P Governor Adjustment for proce-

dures on adjusting the linkage.

A WARNING
Before making any adjustments to an operating
governor on an engine, check that you have hand Figure 5.00-78. Governor Rod
throttle control over the engine speed to avoid
severe personal injury or death. 2. Install the governor rod to the lever on the butterfly
valve with capscrew, two washers, and lock nut (see
CAUTION I Figure 5.00-79, Figure 5.00-80 and Figure 5.00-81).
I~fit..=:.....:=....:..;:::;,..,;:....:..=~.
L.. .
Be sure the governor le-
ver and butterfly valves
properly close and open at the same time. Governor
linkage travel must not be limited by the butterfly
valve striking the housing, this imposes unneces-
sary loads on the linkage. Failure to follow the proper
procedures can cause damage to equipment.

NOTE: Refer to Figure 5.00-76, Figure 5.00-77 and

Table 5.00-4 for the correct adjustment angles listed by
engine type.

NOTE: On GL engines, refer to Manual Shutdown

Lever Handle Removal, and remove the manual
shutdown lever handle.

1. If removed, install the governor output lever on the

near Side governor output shaft at the proper angle, with Figure 5.00-79. Governor Rod - GIGSI Engines

5.00 - 40 FORM 6248 First Edi~on


Figure 5.00-80. Governor Rod - GL Engines
(Throttle Control Shown Installed)
Figure 5.0Q.81. Governor Rod - GL Engines
(Throttle Control Shown Installed)
3. With the governor output shaft in the NO FUEL
position, and with the butterfly valve held closed, adjust
the governor rod for length so that a capscrew will pass
through the rod end and the hole in the lever (see
Figure 5.00-76).
) washers and an elastic stop lock nut).
4. Install the governor rod to the near side on the
governor lever with capscrew, two washers, and lock nut.
FORM 6248 First Ednion
SPEED GOVERNING SYSTEM
5. Check all fasteners on the rod for tightness. Thread
engagement on all rod ends must be a minimum of
seven threads.
6. Center the angle finder on the top of the governor
lever. Refer to Figure 5.00-76, Figure 5.00-77 and
Table 5.00-4 for the correct adjustment angles listed by
engine type. Verify that the angle is at the proper value.
7. Move the governor lever up to the "full fuel" position.
Refer to Figure 5.00-76, Figure 5.00-77 and
Table 5.00-4 for the correct adjustment angles listed by
engine type. Verify that the angle is at the proper value.
8. Measure the length of the governor rod. Refer to
Figure 5.00-76, Figure 5.00-77 and Table 5.00-4 for the
correct distance from the centerline of one rod end
bearing to the other.
9. To adjust the rod length, loosen the governor rod jam
nuts on each side of the governor rod (see
Figure 5.00-75). Screw the threaded studs in or out of
the governor rod, as necessary. Adjustthe studs on both
ends of the rod, so that their length (external to the
governor rod) is as equal as possible. When the
governor rod assembly is at the correct length, wrench
tighten both governor rod jam nuts/pW).
10. Remove and discard the gasket.
MANUAL SHUTDOWN LEVER
MANUAL SHUTDOWN LEVER ADJUSTMENT - GL
1. Remove the 2 capscrews, four washers, and the
friction handle bracket from the intake manifold adapter
(see Figure 5.00-81). Remove the elastic stop lock nut
and remove the bracket, washers and handle, from the
friction handle hub.
2. Position the angle finder on the flat surface of the
butterfly valve (see Figure 5.00-82). Verifythatthe lever
is installed at the proper angle in the "fully closed"
position (see Figure 5.00-41, Figure 5.00-42,
Figure 5.00-76, and Figure 5.00-77).
3. Pull up on the governor rod to simulate wide open
throttle. Verify that the lever is installed at the proper
angle (see Figure 5.00-41, Figure 5.00-42,
Figure 5.00-76, and Figure 5.00-77).
4. If adjustment is necessary, proceed as follows:
A. Remove the governor rod end bearing from the
manual shutdown lever (see Figure 5.00-81)
(1 capscrew, 3/8 x 1-3/4 inches, with 2 flat
5.00 - 41
SPEED GOVERNING SYSTEM
B. Loosen the No. 10x7/8 inch allen head setscrew
(see Figure 5.00-83) to unlock the position of the
manual shutdown lever on the right bank butter-
fly valve shaft (see Figure 5.00-82).
Figure 5.00-82. Orientate Manual Shutdown Lever
C. Close the left and right bank throWe plates (which
are now synchronized to open and close together).
D. Position an angle finder with a magnetic base on
the flat side of the butterfly valve (where the WED
logo and part number are stamped).
E. Holding the cross shaft to prevent rotation of the
throttle plates, turn the butterfly valve until the
angle finder reads the proper angle
(see Figure 5.00-83). See Figure 5.00-41,
Figure 5.00-42, Figure 5.00-76, and
Figure 5.00-77 for the proper angles.
Figure 5.00-83. Lock Manual Shutdown Lever
5.00-42
F. Tighten the No. lOx 7/8 inch allen head setscrew
to lock the position olthe manual shutdown lever
on the butterfly valve shaft (see Figure 5.00-63).
G. Secure the governor rod end bearing to the open
hole in the manual shutdown lever (see
Figure 5.00-84) (1 capscrew, 3/8 x 1-3/4 inches,
with 2 flat washers and an elastic stop lock nut).
Figure 5.00-84. Governor Rod - GL Engines
(Throttle Control Shown Installed)
5. Slide the handle, bracket and washers on the friction
handle hub and tighten the elastic stop lock nut (see
Figure 5.00-84). Fasten the friction handle bracket to
the intake manifold adapter with two capscrews and four
washers.
6. Verify thatthe linkage from the governor output shaft
to the butterfly shaft is clean and free of friction or lost
motion.
FORM 6248 First Edition

MANUAL SHUTDOWN LEVER REMOVAL - GIGSI
1. Remove two lock nuts from carburetor linkage (see
Figure 5.00-85). Discard lock nuts.
Figure 5.00-85. Butterfly Valve Linkage Adjustment -
L5108G, L5790G, L7042G Engines
2. Remove linkage from the butterfly valve and lever.
3. Remove nuts and shaft ends from linkage, if
required.
4. Remove two screws, lock washers, washers, and
lever assembly from the bracket.
5. Remove two screws, lock washers, washers and
bracket from intake manifold.
MANUAL SHUTDOWN LEVER INSTALLATION -
GIGSI
1. Install two screws, lock washers, washers and
bracket on intake manifold.
2. Install two screws, lock washers, washers, and lever
assembly on the bracket.
3. Install nuts and shaft ends on linkage, if required.
4. Move the butterfly valve to the fully closed position.
5. Move the manual Shutdown lever to the Closed
position.
6. Install linkage on the butterfly valve and lever with
two new lock nuts.
)
FORM 6248 First Edition
SPEED GOVERNING SYSTEM
MANUAL SHUTDOWN LEVER ADJUSTMENT -
GIGSI
1. Move the manual shutdown lever to the fully closed
position. Refer to Figure 5.00-41, Figure 5.00-42 and
Table 5.00-1 and verify that the butterfly valve is at the
correct angle.
2. Move the manual adjustment lever to the fully open
position. Refer to Figure 5.00-41, Figure 5.00-42 and
Table 5.00-1 and verify that the butterfly valve is at the
correct angle.
OVERSPEED GOVERNOR
OVERSPEED GOVERNOR REMOVAL
NOTE: The lube oil header pressure inlet side is
marked "IN".
1. Disconnect the lube oil header pressure inlet tube
from the fitting (see Figure 5.00-86).
MANUA~SET
BUTTON
DEPRESSED
(NORMAL MODE)
Figure 5.00-86. Overspeed Pressure Switch
2. Tag all wires, and disconnect the three leads to the
overspeed pressure switch.
3. Remove the overspeed pressure switch from the
overs peed governor.
4. Remove 4 capscrews, (5/16 x 2-3/4 inches, with lock
washers) overspeed governor, and gasket from the
magneto drive assembly.
5. Remove the fitting from the inlet port.
5.00 - 43
SPEED GOVERNING SYSTEM

OVERS PEED GOVERNOR ADJUSTMENT
1. Loosen the jam nut to unlock the position of the
adjusting screw (see Figure 5.00-87).
2. Turn the adjusting screw outward (CCW) to lower the
overspeed setting that will trigger a shutdown. )
3. Turn the adjusting screw inward (CW) to raise the
overspeed setting necessary to trigger a shutdown.

4. Using a screwdriver to hold the setting of the

adjusting screw, tighten the jam nut to lock its position.

OVERSPEED GOVERNOR INSTALLATION

1. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the fitting.

2. Install the fitting in the inlet port marked "IN" of the

overspeed governor housing cover, so that the free end
of the male elbow points horizontally toward the block.

3. Apply 3M Scotch Grip Rubber and Gasket Adhe-

N

sive 847 to one Side of a new overspeed governor

gasket. Place the gasket on the mounting pad at the top
of the magneto drive assembly.

4. Using a small paintbrush, apply Lithoplex® Grease

No.2 (Multipurpose Lithium Complex Formula Contain-
ing Molybdenum Disulfide) to the teeth ofthe overspeed
governor drive gear (see Figure 5.00-88).

)
Figure 5.00-a7. Overs peed Governor

IA
..
CAUTION I Overspeeds that exceed
specification may result
in catastrophic engine damage. The overs peed
governor is factory adjusted to the maximum
allowable setpoint and establishes the acceptable
amount of overspeed for VHP engines. Do not
perform any adjustments that may allow the over-
speed to exceed 1300 -1325 rpm (approximately 10
percent of the maximum high idle speed of 1200
rpm). Disregarding this information could result
in product damage and/or personal Injury.

IA
..
CAUTION IThe overspeed governor
IS only provided as an
Figure 5.110-88. Overspeed Governor
ENGINE protection device. H Is not to be used as
overspeed protection for driven equipment_ If the
speed of the driven equipment must remain below 5. With the "IN" port on the cover towards the front of
1300 - 1325 rpm, or less than 10 percent overspeed the engine, set the overspeed governor on the mounting
protection, then It is the responsibility ofthe user or pad of the magneto drive assembly. Fit the collar on the
packager to adjust the overspeed governor or gear side squarely in the hole in the mounting pad.
provide separate overspeed protection. Disregard-
Ing this information could result in product damage 6. Fasten the overspeed governor to the magneto drive
)
and/or personal inJury_ assembly (4 capscrews, 5/16 x 2-3/4 inches, with lock
washers).

5.00 - 44 FORM 6248 First Edition

 SPEED GOVERNING SYSTEM

7. Rotate the tube fitting in the inlet port of the HOUR METER
overspeed governor housing cover. so that the free end
of the male elbow points horizontally toward the HOUR METER REMOVAL
crankcase. 1. Remove four screws. lock washers hourmeter and
8. Apply Perma Lok® Heavy Duty Pipe Sealant with gasket from the magneto drive assembly (see
Teflon® to the threads of the overspeed pressure Figure 5.00-SO).
switch. Using the pressure port hex. thread the switch
into the rear port of the overs peed governor housing
cover (marked "OUr). Position the pressure switch. so
that the red reset button is facing downward. (see
Figure 5.00-89) to prevent against the entrance of
moisture and dirt.

OVERSPEED

ftlu°ii;vsiEuRii:ESPEED
.. , SWITCH
L;;;U~B"iiSE
.. , SOlul}LiHeEADER
INLET

MANUAL
BUTTON
DEPRESSED
(NORMAL MODE) Figure 5.00-90. TachometeriHour Meter
)
HOUR METER, INSTALLATION

1. Using a paintbrush. apply a small quantity of

Lithoplex® Grease No. 2 (Multipurpose Lithium Com·
plex Formula Containing Molybdenum Disulfide) to the
Figure 5.00-89. Overspeed Pressure Switch gear at the end of the hour meter drive shaft (see
Figure 5.00·91).

9. Verify that the reset button is pushed in. Ifthe button

is not depressed (reset). grounding of the magneto will NYLON WASHER
prevent the engine from starting.

10. Refer to tags and connect the three overspeed

pressure switch leads.

11. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads of the fitting.

12. Install the lube oil header pressure inlet tube to the
fitting and inlet port marked "IN" on the overspeed
governor.

DIGITAL READOUT

Figure 5.00-91. Hour Meter

)
2. Position a new gasket against the square hole at the
front of the magneto drive housing (below the tachome-
ter drive set screw).

FORM 6248 First Edition 5.00 - 45

SPEED GOVERNING SYSTEM

3. With the digital reading facing upward, fasten the

hour meter flange to the pad (4 No. 10 round head PROTECTIVE
CAP
machine screws, with Nylon washers) (see
Figure 5.00-90). Use new Nylon washers if damaged or
flattened. ~
NOTE: To calculate the actual number of running hours
on the engine, multiply the digital reading by 1667 and
divide by the engine rpm.
I I
4. If an hour meter is not provided: Position a new
gasket against the square hole at the front of the II I O-RING I
J~I
magneto drive housing (below the front tachometer
drive plug). Fasten the cover plate to the housing (4 No. I I
10 round head machine screws, with Nylon washers) I I I I
(see Figure 5.00-92). Use new Nylon washers if dam-
Ir~:=lJI~ -y I
aged or flattened.

I SPLASH I
PORT

HOURMETER
~~ MATING
GEAR
T

.. ~. ;.

~~ 1
'"
MAG

~~ ~~
MATING
GEAR

~' ~ ~
Figure 5.00-92. Nylok Plugs

I
11.
I
~
TACHOMETER DRIVE
Figure 5.0D-93. Tachometer Drive Assembly
TACHOMETER DRIVE REMOVAL

1. Loosen the thin hex nut on the set screw and remove
the set screw from the magneto drive housing (see
Figure 5.00-90).
2. Remove the copper washer and thin hex nutfrom the
square head set screw (see Figure 5.00-90).
3. Remove the tachometer drive from the magneto
drive.
4. Remove and discard the O-ring from the tachometer
drive (see Figure 5.00-93).
TACHOMETER DRIVE INSTALLATION
1. Install a new O-ring in the middle groove of the
tachometer drive assembly (see Figure 5.00-93).
2. Note the two gears on the tachometer drive shaft. The
wider gear at the bottom mates with the front tachometer
drive gear on the magneto drive shaft, the thinner gear
mates with the gear on the hour meter shaft. Using a
small paintbrush, apply Lithoplex® Grease No.2 (MuHi-
purpose Lithium Complex Formula Containing Molybde-
num Disulfide) to both tachometer gears.

A CAUTION Iincor~ect orientation of

I ==-""-'-"-.0..---'-""-'-'-'. the 011 splash port will
L...

result in Insufficient lubrication of the drive shaft

leading to premature failure of the tachometer drive
assembly.

5.00 - 46 FORM 6248 Firsl Ednion

 SPEED GOVERNING SYSTEM

3. Locate the oil splash port in the groove below the
O-ring (third groove from shoulder). Note the flat on the
collar opposite the oil splash port.
4. With the flat facing outside and the splash port
inward toward the mag drive shaft, slide the tachometer
drive into the front hole (right) in the mounting pad ofthe
magneto drive housing (see Figure 5.00-94). If poor
contact with the mag gear stops the tachometer drive
before the shoulder seats against the counterbore, turn
the mag drive spindle shaft slightly to drop the unit into
place.
8. If a tachometer is not installed, apply 3M Scotch
Grip~ Rubber and Gasket Adhesive 847 to the exterior
sleeve of two new tachometer drive plugs. Position the
plugs in the round openings in the upper pad of the
magneto drive housing (directly below and on each side
ofthe overspeed governor) (see Figure 5.00-95). Using
a ball peen hammer, strike the center of each cap so that
the bottom lip is seated solidly against the counterbore.

)
Figure 5.00-95. Magneto Drive Assembly -
Front Right i

Figure 5.00-94. Tachometer/Hour Meter 9. Install new Nylok plugs in the set screw holes below
each tachometer drive plug. (see Figure 5.00-96).
5. Install the thin hex nut on the square head set screw
(see Figure 5.00-94). Using a new copper washer,
install the set screw in the hole between the tachometer
drive and the hour meter mounting pad.

6. When the set screw is tight against the tachometer

drive (third groove from shoulder), turn the thin hex nut
until it is snug against the magneto drive housing.

7. To keep out dust and dirt, verifythatthe plastic cap at

the top of the tachometer drive is tight.

Figure 5.00-96. Nylok Plugs

\ )

FORM 6248 First Edition 5.00-47

SPEED GOVERNING SYSTEM

5.00-48 FORM 6248 First Edition

 EXHAUST GAS

WAUKESHA GAS ENGINE EMISSIONS LEVELS

VHP: GRAMS/HP-HR "OBSERVED EXCESS

CARBURETOR DRY MASS VOWM AIR
AFR·· AFR·· RAn
MODEL

G.GSI
SETTING

Lowest Manifold
NO.·

7
CO

28
NMHC

.3
CO

1.15
°2
.30 15.5:1 9.3:1 .97
°
(Best Power)

G.GSI Equal No,. a. CO 10 10 .3 .45 .30 15.9:1 9.6:1 .99

Catalytic Conv. 11 .30 15.95:1 9.6:1 .99

G.GSI
Input (3-way"·)
8 .25.
~

G.GSI Normal (Best 18 1 .2 .02 1.35 17:1 10.2:1 1.06

Economy)

GL Normal 1.5 2.65 1.0 .06 9.8 28:1 16.8:1 1.74

• NOx is measured as (NO + N0 , and hPl esse;d as N0 "

2 2
•• Based on a natural gas fuel With a stoighiodietrtc mass air fuel ratio of , 6.05:1 and a HIe ratio of 3.85.
... cOnsult with individual catalyst manufacturers for their preferred carburetor set point and post-catalyst
emission values.

FORMULAE
.
(5.9)
PPMV 0 15% O. PPMV_X 792.1X!O X BHP
8
(20.9-%02)
BMEP = Rpm X CJ.o.

GRAMS X
BHP-HR
lBS
LB
453.6 grams
s lBS
BHP-HR
BHP
- BMEP X C.I.D_ X Rpm
7lI2.1X!O
X BHP = lBS HP = leW
(Gel! Ell) X 0.7457
BHP-HR HR
lBS X 24 HAS X 36S PAYS X TON = TONS
HR DAY YEAR 2IXXl lBS YEAR
Inches of _ r X 0.03606 = PSI
PSI X 27.73 = Inches of water
Inches of Men:ury X 0-4912 PSI =
PS) X 2.036 = Inches 01 Mercury
=
Gauge Pressure + AImospherIc prassure AbsoIuIe pressure
Example: Inlake Mannold pressure r Hg) + SiIe IIatome1er r Hg) =' HgA

METRIC CONVERsiONS
MeIric Conversions
Millimeter (mm) X 0.0394 = Inches
=
kglcm2 X 14.223 PSI

FORM 515 Second editiOn

6-5
)

)
 EXHAUST GAS

EMISSION ANALYSIS

The most common rich bum AirlFuel Ratios used by

THIS CURVE 'PLOTTED FOR LABORATORY FUEL.
Waukesha are: ACTUAL AlRlFUEL RATIO VALUES WILL DEPEND
UPON FUEL CDMPosmON, BUT RELATIONSHIPS
Best Power (lowest manifold pressure) 15.5:1 FDR CO ANO CIz WILL REMAIN CONSTANT.
Nominal Catalyst Setting 15.95:1
N
Best Economy (1.5 Hg) 17.0:1
! i. !i ii
NOTE: The Best Economy /evel of 17:1 airlfuel ratio
may not be obtainable depending upon engine COnd/~ !' !'; j Y
tion, ignition system capability, load, and fuel quality !\ 1 CARBON MONOXIDE i ; I: OXYGEN
(detonation resistance). i \;
3' '
j l ' i. /
;/
,

The Waukesha preferred and most accurate method of

setting an engine is by the use of exhaust gas analysis.
For example, if an engine is to be set to the Best
Economy setting, the carburetor screw is simply
adjusted to obtain the observed oxygen (~) and carbon
monoxide (CO) readings for the engine model being
used. Figure 1.05-3 shows the relationship between
pereant of oxygen (~ and carbon -:nonoxide (CO) in
the exhaust and their associated airlfuel ratio.

1\ i A i
.'I i . i, Ii!
. i !
j ,
.I
.38:--: -;- t- V STOICHIOMETRIC AIF = 1&.09

oI!. Ii\. 1 I Ii
14 15 16 17 18 18 aD Z1
RICH SPlNDTAIF LEAN

EMISSION LEVELS ARE GIVEN FOR

PRE-CATALYST MEASUREMENTS.

figure 1.115-3. Standard Natural Gas Oxygen And

Carbon Monoxide

)
FORM 515 Second Edition 1.05-3

6-3
)

)
 SECTION 5.05 - FUEL SYSTEM

FUEL SYSTEM COMPONENTS MAIN FUEL GAS PRESSURE REGULATORS

The function of the fuel system is to maintain a constant
air/fuel ratio throughout the load range ofthe engine and
to deliver the air/fuel mixture in the proper quantities.
The fuel system consists of the following components
(see Figure 5.05-1, Figure 5.05-2 and Figure 5.05-3):
• Main Fuel Gas Pressure Regulators
• Carburetors
To ensure a steady fuel supply to each carburetor, 12
cylinder engines have a regulator on both the right and
left banks.
The main fuel gas pressure regulators reduce the
incoming fuel supply pressure to the carburetors from
45 - 50 psi (310 - 345 kPa) to approximately 10 inches
(254 mm) of water above the carburetor air pressure, as
measured at the carburetor inlet.

• Prechamber Gas Safely Shutdown Valve - GL
• Prechamber Regulator - GL
• Prechamber Manifolds - GL
• Cylinder Head Admission Valves
(one assembly per cylinder) - GL
NOTE: The actual carburetor inlet fuel pressure will
depend on the heating value of the fuel.
From the main fuel gas pressure regulators the fuel
flows into the carburetors where it is mixed with air to
provide a very lean mixture to the combustion cham-
bers.

D=I

CARBURETOR

~fiI"----lJ
I
I
r..J
I
L ~ / ----,

~~~'1:=
BALANCE LINE BALANCE LINE

~i~i~~~·'SENSING LINE SENSING LINE

----------c:r
I
I
FUEL REGULATOR FUEL REGULATOR ~~-
0

CI
a
.•
....

Gtu'------'~ Q~DD
"'-GAS SAFETY VALVES GAS SAFETY VALVES
LEFT SIDE RIGHT SIDE
Figure 5.05-1. Fuel System Diagram - G

FORM 6248 First Ednion 5.05 -1

FUEL SYSTEM

1=1 )

" BALANCE LINE

/ --""1 CI
BALANCE LINE
~DJ
C::~MI
I

bJ~~3~SENSING LINE SENSING LINE/""

I FUEL REGULATOR FUEL REGULATOR

-----c:r 0

I I:] a
•
~,-----,PD Q~DD
"-
LEFT SIDE GAS SAFETY VALVES GAS SAFETY VALVES RIGHT SIDE
)
Figure 5.05-2. Fuel System Diagram - GSI

5.05 - 2 FORM 6248 First Edition

 '-

2l
"
;;:

~
NOTES:
J?. CUSTOMER OR END USER IS RESPONSIBLE
~FOR VENTING GAS FROM THIS SYSTEM
AND PIPING TO ASAFEAREA TO MEET
- -
=
_
- FURNISHED BY CUSTOMER
AIR
AIR/FUEL
,- 'N
;N~E-
OIL HEADER
-,
APPICABLE CODES.

~ 2. THIS SHEET DEPICTS ENGINE CONTROL POSITIONS

- - - FUEL
BAlANCE OR CONTROL LINE
!l' WHEN OPERATING IN THE FOLLOWING MODE.
FUEL: STANDARD NATURAL GAS
o JUNCTION FDA STARTING OPTIONS
VOLUME
CHAMBER r - .,
~
ENGINE: RUNNING
(SEE INSERT FOR START CYCLE) ~
L:":'...J) I
--------------------~ I~ I
~ - - ~N;E~ I STARTS'GNAL
- - "G" CARBURETOR I
TURBO AIR AIR PRESSURE SAMPLE POINT DOWNSTREAM I I

".rPRESSURETAP

~
I OXYGEN SAMPLE POINT
I
c-, ...., ...\
CONTROL LINE
GAS PRESSURE
REGULATOR
J i FUEL: NATURAL GAS {HIG H BTU} I
I ENGINE MODE: STARilNG
L: ___________ _
.-J
."
i!i
c
\ - ----,
I

iii "\... _ "F" CARBURETOR INL£T I

~AS PRESSURE SAMPLE POINT L ~ .J

~
CARBURETOR
GOVERNOR CONTROLLED

."

Ii

i L ~ L'r-'r-'Er-'
~
- i -- -'::.':'~~ __ .-J
__- - ::-::::-"'C r;~ ____
- ----'
I
ENGINE LUBE
LbJ
~ ..
a-WAY N. C. ELECTRIC
SOLENOID VALVE FOR AIR
START WITHOUT PNEUMATIC
CONTROL PANEL
DILHEADER

I
n AIR
SUPPLY
I
~ _ _ _ STANDARD NATURAL GAS
I
...
Gl
AIRiGAS
SUPPLY
I
35-50 PSI

. I I
~~I PUSH BUTTON VALVE FOR
PNEUMATIC START WITH
I PNEUMATIC CONTROL PANEL
I
"J" PRESSURE TAP
"0" I
OXYGEN SAM~POINT \
"E"A
ill \ I "TI
c-~ ., ~ W\LVt: ...J C
\ I, m
r
EXHAUST MANIFOL/1.
RIGHT BANK I I "F" CARBURETOR INLET
*
~
L. _ , AS PRESSURE SAMPLE POINT PREC~~~~~JJF UP
"A" MIX ADJUST
-------t>-------.J
l............itESTRICTOR PLATE I GAS PRESSURE (OE ENERGIZED ELECmlC START ONLy)

~,
SCREW REGULATOR - ,
"0" CARBURETOR
INto~O 'AIR PRESSURE SAMPLE POINT
3:
'"
FUEL SYSTEM

UPPER PILOT
GAS OUTLET
CHAMBER DIAPHRAGM
(TO CARBURETOR)

MAIN

FUEL
GAS
INLET
BALANCE LINE PILOT
(TO CARBURETOR CHAMBER
AIR INLEl) SUPPLY
TUBE

Figure 5.05-4. Fisher 99 Main Fuel Gas Pressure Regulator - Cross Sectional View
OPERATION OF THE FISHER 99 MAIN FUEL GAS
PRESSURE REGULATOR
Changes in gas consumption cause the pressure in the
gas outlet system to rise and fall. Pressure changes are
transmitted to the main orifice chamber through the
downstream sensing line (see Figure 5.05-4).
When the pressure pushing down on the upper pilot
chamber diaphragm is lower than the force of the pilot
spring, the valve assembly is forced upward and the gas
inlet orifice is opened. High pressure gas flows into the
pilot chamber and then on through a supply line to a
chamber above the main diaphragm.
Higher pressure in the upper chamber opposes the
main spring to push the main diaphragm down. The
downward motion causes a lever to pull the disc valve
farther from its seat - the flow of gas to the outlet system
increases.
When the pressure pushing down on the upper pilot
chamber diaphragm exceeds the setting of the pilot
spring, the valve assembly moves down to close the gas
inlet orifice. The pressure in the upper chamber bleeds
into the main chamber allOwing the main spring to pull
up the main diaphragm rod and move the disc valve
towards its seat - the gas flow to the outlet system
decreases.
A balance line connects the carburetor air inlet to a vent
in the pilot spring chamber (see Figure 5.05-4). This
ensures that a constant gas-aver-air pressure differen- )
tial is maintained regardless of changes in air filter
restriction and turbo boost.

5.05 -4 FORM 6248 First Edition


CARBURETORS
12 cylinder engines have two carburetors, one mounted
just below the center of the intake manifold on the left
side of the engine, the other at the same location on the
right side.
The carburetor produces a combustible mixture by
automatically mixing air and fuel in the proper propor-
tions. It consists of an air inlet housing, a gas inlet, two
air flow measuring valves, two diaphragm-operated
gas metering valves and a butterfly valve.
The amount of air going to the engine is sensed by the
airflow measuring valves, which rise in direct proportion
to the volume of air passing through them. Each gas
metering valve is mechanically fixed to an air flow
measuring valve, so the gas passages are opened by
an amount that is proportional to the amount of air
entering the engine. The tapered gas metering valve is
shaped to admit the correct amount of gas at any height
to which the air flow measuring valve rises. This
operation allows the engine to maintain a specific
airlfuel ratio throughout its operating range.
The amount of air/fUel mixture flowing out of the
carburetor is controlled by the position of the butterfly
valve in the carburetor throat.
The air/fUel mixture passes from the carburetor to the
intake manifold.
PILOT OPERATED PRECHAMBER GAS VALVE -
GL
The air/gas supply from the bulkhead is connected to
the Prelube and Start pushbutton valves. The normally
open port of each valve vents the downstream side
when the pushbutton valve is not depressed. The
vented air/gas supply is directed back to the bulkhead
where it is piped to a safe location.
Depressing the Start pushbutton causes the pilot air
pressure to be directed to the pilot operated starter
pre-engage valve. Enroute to the starter pre-engage
valve, a portion is diverted to the pilot operated
prechamber gas valve. Before reaching the gas valve,
the pilot pressure passes through an orifice check valve,
air/gas plenum (volume tank) and shuttle valve. When
the pilot pressure opens the prechamber gas valve, a
line off the Fisher 99 main fuel gas pressure regulator
gas inlet admits high pressure gas to the prechamber
fuel regulator. The orifice check valve and air/gas
plenum act as a pneumatic timer to retard the blow down
of pilot pressure when the Start pushbutton is released.
PRECHAMBER GAS SAFETY SHUTDOWN VALVE
-GL
) The prechamber gas safety shutdown valve admits
downstream gas pressure to the opposite side of the
shuttle valve once engine lube oil pressure reaches or
exceeds 20 psi. When the pressure in the air/gas
FORM 6248 First Edition
FUEL SYSTEM
plenum bleeds down, the shuttle valve shifts position
and the downstream gas pressure assumes the task of
holding the pilot gas valve open.
The time delay provided by the check valve and air/gas
plenum keeps pilot pressure on the gas valve long
enough for lube oil pressure to rise and shift the shuttle
valve. Lube oil pressure continues to admit gas to the
prechamber regulator as long as the engine is running.
If the engine stops, loss of engine lube oil pressure
automatically causes the prechamber gas safety shut-
down valve to stop the flow of downstream gas to the
prechamber gas valve, which effectively shuts off the
supply of high pressure gas to the prechamber regula-
tor. If the engine fails to start, insufficient lube oil
pressure prevents the downstream gas from passing to
the prechamber gas valve, so the gas supply shuts off
as soon as the pilot pressure in the air/gas plenum is
exhausted. In both cases, any gas in the downstream
line passes to the vent tube and is exhausted at the
customer's bulkhead connection.
PRECHAMBER REGULATOR - GL
The prechamber fuel system uses one Fisher 95L
regulator. On 12 cylinder engines,the prechamber
regulator is mounted on the right side of the engine in
front of the carburetor.
The prechamber regulator controls the amount of fuel
available to the prechamber manifolds. The flow to the
prechamber manifolds is fuel only. AII..of the air needed
for combustion is pushed into the pr.echamber by the
piston on its compression stroke.
Fed by high pressure fuel (35 - 50 psi, 241 - 345 kPa)
from the Fisher 99 main fuel gas pressure regulator
supply line, the prechamber regulator is set to maintain
a specific prechamber manifold over intake manifold
pressure differential (measured in inches of mercury).
5.05 - 5
FUEL SYSTEM

If the force of the pilot spring exceeds the force of the
outlet pressure (as exerted against the bottom of the
diaphragm), the guide stem is held down (see
Figure 5.05-5). Pilot spring pressure, as plus compres-
sion of the valve spring holds the valve plug away from
the gas inlet orifice allowing flow to the outlet system (via
the prechamber gas valve).
With two cylinder banks, 12 cylinder engines have two
prechamber manifolds, one on each side of the
crankcase vee.
A pressure tap at the end of each prechamber manifold
is provided to measure prechamber regulator pressure.
BUTTERFLY CROSS SHAFT - G/GSI
BUTTERFLY CROSS SHAFT REMOVAL - GIGSI

SQUARE
ADJUSTING SC~IEW A WARNING
Ensure that the fuel source is completely shut off
PILOT prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before perfonning any maintenance work on the
fuel system or severe injury or death could result.
1. Turn off fuel supply.
2. Turn the butterfly shaft on to the fully closed position.

NOTE: Mark the spider assembly halves, disks, and

shafts to aid in assembly.

3. Remove four capscrews 5/16 x 1/2" with external

shakeproof washers from the two rear spider assem-
STEM blies, (see Figure 5.05-6).
)
BUTTERFLY
CROSS SHAFT
SPRING
VALVE

Figure 5.05-5. 95L Prechamber Regulator -

Cross Sectional View
"
REAR
During engine operation, changes in gas consumption SPIDER ~~ I CROSS SHAFT
cause the pressure in the gas outlet system to rise and FRONT \ GI""/~- COVER
SPIDER ~'
fall. A decrease in gas consumption causes the
pressure in the regulator outlet system to increase. This
J~~",,~
~ ~~ ~
increase counteracts the tension of the pilot spring. • ROLL
Compression of the pilot spring allows the regulator > DISC - PIN
diaphragm to rise. When the guide stem is pulled up, the (!J'0,
valve spring pushes up the valve plug. Restriction of the
SHAKEPROOF
gas inlet orifice causes the gas flow to the outlet system WASHER
to decrease.
A balance line connects a vent in the prechamber Figure 5.05-6. Butterfly Cross Shaft Assembly
regulator pilot spring chamber to the intake manifold. 4. Refer to Butterfly Removal, to remove one of the
Through pressurization of the pilot spring chamber, a butterfly valves.
constant prechamber manifold over intake manifold
pressure differential is maintained. 5. Drive out roll pins, loosen the capscrews on the
spider clamps and remove the rear spiders from the
PRECHAMBER MANIFOLDS - GL cross shaft ends.
The prechamber manifolds supply fuel only to the
6. Remove two capscrews 3/8 x 3/4" with lock washers
prechambers. From the prechamber manifold, fuel
and washers and the cross shaft covers from the
passes to each admission valve assembly through a
crankcase.
fuel inlet tube.
7. Remove the butterfly cross shaft from the crank-
case.

5.05 - 6 FORM 6248 First Edition

 FUEL SYSTEM

BUTTERFLY CROSS SHAFT INSTALLATION
- GIGSI
1. Position the butterfly cross shaft through the upper
center bore in the crankcase until it exits the opposite
side (see Figure 5.05-7).
4. Position the universal joint spider assembly down
the cross shaft (see Figure 5.05-6).
5. With the wings in the horizontal position, align the pin
holes in the rear spider (1/2 inch bore size) with those in
the cross shaft. Install a new 118 x 1-1/8 inch roll pin.

6. Tighten the capscrew in the shaft clamp portion of

the rear spider (5/16 x 1-1/8 inches, with external
shakeproof washer). Start the shaft clamp capscrew in
the front spider.

NOTE: Only one side of the spider shaft clamp fastener

bore is threaded. Start the fastener by inserting it into
the thru hole. Use the threaded side of the bore to
tighten.

7. Repeat Steps 2 thru 6 on the other bank.

8. Refer to Butterfly Installation, and install the Butterfly.

9. Verify that both butterfly valves are in the closed

Figure 5.05-7. Crankcase Center Bores - GIGSI -
Right Bank
2. Position the cross shaft cover down the cross shaft until
it contacls the block. Finger tighten the cross shaft cover to
the block flange with 2 capscrews, 3/8 x 3/4 inches, with
lock washers and flat washers.
position.
10. TIghten the clamp capscrew (5/16 x 1-1/8 inches,
with external shakeproof washer) on the front spiders.
11. Install a new 1/8 x 1-1/8 inch roll pin in the front
spiders.

3. Align the two parallel holes in the wings of the

universal joint spider with those in the disc and tighten
the fasteners 2 capscrews, 5/16 x 1/2 inches, with
external shakeproof washers. Using the remaining two
holes on the opposite side ofthe disk, install the second
spider perpendicular to the first.
NOTE: The left bank universal joint disc assembly uses
two spiders with different diameter bores (1/2 inch and
5/8 inch) (see Figure 5.05-8). The spider with the 5/8
inch bore fits on the inside butterfly valve shaft, which
has a larger diameter than the carburetor cross shaft.
The right bank universal joint disc assembly uses two
identical spiders (1/2 inch bore size).

Figure 5.05-6. Universal Joint Disc Spider

FORM 6248 First Edition 5.05 -7

FUEL SYSTEM

CARBURETOR CROSS SHAFT - GL CARBURETOR CROSS SHAFT INSTALLATION -

GL
CARBURETOR CROSS SHAFT REMOVAL - GL
1. Position the carburetor cross shaft through the lower

A WARNING
center bore in the crankcase until it exits the opposite
side (see Figure 5.05-10).
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before perfonning any maintenance work on the
fuel system or severe injury or death could resuH.

1. Turn off fuel supply.

2. Turn the carburetor shafts on both carburetors to the

fully closed position.

NOTE: Mark the spider assembly halves, disks, and

shafts to aid in assembly.

3. Remove four capscrews 5/16 x 1/2" with external

shakeproof washers from the two rear spider assem-
Figure 5.05-10. Crankcase Center Bores - GL-
blies (see Figure 5.05-9).
Right Bank
CARBURETOR 2. Position the cross shaft cover down the cross shaft
CROSS SHAFT
until it contacts the crankcase. Finger tighten the cross
"'" shaft cover to the block flange with 2 capscrews, 3/8 x
3/4 inches, with lock washers and flat washers. )
REAR 3. Align the two parallel holes in the wings of the
SPIDER ~~ I CROSS SHAFT universal jOint spider with those in the disc and tighten
FRONT \ GI""/~-- COVER the fasteners 2 capscrews, 5/16 x 1/2 inches, with

ST~~~'~
external shakeproof washers. Using the remaining two
holes on the opposite side olthe disk, install the second
~~~ ~ ROLL
spider perpendicular to the first.
~ :> DISC - PIN NOTE: The left bank universal joint disc assembly uses
(!j'f!J, two spiders with different diameter bores (1/2 inch and
SHAKEPROOF 5/8 inch) (see Figure 5.05-11). The spider with the 5/8
WASHER inch bore fits on the inside butterfly valve shaft, which
has a larger diameter than the carburetor cross shaft.
Figure 5.05-9. carburetor Cross Shaft Assembly
The right bank universal joint disc assembly uses two
identical spiders (1/2 inch bore size).
4. Refer to Carburetor Removal, to remove one of the
carburetors.

5. Drive out roll pins, loosen the capscrews on the

spider clamps and remove the rear spiders from the
cross shaft ends.

6. Remove two capscrews 3/8 x 3/4" with lock washers

and washers and the cross shaft covers from the
crankcase.

7. Remove the carburetor cross shaft from the crank-

case.

Figure 5.05-11. Universal Joint Disc Spider

5.05 - 8 FORM 6248 First Edition

 FUEL SYSTEM

PRECHAMBER MANIFOLD CROSS PIPE 2. Remove two capscrews (3/8 x 1-3/8 inches, with lock
-GL washers) retainer, and flange from the right hand side of
the crankcase.
PRECHAMBER MANIFOLD CROSS PIPE
REMOVAL-GL 3. Remove two capscrews (3/8 x 1-3/8 inches, with lock
washers) retainer, flange and cross pipe from the right

A WARNING hand side of the crankcase as one assembly (see

Figure 5.05-13).
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe injury or death could result.
1. Remove male elbow tube fitting, male connector
tube fitting, and pipe tee from the cross pipe (see
Figure 5.05-12).

Figure 5.05-13. Prechamber Cross Pipe - Left Bank

4. Remove male connector tube fitting, pipe elbow,

flange and retainer from the cross pipe.

5. Remove and discard the retainer hose gaskets from

the retainers.

Figure 5.05-12. Prechamber Cross Pipe - Right Bank

FORM 6248 First Editlon 5.05 - 9

FUEL SYSTEM
PRECHAMBER MANIFOLD CROSS PIPE
INSTALLATION - GL
1. Using the thumb of each hand, press a hose into
each retainer until it makes solid contact with the
counterbore (see Figure 5.05-14).
Figure 5.05-14. Prechamber Cross Pipe Retainer
2. Install flange on the cross pipe.
3. With the hose insert facing inside, install the retainer
on the cross pipe.
4. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the cross pipe threads. Thread the pipe tee
onto the cross pipe leaving the center port open (see
Figure 5.05-15).
PIPE TEE
MANIFOLD
CROSS PIPE
Figure 5.05-15. Cross Pipe Tee
5. Standing next to the right bank, insert the end of the
cross pipe into the upper center bore of the crankcase.
I nstall the pipe through the crankcase until it exits the left
bank side.
6. Move the flange and retainer down the cross pipe until
they contact the block. Holding the cross pipe with the
center port of the pipe tee facing the front of the engine,
rotate the flange and retainer until the flat edge faces
upward. Tighten the retainer and flange to the block with
2 capscrews (3/8 x 1-3/8 inches, with lock washers).
5.05 -10
7. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of a male connector and male )
elbow tube fitting (3/4 inch tube 00).
8. Thread the male connector tube fitting into the center
port of the pipe tee. Thread the male elbow tube fitting
into the remaining port. Be sure that both the male elbow
and male connector tube fittings face the front of the
engine (see Figure 5.05-12).
9. Position the gasket on the free end of the cross pipe
(see Figure 5.05-16). With the hose insert facing the
block, slide on the retainer until it contacts the flange.
)
Figure 5.05-16. Prechamber Cross Pipe - Left Bank
10. Apply Perma Lo~ Heavy Duty Pipe Sealant with
Teflon® to the cross pipe threads. Holding the cross pipe
to prevent movement, install the pipe elbow with the
open port facing the rear of the engine.
11. Move the flange and retainer down the cross pipe
until it contacts the block. Rotate the retainer and and
flange so that the flat edge faces upward. Tighten the
retainer and flange to the block (2 capscrews, 3/8 x
1-3/8 inches, with lock washers).
12. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of a male connector tube fitting
(3/4 inch tube 00). Thread the fitting into the open port
of the pipe elbow (facing the rear of the engine) (see
Figure 5.05-13).
FORM 6248 First Edition
 FUEL SYSTEM

)
ITEM NUMBER AND DESCRIPTION
1 Ferry Head Screw 7 Carburetor 13 Spring 19 Nut
2 Air Hom Flange 8 Air Hom 14 Capscrew 20 Nipple
3 Pipe 9 Gapscrew 15 Backup Plate 21 Reducing Elbow
4 O-ring 10 Gasket 16 Diaphragm 22 Pipe Plug
5 Capscrew 11 Capscrew 17 Valve, Air/Gas 23 Nipple
6 Gasket 12 Cover 18 Lock washer 24 Ccupllng
Figure 5.05-17. Carburetor Assembly - GIGSI
CARBURETORS 2. Refer to Governor Linkage Removal and remove the
governor linkage.
CARBURETOR REMOVAL - G/GSI
Clean and inspect the carburetor diaphragms and 3. Refer to Carburetor Cross Shaft Removal, and
air/gas valves every 6 months (4320 hours). Replace disconnect the carburetor cross shaft from the carbure-
the carburetor diaphragm(s) once each year. tor.

4. Disconnect the main fuel line and balance line from

A WARNING the carburetor and air horn.

Ensure that the fuel source is completely shut off 5. Remove four capscrews, lock washers, air horn
prior to working on fuel system components. Clear flange, air intake pipe and gasket from the carburetor air
the engine supply lines and piping of accumulated horn (see Figure 5.05-17).
gas before performing any maintenance work on the

./' fuel system or severe Injury or death could result.

1. Turn off fuel supply.

6. Remove four nuts lock washers, capscrews, gasket
and carburetor assembly from the butterfly assembly.

7. Remove four capscrews, gasket, and air horn from

the carburetor.

FORM 6248 First Edition 5.05 - 11

FUELSVSTEM

CARBURETOR DISASSEMBLY - G/GSI
1. Remove six machine screws with lock washers from
the edge of the valve cover. Remove the valve cover
and slide out the air/gas valve (see Figure 5.05-18).
2. Remove the spring inside the center shaft of the
air/gas valve. Inspect the spring for corrosion. Any )
damage to the spring requires replacement.
3. Remove four machine screws with lock washers,
backup plate and diaphragm from the air/gas valve. Any
damage to the diaphragm requires replacement.

o .....
I I
..... -./
CARBURETOR CLEANING AND INSPECTION -
G/GSI

1. Inspect the center shaft of the air/gas valve for wear,

especially the area around the tapered gas metering
valve (see Figure 5.05-19). This area may contact
o metal as the gas inlet orifice is opened and closed.
Scratches or wear results in sloppy action affecting gas

BACKUP
SPRING

'xl i
metering preCision. Any damage to the center shaft
requires replacement of the air/gas valve.

X@)",
PLATE •
'\. 1'..... I
GAS METERING IIMPCO PART NUMBER
o c!. VALVE ~\
~
o
o 0

1/
0

DIAPHRAGM
(~_ A CENTER
SHAFT

Figure 5.05-19. Air/Gas Valve

2. Check the tapered gas metering valve for wear.

Inspect the 0- ring for nicks or tears. Any damage to the
gas metering valve or O-ring requires replacement.

3. Inspect the backup plate for warpage, distortion or

other damage.

4. Inspect the diaphragm for dryness, stiffness or loss

of elasticity. Hold the diaphragm up to the light and
carefully check for pin holes. Gently stretch the material
Figure 5.05-18. Air/Gas Valve Assembly
to look for cracks and tears. Look for charring from
excessive heat or backfiring. Excessive heat from the

A WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal injury or
death.
exhaust manifold or improperly cooled turbocharged air
can greatly reduce service life. Any damage to the
diaphragm requires replacement.
5. Before installing the carburetors, inspect the air horn
for cracks.
)

5.05 - 12 FORM 6248 First Edition


CARBURETOR ASSEMBLY - G/GSI
I A CAUTION I Thevarielyoffuelsystem
.. designs, site operating
conditions and fuel types used has made it neces-
sary for Waukesha to custom design gas metering
valves at some installations. Han Impco part number
is not stamped on the tapered end of the gas valve,
please contact the Waukesha Product Support
Department before ordering replacements. Disre-
garding this information could result in product
damage and/or personal injury.
1. Position the backup plate in the center of the
diaphragm (see Figure 5.05-18). Slide the four machine
screws with lock washers through the plate and
diaphragm. Thread the screws into the center shaft of
the air/gas valve and tighten.
2. Insert the air/gas valve into the vaive housing until
the tapered gas metering valve slides into the gas inlet
orifice. Align the air/gas valve, so that the holes on the
edge of the diaphragm rest over the holes in the valve
housing.
A WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal Injury or
death.
3. Insert the spring into the center shaft of the air/gas
valve.
4. Place the valve cover over the air/gas valve assem-
bly, so that the projection fits inside the spring. Align the
cover, so that the holes on the edge rest over the holes
in the diaphragm.
5. Slide the six machine screws with lock washers
through the valve cover and diaphragm. Thread the
screws into the valve housing and tighten.
6. Raise the center shaft of the air/gas valve several
times to check if it is free to travel. Verify that the valve
closes tightly when released.
CARBURETOR INSTALLATION - G/GSI
1. Install the air horn on the carburetor with gasket, and
four capscrews (see Figure 5.05-17).
2. Position a new gasket on the upper flange of the
carburetor assembly.
) throttle plate inside the butterfly valve housing contacts
3. Raise the center shaft of the air/gas valve assem-
blies in the carburetor. Verifythatthe valve closes tightly
when released.
FORM 6248 First Edition
FUEL SYSTEM
4. Identify the left and right bank carburetors. The two
carburetors are not interchangeable.
5. With the air/gas inlet port facing the rear of the
engine, install the carburetor on the butterfly assembly
with gasket, four capscrews, lock washers, and nuts.
6. With the wings in the vertical pOSition, fit the front
spider on the carburetor cross shaft to the inside
butterfly shaft of the left bank carburetor. Leave the
spider shaft clamp fastener loose.
7. With the air/gas inlet port facing the rear of the
engine, position a new gasket on the carburetor and
install the right bank carburetor (6 capscrews, 1/2 x
1-1/2 inches, with lock washers).
8. With the wings in the vertical position, fit the front
spider on the carburetor cross shaft to the inside
butterfly shaft of the right bank carburetor; Leave the
front spider shaft clamp fastener loose (see
Figure 5.05-20).
CARBURETOR
CROSS SHAFT
...........
REAR
SPIDER ~~ I CROSS SHAFT
FRONT \ ~./~- COVER
SPt~~~~
Jil~~ ~ ROLL
~ :> DISC - PIN
(!?0,
SHAKEPROOF
WASHER
Figure 5.05-20. Carburetor Cross Shaft Assembly
A CAUTION I~he t~rottle plate must
I1...
• .=.=....;;;..:....:....:;..:...:....:;:....:...:...J.
. be adjusted so that it Just
touches the housing. Failure to properly adjust the
throttle plate will cause the plate to bind against the
housing. Disregarding this information could result
in product damage and/or personal InJury.
NOTE: If the throttle plate cannot be heard contacting
the rear casing, then back off the idle stop screw.
9. On the left bank, turn the outside butterfly shaft
towards the rear of the engine (clockwise) until the
the casting, indicating that the valve is in the fully ciosed
position.
5.05 - 13
FUELSVSTEM

10. Holding the outside butterfly shaft to keep the

throttle plate in the fully closed position, tighten the front )
spider shaft clamp to lock it on the inside butterfly shaft.

11. Pin the front spider to the cross shaft using a new
1/8 x 1-1/8 inch roll pin.

12. On the right bank, turn the outside butterfly shaft

towards the rear of the engine (counterclockwise) until
the throttle plate contacts the casting, indicating that the
valve is in the fully closed position.

13. Try to turn the cross shaft to the left (counterclock-

wise). If the shaft cannot be moved, then the left bank
carburetor throttle plate is also in the fully closed
position. Holding the cross shaft to prevent clockwise
rotation, tighten the front spider shaft clamp to lock it on
the inside butterfly shaft.

14. Pin the front spider to the cross shaft using a new
1/8 x 1-1/8 inch roll pin.

15. Check all fasteners on both banks for tightness.

16. Open and close the throttle plates to verify move-

ment. Usten for throttle plate contact with the rear side
of the butterfly valve housing (both banks).

17. Verify that the cross shaft does not strike or rub
against the cross shaft cover when the throttle plate is
)
opened and closed (both banks). Tighten the fasteners
securing the cross shaft covers to the block (2 capscrews
per cover, 3/8 x 3/4 inches, with lock washers and flat
washers).

18. Install carburetor gasket and carburetor elbow to

the air horn with twelve capscrews and lock washers.

19. Refer to Governor Unkage Installation and install

and adjust the governor linkage.

20. Connect the main fuel line and balance line to the
carburetor and air horn.

21. Remove four capscrews, lock washers butterfly

valve housing and gasket from the intake manifold.

5.05 -14 FORM 6248 First Edition

 FUEL SYSTEM

BUTTERFLY VALVE HOUSiNG .........

AIR/GAS VALVE
ASSEMBLY
e~~IR/GASVALVE
~
"VALVE HOUSING

="
q:D ~"DIAPHRAGM
((i!}j
,I I ~ BACKUP PLATE

CARBURETOR AIR/ ~SPRING

~ ."-
INLET ELBOW

I VALVE COVER
I

'CARBURETOR AIR
INLET HOUSING -

Figure 5.05-21. Carburetor Assembly - GL

CARBURETOR REMOVAL - GL 5. Remove twelve capscrews, lock washers carburetor

Clean and inspect the carburetor diaphragms and
air/gas valves every 6 months (4320 hours). Replace
the carburetor diaphragm(s) once each year.
A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe Injury or death could result.
1. Turn off fuel supply.
gasket and carburetor elbow from the air horn (see
Figure 5.05-21).
6. Remove six capscrews, lock washers, gasket and
carburetor assembly from the manifold inlet adapter.
7. Remove six capscrews, gasket, and air horn from
the carburetor.
CARBURETOR DISASSEMBLY - GL
1. Remove six machine screws with lock washers from
the edge of the valve cover. Remove the valve cover
and slide out the air/gas valve.

2. Refer to Governor Linkage Removal and remove the

governor linkage.
3. Refer to Carburetor Cross Shaft Removal, and
disconnect the carburetor cross shaft from the carburetor.
) 4. Disconnect the main fuel line and balance line from
the carburetor and air horn.
FORM 6248 Firs! Edition
• WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal injury or
death.
2. Remove the spring inside the center shaft of the
air/gas valve. Inspect the spring for corrosion. Any
damage to the spring requires replacement.
5.05 -15
FUEL SYSTEM

3. Remove four machine screws with lock washers,

backup plate and diaphragm from the air/gas valve (see GAS METERING 11MPCO PART NUMBER
Figure 5.05-22). Any damage to the diaphragm re- VALVE~--""'"
quires replacement. ( ..............

1""===0" A \ CENTER

SHAFT

o
o
SPRING
Figure 5.05-23. Air/Gas Valve

BACKUP
PLATE
~I I
•
2. Check the tapered gas metering valve for wear.
Inspect the 0- ring for nicks or tears. Any damage to the

X@)"
"\.. 1', I
gas metering valve or O-ring requires replacement.
o c!.
o 0 3. Inspect the backup plate for warpage, distortion or
o 0 DIAPHRAGM other damage.
1/ 4. Inspect the diaphragm for dryness, stiffness or loss
of elasticity. Hold the diaphragm up to the light and
carefully check for pin holes. Gently stretch the material
to look for cracks and tears. Look for charring from
excessive heat or backfiring. Excessive heat from the )
exhaust manifold or improperly cooled turbocharged air
can greatly reduce service life. Any damage to the
diaphragm requires replacement.

5. Before installing the carburetors, inspect the baffle

plate in the carburetor bonnets for cracked welds (see
Figure 5.05-24). Ifthe welds are cracked or the baffle is
loose, then the carburetor must be repaired (see
Carburetor Baffle, Inspecting/Repairing under Fuel
System).

Figure 5.05-22. Air/Gas Valve Assembly

CARBURETOR CLEANING AND INSPECTION - GL

1. Inspect the center shaft of the air/gas valve for wear,

especially the area around the tapered gas metering
valve (see Figure 5.05-23). This area may contact
metal as the gas inlet orifice is opened and closed.
Scratches or wear results in sloppy action affecting gas CARBURETOR
metering precision. Any damage to the center shaft BONNET WELD
)
requires replacement of the air/gas valve.
Figure 5.05-24. Carburetor Bonnet Baffle Welds

5.05 -16 FORM 6248 First Edition

 FUEL SYSTEM

CARBURETOR ASSEMBLY - GL
I.A. CAUTION IThe variety of fuel system
designs, site operating
conditions and fuel types used has made It neces-
sary for Waukesha to custom design gas metering
valves at some installations. If an Impco part number
is not stamped on the tapered end of the gas valve,
please contact the Waukesha Product Support
Department before ordering replacements. Disre-
garding this Information could result in product
damage and/or personal injury.
1. Position the backup plate in the center of the
diaphragm (see Figure 5.05-22). Slide the four machine
screws with lock washers through the plate and
diaphragm. Thread the screws into the center shaft of
the air/gas valve and tighten.
4. Identify the left and right bank carburetors. The two
carburetors are not interchangeable. The left bank
carburetor has an idle stop screw attached to a larger
diameter butterfly shaft.
5. With the air/gas inlet port facing the rear of the
engine, install the two center capscrews (1/2 x 1-1/2
inches, with lock washers) in the butterfly valve housing
to install the left bank carburetor on the intake manifold
inlet adapter (see Figure 5.05-25). Wrench tighten the
capscrews. Install the four remaining fasteners.
INSTALL CAPSCREWS IDLE STOP
HERE TO HANG SCREW
CARBURETOR

2. Insert the air/gas valve into the valve housing until

the tapered gas metering valve slides into the gas inlet
orifice. Align the air/gas valve, so that the holes on the
edge of the diaphragm rest over the holes in the valve
housing.

A WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal Injury or
deeth.
3. Insert the spring into the center shaft of the air/gas
valve.
4. Place the valve cover over the air/gas valve assem-
bly, so that the projection fits inside the spring. Align the
cover, so that the holes on the edge rest over the holes
in the diaphragm.
5. Slide the six machine screws with lock washers
through the valve cover and diaphragm. Thread the
screws into the valve housing and tighten.
6. Raise the center shaft of the air/gas valve several
times to check if it is free to travel. Verify that the valve
closes tightly when released.
CARBURETOR INSTALLATION - GL
1. Install the air horn on the carburetor with six
capscrews and lock washers.
2. Position a new gasket on the upper flange of the
) carburetor bullerfly valve housing.
3. Raise the center shaft of the two air/gas valve
assemblies in each carburetor. Verify that the valve
closes tightly when released.
FORM 6248 First Edition
BUTTERFLY ' \ AIR INTAKE
VALVE ELBOW FLANGE
Figure 5.05-25. Carburetor - Left Bank
6. With the wings in the vertical position, fit the front
spider on the carburetor cross shaft to the inside
butterfly shaft of the left bank carburetor. Leave the
spider shaft clamp fastener loose.
7. With the air/gas inlet port facing the rear of the
engine, position a new gasket on the carburetor and
install the right bank carburetor (6 capscrews, 1/2 x
1-1/2 inches, with lock washers).
8. With the wings in the vertical position, fit the front
spider on the carburetor cross shaft to the inside
bullerfly shaft of the right bank carburetor. Leave the
front spider shaft clamp fastener loose.
9. On the left bank, turn the outside bullerfly shaft
towards the rear of the engine (clockwise) until the
throttle plate inside the butterfly valve housing contacts
the casting, indicating that the valve is in the fully closed
position.
NOTE: If /he throttle plate cannot be heard contacting
/he rear casing, then back off /he idle stop screw.
5.05 - 17
FUEL SYSTEM

10. Holding the outside butterfly shaft to keep the (2 capscrews per cover, 3/8 x 3/4 inches, with lock
throttle plate in the fully closed position, tighten the front washers and flat washers).
spider shaft clamp to lock it on the inside butterfly shaft
(see Figure 5.05-26). 18. Install carburetor gasket and carburetor elbow to
the air horn with twelve capscrews and lock washers.
CARBURETOR
CROSS SHAFT 19. Refer to Governor Linkage Installation and install
~ and adjust the governor linkage.

20. Connect the main fuel line and balance line to the
REAR carburetor and air horn.
SPIDER ~~ , CROSS SHAFT
FRONT \ (If'''/~- COVER
BUTTERFLY VALVE(S)
SPIDER ~'

J~~~~
BUTTERFLY VALVE REMOVAL - G/GSI

~ • ~~ ~
~(!J,
:> DISC -
ROLL
PIN
A WARNING
Ensure that the fuel source Is completely shut off
SHAKEPROOF prior to working on fuel system components. Clear
WASHER the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
Figure 5.05-26. Carburetor Cross Shaft Assembly
fuel system or severe Injury or death could result.
11. Pin the front spider to the cross shaft using a new
1. Refer to Carburetor Removal and remove the
1/8 x 1-1/8 inch roll pin.
carburetor.
12. On the right bank, turn the outside butterfly shaft
2. Refer to Butterfly Cross Shaft Removal and discon-
towards the rear of the engine (counterclockwise) until
the throttle plate contacts the casting, indicating that the
nect the butterfly cross shaft. )
valve is in the fully closed position. 3. Remove four capscrews, lock washers, butterfly
valve and gasket from the intake manifold (see
13. Try to turn the cross shaft to the left (counterclock-
Figure 5.05-27).
wise). If the shaft cannot be moved, then the left bank
carburetor throttle plate is also in the fully closed
position. Holding the cross shaft to prevent clockwise
rotation, tighten the front spider shaft clamp to lock it on
the inside butterfly shaft.

14. Pin the front spider to the cross shaft using a new
1/8 x 1-1/8 inch roll pin.

15. Check all fasteners on both banks for tightness.

IA
;...
CAUTION I The throttle plate must
be adjusted SO thatit just Figure 5.05-27. Butterfly Valve GIGSI
touches the housing. Failure to properly adjust the
BUTTERFLY VALVE DISASSEMBLY - G/GSI
throttle plate will cause the plate to bind against the
housing resulting In product damage and/or per- NOTE: Matchmark the spiders to aid in assembly.
sonallnjury.
1. Remove the roll pins from the spiders (see
16. Open and close the throttle plates to verify move- Figure 5.05-27).
ment. Listen for throttle plate contact with the rear side
of the butterfly valve housing (both banks). 2. Remove capscrews, lock washers and spiders from
the butterfly shaft.
17. Verify that the cross shaft does not strike or rub
against the cross shaft cover when the throttle plate 3. Remove two capscrews, lock washers, and the
is opened and closed (both banks). Tighten the butterfly valve from the butterfly housing.
fasteners securing the cross shaft covers to the block
4. Remove the butterfly shaft from the butterfly housing.

5.05 - 18 FORM 6248 First Edilion

 FUEL SYSTEM

5. Remove and discard the butterfly shaft seals from
the butterfly housing.
6. Remove and discard the two bushings from the
butterfly housing.
BUTTERFLY VALVE ASSEMBLY - GIGSI
1. Install two new bushings in the butterfly housing.
2. Install the butterfly shaft through the butterfly housing.
3. Install the butterfly valve on the flat of the shaft with
two screws and lock washers.
4. Install the two spiders on the butterfly shaft with roll
pins capscrews and lock washers.
BUTTERFLY VALVE INSTALLATION - GIGSI
1. Install the butterfly valve on the intake manifold, with
new gasket, four capscrews, and lock washers (see
Figure 5.05-27).
2. Refer to Butterfly Cross Shaft Installation and
connect the butterfly cross shaft.
3. Refer to Carburetor Installation and install the
carburetor.
ADMISSION VALVE - GL
2. Remove the admission valve from the engine.
Remove and discard the O-ring from the valve body
(see Figure 5.05-28).
3. Remove the stainless steel washer at the bottom of
the admission valve bore using the Seal Remover (Tool
PIN 494385) or an O-ring pick. Discard this washer.
ADMISSION VALVE DISASSEMBLY - GL
A CAUTION I Intermixing components
..
=
IL. =-.::::..:....:..::;....;;..;;..;::....;;..;.J. with those of oth er
valves is not permitted. Admission valves (and
rebuild kits) are Inspected as assemblies during
manufacture. Disregarding this Information could
result in product damage andlor personal InJury.
1. Remove the lock nut from the end of the admission
valve body using a 1/4 inch Allen wrench.
I.....
A CAUTION Ilf a vise Is needed to
"'=---''----'
. _ _''---1. remove the lock nut,
install a pair of brass Jaw Inserts to avoid damaging
the assembly.
2. Remove the tube assembly. Remove the tube seat.
Strike the admission valve body sharply against a piece
of wood to free the tube and tube seat, if necessary.

ADMISSION VALVE REMOVAL - GL 3. Remove the contents olthe tube. Remove the spring
and cold poppet from one end. Remove the hot poppet
A WARNING from the other.

Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe injury or death could result
NOTE: This procedure applies only to the PIN 211587A
admission valve. Refer to Service Bul/etin 9-2574A for
information on previous admission valves.
1. Disconnect the fuel supply tube from the admission
valve body.
4. Remove and discard the O-ring from the admission
valve body.
ADMISSION VALVE CLEANING AND INSPECTION
-GL
1. Remove any loose carbon using a rag or soft
nonmetallic bristle brush.
2. Boil all parts in a solution of one cup laundry
detergent to one gallon of water for 30 - 45 minutes.
3. After boiling, rinse the parts in cold water and wipe dry.

STAINLESS ,ACIMISiSICIN VALVE BODY

STEEL WASHER HOT POPPET COLD POPPET

@
"LOCKNUT~
(IDe (
,TUBE

Ce)O
I
.SPRII~G

OO(@
/EAT~___

Figure 5.05-28. Admission Valve Assembly

FORM 6248 First Ed~ion 5.05 - 19

FUEL SYSTEM
ADMISSION VALVE ASSEMBLY
IA CAUTION I The service kit parts may
.. separate after the pack-
aging is removed. There are internal differences
between the hot and cold poppets, as well as the hot
(flame trap) and cold (check valve) sides ofthe tube.
The valve will not function properly if incorrectly
assembled. Disregarding this Information could
result In product damage and/or personal injury.
IA CAUTION I Do not mix part~ from
....=
.:=='""--'''---';;........;;,.c:....--I.
. varl ou s ad m I ssi on
valves, components are in matched sets. Disre-
garding this information could result in product
damage and/or personal injury.
NOTE: Before assembling, all parts must be dry and oil
free.
4. Look into both poppets. Note that the bore of the hot
poppet is approximately 1/8 inch deeper than the cold
poppet.
NOTE: The parts in the service kit are assembled in the
proper oreier for installation in the valve body (see
Figure 5.05-29). The service kit parts may separate after
the packaging is removed. If the parts become sepa-
rated, an easy way to identify the hot and cold poppets is
to visually inspect the inside of the poppets (see
Figure 5.05-29). Another way to identify the poppets is to
install the spring. The spring will extend farther out of the
cold poppet (see Figure 5.05-29). The cold poppet and
spring are installed in the end of the tube that is marked
with the WED label. Proper assembly is required.
HOT COLD
POPPET POPPET
Figure 5.05-29. Spring Seats In Cold Poppets
5. Install the spring in the open end of the cold poppet.
(see Figure 5.05-29).
6. Look into each end ofthetube. Note that one end has
a larger diameter counter bore (to fit the tip of the hot
poppet), while the other end of the tube has a small
opening encircled with a lip (spring seat).
7. Insert the cold poppet (spring end first) into the tube
until the end of the spring contacts the spring seat. Verify
that the tip of the poppet sticks out slightly.
NOTE: If the entire poppet fits within the tube, then the
wrong (hot) end of the tube has been selected. Fit the
cold poppet into the other end of the tube.
5.05 - 20
8. Install the hot poppet into the opposite end of the
tube. The flat side of the poppet must face toward the
open end of the tube, so that the tip of the poppet seats
inside the counterbore.
9. Hold the tube assembly upright in one hand with the
tip of the cold poppet pointing upward. Use a finger to
keep the hot poppet in the other end of the tube.
10. Place the tube seat over the tip of the cold poppet,
so that the lip on the seat fits within the tube ID.
11. With the long hex on top, slide the admission valve
body over the cold poppet end of the tube until the entire
assembly fits easily within the valve body.
12. Finger tighten the lock nut into the end of the
admission valve body.
IA
..
CAUTION I Do not over torque the
lock nut or the tube may
be permanently damaged_ Disregarding this in-
formation could result in product damage and/or
personal injury.
13. Use an inch pound torque wrench and Allen socket
to tighten the lock nut to 70 - 90 in-Ib (8 - 10 N·m).
14. Install a new a-ring on the admission valve body.
To prevent tears when the assembly is inserted into the )
cylinder head admission valve bore, lubricate the
a-ring with Parker Super O-Lube®.
ADMISSION VALVE INSTALLATION - GL
1. Clean the washer seat at the bottom of the cylinder
head admission valve bore.
NOTE: Previous production admission valves use a
copper washer.
2. Install a new stainless steel washer at the bottom of
the cylinder head admission valve bore (see
Figure 5.05-30).
ADMISSION
VALVE
~£t~?1.c~
!
STAINLESS STEEL
WASHER
Figure 5.05-30. Install Stainless Steel Washer In
)
Cylinder Head
FORM 6248 First Edition
 FUEL SYSTEM

A CAUTION I
I-="'=:...;::-:-..;;.:~+-,,-~.
L.
When Installing the ad·
mission valve, make
sure only a stainless steel washer Is used and Is
ASSEMBLED
PRECHAMBER
PULLER~
seated flat against the seating surface In the
cylinder head. If the stainless steel washer is
damaged, fuel leaks will occur.

IA CAUTION I~onotusecopperwash.
.
L;. .. er PIN 16409 with PIN
==--;:;.:;...:.;::;..:...:..;:;;..:.:.J.
211587A admission valve or with a PIN 211587 valve
o SLtDE
that has been upgraded by machining the lock nut. .........--'I/HAMMER
If the copper washer Is used, the new assembly
torque will drive the admission valve through the
washer, causing damage.

3. Install the admission valve in the cylinder head bore.

A CAUTION I~o
I=...
L.
not over tighten the
=,--,;..;;...;;..;;;..;;..;;..,,-~.
admission valve or the
TAPERED
/POST
valve may become damaged.

4. TIghten the valve to a torque of 65 - 70 ft-Ib

(88 - 95 N'm) dry.

5. Reattach both ends of the prechamber fuel inlet tube

on the prechamber manifold and the admission valve
assembly. Finger tighten the ferrule nuts. Use a wrench
to tighten the ferrule nuts. Inspect for fuel leaks.

PRECHAMBER CUP - GL COLLET~

PRECHAMBER CUP REMOVAL - GL

1. Refer to Section 5.10, Ignition System and remove

the the spark plug and spark plug carrier from the
cylinder head.

A WARNING Figure 5.05-31. Prechamber Puller Assembly

Take care when using the assembled prechamber

puller tool. The slide hammer moves freely up and 3. Insert the puller tool into the cylinder head bore with
down the rod and may cause severe personal injury the welded extension of the collet inside the cylinder
if it contacts your fingers. head recess (see Figure 5.05-32). With the collet
flange, carefully locate the groove inside the top of the
2. Assemble the Prechamber Puller (Tool PIN 494290). prechamber cup.
The tool consists of a rod, slide hammer, tapered post
and collet (see Figure 5.05-31). Slide the hammer on
the threaded end of the rod and screw on the tapered
post. Thread the collet on the tapered post.

NOTE: Model 510BGL requires a smaller size collet

(Tool PIN 474007) that is used with the prechamber
puller parts supplied under Tool PIN 494290.

)
Figure 5.05-32. Prechamber Puller Assembly

FORM 6248 First Edition 5.05 - 21

FUELSVSTEM
NOTE: While expanding the col/et, be sure that it is
centered in the pul/er groove of the prechamber cup.
4. Slide a 3/4 inch drive handle through the hole in the
puller handle and turn the puller tool clockwise. The
welded extension on the collet will come to rest against
the cylinder head recess. With the collet unable to
rotate, turning the puller handle causes the post on the
tapered end of the rod to push on the bearing within the
collet, which forces the three ears outward.
5. Pull up on the puller tool to remove the prechamber
cup (see Figure 5.05-33). Since the bottom of the cup
resides in the combustion chamber, it may accumulate
deposits causing i110 stick. If pulling up on the puller tool
does not free the cup, grasp the slide hammer and raise
with sufficient force to contact the plate below the
handle of the puller tool. Repeat this action until the
prechamber is free.
Figure 5.05-33. Prechamber Puller Assembly
6. Remove the old stainless steel seal from the bottom
of the cylinder head spark plug carrier bore using the
Seal Remover (Tool PIN 494385) or an O-ring pick.
5.05 - 22
PRECHAMBER CUP CLEANING AND INSPECTION
-GL )
A WARNING
Always use approved cleaning solvents In a well
ventilated area. Contact with skin could result In
severe personal injury or death.
1. Soak the prechamber cup in a non-volatile cleaning
solution or solvent (see Figure 5.05-34).
~,
IS' PRECHAMBER
/Y CUP
STAINLESS
STEEL SEAL
~e
Figure 5.05-34. Install Prechamber Cup
2. Thoroughly clean the spark plug carrier bore. If
necessary, use the Spark Plug Carrier Refacing tool
(Tool PIN 494087) to clean hardened carbon from the
threads and seat without causing damage to the bore.
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your hand
to check for leaks or to determine air flow rates.
3. Use compressed air to remove all moisture and
debris.
PRECHAMBER CUP INSTALLATION - GL
NOTE: Previous production prechamber cups used a
copper prechamber cup seal.
1. Place a new stainless steel seal at the bottom of the
cylinder head spark plug carrier bore. The stainless )
steel seals are manufactured to take a definite crush
and must be replaced after each disassembly (see
Figure 5.05-34).
FORM 6248 First Edition
 FUEL SYSTEM

CAUTION I
I-=.A=...;::..:...~;..:...:..:::..::..:..J.
Do not apply FEL-PRO® 3. Disconnect the prechamber fuel inlet tubes from the
L. . C5-A®, Part No. 51005 admission valves and prechamber manifolds.
anti-seize compound to any holes in the precham-
ber. 4. Remove two nuts, lock washers, washers and
U-bolts from the prechamber manifold brackets (see
2. Apply FEL-PRO® C5-A®, Part No. 51005 anti- Figure 5.05-36).
seize compound to the 0.0. of the prechamber (at
prechamber to cylinder head interfaces).

3. Position the prechamber cup into the cylinder head

bore making sure that it is properly seated on the
stainless steel seal.

PRECHAMBER MANIFOLD - GL
PRECHAMBER MANIFOLD REMOVAL - GL

A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe Injury or death could result.

1. Shut off fuel supply. Figure 5.05-36. Prechamber'Manlfold

2. Disconnect the prechamber inlet pipe from the 5. Removetwocapscrews lock washers, four washers,
) and remove the prechamber manifold brackets from the
bottom of the prechamber (see Figure 5.05-35).
engine.

6. Remove hex head pipe plug, plug, and copper

gasket from the ends of the prechamber manifold.

Figure 5.05-35. Prechamber Gas Supply - Left Bank

FORM 6248 First Ednion 5.05 - 23

FUELSVSTEM

7 12
10 ......
. ~fl!;®
'11

ITEM NUMBER AND DESCRIPTION

1 Elbow 5 Prechamber Mannold 9 U-Bo~ 13 Tube

2 Tee 6 Plug 10 Washer 14 Connector )

3 Connection 7 Bracket 11 Lock washer 15 Gasket
4 Tube 8 Capscrew 12 Nut 16 Plug
Figure 5.05-37. Prechamber Manifold
PRECHAMBER MANIFOLD INSTALLATION - GL 8. Rotate the manifold so that the male elbow tube
1. Install the prechamber manifold brackets on the fitting is at the bottom and each male connector is
engine with two capscrews lock washers, four washers. pointing toward a section of the exhaust manifold.

2. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of twelve male connector tube
fittings (3/8 inch tube OD).
3. Install the fittings in the six pipe taps in each
prechamber manifold.
4. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of two male elbow tube fittings
(3/4 inch tube OD).
5. Install the male elbows into the pipe tap in the center
of each prechamber manifold.
6. Hold one ofthe prechamber manifolds up againstthe
two left bank prechamber manifold brackets. Be sure
that the free end of the male elbow tube fitting points
toward the rear of the engine.
7. Install the prechamber manifold on the brackets with
two lock washers, washers and nuts (see
Figure 5.05-37). Leave the nuts loose enough to allow
movement of the manifold.
9. Hold the other prechamber manifold up against the
right bank prechamber manifold brackets. Be sure that
the free end of the male elbow tube fitting points toward
the front of the engine.
10. Finger tighten the U-bolts to fasten the manifold to
the two manifold brackets. Rotate the manifold so that
the male elbow tube fitting is at the bottom and each
male connector is pointing toward a section of the
exhaust manifold.
11. Install the prechamber fuel inlet tubes between the
prechamber manifolds (male connector tube fittings)
and the admission valve assemblies.
NOTE: Reattach both ends of each tube before tighten-
ing.
)
12. Tighten the prechamber manifold bracket U-bolt
hex nuts (5/16 inch).

5.05 - 24 FORM 6248 First Edition

 FUELSVSTEM

MAIN FUEL GAS PRESSURE
REGULATOR (FISHER 99)
MAIN FUEL GAS PRESSURE REGULATOR
(FISHER 99) REMOVAL
A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on
the fuel system or severe personal Injury or death
could result.
1. Shut off fuel supply.
2. Disconnect the balance line from the regulator (see
Figure 5.05-1, Figure 5.05-38 and Figure 5.05-39).
3. Disconnect the Dressor coupling from the carburetor.
A WARNING
The Fisher 99 main fuel gas pressure regulator
weighs approximately 80 Ibs. (36 kg). Use a suitable
lifting device and exercise caution during removal
or Installation to avoid severe personal injury or
death.
4. Attach a suitable lifting device to the regulator.
5. Remove four nuts, lock washers, washers from the
regulator and mounting bracket.
6. Using a suitable lifting device, remove the regulator
from the mounting bracket.
7. Remove five capscrews, lock washers, washers and
mounting bracket from the crankcase

RIGHT BANK INSTALLATION

NOTE: A slotted open-ended cut at the bottom of the
bracket provides access to the #3 main bearing cap
cross tie bolt (directly above the oil level gauge).

1. Fasten the right bank regulator r'lounting bracket to

the bolt holes (see Figure 5.05-40) in the engine block
with five capscrews, lock washers and washers.

Figure 5.05-38. Fisher 99 Regulator TUbe Connections

-GSI

DOWNSTREAM SENSING

Figure 5.05-40. Bolt Holes In Engine Block

)
Figure 5.05-39. Fisher 99 Regulator Tube Connections
- GL

FORM 6248 First Edition 5.05 - 25

FUEL SYSTEM

NOTE: The right bank regulator mounting bracket can

UPPER CHAMBER FUEL SUPPLY TUBE
be distinguished from the left bank bracket by the two (ALIGN WITH SLOTTED CUT IN BRACKET)
slotted holes on the front edge (for mounting of the
LONG BOLTS WITH SPACERS
prechamber air/gas valve and bracket) (see (ALIGN WITH SLOTTED
Figure 5.05-41). HOLES IN BRACKET)

FRONT OF ENGINE \ ~
BOLT HOLES FOR
MOUNTING PRECHAMBER

~1~
REAR FRONT
OF OF
ENGINE ENGINE

LONG BOLTS WITH SPACERS

(ALIGN WITH SLOTTED HOLES
IN BRACKET)
SLOTTED CUT FOR #3 MAIN
BEARING CAP CROSS TIE BOLT

REAR OF ENGINE
Figure 5.05-42. Fisher 99 Regulator Mounting
Figure 5.05-41. Fisher 99 Regulator Bracket - Right Orientation - Right Bank - Top View
Bank )
2. Remove the four short bolts {l/16 x 1-1/2 inches) from
the regulator housing (see Figure 5.05-42). Install four
long bolts (l/16 x 4-1/2 inches) in the empty bolt holes.

3. Place spacers (2-5/8inch) over the four slotted holes

in the regulator mounting bracket (see Figure 5.05-41).

A WARNING
The Fisher 99 main fuel gas pressure regulator
weighs approximately 80 Ibs. (36 kg). Use a suitable
lifting device and exercise caution during removal
or Installation to avoid severe personal Injury or
death.

4. Position the regulator, so that the fuel supply tube

(leading from the pilot chamber to the chamber above
the main diaphragm) is directly above the slotted Figure 5.05-43. Main Fuel Gas Regulator - Right Bank
open-ended cut in the top of the mounting bracket (see
Figure 5.05-43). Be sure that the four long bolts slide
through the spacers and the bracket holes as the
regulator is lowered. Alternately tighten the fasteners
(washers, lock washers and hex nuts).

5.05 - 26 FORM 6248 First Edition


5. Rotate the pipe elbow so that the carburetor inlet
pipe nipple is approximately 15 degrees above horizon-
tal (see Figure 5.05-44).
Figure 5.05-44. Carburetor Gas Inlat - Right Bank
6. Verily that the ends of the regulator outlet and
carburetor inlet pipe nipples are clean and completely
free of dirt and oil. Check the surfaces where the
coupling seals contact the pipe ends to ensure that
there are no gouges, grooves, burrs, nicks or dents.
7. Disassemble both sides of the Dresser elbow
coupling (see Figure 5.05-45). Remove and discard the
old armored gaskets, if still in place. Obtain two new
armored gaskets.
COUPLING CLt.UWl!...
Figure 5.05-45. Dresser Elbow Coupling
\ )
FORM 6248 First Edition
FUEL SYSTEM
8. With the concave side facing the pipe ends, slide the
coupling hex nuts onto the regulator outlet and carbure-
tor inlet pipe nipples.
9. Wipe the rubber seals clean and fit the tapered end
into the hollowed side of the seal retainers.
10. Install the seals in the ends of the coupling elbow,
so that the rubber face seats against the beveled
counterbore.
11. Position the coupling between the regulator outlet
and carburetor inlet pipe nipples and alternately tighten
the hex nuts (see Figure 5.05-46).
Figure 5~05-46. Dresser Elbow Coupling
NOTE: Based on the height of the Fisher 99 regulator
bracket, it may be necessary to drop the free end of the
carburetor inlet pipe a few degrees.
12. Inspect the Fisher 99 main fuel gas pressure
regulator filter for cleanliness.
NOTE: See Fisher 99 Regulator Filter, Cleaning and
Inspection.
5.05 - 27
FUEL SYSTEM

13. Install the gas supply tube between the gas inlet tee 17. Connect the balance line between the Fisher 99
(male elbow tube fitting) and the Fisher99 regulator pilot regulator pilot spring chamber (male connector) and the
chamber gas inlet port (male elbow) (see Figure 5.05-1, carburetor air horn, on G or the air inlet tube, on GSI
Figure 5.05-47, and Figure 5.05-48). (see Figure 5.05-1 and Figure 5.05-47).

LEFT BANK INSTALLATION

1. Follow steps in Right Bank to install the left bank
Fisher 99 regulator. The pattern of the regulator
mounting bracket to cylinder block bolt holes (see
Figure 5.05-49), as well as the installation of the long
bolts in the regulator housing (see Figure 5.05-50), are
the reverse of the left bank configuration.

Figure 5.05-47. Fisher 99 Regulator Tube Connections

- GSI

DOWNsmEAM SENSING LINE

SLOTTED CUT FOR #3 MAIN SLOTTED CUT FOR
BEARING CAP CROSS TIE BOLT FUEL SUPPLY TUBE
(pILOT CHAMBER TO
FRONT OF UPPER CHAMBER)
ENGINE
)
Figure 5.05-49. Fisher 99 Regulator Bracket - Left
Bank

UPPER CHAMBER FUEL SUPPLY TUBE

LONG BOLTS WITH SPACERS

(ALIGN WITH SLOTTED
j
(ALIGN WITH SLOTTED CUT IN BRACKET)

HOLES IN BRAC~K;.-A
_ _ _~

Figure 5.05-48. Fisher 99 Regulator Tube Connections

- GL

NOTE: For best results, reattach both ends of each REAR

tube before tightening. OF
ENGINE
14. On G/GSI, install the down stream sensing line (see
Figure 5.05-1 and Figure 5.05-47).

15. On GL, install the downstream sensing line (5/8

inch tube OD) between the gas outlet system (male
elbow tube fitting) and the Fisher 99 regulator main LONG BOLTS WITH SPACERS
(ALIGN WITH SLOTTED HOLES
orifice chamber (male connector) (see Figure 5.05-48). IN BRACKET)

16. On GL, connect the balance line between the )

carburetor air inlet housing (male elbow tube fitting) and
the Fisher 99 regulator pilot spring chamber (male
connector) (see Figure 5.05-48). Figure 5.05-50. Fisher 99 Regulator Mounting
Orientation - Left Bank - Top View

5.05 - 28 FORM 6248 First Ed~ion

 FUEL SYSTEM

PRECHAMBER REGULATOR
(FISHER 95L) - GL
PRECHAMBER REGULATOR (FISHER 95L)
REMOVAL-GL

1. Disconnect balance line tube from elbow on intake

manifold.

2. Disconnect balance line tube from fitting on pre-

chamber regulator.

3. Disconnect the gas inlet tube from the bottom gas

inlet tube connection on the prechamber regulator (see
Figure 5.05-51).

4. Disconnect the flex elbow from the gas outlet tube.

5. Remove four capscrews, lock washers, washer, Figure 5.05-51. Prechamber Regulator - Front Right
spacers, and the prechamber regulator from the
regulator bracket (see Figure 5.05-52).
7. Remove capscrew, lock washer, washer, regulator
6. Remove capscrew, lock washer, two washers, nut brace, and spacer from the crankcase.
and spacer from the regulator bracket and regulator
8. Remove two capscrews, lock washers, spacers, and
brace.
regulator bracket from the crankcase.

"-
~
~f) ~~"
12
I I~ 15" 8 16
14

ITEM NUMBER AND DESCRIPTION

1 Regulator 7 Capscrew 13 lock washer 19 Elbow
2 Gapscrew 8 lock washer 14 Nut 20 Washer
3 Spacer 9 Brace 15 Capscrew 21 Lock washer
4 Bracket 10 Spacer 16 Washer
5 Spacer 11 Capscrew 17 Pipe
6 Spacer 12 Washer 18 Coupling
)
/ Figure 5.05-52. Prechamber Regulator - GL

FORM 6246 First Edition 5.05 - 29

FUEL SYSTEM
PRECHAMBER REGULATOR (FISHER 95L)
INSTALLATION - GL
NOTE: If longer mounting capscrews are already
installed, Step 1 is not required.
1. Position the prechamber regulator on a workbench
with the adjusting screw facing upward (see
Figure 5.05-53). Rotate the regulator, so that the gas
inlet tube connection is at the bottom. Starting at the 11
o'clock position and moving counter-clockwise, re-
move four bolts from the regulator housing.
REMOVE
BOLTS
Figure 5.05-53. Prechamber Regulator
2. Position four longer capscrews (5/16 x 1-1/2 inches,
with lock washers and flat washers) through the slotted
holes in the prechamber regulator mounting bracket
(see Figure 5.05-54).
3. Position the mounting bracket over the prechamber
regulator aligning the capscrews in the bracket with the
four empty bolt holes in the prechamber regulator
housing. The rounded cut in the mounting bracket
accommodates the male elbow tube fitting in the gas
outlet port of the prechamber regulator.
4. Position 1/4 inch spacers on the capscrews and
thread them into the regulator housing. Wrench tighten.
5. Install the 1-1/8 inch spacer and the free end of the
bracket support brace on the end of the capscrew.lnstall
a 3/8 inch flat washer and hex nut. Wrench tighten.
6. Remove two capscrews (1/2 x 2 inches) from the
lower intake manifold flanges at the front right side of the
engine (see Figure 5.05-55).
5.05-30
PRECHAMBER
REGULATOR
///~I
o all I /
o I II
o ~( \ \\
0' '
°t~~
MOUNTING
BRACKET
BRACKET SUPPORT BRACE
(TO BLOCK)
Figure 5.05-54. Prechamber Regulator Mounting
Bracket
7. Slide two longer (1/2 x 2-1/4 inches, with both lock and )
washers) through the two slotted holes in the upper rim of
the regulator mounting bracket (see Figure 5.05-55).
8. Install 3/8 inch spacers on the ends of the caps-
crews. Attach the harness cable clip(s) and thread the
capscrews back into the lower intake manifold flanges.
Wrench tighten.
9. Slide a capscrew (1/2 x 1-1/2 inches, with lock
washer and flat washer) through the large end of the
bracket support brace. Install a 1/2 inch spacer on the
end of the capscrew. With the foot of the brace pointing
downward, thread the capscrew into the crankcase
directly above the open-ended cut at the back of the
magneto drive support bracket. Wrench tighten.
10. Slide a capscrew (3/8 x 2-1/4 inches, with lock
washer and flat washer) through the horizontal slot in
the center of the regulator mounting bracket (see
Figure 5.05-54).
11. Remove the 1/4 inch square head pipe plug from
the front of the right bank intake manifold (bottom).
12. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of a male elbow tube fitting (1/4
inch tube 00). Install the elbow leaving the free end )
pointing towards the front of the engine.
FORM 6248 First EdHion
 FUEL SYSTEM

PRECHAMBER FUEL
SUPPLY TUBE BRACKET
(1/2 X 2" CAPSCREW)

INTAKE
MANIFOLD\

AIR/GAS SYSTEM TUBE PRECHAMBER REGULATOR

CLIP BRACKETS MOUNTING BRACKET
(1/2 X 1-3/4" CAPSCREW) (1/2 X 2-1/4" CAPSCREW)

Figure 5.05-55. Intake Manifold Flange Attachments - Right Bank

13. Install the balance line (1/4 inch tube 00) between NOTE: Reattach both ends of each tube before tighten-
the intake manifold (male elbow tube fitting) and the ing.
prechamber regulator pressure port (male connector)
(see Figure 5.05-56).

i
/ Figure 5.05-56. Prechamber Regulator - Front Right

FORM 6248 First Edition 5.05 - 31

FUEL SYSTEM

14. Install the fuel supply tube (3/4 inch tube aD) to the 16. Install a retaining clip to the fuel supply tube
prechamber regulator gas outlet port (male elbow) (see downstream (rear) of the union tube fitting. Fasten the
Figure 5.05-57). Tighten the ferrule nut (1-1/8 inch hex) clip to the tube support bracket (1 capscrew, 3/8 x 3/4
to install the union tube fitting on the free end ofthe tube. inch, with flat washer, lock washer and hex nut).

15. Install the fuel supply tube (3/4 inch tube aD)
between the union tube fitting and the cross pipe tee
(male elbow).

PRECHAMBER MANIFOLD
/ (LEFT BANK)

PRECHAMBER MANIFOLD
(RIGHT BANK)

~ '(>
~ "'-CROSS PIPE ELBOW

CROSS PIPE
CROSS PIPE TEE I

~~ ~1lJBESUPPORTBRACKET
)

~/ ~
1lJBECUP
UNION 1lJBE FITTING
I I
FUEL SUPPLY 1lJBE

PRECHAMBER
~ REGULATOR

)
Figure 5.05-57. Prechamber Regulator/Manifold Tube Connections - GL

5.05 - 32 FORM 6248 First Ednion


17. Remove the lower capscrew (1/2 x 2 inches, with
both lock and flat washers) from the intake manifold
flange (see Figure 5.05-55). Slide the capscrew
through the round hole in the bracket. Install the
capscrew back in the intake manifold flange.
18. Finger tighten the ferrule nuts (1-1/8 inch hex) to
attach the fuel supply tube (3/4 inch tube 00) between
the cross pipe tee (male connector tube fitting) and the
right bank prechamber manifold (male elbow).
19. Finger tighten the ferrule nuts (1-1/8 inch hex) to
attach the fuel supply tube (3/4 inch tube 00) between
the cross pipe elbow (male connector tube fitting) and
the left bank prechamber manifold (male elbow) (see
Figure 5.05-58).
Figure 5.05-58. Prechamber Gas Supply - Left Bank
FUEL SYSTEM MAINTENANCE
A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on
the fuel system or severe personal injury or death
could result.
1. Run the engine at idle with no load.
2. Close the gas shutoff valve(s) upstream from the
Fisher 99 main fuel gas pressure regulator(s).
3. Let the engine run. The supply lines are clear when
the engine stops.
If provision has been made for downstream shutoff and
bleed valves:
4. Close the gas shutoff valve(s) upstream from the
) Fisher 99 main fuel gas pressure regulator(s).
5. Close the downstream shutoff valve(s).
FORM 6248 First Edilion
FUEL SYSTEM
A WARNING
Gas vented from engine components must be piped
to a safe area In compliance with all applicable
codes. Disregarding this information could result In
severe personal Injury or death.
6. Open the bleed valve between the Fisher 99
regulator(s) and the downstream shutoff valve(s).
NOTE: Do not change the Fisher 99 main fuel gas
pressure regulator spring adjustment. The regulator
opens in response to decreased outlet pressure, so al/
pressure between the upstream and downstream
shutoff valves is released through the bleed valve.
FISHER 99 REGULATOR FILTER CLEANING AND
INSPECTION
Clean or replace the filter of the Fisher 99 main fuel gas
pressure regulator(s) annually. If clogging is suspected
in the upstream regulator passages, more frequent
cleaning may be required.
Filter Element Removal
1. Loosen the hex nut (5/8 inch) on each end ofthe pilot
chamber supply tube (see Figure 5.05-59). Detach the
pilot supply tube from the brass fitting threaded into the
body of the filter assembly.
PILOT CHAMBER GAS SUPPLY
Figure 5.05-59. Fisher 99 Regulator Fuel Gas Filter
2. Remove the 1-1/8 inch filter head hex nut from the
pilot chamber orifice pipe nipple.
3. Remove the filter assembly. Disassemble as follows:
A. Remove the 1-1/8 inch filter head hex nut from
the filter body.
B. Remove the machine screw securing the filter
element to the filter head.
C. Remove the two flat washers and the filter
element.
5.05-33
FUELSVSTEM

Cleaning/lnspection/Replacement
)
1. Thoroughly wash all parts of the assembly in a
non-volatile cleaning solution or solvent. Blow dry with
low pressure compressed air.
FILTER HEAD
HEX NUT
2. Inspect the filter element for stubborn deposits,
peeling or flaking. Replace as necessary.

Filter Element Installation

1. Reassemble the filter assembly as follows (see
Figure 5.05-60):
FLAT
WASHERS
A. Place the flat washer on the support flange inside
the filter head.

B. Center the filter element on top of the washer.

C. Center the second flat washer on top of the filter

element.

D. Slide the machine screw through the center ofthe

filter element. Thread the screw into the filter
head.
MACHINE
/
SCREW
E. Thread the filter head hex nut onto the filter body.

~/
2. Thread the other end of the filter head hex nut onto
the pilot chamber orifice pipe nipple.
FILTER
BODY
)

~
3. Attach the pilot supply tube to the brass fitting
threaded into the body of the filter assembly. Tighten the
hex nut (5/8 inch) on each end of the pilot chamber
supply tube.
/

\... V
Figure 5.05-60. Fisher 99 Regulator Filter

5.05 - 34 FORM 6248 First Ednion


IGNITION SYSTEM COMPONENTS
The ignttion system consists of the following components:
• CEC Ignition Module/Hall-effect Pickup
• Magneto
• Wiring Harness
• Ignition Coils
• Spark Plug Carriers - GL Engines
• Spark Plugs
CEC IGNITION MODULE
The ignition module functions by using a Hall-effect Pickup
to read magnetic reference marks on a disc attached to the
governor drive gear hub. this method of timing determines
the exact position of the crankshaft. The microcircutt-
based, electronic ignition module interprets the sensor's
impulses to set the optimum ignition timing. The electronic
ignition module directs a precisely timed voltage to the
appropriate coil. Form 6253, Custom Engine Control®
Ignition Module, provides information on the installation,
operation and maintenance of the CEC ignition module.
MAGNETO
The magneto is located at the front right side of the
engine and is driven from the accessory (magneto)
drive gear. The magneto uses solid state electronic
components. Self-generated alternating current is
rectified to direct current and stored within a capacitor.
Silicon controlled rectifiers (SeR's) function as switches
to release the stored energy to the ignition coils. A
trigger coil arrangement produces the voltage needed
to turn the SCR on.
WIRING HARNESS
A flexible wiring harness is used to connect the CEC and
magneto and CEC Ignition Module to the ignition coils. The
wiring hamess uses solder less connectors on the coil
terminals and a multiple pin connector at the CEC and
magneto connections.
IGNITION COILS
One ignition coil is provided for each cylinder. Each coil
is attached to a bracket that is securely mounted to the
upper intake manifold flanges.
FORM 6248 First Edition
SECTION 5.10 - IGNITION SYSTEM
SPARK PLUGS
CAUTION I~3/16
inch reach sp~rk
I. . ...
;::A= ______ plugs must be used with
--1.
13/16 inch reach carriers, and 1/2 Inch reach spark
plugs must be used with 1/2 Inch reach carriers.
Mixing carrier and spark plug components will
cause damage to equipment and/or personal injury.
Service Bulletin 11-2636 announced the release of longer
reach spark plugs (13/16 inch) and longer reach spark plug
carriers (13/16 inch) as a service option on GL engines.
Carriers are marked with the spark plug reach (thread
length) (see Figure5.10-1). Carrier and spark plug size
must be verified prior to installation.
One spark plug is provided for each cylinder. on GL
engines, each spark plug is housed within a spark plug
carrier and fires the rich fuel mixture in the respective
prechamber. The flame torch ignites the lean mixture in the
main combustion chamber. Spark plug life will depend on
the site experience. Table 5.10-3, Table 5.10-4, and Ser-
vice Bulletin 11-2636, list spark plug options available.
SPARK PLUGS
SPARK PLUG CARRIER REMOVAL - GL
-A CAUTION 113/ 16 inch reach sp~rk
I=
.=~:;.::....;;.;:::......::~;::;....:~.
L. . plugs must be used With
13/16 inch reach carriers, and 1/2 inch reach spark
plugs must be used with 1/2 inch reach carriers.
Mixing carrier and spark plug components will
cause damage to equipment and/or personal injury.
13/16 inch reach carriers PIN 209567M (5108GL only) and
209567K (used on all other GL) have been designed to
accommodate the 13/16 inch reach spark plugs. The
carriers are stamped on the upper circumference with part
number and the plug reach size (see Figure5.1Q-1). An
unmarked Waukesha spark plug carrier indicates 1/2 inch
reach.
5.10 - 1
IGNITION SYSTEM

METAL STAMP METAL STAMP

P/N\.: ___
P/N\.:~-.....
SPARK PLUG
AN UNMARKED WAUKESHA CARRIER

,
SPARK PLUG CARRIER
INDICATES 1/2 INCH REACH
/
METAL STAMP SPARK
PLUG REACH

Figure 5.10-1. Spark Plug Carriers

5.10 - 2 FORM 6248 First Edttion

 IGNITION SYSTEM

5. Remove two O-rings from the spark plug carrier (see

A WARNING Figure 5.10·4).
Ensure that the fuel source is completely shut off
prior to working on fuel system components. Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe Injury or death could result.

-A CAUTION 1 ~park plug carrier re- Q-RINGS

=
..
I =~=..;..;;;;....;...:;..;;;;..;~. moval without the spe-
~Q
L.

cial tool may result In damage to the tangs of the

spark plug carrier. Disregarding this information ~
could result in product damage and/or personal
injury

A WARNING
The spark plug carrier becomes extremely hot
during engine operation. Allow the spark plug
carrier to cool prior to handling, to prevent severe
personal Injury.

4. Using the spark plug carrier removal tool (Tool

PIN 494289 for Non eSA, and PIN 474023 for eSA,
(see Figure 5.10-2 and Figure 5.10-3), remove the
spark plug carrier.
Figure 5.10-4. Install Spark Plug Carrier

NOTE: Whether through corrosion, stress or use of

the incorrect tool, the tangs of the spark plug carrier
may break, rendering the Spark Plug Garrier Remover
(Tools PIN 494289 for Non GSA, and PIN 474023 for
GSA) ineffective. Therefore, a Spark Plug Carrier
Extractor has been made available to remove broken
spark plug carriers (Tool PIN 474008) (see
Figure 5. 10-5). The special tool has a tapered, fluted
OD allowing it to be screwed counter-clockwise into
Figure 5.10·2. Spark Plug Carrier Removal Tool
the carrier ID. Tightening the tool locks it in the carrier
bore and then turns the carrier to free it from the
cylinder head.

Figure 5.10-5. Spark Plug Carrier Extractor Tool

Figure 5.10-3. Spark Plug Carrier Removal Tool

FORM 6248 First Edilion 5.10 - 3

IGNITION SYSTEM

A CAUTION I
SPARK PLUG CARRIER INSTALLATION - GL
NOTE: Excessive lubrication of the spark plug carrier
I..
L.
Stainless steel precham-
==.....;:;..:....:~..:....:-=-.:....:.J.
ber seal (PIN 2095620) )
must be used with the prechamber cup when
O-rings may cause the spark plug to foul. torquing the spark plug carrier to 275 - 280 ft-Ib (373
1. Apply Parker Super O-Lube® to two new O-rings - 380 N·m) (with FEL-PRO® C5-A®, Part No. 51005
and install them to the outside of the spark plug carrier anti-seize compound applied to threads) or dam-
(see Figure 5.10-6). age to equipment will result.

4. Fit the bottom notch of the spark plug carrier

removal tool (PIN 494289 for Non CSA and PIN
474023 for CSA) into the upper groove of the spark
SPARK PLUG
plug carrier and turn clockwise). Torque the spark plug
/ CARRIER carrier to 275 - 280 ft-Ib (373 - 380 N'm) (with
FEL-PRO® C5-A®, Part No. 51005 anti-seize com-
pound applied to threads).

NOTE: Previous torque values for spark plug carriers

was90-95ft-lb (41 -43N-m) (with FEL-PRO® C5-A®,
Part No. 51005 anti-seize compound applied to
threads). A copper prechamber seal (PIN 2095628)
was used with the prechamber cup.

SPARK PLUG CARRIER REMOVAL - CSA

I'":... CAUTION I
=A= ______ Do not pull on the spark
plug cables to remove
--1.
the spark plug connectors. Pulling on the cable may
loosen or detach the terminal connection within the )
Teflon® tube.

Figure S.10-6.lnstaU Spark Plug Carrier 1. Disconnect the spark plug connector from the coil.

2. Remove three capscrews, lock washers and coil

I.=A. CAUTION I
from the coil adapter.
Do not apply FEL-PR~®
L. C5-A® to any holes In
='---'=...;;..;;:;....;;.;;...;;;..;;...;;..J. 3. Remove three capscrews, washers and coil adapter
the spark plug carrier or damage to equipment will from the spark plug carrier.
result.
4. Remove spark plug extension from the spark plug
2. Apply FEL-PRo® C5-A®, Part No. 51005 anti- carrier.
seize compound to entire O.D.of the threads of the
spark plug carrier.

3. Thread the spark plug carrier into the cylinder head

bore. The spark plug carrier and prechamber cup must
make metal-to-metal contact.

A CAUTION I
I=..
L.
Spark plug carrier instal-
lation without the special
=......;_-0._ _ _......
tool may result in damage to the tangs of the spark
plug carrier.

5.10 - 4 FORM 6248 First Edition

 IGNITION SYSTEM

5. Remove the spark plug from the spark plug carrier SPARK PLUG CARRIER INSTALLATION - CSA
(see Figure 5.10-7).
A CAUTION 1 ~o not apply FEL-PRO®
=~=..;...;:;.....;;...;;...;:;...;~.

D
1 C5-A® to any holes In

PLUG/~ ~
.L .::
. .
the spark plug carrier or damage to equipment will
SPARK resuh.
CONNECTOR
1. Apply FEL-PRO® C5-A®, Part No. 51005 anti-
~ 1'-'-.' seize compound to entire O.D.of the threads of the
COIL ii spark plug carrier.
c:::> -',1

O-RIN/ [J SPARK PLUG

EXTENSION
2. Thread the spark plug carrier into the cylinder head
bore. The spark plug carrier and prechamber cup must
make metal-to-metal contact.

/ A CAUTION
o
1 1Spark plug carrier instal-
.. latlon whhout the special
tool may result In damage to the tangs of the spark
plug carrier.
I /SPARK PLUG

A CAUTION 1 Stainless steel precham-

, COIL 1 ..
=
L. =~..:.....::..;:;...:....::..;:;.~. ber seal (PIN 2095620)

~/ADAPTER must be used with the prechamber cup when

torquing the spark plug carrier to 275 - 280 ft-lb (373
- 380 N·m) (with FEL-PRO® C5-A®, Part No. 51005
8-- , anti-seize compound applied to threads) or dam-

[j ~~
age to equipment will result.

3. Fit the bottom notch of the spark plug carrier

removal tool (PIN 474023 for CSA) into the upper
~/CARRIER groove of the spark plug carrier and turn clockwise ).
Torque the spark plug carrier to 275 - 280 ft-Ib (373 -

~~O-RINGS
c::>
Figure 5.10-7. CSA Spark Plug
6. Fit the bottom notch of the spark plug carrier
removal tool (PIN 474023 for CSA) into the upper
groove of the spark plug carrier and remove the spark
plug carrier.
380 N·m) (with FEL-PRO® C5-A®, Part No. 51005
anti-seize compound applied to threads).
NOTE: Previous torque values for spark plug carriers
was 90 - 95ft-lb (41 - 43 N'm) (with FEL -PRo® C5-A®,
Part No. 51005 anti-seize compound applied to
threads). A copper prechamber seal (PIN 2095628)
was used with the prechamber cup.
A CAUTION 113/16 inch reach sp~rk
1 ==--.;;;;.;;....;;..;;;...;;...;;.;:;...;~. plugs must be used With
.
L..; . .

13/16 Inch reach carriers. Mixing carrier and spark

plug components will cause damage to equipment.

4. Obtain a set of new spark plugs.

1.
A CAUTION 1The spark plug gasket
==---"_....::._:....::_--'.
L.. . must be properly seated
to seal the combustion chamber and transfer heat
from the plug.
)
5. Install the steel gasket on the spark plug. Use only
new steel gaskets. Verify that the gasket is flat against
the gasket seat.

FORM 6248 First Ednion 5.10 - 5

IGNITION SYSTEM

6. Install the terminal nut. 10. Apply Dow Corning-4 electrical insulating com-
pound on boot I.D. Install spark plug extension assem-
7. Set the spark plug gap to 0.010 - 0.013 inch bly to spark plug.
(O.254 - 0.330 mm).
11. Install the coil adapter on the spark plug carrier with
NOTE: A standard wire gauge should be used for "J" three capscrews and washers.
type spark plugs.
12. Install a new gasket on the coil adapter.
A CAUTION I
I=.a=~=...:..;::.....::....:..=~.
L.
Do not use oil or antl-
seize compound on the
13. Install the coil on the coil adapter with new gasket,
three screws, and lock washers.
spark plug threads. The spark plug may be overtor-
qued If oiled. Overtorqulng distorts the spark plug 14. Connect the spark plug connector to the coil.
and may crack the ceramic construction. Anti-seize
compound may foul the firing tip, resulting in a plug SPARK PLUG REMOVAL
shorted to ground.
1. Detach the spark plug cable from the cable clip
mounted on the rocker arm cover. Remove the rubber
A CAUTION I
I=.a=~=-::-::.....::....:..=~.
L.
The presence of oil or
grease on the ceramic
insulator of the spark plug can cause flashover.
boot from the coil terminal connection (see
Figure 5.10-8 and Figure 5.10-9). Remove the spark
plug cable from the ignition coil.
Flashover, a condition where the spark fails to jump
the gap because of an easier path to ground, resuHs 2. Remove the rubber recess cover from the spark plug
in misfire. carrier bore.

A CAUTION I~o
8. Verifythatthe spark plug is clean. If necessary, use a
Dielectric solvent to remove any grease or oily finger-
prints.
I'":.=.a=----' not pull on the spark
;.....----';.....__---'.
plug cables to remove
the spark plug connectors. Pulling on the cable may
loosen or detach the terminal connection within the )
A CAUTION IIf the spark plug is under
I.a Teflon® tube. Disregarding this Information could
tightened, sufficient heat result in product damage and/or personal Injury
may not be transferred to the water jacket, resulting
in an overheated plug. overtorqueing can distort 3. Holding onto the Teflon® tube, remove the spark
the spark plug, stretch the thread area, crack the plug connector from the spark plug terminal nut.
ceramic construction or increase the point gap,
resulting in misfire, hard starting and/or poor 4. Refer to Table 1.15-1 and select the proper spark
engine operation under load. plug tools. Remove the spark plug from the spark plug
carrier bore.
9. Torque the spark plug to 40 - 45 ft-Ib (54 - 61 N'm) Table 5 10-1 Spark Plug Tools
dry.
TOOLP/N TOOL DESCRIPTION
Spark Plug Socket/Ext. (1 inch socket with 10
A CAUTION IBy ml~slng the threaded
I=.a='---''-'-.;;..;;;....;;...;;....;;;...;;...;..,. 1671640 inch extension. for Shielded, eSA wi F.M. coils)
L. hoi e In the spa rk plug
Spa\< Plug Socket (NEW)~nch Socket 15-1/2
carrier bore, the spark plug gap may be Inadvertent- 475037 inch long wjrubber insert) . ned to fit CM3I"
ly closed or altered. Exercise caution to avoid siandl'nl and spark and plug extension)
bumping the electrodes into the spark plug carrier
counterbore.

5.10 - 6 FORM 6248 First Edition

 IGNITION SYSTEM

SPARK PLUG CABLE SPARK PLUG CABLE

~ ~CLIP

~
~CLlP

~~
CABLE CABLE

" ~ COIL " COIL

~BOOT
TERMINAL
,.
TERMINAL
BOOT

I. I
I
I I

RUBBER
,IGNITION
COIL

RUBBER
-'_
,
IGNITION
COIL

RECESS RECESS
COVER COVER

" "
TEFLON® TEFLON®
SPARK PLUG SPARK PLUG
CONNECTOR", CONNECTOR",

SPARK
PLUG
BOOT

/
e/ TERMINAL
NUT
e/ TERMINAL
NUT

STEEL
GASKET
STEEL
GASKET
0/
0/
Figure 5.10-9. Install Spark Plug/Connections PIN
Figure 5.10-11. Install Spark Plug/Connections 211357H Extension

,
)

FORM 6248 First EdHion 5.10 - 7

IGNITION SYSTEM

Table 5.10-2. Spark Plug Troubleshooting

FIRING TIP CONDITION REMEDY
APPEARANCE
Ught castinR of whitish ash, Normal with medium to high ash lube oils
uniform y deposited No change; reflects a healthy operating cylinder

High oil consumption Change engine lube oil type

Excessive ash build-up
Excessive ash build-up
Black oil fouling depOSits
Gap bridging
Carbon fouling
Electrode burning
Wear on side electrodes
Aluminum contamination
Bright blue or green deposits
Wrong lube oil; ash content too high Change engine lube oil type
Poor oil control around valve guides and piston rings Inspect and replace wom parts as necessary
Poor oil control around valve guides and piston rings Replace worn parts as necessary
Engine 100 lightly loaded Adjust engine load
Add fuel filter
Contaminated or "dirty" fuel gas
Use more "open" electrode type plug
Spark plug firing tip temperature too low Change plug heat range
Engine too lightly loaded Adjust engine load
High oil consumption Inspect and replace worn parts as necessary
Spark plug firing tip temperature 100 high Change plug heat range
Reverse polarity Reverse ignition coil wiring
Inspect piston crowns with borescope; replace
worn parts as necessary
Engine operated with severe detonation resutting in
piston damage Check ignition timing, fuel gas octane
Reduce engine load
Oxide of cobalt fouling from burning of Stellite® on
valves and seats Replace valves and seats

NOTE: 1. If any ofJ!1ze above conditions exist, be sure to correct the cause before installing new spark plugs.
2. "Stellite is a registered trademark of Stoody Deloro Stellite, Inc. n )
SPARK PLUG INSPECTION
.-:-------,
A. CAUTION 11/2 inch reach spark
1. . plugs must be used with
Inspect the condition of the spark plugs paying particu-
lar attention to the firing tip. Spark plugs often yield 1/2 inch reach spark plug carriers. Mixing spark
visual clues to abnormal conditions existing in the plug carrier and spark plug components will cause
engine's power cylinders. Your observations also can damage to equipment. Disregarding this informa-
be used as a guide in establishing the proper service tion could result in product damage and/or person-
interval. See Table 5.10-2. al injury

Table 5.10-3.1!2lnch Reach Spark Plugs (Used With l!2lnch Reach Spark Plug Carriers Only)
SPARK THRB HEX REACH GAP GASKET APPUCATION
PLUG
0.020 in
PiN 60999F 18mm 0.875 1/2 in (0.508 mm) Yes Standard for GIGSI model used wtth: CEC. A~ III, FM9000

0.020 in
P/N60999G 18mm 1.000 1/2 In (0.508 mm) Yes GiGSI Provisior for spa1< plug mounted coil. FM9000 - GSA

18mm 1/2 in 0.020 in Yes

P/N60999H 0.875 (0.508 mm) GIGSI - Shielded CEC - GSA

0.010 in Yes
P/N60999M 18mm 0.875 1/2 in (0.254mm) Standard for GL CEC ignttion

0.010 in
PIN 60999N 18mm 1.000 1/2 in (0.254mm) Yes GL Provision for spark plug mounted coil, FM9000 - CSA

0.010 in
PIN 60999R 18mm 0.875 1/2 in (0.254 mm) Yes GL ProviSion for spark plug mounted coil, Alt III -CSA

Spark plug size 18 mm with 1/2 inch reach

NOTE:' Torque to 40 - 45 ft~b dry (54 - 61 N·m) Use steel gasket PIN 499865.
** When a shielded ignition system is used, tighten aIrconnector nuts and spark plug extensions finger tight plus 1/8 to 1/4 tum. Do not
touch terminal connectors with bare fingers and make sure all paJts are clean before assembling them. AJI knurled connections on
shielded magnetos and coif should be finger tightened only.

5.10 - 8 FORM 6248 First Edttion

 IGNITION SYSTEM

A CAUTION 1~HP GL 13/16 Inch reach

1 ==-.;;;;.;;....;;.;;:;...;;..;:....::...c~. spark plugs must be
L..

used with 13/16 inch reach spark plug carriers.

Mixing spark plug carrier and spark plug compo-
nents will cause damage to equipment and/or
personal injury.
Table 5 10-4 VHP GL 13/16 Inch Reach Spark Plugs (Used With 13/16 Inch Reach Spark Plug Carriers Only)
SPARK THRB HEX REACH GAP GASKET APPLICATION
PLUG
0.010 in Non-shielded GL (Used with PIN 69694 "Btue Coil")
P/N60999S 18mm 0.875 13/16 (0.254mm) Yes (4 ground) (nickel)
0.010 in Non-shielded GLJ.USed with PIN 69694 "Blue Coil")
P/N60999W 18mm 0.875 13/16 (0.254 mm) Yes (" type) (platinum)
0.010 in Non-shielded GL (Used with PIN 69694 "Blue Coil")
PIN 60999T 18mm 0.875 13/16 (0.254mm) Yes ("J" type) Qridium/platinum)
0.010 in
PIN 60999U 18mm 0.875 13/16 (0.254 mm) Yes Shielded GL (Used wnh PIN 696940 coil)

PIN APPLICATION
13/16 INCH SPARK PLUG CARRIERS 209567M Used on 51 08GL only
209567K Used on 5790GL and 7042GL
NOTE: * Torque 10 40 - 45 ft-lb dry (54 - 61 N·m). Use steel gasket PjN 499865.
.. When a s,hie/dec/ ignition s~m is used, tighten all connector nuts and spark plug extensions finger light plus 1/8 to 1/4 tum. Do not
touch termInal connectors With bare fingers and make sure all parts are clean before assembling them. All knurled connections on
shIelded magnelos and coil should be finger tightened only. .
-Refer to S8 11-2636 for additional GL spark plug information. .

SPARK PLUG INSTALLATION
A CAUTION 113/ 16 inch reach sp~rk
1=
..
=c...::..:;....:..::.....:....;;..;;::;..;~. plugs must be used with
L..
13/16 inch reach carriers, and 1/2 inch reach spark
plugs must be used with 1/2 Inch reach carriers.
Mixing carrier and spark plug components will
cause damage to equipment and/or personal injury.
1. Obtain a set of new spark plugs (see Table 5.10-3
and Table 5.10-4) verify which size carrier is present
and use the correct size spark plug, see Caution above
and Figure 5.10-1.
2. Before installing the spark plugs, verify spark plug
carrier torque is 275 - 280 ft-Ib (373 - 380 N·m) (with
FEL-PRO® CS-A®, Part No. 51005 anti-seize com-
pound applied to threads). The required torque is
necessary for proper grounding and maximum heat
transfer.
A CAUTION 1The spark plug gasket
1==-...;;;.:.....:=....;;..;:....::....;;..;:..J. must be properly seated
L.
5. Set the spark plug gap to 0.010 - 0.013 inch
(0.254 - 0.330 mm).
NOTE: A Spark Plug Gapping tool (Tool PIN 494421) is
available to facilitate the gapping of Champion plugs
with 4 side electrodes. Slide the hollow tip of the tool
over the center electrode and bend the side electrodes
to contact the sleeve. A standard wire gauge should be
used for "J" type spark plugs.
A CAUTION 1D~ not use oil or antl-
1==-...;::..:...:..;::....;:...:....:::....:~. seIZe compound on the
L.
spark plug threads. The spark plug may be overtor-
qued if oiled. distorts the spark plug and may crack
the ceramic construction. Anti-seize compound
may foul the firing tip, resuHing in a plug shorted to
ground. Disregarding this information could result
in product damage and/or personal injury
A CAUTION 1The presence of oil ~r
1==---=..:...=-=:....;:..:..:::....:~. grease on the ceramic
L.

insulator of the spark plug can cause flashover.

to seal the combustion chamber and transfer heat
from the plug_ Disregarding this Information could
result In product damage and/or personal InJury
I 3. Install the steel gasket on the spark plug (see
/
Figure 5.10-8). Use only new steel gaskets. Verify that
the gasket is flat against the gasket seat.
4. Install the terminal nut.
Flashover, a condition where the spark fails to jump
the gap because of an easier path to ground, results
in misfire. Disregarding this information could
resuH in product damage and/or personal injury
6. Verify that the spark plug is clean. If necessary, use a
Dielectric solvent to remove any grease or oily finger-
prints.

FORM 6248 First Ed~ion 5.10 - 9

IGNITION SYSTEM

=A CAUTION I
I.. I! the spark plug.is under
L... ='--'-_.;;.........;;....::..--'....1. tightened, sufficient heat
may not be transferred to the water jacket, resulting
in an overheated plug. Exceeding the torque value
can distort the spark plug, stretch the thread area,
crack the ceramic construction or increase the
pOint gap, resulting in misfire, hard starting and/or
poor engine operation under load. Disregarding
this information could result in product damage
and/or personal injury
7. Torque the spark plug to 40 - 45f1-lb (54 - 61 N'm) dry.
9. Position the spark plug recess cover as shown in
Figure 5.10-10.
10. Do not pull the rubber vent cap on the spark plug
recess cover, back too far. If the rubber vent cap is
pulled back too far, it will tear off completely.
11. The rubber vent cap is pre-cut at the factory, but
needs to be pulled back initially, to insure proper
operation. About half of the rubber vent cap circumfer-
ence is cut, the remaining half acts as a rubber hinge.

CAUTION IBy mi~sing the threaded

12. Using your thumb, gently pull the rubber vent cap

I==--=....:..;::....::....:..:::...;~.
A
.L..;. . hole In the spark plug
carrier bore, the spark plug gap may be inadvertent-
towards the center hole of the spark plug recess cover
until the vent hole is exposed (see Figure 5.10-11).

ly closed or altered. Exercise caution to avoid

bumping the electrodes into the spark plug carrier
counterbore. Disregarding this information could RUBBER
VENT CAP
result In product damage and/or personal InJury
NOTE: The rubber boots must be installed on the spark
plug extensions. These boots prevent flashover from
the spark plug insulators.
8. On P/N211357H extensions, apply Dow Corning-4
Dielectric grease on boot 1.0. Install cable assembly to
spark plug (see Figure 5.10-9).
NOTE: The rubber recess cover keeps dirt and debris
out of the spark plug well and functions as a rain shield
)
for those engines that are outside. Any accumulation of
rain water in the spark plug well can short out the spark
plug, resulting in a misfire or a stalled engine. Figure 5.10-11. VHP Spark Plug Recess Cover Vent
Cap
NOTE: Before installing VHP spark plug recess covers,
(see Figure 5.10-10), check to be sure that the rubber
vent caps are opened. If the rubber vent caps are not 13. During normal operation, pressures generated in
opened, the spark plug recess covers and spark plug the spark plug recess will vent through the vent hole in
extensions, may pop off the spark plugs, due to the spark plug recess cover. During venting of pressure,
pressure build up. This condition may cause engine the upper half of the rubber vent cap will pop up, and
misfire. Proper installation will insure that the spark plug then return to the closed position
recess covers remain in place, preventing dirt and
moisture from entering the spark plug recess. The NOTE: Release the upper half of the rubber vent cap.
following procedure will insure proper installation. the cap should return to the closed position.

NOTE: If the rubber vent cap is torn off, the spark plug
recess cover should be replaced, when it is to be used in
outdoor environments.

14. Attach the spark plug cable to the ignition coil. Make
sure that the cable terminal connection bottoms out in
the coil contact well. Fit the rubber boot over the coil
terminal connection. On PIN 211357H extensions,
insure the rubber boot is fitted over the upper end of the
spark plug extension. Secure the cable by snapping it
into the cable clip mounted on the rocker arm cover.

Figure 5.10-10. VHP Spark Plug Recess Cover

5.10 -10 FORM 6248 Firs! Ed~ion

 IGNITION SYSTEM

SPARK PLUG EXTENSION REPAIR connector. Remove the spark plug cable from the
connector, if attached.

I LIt. CAUTION IPulling on the spark plug NOTE: To install a new spark plug cable, peel back the
.L .:
. =:........;=...;;.;;;....::....:;...;;;...;~.
. cable may loosen or de-
tach the cable terminal connection within the insulation on one end 5/16 inch (7.9 mm). Remove any
Teflon® flashover protector tube. Disregarding this
excess material. Twist the ends of the wires together to
information could result In product damage and/or
form a tight prong. Slide the Teflon® sealing plug on the
personal injury spark plug cable.

To repair a loosened or detached terminal connection or
to install a new spark plug cable, proceed as follows:
1. Move the rubber recess cover about half way down
the spark plug connector tube (see Figure 5.10-12).
4. Insert the stripped end of the cable into the top of the
spark plug connector tube (see Figure 5.10-12). Slide
the wire prong through the hole in the center of the tube
insert. Verify that all wires can be seen on the spark plug
side of the connector tube.

5. With a firm grip on the cable, thread the terminal

SPARK PLUGJlGNmON
COIL CABLE
/0 screw into the tube insert using a 3/8 inch (10 mm) deep
well socket or a #2 x 4 inch Phillips screwdriver.

6. Seat the Teflon® sealing plug in the recess at the top

of the connector tube. Verify that the plug is tight.

7. Exert several pounds of pulling force on the cable to

verify that the wire is locked in place.
PLUG
8. Move the rubber recess cover to tAe top of the spark
plug connector tube. Attach the connector to the spark
plug. The spark plug connector should snap onto the
terminal nut. A good friction fit is required. Replace the
TEFLON® SPARK PLUG
CONNECTOR TUBE", spark plug connector if the condition of the terminal nut
connection socket results in a loose fit.

9. F~ the rubber recess cover into the top of the spark plug
carrier. Replace the recess cover if damaged or missing.

NOTE: The rubber recess cover keeps dirt and debris

out of the spark plug well and functions as a rain shield
for those engines that are outside. Any accumulation of
rain water in the spark plug well can short out the spark
plug, resulting in a misfire or a stalled engine.

10. Attach the spark plug cable to the ignition coil. Make
sure that the cable terminal connection bottoms out in the
coil contact well. Fit the rubber boot over the coil terminal
WIRE
PRONG connection. Secure the cable by snapping it into the
cable clip attached to the rocker arm cover capscrew.
TERMINAL
SCREW~a
TERMINAL NUT ___
CONNECTION SOCKET

Figure 5.10-12. Spark Plug Connector Tube

2. Remove the sealing plug from the end of the

connector tube and slide it about 9 inches (229 mm)
down the spark plug cable.

3. Using a 3/8 inch (10 mm) deep well socket, remove

the terminal screw from the spark plug side of the

FORM 6248 First Edition 5.10-11

IGNITION SYSTEM

IGNITION COILS
)
Inspect and test the ignition coils once each year.

1. Detach the spark plug cable from the cable clip

mounted on the rocker arm cover. Remove the rubber
boot from the coil terminal connection. Remove the
spark plug cable from the ignition coil.

2. Remove the ignition coils from the mounting brack-

ets attached to the upper intake manifold flanges (2
capscrews per bracket, 5/16 x 5/8 inch, with shakeproof
washers and hex nuts) (see Figure 5.10-13).

3. Remove all oil, grease and dirt from the ignition coils.
Pay particular attention to the area around the primary
terminals.
TRIANGULAR SHAPED
BRACKET
4. Carefully inspect the ignition coils for cracks or other
obvious damage. Replace as necessary.
o
5. Thoroughly clean the ignition coil contacts. Use a
soft brass wire brush if corrosion or an accumulation of
dirt is present. Inspect the contacts for damage.

6. Check the ignition coils with reliable test equipment.

Replace the coil if its serviceability is in doubt.

9"RAlL

10-1/8" RAIL

Figure S.1o-13.lgnition Coli Brackets

5.10 -12 FORM 6248 Rrst Edition

 IGNITION SYSTEM

CAUTION I
I A=......;;;.;;...~_.:....::_--'.
Do. not mix long duration 8. Use a 3/8 inch socket to attach the wire harness
L.
• .:
.. cOils (red) and standard leads to the ignition coil. The lead with the yellow collar
Ignition coils (blue). Substitute the standard igni- is negative (-), the lead with the blue collar is positive
tion coils for the long duration colis in complete (+). To find the location of the negative and positive
sets only. Disregarding this Information could terminals on the coil, look for the stamp on the side of the
result in product damage and/or personal injury. bottom lip (see Figure 5.10-16). A tag on each positive
lead identifies the cylinder to which the leads are to be
7. Fasten the ignition coils to the mounting brackets (2 attached.
capscrews per bracket, 5/16 x 5/8 inch, with shakeproof
washers and hex nuts) (see Figure 5.10-14 and
Figure 5.10-15). Check each coil and bracket for
mounting security.

;---~:-----------~+.-~

Figure 5.10-14. Prechamber Manifold Bracket- Figure 5.10-16. Call (PIN 69694, Blue Call)
Front Left

IA
..
CAUTION I Do not reverse the polar-
ity of the ignition colis.
The spark plugs will not fire and fouling or missing
will occur. Disregarding this information could
result in product damage and/or personal injury.

9. Verify that the wiring to each ignition coil is properly

installed.

10. To help seal out moisture and prevent corrosion,

Dow Corning-4 Dielectric grease on the high tension
connectors between the coils and the spark plug
connectors.

Figure 5.10-15. Ignition Call Brackets

FORM 6248 First Ed~ion 5.10 -13

IGNITION SYSTEM
IA
..
CAUTION I A poor common ground
for the Ignition coils can
cause misfiring. Disregarding this information
could result in product damage and/or personal
injury.
11. Verify that the four ground wires leading from the
#1 L. #6L, #1 Rand #6R negative coil leads are properly
grounded to the coil mounting bracket capscrews (see
Figure 5.10-17).
Figure 5.10-17. Triangular Ignition Coil Bracket
12. Inspect the condition of the spark plug cable.
Obtain a new spark plug connector assembly if the
cable is damaged.
13. Attach the spark plug cable to the ignition coil. Make
sure that the cable terminal connection bottoms out in
the coil contact well. Fit the rubber boot over the coil
terminal connection. Secure the cable by snapping it
into the cable clip attached to the rocker arm cover
capscrew.
5.10 -14
WIRING HARNESS
)
WIRING HARNESS REMOVAL
Replace the ignition wiring harness once each year. If
the engine is installed indoors, this time frame may be
extended provided that no defects are found after a
careful examination.
NOTE: GEG ignition is now standard. This task refer-
ences both GEG and magneto systems.
1. Verify that the ignition switch is turned to the "OFF"
position.
A WARNING
Ifthe ignition switch is left in the ON position when a
CEC ignition module is disconnected, then the
spark plugs may fire when the ignition system
harness Is reconnected, and could cause severe
personal injury or death.
A WARNING
If the "G" lead is not grounded, the magneto
remains "hot," which means that the capacitor(s)
will have a stored voltage. Depending upon where
the voltage is released during assembly, and )
whether the engine has been purged of unburned
gas, the risk of personal injury or death exists in the
form of electrical shock, unexpected rotation of the
crankshaft and/or an exhaust gas explosion.
Before connecting the ignition harness (to the coils) to
the CEC ignition module, discharge the storage capaci-
tor to ground. Attach one end of a wire lead to the
crankcase and then touch the other end to the harness
connector pins on the CEC, one at a time. A snap is
heard when a capacitor discharges.
A WARNING
As a safety measure, ground all the pins. Some
breakerless Ignition systems have more than one
storage capacitor. Severe personal injury or death
could result.
NOTE: If the ignition switch is in the OFF position, the
capacitor is immediately grounded when the ignition
harness is reconnected to the GEG ignition module.
2. Detach the wire harness "G" lead from the #9
terminal on the terminal block in the junction box. Note
the location and mark wire prior to removal.
3. Loosen the sleeve and detach the ignition wiring
harness from the mag pin connector.
4. Use a 3/8 inch socket to remove the wire harness
leads from the ignition coils.
FORM 6248 First Edition
 IGNITION SYSTEM

5. Remove the four ground wires leading from the #1 L, 6. Remove the lower intake manifold flange capscrews
#6L, #1 Rand #6R negative coil leads from the coil to detach the wire harness cable retaining clips (see
mounting bracket capscrews (see Figure 5.10-17 and Figure 5.10-19).
Figure 5.10-18).

5R

4R
+
"
GROUND
TO COIL
BRACKET

RIGHT 3R
BANK

2R Figure 5.10-19. Harness Cable Clip - Front Right

7. Remove the ignition wiring harness from the engine.

flO 8. Spread out the harness on a clean flat surface.

L __ \R
PIN CONNECTOR PLUG
(TO CEC OR MAGNETO) \
WIRING HARNESS INSPECTION

1. Inspect the wiring harness for burned, chafed, frayed

or cracked insulation. Look for cracks, cuts, tears, oil
contamination or any other damage that can cause a
short to ground.
GROUND TO
COIL BRACKET
1---- 2. Inspect the harness for pinched, broken or frayed
I lL
~:;;iIIi~
I wires.

3. Look for loose, damaged or corroded ignition coil

contacts. Use a soft brass wire brush if corrosion or an
2L
accumulation of dirt is present.

4. Check the condition and security of the harness

3L 3 +
cable plug and receptacle connection.

LEFT 5. Replace the harness if damaged or deteriorated.

BANK

4L
6. If the wiring harness can be reused, verify that all
wire exits and sleeve junctions are securely taped to
keep out moisture and dirt. Thoroughly seal or plug all
wire exits with Dow Corning RlV #734 or equivalent.
5L +
GROUND
TO COIL

)
L ---- ~~I::+~~7CKET
6L

Figure 5.10-18. Wire Harness Assembly

FORM 6248 Firs! Edition 5.10-15

IGNITION SYSTEM
WIRING HARNESS INSTALLATION
NOTE: GEG ignition is now standard. This task refer-
ences both GEG and magneto systems.
A WARNING
Ifthe Ignition switch is left in the ON position when a
CEC Ignition module is disconnected, then the
spark plugs may fire when the ignition system
harness is reconnected, and could cause severe
personal Injury or death.
Before connecting the ignition harness (to the coils) to
the GEG ignition module, discharge the storage capaci-
tor to ground. Attach one end of a wire lead to the
crankcase and then touch the other end to the harness
connector pins on the GEG, one at a time. A snap is
heard when a capacitor discharges.
A WARNING
As a safety measure, ground all the pins. Some
breakerless ignition systems have more than one
storage capacitor. Severe personal injury or death
could result.
5.10 -16
NOTE: If the ignition switch is in the OFF position, the
capacitor is immediately grounded when the ignition )
harness is reconnected to the GEG ignition module.
1. Verify that the ignition switch is turned to the "OFF"
position.
A WARNING
If the "G" lead is not grounded, the magneto
remains "hot," which means that the capacitor(s)
will have a stored voltage. Depending upon where
the voltage is released during assembly, and
whether the engine has been purged of unburned
gas, the risk of personal injury or death exists in the
form of electrical shock, unexpected rotation of the
crankshaft and/or an exhaust gas explosion.
2. Move to the rear right side of the engine and lay the
end of the ignition wiring harness over the lube oil
strainer adapter. The right bank section of the harness
can be distinguished from the left by the pin connector
plug (for hook up to the GEG or magneto) and the long
"G" lead (see Figure 5.10-18 and Figure 5.10-20).
FORM 6248 First Edition
 IGNITION SYSTEM

LEFT BANK GROUND TO COIL

B N F R D L MOUNTING BRACKET
4 PLACES

SWITCH"S" WIRE MUST BE

ATTACHED BETWEEN
THE NEGATIVE
TERMINALS OF THE
SWITCH "A" #1 COILS ON BOTH
ENGINE BANKS

K C P E M J A
RIGHT BANK

* SWITCH - 10 AMP MIN.'

r _______ ~STOM~UPPLIED)
J
DC POWER
JUNCnONBOX

- - -
I 24 VDC NOMINAL
POWER SOURCE
---JL ____________ -o MIN. WIRE SIZE 14AWG

-~~~~====:[P~) ~~ HALL-EFFE
PICKUP
• MAGNETS

1£ CAUTION 1
1. All wires Including "ground" wires muS1 be PIN CONNECTORS' A B C D E F K L M N P R
connected to the specific coils as shown.
2. The ground wires should be connected between CYLINDERS 1 6 5 2 3 4 6 1 2 5 4 3
the negative terminal of the coli and one of the coli R L R L R L R L R L R L
bracket mounting capscrews.
3. Ignition wires muS1 not be bundled together with NOTE:' G = Shutdown - J = Ground
product protsctlon syS1em wiring. The left bank
Ignition wiring must be routed around the front of
the engine.

* IF SWITCH IS LEFT CLOSED WITH THE

ENGINE SHUTDOWN, THE IGNmON UNIT WILL
DRAIN ABOUT 0.1 AMP FROM POWER SOURCE.
I
/
Figure 5.10-20. Electronic Ignition System Diagram

FORM 6248 Firs! EdHion 5.10-17

IGNITION SYSTEM

A WARNING
Do not attach the harness pin connector plug to the
magneto. Rapid rotation of the crankshaft will
generate an electrical charge at the coil connec-
tions, which may result in electrical shock and/or
personal injury or death.
3. Moving towards the front of the engine, Position the
cable over the prechamber manifold cross pipe tee,
placing the harness pin connector plug and "G" lead
near the top of the magneto drive assembly (see
Figure 5.10-21 and Figure 5.10-22).

Figure 5.10-22. Wire Harness - Front Right

4. Laying the cable behind the right and left bank lifting
eyes, draw the free end of the harness around the front
ofthe engine over to the left bank side (below the level of
the intake manifold).

5. Attach the cable retaining clips to the wiring harness.

Since the diameter ofthe harness varies, eight light clips
(0.032 inch gauge, 3/8 inch clamping diameter) and 5
heavy clips are used (0.048 inch gauge, 7/16 inch )
clamping diameter) (see Figure 5.10-23).

Figure 5.10-21. Wire Harness - Right Bank -

Carburetor And Intake Manifold Removed For Clarity
LEFT BANK
1L 2L 3L 4L 5L 6L

REAR

HEAVY CLIPS LIGHT CLIPS

(0.048" GAUGE) (0.032" GAUGE)

RIGHT BANK
6R 5R 4R 3R 2R lR

REAR FRONT

LIGHT CLIPS HEAVY CLIPS

(0.032" GAUGE) (0.048" GAUGE)

Figure 5.10-23. Wire Harness Cable Clip Locations

5.10-18 FORM 6248 First Edrtion

 IGNITION SYSTEM

6. Attach the harness cable clips to the lower intake terminals on the coil, look for the stamp on the side ofthe
manifold flange capscrews (see Figure 5.10-23 and bottom lip. A tag on each positive lead identifies the
Figure 5.10-24). cylinder to which the leads are to be attached.

9. Attach the four ground wires leading from the #1 L,

~\GAUGE #6L, #1 Rand #SR negative coil leads to one of the coil
n mounting bracket capscrews (see Figure 5.10-26).
II
II
II
II
II
--,d)
-
CLAMPING DIAMETER

Figure 5.10-24. Retaining Clip

NOTE: The shorter intake manifold flange capscrews

(1/2x 1-3/4 inches) are used with the light gauge clips.
Use the longer capscrews (1/2 x 2 inches) wherever the
heavy gauge hamess cable clips are mounted (see
Figure 5. 10-23). Figure 5.10-26. Triangular Ignition Coli Brackat

7. Attach two heavy gauge cable clips (0.048 inch
gauge, 1/2 inch clamping diameter) to the wiring
harness where it straddles the vee. Secure the clips to
the two 3-1/4 inch support braces fastened to the lifting
eye mounting pads at the front ofthe block (1 capscrew
per clip, 1/2 xl- 1/4 inches, with lock washer and hex
nut) (see Figure 5.10-25).
10. Install the harness cable plug on the magneto pin
connector. The notch in the connector mates with a
groove in the plug to prevent improper installation.
11. Tie wrap the magneto pin connector cable into a
permanent drip loop (see Figure 5.10-27). The drip loop
prevents moisture or rain from entering the magneto.

TIE WRAP
Figure 5.111-25. Attaching Cable Clip Support Braces
CABLE
) DRIP LOOP
8. Use a 3/8 inch socket to attach the wire harness
leads to the ignition coil. The lead with the yellow collar
is negative (-), the lead with the blue collar is positive (+) Figure 5.10-27. Magnato Pin Connector Cable
To find the location of the negative and positive

FORM 6248 First Edition 5.10 - 19

IGNITION SYSTEM
CEC IGNITION MODULE
CEC IGNITION MODULE REMOVAL
1. Verify that the ignition switch is turned to the "OFF"
position.
A WARNING
Hthe ignition switch is left in the ON position when a
CEC ignition module is disconnected, then the
spark plugs may fire when the Ignition system
harness is reconnected, and could cause severe
personal injury or death. . Before connecting the ignition harness (to the coils) to
NOTE: If the ignition switch is in the OFF position, the
capacitor is immediately grounded when the ignition
harness is reconnected to the GEG ignition module.
1. Disconnect the wiring harnesses from the ignition
module (see Figure 5.10-20 and Figure 5.10-28).
Figure 5.10-2B.lgnition Module
2. Disconnect the ground wire from the ignition module.
3. Remove four screws, lock nuts, rubber mounts, and
the ignition module from the mounting bracket (see
Figure 5.10-29).
Figure 5.10-29. Mounting Brackets
4. Remove the mounting bracket from the gear cover.
5.10 - 20
CEC IGNITION MODULE INSTALLATION
1. Verify that the ignition switch is turned to the "OFF"
position.
A WARNING
Ifthe ignition switch is left In the ON position when a
CEC ignition module Is disconnected, then the
spark plugs may fire when the ignition system
harness Is reconnected, and could cause severe
personal injury or death.
the CEC ignition module, discharge the storage capaci-
tor to ground. Attach one end of a wire lead to the
crankcase and then touch the other end to the harness
connector pins on the CEC, one at a time. A snap is
heard when a capacitor discharges.
A WARNING
As a safety measure, ground all the pins. Some
breakerless ignition systems have more than one
storage capacitor. Severe personal Injury or death
could result.
NOTE: If the ignition switch is in the OFF position, the
capacitor is immediately grounded when the ignition
harness is reconnected to the GEG ignition module.
1. I nstall the mounting brackets to the crankcase and
gear cover.
2. Install the ignition module to the mounting brackets
with four screws, lock nuts, and rubber mounts (see
Figure 5.10-29).
3. Connect the ground wire from the ignition module.
4. Connect the wiring harnesses to the ignition module
(see Figure 5.10-20 and Figure 5.10-30).
Figure 5.10-30. Ignition Module
FORM 6248 First Edition
 IGNITION SYSTEM

GOVERNOR DRIVE GEAR/CEC
TIMING DISC (CURRENT PRODUCTION)
GOVERNOR DRIVE GEAR/CEC TIMING DISC
REMOVAL (CURRENT PRODUCTION)
4. Refer to Governor Drive Shaft, Removal and remove
the governor drive shaft from the governor drive
housing (see Figure 5.10-33).

NOTE: Magneto equipped engines will not have a GEG

disc.
1. Place a small oil pan beneath the governor drive
housing and remove the governor drive cover plate (4
capscrews, 3/8 x 3/4 inch, with lock washers; 10
capscrews, 3/8 x 1 inch, with lock washers) and gasket
(see Figure 5.10-31).

Figure 5.10-33. Current Production CEC TIming Disc

5. Remove flex nut and governor drive gear assembly

from the accessory drive gear shaft (see
Figure 5.10-34). Use a rubber mallet. to loosen the drive
gear assembly, if necessary. Move'the assembly to a
suitable workbench.

Figure 5.10-31. Governor Drive Housing

2. Remove the GEG Hall-effect Pickup from the

Governor Drive Housing (see Figure 5.10-32)

Figure 5.10-34. Current Production Governor Drive

Gear

GOVERNOR DRIVE GEAR/CEC TIMING DISC

CLEANING AND INSPECTION
Figure 5.10-32_ Hall-effect Pickup
(CURRENT PRODUCTION)

3. On GEG equipped engines, remove the four nylok
allen head screws, washers and the GEG timing disc
(see Figure 5.10-33). Discard the nylok allen head
screws.
1. Using a soft cloth, remove all dirt, grime, grease and
oil deposits, from the gear and GEG disc.
2. Inspect the gear teeth for chips, cracks and exces-
sive wear. Replace the governor drive gear if necessary.

FORM 6248 First Ed~ion 5.10-21

IGNITION SYSTEM
GOVERNOR DRIVE GEAR/CEC TIMING DISC
INSTALLATION (CURRENT PRODUCTION)
NOTE: If the engine is GEG equipped, perform Steps 1
thru 16. If not GEG equipped, perform Steps 1 thru 3 and
Steps 14 thru 16.
1. Install the No. 8 Woodruff key in the slot on the
accessory drive gear shaft, if removed. Lightly tap the
key to properly seat it in the keyway. Verify that the key is
level.
2. Position the notch in governor drive gear assembly
with the key on the shaft. Install the governor drive gear
assembly onto the accessory drive gear shaft with flex
lock nut (see Figure 5.10-34).
3. Refer to Governor Drive Shaft, Installation, and
install the governor drive shaft on the governor drive
housing (see Figure 5.10-35).
Figure 5.10-35. Current Production Timing Tool
NOTE: Insure that the directional arrow and the
stamped word "ROTATION" on the face of the GEG
timing disc are positioned towards the front of the
engine, so they are visible.
4. Loosely install the CEC timing disc on the governor
drive gear with four new nylok allen head screws, and
washers (see Figure 5.10-35).
5. Locate the first cylinder to fire in the firing order
sequence. Refer to the engine's nameplate for firing
order sequence.
6. Check the engine's nameplate to determine the
exact timing (or most advanced) for the primary fuel.
7. Bar the engine crankshaft over in a counter-clock-
wise direction until the valves of the first cylinder in the
firing order, which is the #1 R cylinder, are at top dead
center (compression stroke).
5.10-22
To determine when this condition exists, watch the rocker
arms and valves on its mating cylinder, #6R. As the
exhaust valves on #6R cylinder are closing, the intake
valves begin to open. At this point, the #6R cylinder is in
valve overlap (all four valves partially open). This means
that all four valves on the #1 R cylinder are fully closed.
The cylinder is now at top dead center (compression
stroke).
NOTE: Timing marks on the flywheel timing tape
should be visible through the timing opening located in
the flywheel housing when approaching top dead center
(TDG) of the first firing cylinder on the compression
stroke (see Figure 5.10-36).
)
Figure 5.10-36. Flywheel Timing Opening
8. Bar the engine over in the direction opposite normal
engine rotation to a pOint at least 30° prior to the point of
desired timing.
9. Slowly bar the engine in the direction of normal
engine rotation, carefully observing the flywheel timing
tape and pointer. Stop rotating the flywheel exactly at
the correct timing desired.
A CAUTION I
I=....
L.
By rotating the crank-
=~:..:;...;;...;;;....;;;...;:...=-.::...:...J.
shaft too fast and then
backing up to the desired timing, the disc drive gear
backlash will be on the wrong side olthe gear teeth.
The timing could therefore be incorrect by several
degrees. Disregarding this information could result
In product damage and/or personal Injury.
FORM 6248 First Ednion
 IGNITION SYSTEM

10. Thread the timing disc alignment tool into the

magneto housing (see Figure 5.10-37).
IA
...
CAUTION I DO NOT turn on the fuel
until the ignition timing
is verified to be at an acceptable setting, to prevent
TIMING DISC possible engine damage. Use a timing IIghtto check
ALIGNMENT TOOL
the ignition timing while the engine is cranking in a
TIMING DISC /
REFERENCE POINT NO-FUEL state. Disregarding this Information

~e=O:::::::::"
could result in product damage and/or personal
injury.
...-----;l........u 0

:@;
14. Apply a fast setting contact-type gasket shellac,
such as 3M Weather Strip Cement, Permatex® High-
© Tac or equivalent, on the gasket surfaces of the
governor drive cover plate. Install a new governor drive

o~
cover gasket.

NOTE: During Step 15, the governor drive cover must

~\
NVLOKALLEN HEAD
SCREW AND WASHER TIMING DISC
Figure 5.10-37. Current Production CEC Timing Disc
11. Loosen the allen head screws, and rotate the timing
disc so the timing disc reference point aligns with the
point of the alignment tool.
12. Once aligned, torque the nylok allen head screws
on the timing disc to 43 - 45 in-Ib (4.86 - 5.08 N·m).
13. Remove the alignment tool and install the
Hall-effect Pickup sensor, Set the gap between the
pickup and the timing disc to 0.040 in. ±0.010 in.
(1.016 mm ±0.254 mm) (see Figure 5.10-38).
first be installed on the ball bearing retainer, four
capscrews and lock washers To prevent the gaskets
from sliding during installation of the governor drive
assembly, allow the gasket shellac to cure. Follow the
manufacturer's recommendations.
15. With the WED partnumberfacing outside, install
the governor drive cover to the ball bearing retainer
(4 capscrews, 3/8 x 3/4 inch, with lock washers) (see
Figure 5.00-21). Install the remaining fasteners (10
capscrews, 3/8 x 1 inch, with lock washers) (see
Figure 5.10-31).
16. On CEC equipped models, refer to eEe Ignition
Module Timing Set (Current Production) and set engine
timing. On Magneto equipped models, refer to Magneto
Static Timing Set, and Magneto Ignition Timing Set, and
set engine timing.

CEC IGNITION MODULE STATIC TIMING SET

(CURRENT PRODUCTION)
1. Locate the first cylinder to fire in the firing order
sequence. Refer to the engine's nameplate for firing
order sequence.

2. Check the engine's nameplate to determine the

exact timing (or most advanced) for the primary fuel.

3. Bar the engine crankshaft over in a counter-clock-

Figure 5.10-38. Current Production CEC TIming Disc
) that all four valves on the #1 R cylinder are fully closed.
wise direction until the valves of the first cylinder in the
firing order, which is the #1 R cylinder, are at top dead
center (compression stroke).
To determine when this condition exists, watch the rocker
arms and valves on its mating cylinder, #6R. As the
exhaust valves on #6R cylinder are closing, the intake
valves begin to open. At this point, the #6R cylinder is in
valve overlap (all four valves partially open). This means
The cylinder is now at top dead center (compression
stroke).

FORM 6248 First Edition 5.10 - 23

IGNITION SYSTEM

NOTE: Timing marks on the flywheel timing tape 8. Thread the timing disc alignment tool into the
should be visible through the timing opening located in magneto housing (see Figure 5.10-40 and
the flywheel housing when approaching top dead center Figure 5.10-41).
(TDC) of the first firing cylinder on the compression
stroke (see Figure 5.10-39).

Figure 5.10-40. Current Production TIming Tool

Figure 5.10-39. Flywheel Timing Opening

4. Bar the engine over in the direction opposite normal TIMING DISC
ALIGNMENT TOOL
engine rotation to a point at least 30' prior to the point of
TIMING DISC /
desired timing. REFERENCE POINT

5. Slowly bar the engine in the direction of normal

engine rotation, carefully observing the flywheel timing
tape and pointer. Stop rotating the flywheel exactly at
o~O )

the correct timing desired.

~ ~
I.A. CAUTION Itoo
By rotating the crankshaft © ~@cf
o~
fast and then backing
up to the desired timing, the disc drive gear backlash
will be on the wrong side of the gear teeth. The timing
could therefore be incorrect by several degrees.
Disregarding this information could result in prod- NYLOKALLEN HEAD
SCREW AND WASHER
~\ TIMING DISC
uct damage and/or personal injury.
Figure 5.10-41. Current Production CEC Timing Disc
6. Remcve the magneto adaptor housing cover.

7. Remove the Hall-eIIect Pickup sensor from the
magneto housing.
NOTE: If you are replacing the timing disc, remove the
old timing disc and replace it with a new one.
9. Loosen the allen head screws, and rotate the timing
disc so the timing disc reference point aligns with the
point of the alignment tool.
10. Once aligned, tighten the allen head screws on the
timing disc to 43 - 45 in-Ib (4.86 - 5.08 N·m).

11. Remove the alignment tool and install the Hail-ef-

fect Pickup sensor as explained in the next section,
"Setting the Air Gap Specification."

12. Refer to CEC Ignition Module Ignition Timing

(Current Production) Set, and set engine timing.

5.10-24 FORM 6248 Firsl Edilion


SETTING THE AIR GAP SPECIFICATION
(CURRENT AND PREVIOUS PRODUCTION)
The correct air gap specification for the Hall-effect
Pickup sensor is 0.040 in. ± 0.01 0 in. (1.016 mm ± 0.254
mm) (see Figure 5.10-42). Follow the steps below to set
the air gap specification between the Hall-effect Pickup
sensor and timing disc.
Figure 5.10-42. Current Production CEC Timing Disc
1. Remove the magneto adaptor housing cover.
2. Using a feeler gauge (see Figure 5.10-42), thread
the Hall-effect Pickup sensor into the magneto housing
until it comes in contact with the feeler gauge.
3. Thread the Hall-effect Pickup sensor as necessary
to set the air gap specification of 0.040 in. ±0.010 in.
(1.016 mm ±0.254 mm) (see Figure 5.10-42).
4. Once the air gap is set, tighten the locking nut
against the magneto adaptor housing.
5. Remove the feeler gauge after locking nut is
tightened.
6. Replace the magneto housing cover.
) CONNECTORS· A B C D E F K L M N P R
FORM 6248 First Ednion
IGNITION SYSTEM
CEC IGNITION MODULE TIMING SET
(CURRENT PRODUCTION)
The ignition module has two 16-position timing switches
located under white plastic caps at one end of the box, one
marked "A" and another marked "9" (see Figure 5.10-43).
Grounding lead "0" in the 7-pin connector to the engine
crankcase gives the timing selected by switch A Open-cir-
cuiting lead "0" gives the timing selected by switch "9". This
feature gives the engine operator the ability to switch
between two different timing settings to accommodate
automatic changeover between two fuels.
CEC
ROTARY
NOTE: Timing selection is made by the dot on the switch,
not the screwdriver slot.
Figure 5.10-43. CEC IgnHion Module Timing SwHches
Each timing adjust switch has 16 switch positions (0 - 15)
with a 10 timing variation per position. SwiIch position 15
gives the most advanced timing, while switch position 0 is
full retard. A 60 overlap between timing adjust switch "A"
and timing adjust switch "9" gives the ignition module a
combined timing range of 25.
I:A=~=..:..;:::....::...:..;::...:~.
L..
: .
CAUTION I~o not switch !"om posi-
tlon 15 to pOSition 0, or
from position 0 to 15 while the engine is running.
The timing change Is so large that It may damaga
the engine and/or cause it to shut down. Disregard-
ing this information could result in product damage
and/or personal injury.
The initial ignition timing is established by the location of
the Hall-effect Pickup sensor and the location of the
magnets on the rotating disc. Final ignition timing is set
with switch "9" on the ignition module with engine running.
Table 5.1 Q-5 lists the ignition module firing order.
NOTE: The outside temperature of ignition module
casing should not exceed 1500 F (650 C) in operation.
Table 5.10-5. Waukesha Ignition Module Firing Order
PIN
1 6 5 2 3 4 6 1 2 5 4 3
CYLINDERS R L R L R L R L R L R L
NOTE: • G=Shuldown - J=Grounc!
5.10-25
IGNITION SYSTEM
STEPS REQUIRED TO ADJUST CEC IGNITION
MODULE TIMING (CURRENT PRODUCTION)
1. Set both timing switches on the side of the CEC
ignition module to 10 (see Figure 5.10-43).
2. Check the engine's nameplate to determine the
exact timing (or most advanced) of the primary and
secondary (if equipped) fuels.
3. Run the engine on primary fuel with the "D" lead
(found in the 7 pin connector from box) grounded to the
engine block and the detonation sensing module
deactivated.
NOTE: VHP gas engines are to be run with no load on
fuels other than natural gas fuel. With natural gas fuel,
the engines may be run at any load.
4. Check engine timing at the flywheel using a timing
light (see Figure 5.10-44).
Figure 5.10-44. Flywheel Timing Opening
5. Adjust the "A" switch as required to achieve correct
timing. Single fuel ignition adjustments are now com-
plete.
NOTE: Increasing the timing switch position by one will
advance the timing one degree. Decreasing the timing
switch position by one will retard the timing one degree.
6. Run the engine on secondary fuel with the "D" lead
(found in the 7 pin connector from box) open and the
detonation sensing module deactivated.
NOTE: VHP gas engines are to be run with no load on
fuels other than natural gas fuel. With natural gas fuel,
the engines may be run at any load.
7. Check engine timing at the flywheel using a timing
light (see Figure 5.10-44).
8. Adjust the "B" switch as required to achieve correct
timing. Dual fuel ignition adjustments are now complete.
5.10-26
NOTE: Increasing the timing switch position by one will
advance the timing one degree. Decreasing the timing )
switch position by one will retard the timing one degree.
CAUTION I
To prev~nt the timing
I.=A=:......:;=..;;":;;;.,.,,;~;::,,,,:~.
L. . from being altered, al-
ways replace the white caps over the timing
switches once the desired setting has been
selected. Disregarding this Information could re-
sult in product damage and/or personal InJury.
A WARNING
If a gas engine has been cranked excessively
without starting, shut off the gas fuel supply and
ignition, and then crank the engine to purge the
cylinders and exhaust system of accumulated
unburned gas. If this is not done a spark could
Ignite the gas and cause an exhaust explosion.
Failure to comply could cause severe personal
Injury or death.
A WARNING
If the Ignition switch Is left In the ON position when a
CEC Ignition module is disconnected, then the )
spark plugs may fire when the ignition system
harness is reconnected, and could cause severe
personal injury or death.
Before connecting the ignition harness (to the coils) to
the CEC ignition module, discharge the storage capaci-
tor to ground. Attach one end of a wire lead to the
crankcase and then touch the other end to the harness
connector pins on the CEC, one at a time. A snap is
heard when a capacitor discharges.
A WARNING
As a safety measure, ground all the pins. Some
breakerless ignition systems have more than one
storage capacitor. Severe personal injury or death
could result.
NOTE: If the ignition switch is in the OFF position, the
capaCitor is immediately grounded when the ignition
harness is reconnected to the GEG ignition module.
FORM 6248 First Edition
 IGNITION SYSTEM

GOVERNOR DRIVE GEAR/CEC

TIMING DISC (PREVIOUS PRODUCTION)
GOVERNOR DRIVE GEARICEC TIMING DISC
(PREVIOUS PRODUCTION) REMOVAL

NOTE: Magneto equipped engines will not have a GEG

disc.

1. Place a small oil pan beneath the governor drive

housing and remove the governor drive cover plate
(4 capscrews, 3/8 x 3/4 inch, with lock washers;
10 capscrews, 3/8 x 1 inch, with lock washers) and
gasket (see Figure 5.10-45).

Figure 5.10-47. Previous Production CEC Timing Disc

4. Refer to Governor Drive Shaft Removal, and remove

the governor drive shaft assembly (see Figure 5.10-47).

5. Remove the governor drive gear assembly from the

accessory drive gear shaft (see Figure 5.10-48). Use a
rubber mallet to loosen the drive gear assembly, if
necessary. Move the assembly to a suitable workbench.

Figure 5.10-45. Governor Drive Housing

2. Remove the CEC Hall-effect Pickup from the

Governor Drive Housing (see Figure 5.10-46)

Figure 5.10-411. Previous Production Governor Drive

Gear

GOVERNOR DRIVE GEARICEC TIMING DISC

(PREVIOUS PRODUCTION)
CLEANING AND INSPECTION

1. Using a soft cloth, remove all dirt, grime, grease and

oil deposits, from the gear and CEC disc.

2. Inspect the gear teeth for chips, cracks and exces-

Figure 5.10-46. Hall-effect Pickup sive wear. Replace the governor drive gear if necessary.

3. On CEC equipped engines, remove the flex lock nut

and the CEC timing disc (see Figure 5.10-47).

FORM 6248 First Edition 5.10 - Z7

IGNITION SYSTEM

GOVERNOR DRIVE GEAR/CEC TIMING DISC

(pREVIOUS PRODUCTION) INSTALLATION )
1. Install the No. 8 Woodruff key in the slot on the
accessory drive gear shaft, if removed. Lightly tap the
key to properly seat it in the keyway. Verify that the key is
level. \
\
2. Slide the governor drive gear assembly onto the \

~
accessory drive gear shaft aligning the notch in the hub
with the key on the shaft. Solidly seat the assembly
against the shoulder of the accessory drive gear shaft
(see Figure 5.10-49).
~
HOLE #1 - 1/8" PIN
HOLE #2 - 5/32" PIN
HOLE #3 - 3/16" PIN
HOLE #4 -1/4" PIN

Figure 5.10-50. Previous Production CEC Timing Disc

7. Apply Loctite® 242 to threads and install the flex lock

nut on the shaft and wrench tighten (see
Figure 5.10-51).

Figure 5.1049. Governor Drive Gear

3. Verify that the governor drive gear assembly fits

snugly on the accessory drive gear shaft without rocking
or sliding.

4. Refer to Governor Drive Shaft Installation, and install

the governor drive shaft assembly (see Figure 5.10-49).

NOTE: If the engine is CEC equipped, perform Steps 5

thru 11. If not CEC equipped, perform Step 7 and Steps
9thru 11.

IA
..
CAUTION I DO NOT turn on the fuel
until the Ignition timing Figure 5.10-51. Previous Production CEC Timing Disc
is verified to be at an acceptable setting to prevent
possible engine damage and/or personal injury.
Use a timing light to check the ignition timing while 8. Install the CEC Hall-effect Pickup on the Governor
the engine is cranking in a NO-FUEL state. Drive Housing (see Figure 5.10-50). Set the gap between
the pickup and the timing disc to 0.040 in. ±0.010 in.
5. Determine from the engine nameplate and (1.016 mm ±0.254 mm).
Table 5.10-6 which hole number was used to position
9. Apply a fast setting contact-type gasket shellac,
the CEC timing disc (see Figure 5.10-50).
such as 3M Weather Strip Cement, Permatex® High-
6. Install the timing disc, and pin on the gear hub and Tac or equivalent, on the gasket surfaces of the
pin it in position. governor drive cover plate. Install a new governor drive
cover gasket.

5.10-28 FORM 6248 First Ednion

 IGNITION SYSTEM

NOTE: During Step 10, the governor drive cover must
first be installed on the ball bearing retainer, four
capscrews and lock washers To prevent the gaskets
from sliding during installation of the governor drive
assembly, allow the gasket shellac to cure. Follow the
manufacturer's recommendations.
10. With the WED part numberfacing outside, install
the governor drive cover to the ball bearing retainer
(4 capscrews, 3/8 x 3/4 inch, with lock washers) (see
Figure 5.10-52). Install the remaining fasteners
(10 capscrews, 3/8 x 1 inch, with lock washers).
CEC IGNITION MODULE IGNITION TIMING
(PREVIOUS PRODUCTION) SET
The previous production version of the GEG ignition system
contains a timing disc with four holes, which allows for four
different static timing settings (see Figure 5.10-53). These
four settings allow the engine to reach a variety of ignition
timings for various fuel applications.

\
\
\

~
~
HOLE #1 - 1/8" PIN
HOLE #2 - 5/32" PIN
Figure 5.10-52. Govemor Drive Housing HOLE /13 - 3/16" PIN
HOLE #4 - 1/4" PIN

Figure 5.10-53. Previous Production Timing Disc

11. On GEG equipped models, refer to CEC Ignition
Module Timing Set (Previous Production) and set
engine timing. On Magneto equipped models, refer to
Magneto Static Timing Set, and Magneto Ignition
Timing Set, and set engine timing.
Specific ignition timings can be achieved by changing
the GEG ignition module rotary switch position (see
Figure 5.10-54).

CEC IGNITION MODULE

ROTARY A AND B

NOTE: TIming selection is made by the dot on the switch.

not the screwdriver slot.

Figure 5.10-54. CEC IgnHlon Module

Rotary Switches A and B

FORM 6248 First Edition 5.10-29

IGNITION SYSTEM

Table 5.10-6 lists the correct pin location in the timing Table 5.10-7 lists the CEC rotary switch position for the
disc for VHP12 cylinder engines. range of VHP ignition timing.
Table 5.11Hi. CEC Timing Disc Pin Location (previous Production)
FUEL
LPG LBTU
NATURAL NATURAL LPG
NATURAL GAS AND LOW AND AND
MODEL GAS AND LPG AND LBTU
GAS OCTANE LOW LOW
LPG* LBTU" LBTU
OCTANE OCTANE
L5108G 3 3 4 3 3 4
L5108GSI 2 2 4 2 3 4
5108GL 1 1 2 2 2 2 2 2
L5790G 3 3 4 3 3 4
L5790GSI 2 2 4 2 3 4
5790GL 1 1 1 1 1 1 1 1
L7042G 3 3 4 3 3 4
L7042GSI 2 2 4 2 3 4
7042GL 1 1 1 1 1 1 1 1
NOTE: Pin #1 - PIN 87978 Pin #2 - PIN 44831 Pin #3 - PIN B350 PIN #4 - 78878
* LPG is HO-5 Propane
** LBTU is Low BTU Fuel

Table 5.10-7. CEC Ignition Module Rotary Switch Position (previous Production)
DEGREES BEFORE TOP DEAD CENTER
HOLE SWITCH
0 1 2 3 4 5 6 7 B 9 10 11 12 13 14 15 16 17 lB
)
A AO AI A2 A3 A4 A5 A6 A7 AS AS
1
B Bl B2 B3 B4 B5 B6 B7 BB B9 Bl0 Bl1 B12 B13 B14 B15
A AO AI A2 A3 A4 A5
2
B BO Bl B2 B3 B4 B5 B6 B7 BB B9 Bl0 Bll B12 B13 B14 B15
A AO AI
3
B BO Bl B2 B3 B4 B5 B6 B7 BB B9 Bl0 Bl1
4 A
4 8 BO Bl B2 B3 B4 B5 B6 B7
DEGREES BEFORE TOP DEAD CENTER
HOLE SWITCH
19 20 21 22 23 24 25 26 27 2B 29 30 31 32 33 34 35 36
A Al0 All A12 A13 A14 A15
1
B
A AS A7 AS AS Al0 All A12 A13 A14 A15
2
B
A A2 A3 A4 A5 A6 A7 AS AS Al0 All A12 A13 A14 A15
3
B B12 B13 B14 B15
A AO AI A2 A3 A4 A5 A6 A7 AS AS Al0 All A12 A13 A14 A15
4
B BB B9 Bl0 Bll B12 B13 B14 B15

5.10-30 FORM 624B Firsl Edition


STEPS REQUIRED TO ADJUST CEC IGNITION
MODULE TIMING
(PREVIOUS PRODUCTION)
IA CAUTION I DO NOT turn on the fuel
.. until the ignition timing
is verified to be at an acceptable setting, to prevent
possible engine damage and/or personal injury.
Use a timing light to check the ignition timing while
the engine is cranking in a NO-FUEL state.
1. Determine from the engine nameplate which hole
number was used to position the CEC timing disc (see
(see Figure 5.10-60 and Figure 5.10-61).
2. Determine the specified engine timing from the
engine nameplate.
3. Locate the proper switch setting by intersecting the
specified hole row (Step 1) with the specified engine
timing column (Step 2) and select the switch position
that is given for that timing (see Table 5.10-7).
NOTE: Due to manufacturing tolerances, the engine
may not be timed at the exact timing. Adjust the engine
to the timing specified on the engine nameplate by
rotating the specified switch to a different position to set
the correct engine timing.
NOTE: Rotating either switch A or B one switch
position (one click) changes the engine timing 1°. For
example, changing the switch position from AS to A9 will
advance engine timing 10. Changing the switch position
from AS to A7 will retard engine timing 1°.
CAUTION I
I A=~=..:...;;:;.....;;...;;...=;..;..J.
.L .!!!
..
Do not switch from posi-
tlon 15 to 0, 0 to 15 or
make other large timing changes quickly while the
engine is running. The large timing change may
cause engine damage or shutdown. Disregarding
this information could result In product damage
and/or personal InJury.
4. Run engine. Use the ignition module's active rotary
switch, either switch "A" ("D" lead grounded) or "B" ("D"
lead ungrounded) to adjust the ignition timing to the
specified setting.
5. Verify the engine timing with a timing light.
FORM 6248 Rrst Edition
IGNITION SYSTEM
DUAL FUEL ENGINES
1. Switches "A" and "B" must be set for both fuels
before engine startup.
2. Engine must be run on both switch settings to verify
correct engine timing. Engine should be run at no load
when verifying timing for fuels other than natural gas.
3. If the ignition module switch setting is changed to
obtain the correcttiming on natural gas, the other switch
must also be adjusted the same number of clicks in the
same direction.
Example: Dual fuel engine - natural gas/landfill gas
engine timing
Natural Gas - B8
Landfill Gas - A7
The engine is run on natural gas and, due to manufac-
turing tolerances, switch "B" must be changed from B8
to Bl0 to obtain the correct engine timing. Since switch
"B" was adjusted 2 positions (2 clicks) higher, switch "A"
must also be adjusted 2 positions higher, A7 to A9.
NOTE: The engine should be run at no load to verify the
engine timing at switch position A9.
MAGNETO
Check the ignition timing every 2 months (1440 hours).
See Magneto Ignition Timing Set.
DRIVE DISC COUPLING REPLACEMENT
CAUTION IDo not advance the mag-
IA
.L .=
.=:.....;=..:...;;:;.....;;...;;....;;;...;;..;..J.
. neto to compensate for a
worn drive disc coupling. Disregarding this In-
formation could resun in product damage and/or
personal injury.
Replace the free-floating drive disc coupling between
the magneto and the magneto adapter every 3 or 4
months. Worn drive discs can retard the timing by as
much as 10 - 15 degrees.
1. Close the gas shutoff valves.
2. Bump the starter or barr the engine over manually 5
revolutions to purge the cylinders and exhaust system
of unburned gas.
3. Verify that the ignition switch is turned to the "Off"
position.
4. Verify that the wire harness "G" lead is grounded.
5.10-31
IGNITION SYSTEM

7. Remove the capscrews (with flat washers), shims

A WARNING and magneto from the magneto adapter flanges (see )
If the "G" lead is not grounded, the magneto Figure 5.10-56). Count and record the number of shims
remains "hot," which means that the capacitor(s) removed (normally 2 to 5) to ensure the correct drive
will have a stored voltage. Depending upon where disc end clearance when the unit is reinstalled (see
the voltage Is released during assembly, and Figure 5.10-56).
whether the engine has been purged of unburned
gas, the risk of personal injury or death exists in the
form of electrical shock, unexpected rotation of the
crankshaft and/or an exhaust gas explosion.

NOTE: In the engine mounted junction boxes supplied

by Waukesha, the wire harness "G" lead is normally
grounded to the #9 terminal on the terminal block in the
junction box of the ignition switch, so that turning the
switch to the "Off' position automatically discharges the
storage capacitors to ground.

5. Loosen the sleeve and detach the ignition wiring

harness from the mag pin connector.

6. Remove the hex nuts, lock washers and flat washers Figure 5.10-56. Magneto/Magneto Adapter
from the two magneto/magneto adapter flange caps-
crews (3/8 x 1-3/4 inches) (see Figure 5.10-55).
8. Remove the drive disc coupling from the magneto or
magneto adapter drive hub lugs (see Figure 5.10-57).
Discard the drive disc.

Figure 5.10-55. Magneto/Magneto Adapter Flange

Bolts

Figure 5.10-57. Magneto Drive Disc Coupling

9. Clean the outSide of the magneto with a clean cloth

dampened in solvent or cleaning agent.

NOTE: Proceed to Magneto, Static and Ignition Timing.

5.10 - 32 FORM 6248 First Ed~ion

 IGNITION SYSTEM

MAGNETO - STATIC TIMING SET
1. Check the ten magneto drive adapter cover studs for
nicks, cracks, galled or stretched threads and other
obvious damage (see Figure 5.10-58). Replace as
necessary.
5. Position two new gaskets on the adapter cover
studs. The rounded side of each gasket goes toward the
outside, the straight edges in towards the block.
6. Position the cover plate on the studs around the
lower bore. The rounded side ofthe plate goes toward
the outside, while the straight edges face the block.
Wrench tighten the fasteners (3/8 inch hex nuts with
lock washers) in an alternating pattern.

7. Refer to Valve Adjustment for detailed instructions,

and set the valves in the order that the engine fires. The
cylinder firing order appears on the nameplate on the
front left side of the block Oust below the intake
manifold) (see Figure 5.10-59, Figure 5.10-60 and
Figure 5.10-61).

FRONT
(GEAR SIDE)

88
88
Figure 5.10-58. Magneto Drive Adapter Cover Studs
LEFT
SIDE 88 RIGHT
SIDE

2. Each adapter cover stud has both fine and coarse

threads separated by a smooth boss. Apply Loctite®
271 Adhesive Sealant (High Strength) to the coarse
88
threaded side.

I
88 DIRECTION OF
FLYWHEEL ROTATION

COUNTERCLOCKWISE

I
L.:
.
A CAUTION Do not install adapter
:=~=..:..;:;...;;~=~.
. cover studs with a pipe
wrench or similar device. Use collet type stud
driver, to avoid damage to equipment and/or per-
8_
sonal injury. FIRING ORDER:
1 R, 6L, SR, 2L, 3R, 4L,
6R, 1L, 2R, 5L, 4R, 3L
3. Using a collet type stud driver, install the studs
around the upper and lower bores of the adapter cover. REAR
Drive the coarsely threaded side of each stud into the (FLYWHEEL SIDE)
casting leaving 2 to 3 threads exposed.

IA
..
CAUTION IDeposits left on gasket
surfaces will cause leaks.
. . = MATING CYLINDER OF THE FIRST CYLINDER
., IN THE FIRING ORDER

NOTE: When the mating cylinder is in valve overlap, the first

Disregarding this information could result In prod- cylinder in the firing order is at top dead center
uct damage and/or personal Injury. (compression stroke).

4. Verify that all gaskets and gasket mating surfaces Figure 5.10-59. Engine Firing Order - 12 Cylinder
are clean and completely free of grease and oil.

FORM 6248 First Edition 5.10-33

IGNITION SYSTEM

Figure 5.1 ().60. Nameplate - Current Production

Figure 5.10-61. Nameplate - Previous Production

8. After all valves have been properly set, check the
ignition timing specification on the engine nameplate.
The correct timing will vary between engines. Factors
affecting ignition timing include engine speed (RPM),
fuel type, octane level and heating value.

5.10 - 34 FORM 6248 First Edition

 IGNITION SYSTEM

NOTE: Right bank and left bank, and direction of rotation,

are determined by standing at the flywheel end of the
engine facing the flywheel (see Fl[Jure 5. 10-62). The
cylinders farthest from the flywheel on the left and right side
are the #1 L and #1 R cylinders, respectively. Those closest
/0 the flywheel are the #6L and #6R cylinders.

w--
z
O'~
..
REAR OF
ENGINE
i=~
;; DIRECTION OF NORMAL
ENGINE ROTATION
0
a:
lJoL
Figure 5.10-62. Rotation Plate Front Flywheel Housing
- Right Bank
9. Bar the engine crankshaft over in a counter-clock-
wise direction until the valves of the first cylinder in the
firing order, which is the #1 R cylinder, are at top dead
center (compression stroke).
To determine when this condition exists, watch the rocker
arms and valves on its mating cylinder, #6R. As the
exhaust valves on #6R cylinder are closing, the intake
valves begin to open. At this point, the #6R cylinder is in
valve overlap (all four valves partially open). This means
that all four valves on the #1 R cylinder are fully closed.
The cylinder is now at top dead center (compression
stroke).
10. Turn up the timing pointer cover on the upper right
side of the rear flywheel housing to view the timing tape
(see Figure 5.10-63). The tape indicates the position of
the flywheel (see Figure 5.10-64).

Figure 5.10-64. Timing Tape

Figure 5.10-63. Timing Pointer - Rear Right

FORM 6248 First Edition 5.10-35

IGNITION SYSTEM

IA
..
CAUTION I Do not back up to the
exact desired timing. The
18. Using a depth micrometer, measure the distance
from the magneto adapter flange to the base of the
magneto drive gear backlash will be on the wrong magneto adapter drive hub lugs (see Figure 5.10-66). To
side ofthe gear teeth, resulting in timing that may be obtain the correct drive disc end clearance, the measure-
incorrect by several degrees. Disregarding this ment must be 1.027 - 1.037 in. (26.08 - 26.34 mm) Add
information could result in product damage and/or 0.010 in. (0.25 mm) shims (PIN 208842), as necessary.
personal Injury. Normally, 2 to 5 shims are needed.

11. Watching the marks on the timing tape, bar the

0.010" (0.25 mm) SHIM
engine over in the direction opposite normal engine (USE AS REQUIRED)
rotation (CW) to a point at least 30 degrees before the
desired timing.

12. Slowly turn the engine in the direction of normal

engine rotation (CCW) until the pointer indicates the
exact desired timing.

13. If the crankshaft is rotated too far, do not back up to

the desired timing. Repeat steps 12 and 13.

14. When the timing pOinter indicates the exact timing

desired, mark the timing tape with a paint stick, grease
pencil or other marker. Due to the wide variety of
applications, speeds and fuels, the factory does not
place a permanent mark on the timing tape.
. M~,GNIETO ADAPTOR
15. Apply 3M Scotch Grip ~ Rubber and Gasket
TO
Adhesive 847 to the magneto flange. Place a new
gasket on the adhesive.
Figure 5.10-66. Magneto Drive Disc Coupling Shims
16. With the nameplate facing upward, position the
magneto in a vise. Be sure to install a pair of brass jaw
19. Install a flat washer on two capscrews (3/8 x 1-3/4
inserts to avoid damaging the unit.
inches). Insert the capscrews through the slotted holes
17. Center a new drive disc coupling on the magneto in the magneto adapter flanges.
drive hub. The wider grooves on one side of the
20. Position the shims on the capscrews.
free-floating disc fit the magneto drive hub lugs, the
thinner grooves on the other side mate with the hub of 21. Fit the magneto adapter drive hub lugs into the
the magneto adapter (see Figure 5.10-65). grooves of the mag drive disc coupling. Rotate the
magneto adapter to align the slotted flanges with those
NOTE: See Ignition System, Magneto Adapter, Over-
on the magneto. When facing the timing window of the
hauling.
magneto, verify that the rounded side of the mag
adapter flange (gear side) is on the right, the two straight
edges on the left.

MAGNETO DRIVE 22. Install 3/8 inch flat washers, lock washers and hex

HUBLUG~__-J-1
nuts on the flange capscrews. Wrench tighten the hex
nuts evenly.

MAGNETO ADAPTER
DRIVE HUB LUGS
(THIN) ---....:~---L

Figure 5.10-65. Magneto Drive Disc Coupling

5.10 - 36 FORM 6248 Firs! Edrtion

 IGNITION SYSTEM

23. Rotate the magneto adapter drive shaft while
watching the timing window of the magneto. Align the
red mark on the end of the magneto shaft (as seen
through the timing window) with the "CCW" mark on the
timing plate (see Figure 5.10-67). The magneto is now
set to fire the first cylinder in the firing order.
25. With the nameplate of the magneto facing upward,
slide the rear magneto adapter flange onto the studs
around the upper bore of the magneto drive adapter
cover. Be sure that the ball bearing on the mag adapter
drive shaft seats squarely in the circular recess within
the magneto drive assembly (see Figure 5.10-69).

NAMEPLATE \ ~nMING
.t=:====~1 WINDOW

o
~=~~
o
HARNESS PLUG
A CONNECTOR Figure 5.10-69. Magneto Drive Assembly
/ 01 (14 PIN)
O® .~. 0 26. Verify that the red line on the magneto shaft stays
o~o aligned with the "CCW" mark on the timing plate. If the
mark moves out of alignment during installation, then
Figure 5.10-67. Magneto Static Timing the assembly must be removed and reset.

24. Using a small paintbrush, apply Uthoplex@ Grease
No.2 (Multipurpose Uthium Complex Formula Contain-
ing Molybdenum Disulfide) to the magneto adapter
drive gear and ball bearing (see Figure 5.10-68).
27. Finger tighten the fasteners (six 3/8 inch hex nuts
with lock washers) on the magneto adapter cover studs.
Wrench tighten in an alternating pattern.
• WARNING
If the "G" lead was not grounded when the magneto
was removed, then the magneto will be "hot," which
means that the capacitor(s) have a stored voltage.
Depending upon where the voltage Is released
during assembly, and whether the engine has been
purged of unburned gas, the risk of personal injury
or death exists In the form of electrical shock,
unexpected rotation of the crankshaft and/or an
exhaust gas explosion.

Figure 5.10-68. Magneto/Magneto Adapter

FORM 6248 First Edition 5.10-37

IGNITION SYSTEM
A WARNING
Remember that the magneto storage capacitor(s)
can be charged by simply hand-turning the drive
shaft after the unit has been removed from the
engine. If there are any doubts as to whether the
magneto is "hot," discharge the storage capaci-
tor(s) to ground before reconnecting the wiring
harness. Clip one end of a wire lead to the magneto
housing and then touch the other end to the
harness connector pins at the back of the magneto,
one at a time. A snap Is heard if a capacitor
discharges. As a safety measure, ground all the
pins. Some breakerless magnetos have more than
one storage capacitor. Disregarding this informa-
tion could resun in severe personal injury or death.
28. Connect the harness cable plug to the mag pin
connector. The notch in the connector mates with a
groove in the plug to prevent improper installation.
Finger tighten the connector sleeve.
29. Open the gas shutoff valve(s).
NOTE: Although the engine is now statically timed,
verify the ignition timing with a properly connected
timing light (Tool PIN 494338) once the engine is
running. See Ignition Timing.
5.10-38
MAGNETO - IGNITION TIMING SET
IA CAUTION IC?v~rlyadvancedlgnition
L.~~"::;':""::'=:"':"'=-=:":";:..J.
timing can result in deto-
nation which may severely damage pistons and
rings. Retarded timing will resun in loss of power
and poor fuel economy. Disregarding this informa-
tion could result In product damage and/or person-
al injury.
1. If tightened, loosen and then snug the hex nuts on
the two magneto/magneto adapter flange capscrews
(see Figure 5.10-68 and Figure 5.10·70).
)
Figure 5.10-70. Magneto/Magneto Adapter Flange
Bolls
2. Start the engine and run at rated speed (with or
without load).
3. Connect a stroboscopic type timing light to the
ignition cable of the #1 R cylinder.
4. Turn up the timing pointer cover on the upper right
side of the rear flywheel housing.
5. Align the beam of the timing light with the timing
pointer. The timing light will flash at the instant the spark
occurs, making the tape on the rim of the flywheel
visible.
6. Place a pencil mark straight across the magneto
adapter/magneto mating flanges to mark the current
position. Note the timing next to the mark on the
magneto flange.
FORM 6248 First Edition
 IGNITION SYSTEM

7. For example, to retard the timing, from 10 to 18 degrees

BTDC, loosen the hex nuts on the two magneto/magneto
adapter flange capscrews and tum the magneto in the
direction of normal rotation. Since the mag drive shaft (as
seen through the timing window) tums in a counter-clock-
wise direction (as does the flywheel), slightiy rotate the
magneto counter-clockwise to retard the timing. Snug the
flange capscrew hex nuts.

8. Check the timing again with the timing light.

9. In line with the mark on the magneto adapter flange,

place a second pencil mark on the magneto flange to
indicate the new position. Note the new timing next to the
mark. The two pencil marks on the magneto flange provide
a relative indication of the amount of rotation necessary to
achieve the correct timing.

10. If ~ is necessary to advance the timing a 1ew degrees,

loosen the flange capscrew hex nuts and slightiy tum the
magneto in the direction op~ normal rotation of the
magneto drive shaft (clockwise when facing the magneto
timing window). Snug the flange capscrew hex nuts.

11. Use the timing light to check the timing again.

12. If the timing is still not correct, make a third pencil

mark on the magneto flange (in line with the stationary
mark on the magneto adapter). Loosen the flange
capscrew hex nuts and slightly rotate the magneto
again.

13. Snug the flange capscrew hex nuts and check the
timing with the timing light. When the correct timing is
obtained, the timing pointer will be aligned with the
painted mark placed on the timing tape at the precise
moment the timing light flashes.

14. Alternately wrench tighten the hex nuts on the two

magneto/magneto adapter flange capscrews.

FORM 6248 First Ed~ion 5.10 - 39

IGNITION SYSTEM

MAGNETO ADAPTER 1. Remove the retaining ring from the drive hub side of
the mag adapter drive shaft (see Figure 5.10-72). )
MAGNETO ADAPTER DISASSEMBLY
Disassemble the mag adapter assembly for cleaning, PRESS
EXTENSION
inspection and/or repair (see Figure 5.10-71).

DRIVE SHAFT

MAGNETO
ADAPTER
FRONT BALL
HOUSING \ BEARING

SHIMS

Figure 5.10-72. Magneto Adapter Assembly

2. Remove the retaining ring from the groove in the

DRIVE mag adapter housing (gear side).

3. Press the drive shaft through the drive coupling and

out of the housing.

4. Remove the No.3 Woodruff key from the drive hub

RETAINING Side of the shaft.
RING #5 W011>DRUFF KEY )
#3 WOODRUFF 5. Remove the oil seal from the shaft and discard.

Figure 5.10-71. Magneto Adapter Assembly 6. Remove the retaining ring from the middle groove on
the drive shaft (behind the rear ball bearing).
A WARNING 7. Remove the retaining ring next to the gear.
Always wear proper eye protection when removing
8. Press the shaft out of the ball bearings and and the
retaining rings. Slippage may propel the ring with
drive gear. Remove the woodruff key from the shaft.
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify 9. Press the oil seal out of the adapter housing.
that the tips ofthe pliers are not excessively worn or
damaged.

5.10 - 40 FORM 6248 Firsl Edition


MAGNETO ADAPTER CLEANING AND
INSPECTION
A WARNING
Use of caustic solutions should be restricted to a
well ventilated area. Contact with skin, clothing and
eyes could result in severe personal injury or death.
A WARNING
Always use approved cleaning solvents in a well
ventilated area. Contact with skin could result in
severe personal InJury or death.
A WARNING
Compressed air can pierce the skin and cause
severe injury or death. Never use your hand to
check for leaks or to determine air flow rates.
1. To remove all dirt, grime, grease and gasket debris,
clean the mag adapter housing in the caustic hot tank.
Thoroughly clean all other parts of the assembly in
naphtha or other suitable solvent. Dry with moisture free
compressed air.
2. Inspect the mag adapter housing for cracks. Re·
place the mag adapter assembly or just the housing, if
damaged.
3. Inspect the teeth of the drive gear for chips, cracks
and excessive wear. Replace the gear, if necessary.
4. Inspect the No.3 Woodruff key (drive hub side) for
damage and distortion. Replace the key if necessary.
FORM 6248 First Ednion
IGNITION SYSTEM
MAGNETO ADAPTER ASSEMBLY
A WARNING
Always wear proper eye protection when installing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or death.
Use the correct retaining ring pliers. Verify that the tips
of the pliers are not excessively worn or damaged.
A CAUTION I Verify that the rou.n~ed
I..
==.....::..:..=;;...;;..:...;=-=~.
1... edge of each retaining
ring abuts the adjoining part. If installed incorrectly,
the adjoining part may be scored or scratched by
the straight edge of the retaining ring. Disregarding
this information could result in product damage
and/or personal Injury.
1. Press the rear ball bearing into the housing, exerting
forces on the outer race. Install the retaining ring.
A WARNING
To avoid bums, always wear protective gloves
when heating gears. Disregarding this information
could result in severe personal injury or death.
2. Preheat the adapter gear to 3500 F (1760 C).
3. Install the No.5 woodruff key, if removed, and slide
the gear down the shaft until it contacts the raised
shoulder on the shaft.
4. Install the retaining ring in the groove next to the gear
on the drive hub side of the shaft.
5. Press the drive shaft into the ball bearing and
housing. A pipe of sufficient diameter to support the
inner race must be used to allow press forces to be
placed on the inner race only. The shaft shoulder will
seat against the inner bearing race.
6. Install the retaining ring in the groove next to the ball
bearing on the drive hub side of the shaft.
7. Install the retaining ring in the groove in the magneto
adapter housing, behind the rear ball bearing.
5.10 - 41
IGNITION SYSTEM

, -A CAUTION , Use caution when instal-

=
..
L..=,--,~--,,--...:....::....---,. ling the seal. Make cer-
tain there are no sharp edges or burrs around the
retaining ring groove, shaft shoulder, and the
woodruff key slot. Lightly lubricate the drive shaft
with engine oil to protect the seal during Installation
and lubrication when the engine Is first started.
Disregarding this information could result in prod-
uct damage and/or personal injury.

8. Using the press, install the oil seal on the shaft with
the seal lips facing towards the drive hub.

9. Preheat the drive hub to 350 0 F (1760 e).

10. Install the No. 3 woodruff key on the shaft, and

press the drive hub on the shaft.

11. Install the retaining ring on the drive hub end of the
shaft.

12. Press the rear ball bearing onto the drive shaft.
Apply pressure only to the inner race. Support the
opposite end of the shaft. Do not allow the inner ball
bearing to support the drive shaft during this operation
as the press forces may damage the bearing.

5.10 - 42 FORM 6248 First Edition


OVERSPEED GOVERNOR
Figure 5.10-73. Magneto Drive Assembly
MAGNETO DRIVE
MAGNETO DRIVE DISASSEMBLY
1. Remove eight capscrews, lock washers, cover and
gasket from the magneto drive adapter (see
Figure 5.10-73).
2. Remove lock nut and washer from the drive shaft.
3. Using a three jawed puller, remove the magneto
drive gear from the shaft.
A WARNING
Always wear proper eye protection when Installing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips ofthe pliers are not excessively worn or
damaged.
FORM 6248 First Ed~ion
IGNITION SYSTEM
• REITAIININIG RING
FLATHEAD
CAPSCREW
FOR MAGNETO
DRIVE ADAPTER
ASSEMBLY
4. Remove the woodruff key and the retaining ring
located behind the drive gear.
NOTE: The front ball bearing, tachometer gears and
overspeed governor gear will remain on the shaft as it is
removed. The rear ball bearing will stay in the housing.
CAUTION I
I-=.A=:.....;;=...:..;::.....;~;:;.;:..:..I.
The shaft should be re-
L. . moved In the manner de-
scribed below. Do not remove the magneto drive
adapter from the housing with the rear bearing in
place before the shaft Is removed. This procedure
will leave the drive shaft supported by only the front
bearing. The front bearing could become misa-
ligned during shaft removal, causing damage to the
bearing bore In the housing. Disregarding this
information could result In product damage and/or
personal Injury.
5. Mark the gears to aid in assembly, and remove
retaining ring, tachometer gears, spacer, and over-
speed governor gear from the shaft.
5.10-43
IGNITION SYSTEM

6. Remove the retaining ring and bearing from the 12. Install the washer and gear lock nut.
shaft. )
13. Install the cover with gasket, eight capscrews and
7. Remove five capscrews and lock washers from the lock washers.
magneto adapter assembly.

8. Remove one flat head screw, magneto adapter

assembly, and gasket from the magneto drive assembly
housing.

9. Remove the retaining ring and press the bearing

from the magneto drive adapter housing.

MAGNETO DRIVE ASSEMBLY

A WARNING
Always wear proper eye protection when installing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips ofthe pliers are not excessively worn or
damaged.

1. Install the large front ball bearing on the shaft,

pressing ij to the shaft shoulder. Install the bearing
retaining ring on the shaft.

2. Preheat the overs peed and two tachometer gears to )

3500 F (176 0 C).

3. Install the woodruff key, PIN 153181 tachometer

drive gear, and overspeed governor drive gear on the
shaft with the tachometer gear on the ball bearing end.
Position the gears against the shaft shoulder.

4. Install the spacer, woodruff key, and remaining

tachometer gear on the shaft.

5. Install the rear bearing and its retaining ring in the

magneto drive adapter.

6. Install the drive shaft assembly in the housing.

7. Install a new gasket on the drive housing.

8. Exerting force only on the inner bearing race, press

the magneto drive adapter, with the bearing installed, on
the shaft.

9. Install five capscrews, lock washers and one flat

head screw and secure the magneto drive adapter to
the housing.

10. Preheatthe magneto drive gear to 350 0 F (1760 C).

11. Install the woodruff key and the magneto drive gear )
on the shaft.

5.10 - 44 FORM 6248 First Edrtion

 IGNITION SYSTEM

FORM 6248 First Edijion 5.10-45

)

,
)
 SECTION 5.15 - AIR INDUCTION SYSTEM
AIR INDUCTION SYSTEM
NOTE: Draw Thru equipped models are beyond the
scope of this manual. For information concerning Draw
Thru models, refer to Catalog Form 6220.
The air intake system consists of the following compo-
nents:
• Air Cleaners
• Turbochargers (see Turbochargers)
• Intercoolers (see Cooling System)
• Carburetors (see Fuel System)
• Intake Manifolds
AIR CLEANERS
The air cleaner removes dirt and dust from the air
admitted to the engine.
Twelve cylinder engines have two air cleaners, one for
each bank. The air cleaners are side-mounted at the
rear of the engine.
TURBOCHARGERS
Twelve cylinder engines have two turbochargers, one
for each bank. The turbochargers are side-mounted at
the rear.
The turbine side of each turbocharger is part of the
exhaust system, the compressor side is part of the air
induction system. A shaft connects the two. When the
turbine spins through the expansion of exhaust gases
exiting the engine, the movement of the compressor
wheel causes the air passing through the air cleaner,
en route to the carburetor, to be compressed.
INTERCOOLERS
The 12 cylinder engine has two intercoolers, one for
each turbocharger, also mounted at the rear.
FORM 6248 First Edition
Each intercooler is a box-type tube and fin assembly.
Heated compressed air from the turbocharger(s) enters
the intercooler and flows over a series of tubes through
which the engine coolant is circulated. The temperature
of the compressed air is reduced, which makes it
denser.
CARBURETOR AND INTAKE MANIFOLD
Twelve cylinder engines have a carburetor on both the
right and left side, one for each cylinder bank. The
carburetor produces a combustible mixture byautomat-
ically mixing air and fuel in the proper proportions.
Twelve cylinder engines have two intake manifolds, one
for each bank, mounted on opposite sides of the
crankcase vee. The intake manifold connects the
carburetor to the intake ports of the cylinders and
equally distributes the air/fuel mixture to each.
AIR INDUCTION SYSTEM
SPECIFICATIONS
The efficiency rating ofthe air filtration system is 99.6%,
based on SAE J726b test procedure. The maximum
permissible air intake restriction for 12 cylinder engines
is 15 inches (381 mm) H20 through the main air filter
element.
Based on the temperature rating of the specified
auxiliary cooling water thermostat (determined by
engine application), the maximum intake manifold
alarm and safety shutdown setpoint temperatures are
as follows. (See Table 5.15-1)
Table 5.15-1. High Intake Manifold Temperature
SetUngs 0 F e C)
INTERCOOLER COOLING 130 (54) 85 (29)
WATER INLET TEMPERATURE
140 - 145 100-105
ALARM (60 - 63) (38 - 41)
SHUTDOWN* (MAXIMUM) 150 (66) 110 (43)
*Fuel shutoff type safety equipment must be provided to prevent
engine damage and possible personal injury.
5.15 - 1
AIR INDUCTION SYSTEM

MAIN AIR FILTER ......~..

ELEMENT~

PRECLEANER
PAD
"'-...

FILTER ELEMENT
FRAME

.
!,
RAIN SHIELD

Figure 5.15-1. Air Cleaner Assembly

AIR CLEANERS )
The 12 cylinder engine has left bank and right bank air
cleaners. "G" engine air cleaners are rear mounted.
"GSI" and "GL" engine air cleaners are side-mounted at
the rear. Each air cleaner consists of the air filter frame,
main air filter element, prefilter pad, air intake restriction
indicator and rain shield. (See Figure 5.15-1)
PRECLEANER PAD REMOVAL
The precleaner is a foam rubber pad that increases the
life of the main air filter element. Inspect and clean the
precleaner pad daily or as required. This can be done
while the engine is running. Replace the precleaner pad
every 4000 running hours, or more often if necessary.

1. Locate the four threaded mounting studs on the

air cleaner assembly and loosen the front lock nut
(5/16 inch) on each (see Figure 5.15-2). (The rear
lock nut is loosened only for removal of the main air
filter frame and element.)

2. Raise up and remove the rain shield.

3. Peel the precleaner pad off the main air filter REAR
element. LOCKNUT
I
Figure 5.15-2. Air Cleaner Assembly

5.15 - 2 FORM 6248 First Edition


PRECLEANER PAD CLEANING AND INSPECTION
1. Wash the precleaner pad with soap and water.
CAUTION I~ompressed
I A=~::..;;....:..;;:......;,-,,-;;;....;,--,.
air can eas-
.L .::
... ily damage the foam rub-
ber pad. Disregarding this information could result
in product damage and/or personal injury.
2. Air dry the pad. Do not use compressed air.
PRECLEANER PAD INSTALLATION
A CAUTION I~n ne~
I,!!"'!!:!!!~:::':"":':::"'::"':"=:..:.J.
L.
engines, a card-
board Insert between the
ralnshleld and precleaner pad must be removed
before the engine Is started. Disregarding this
information could result In product damage and/or
personal injury.
1. Reinstall the precleaner pad between the rain shield
and the main air filter element. If necessary; use a drop
of adhesive on the corners to keep it from falling.
2. Do not clean and reuse the precleaner pad more
than three times. Replace with a new precleaner pad.
NOTE: Use only Waukesha supplied prec/eaner pads.
3. Lower the rain shield on the four mounting studs of
the air cleaner assembly. Alternately re-tighten the front
lock nuts (5/16 inch).
4. Clean or replace the main air filter element if the air
intake restriction indicator "pops" red after installation of
a new or cleaned precleaner pad.
MAIN AIR FILTER ELEMENT REMOVAL
Inspect and clean the main air filter element every 30
days or as required. Replace the main air filter element
every 6 months, or more often if necessary.
1. Locate the four threaded mounting studs on the
air cleaner assembly and loosen the front lock nut
(5/16 inch) on each (see Figure 5.15-2).
2. Raise up and remove the rain shield.
3. Peel the precleaner pad off the main air filter
element.
4. Loosen the rear lock nut (5/16 inch) on each
mounting stud until the flat washer behind it can be
brought forward far enough to clear the step in the
welded bracket of the main air filter frame (see
Figure 5.15-2).
5. Swing the four mounting studs to the outside in a
horizontal motion.
6. Remove the main air filter frame and element.
FORM 6248 First Edition
AIR INDUCTION SYSTEM
MAIN AIR FILTER ELEMENT CLEANING AND
INSPECTION
1. Clean the main air filter element using one of the
following methods.
A. Gently tap the element on a flat surface with the
dirty side of the element down.
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debriS.
B. Direct compressed air through the element
opposite the direction of the air flow, as indi-
cated by the orange arrow on the instruction
label. The air pressure should be a maximum of
30 psi (2.1 Kg/cm2).
C. Soak the element in a solution of lukewarm water
and nonfoaming detergent for about 10 minutes.
The outlet side of element must be held above
the water level. Rinse the element with a gentle
spray of water.
IA
...
CAUTION I Compressed air can eas-
ily damage the pleated
paper of the main air filter element. Disregarding
this Information could result in product damage
andlor personal injury.
D. Air dry the element. Do not use compressed air.
2. Carefully examine the element after cleaning. If
damaged, replace.
NOTE: Use only Waukesha supplied air filter elements.
3. Do not clean and reuse the main air filter element
more than three times. Replace with a new element.
4. Inspect the air duct for cracks. All of the combustion
air must pass through the main air filter element, not
through cracks or defects in the air cleaner assembly. If
inspection of the and intake manifold yields an accu-
mulation of dust and grit, it is an indication that the main
air filter element is not properly maintained or that air is
getting into the system around or behind the element.
5. Inspect all air duct hoses. Replace any hose that is
cracked or aged.
5.15 - 3
AIR INDUCTION SYSTEM
MAIN AIR FILTER ELEMENT INSTALLATION
NOTE: The orange flow arrow on the instruction label
shows the direction of air flow. Always store the
elements with the air outlet side down. Dirt and dust on
the out/et side will pass into the engine when the
element is installed.
1. Install the main air filter element with the instruction
label facing up. Fit the deflection brace on the outlet side
of the filter element over the horizontal bar running
across the front of the air duct chamber.
2. Place the frame over the main air filter element.
3. Swing the four mounting studs to the inside in a
horizontal motion so that they fit within the welded brackets
on the air filter frame. Move the flat washer behind the rear
lock nut back into the step in the welded bracket.
4. Install the precleaner pad between the rain shield
and the main air filter element. If necessary, use a drop
of adhesive on the corners to keep it from falling.
5. Lower the rain shield on the four mounting studs.
6. Alternately tighten the rear lock nuts (5/16 inch).
7. Alternately tighten the front lock nuts (5/16 inch) on
the four mounting studs.
8. Check the frame of the main air filter elementto verify
that its perimeter is sealed tightly. Damage to the frame
may result in improper element sealing.
AIR RESTRICTION INDICATOR
Each indicator is externally mounted on the air cleaner
housing (behind each air cleaner on "G" engines and on
the end on "GSI" and "GL" engines) (see Figure 5.15-3).
INDICATOR
FILTER
.~
\
AIR RESTRICTION
INDICATOR
Figure 5.15-3. Air Restriction Indicator/Filter -
GL/GSI Models Shown
The air restriction indicator will "pop" red when the air
intake restriction through the main air filter element
reaches or exceeds 15 inches (381 mm) of H20.
5.15 - 4
NOTE: The operating temperature of the air intake
restriction indicator is -65" to 200° F (-54° to 93" C). )
NOTE: Always check the signal of the air restriction
indicator before and after shutdown.
Refer to Precleaner Pad and Main Air Filter Element
Cleaning if the air intake restriction exceeds the
recommended specification.
NOTE: After the restriction problem is corrected, reset
the indicator by depressing the black button on the
plastic housing.
A WARNING
The location of the air restriction Indicator relative
to the Intake manifold causes it to be subjected to
high pressure If the engine backfires. An Indicator
filter must be installed in the Indicator air passage
to dampen high pressure surges which would
otherwise damage the indicator. Through the pro-
jection of broken material, damage to the indicator
could result in severe personal injury or death. The
restriction filter also protects against the entrance
of dust and dirt in the event that the restriction
Indicator is broken off or removed.
Verify that the restriction filter is in place between the
clean air tap and indicator.
)
A WARNING
Do not grasp the indicator housing; the plastic may
crack or break resulting in severe personal injury or
death.
1. Turn the hex nut (7/16 inch) on the brass fitting to
remove the restriction indicator and filter.
2. Verify that the filter element is staked in place inside
the fitting (see Figure 5.15-4). Replace the filter fitting if
any damage is apparent.
FILTER
ELEMENT
Figure 5.15-4. Restriction Filter
3. Inspect the plastiC restriction indicator for cracks.
Replace the indicator if damaged or defective. Finger
tighten the indicator to the filter fitting. No tools are
necessary.
4. Tum the hex nut (l/16 inch) on the brass fitting to install
the restriction indicator and filter in the air cleaner housing.
FORM 6248 First Edition
 AIR INDUCTION SYSTEM

2
~/

ITEM NUMBER AND DESCRIPTION

1 Duct 5 Duct 9 Hose 13 Lockwasher
2 Nut 6 Gapscrew 10 Clamp 14 Washer
3 Elbow 7 Lockwasher 11 Brace 15 Restriction Indicator
4 Screw 8 Tube 12 Capscrew 16 Restriction Element
Figure 5.15-5. Air Ducts - G

AIR CLEANER DUCTS 3. Loosen the hose clamp attaching the hose to the air
duct, and disconnect it.
AIR CLEANER DUCT REMOVAL - G

A WARNING
Do not grasp the Indicator housing; the plastic may
crack or break resulting In severe personal injury or
death.
1. Refer to Precleaner Pad Removal and Main Air Filter
Element Removal, and remove these components.
A WARNING
The air duct weighs approximately 53 Ibs. (24 kg).
Use a suitable lifting device and exercise caution
during removal or Installation to avoid severe
personal injury or death.
4. Attach a suitable lifting device to the air cleaner duct.

2. Turn the hex nut (7/16 inch) on the brass fitting to

remove the restriction indicator and filter from the air
cleaner housing (see Figure 5.15-5).

FORM 6248 First Edition 5.15 - 5

AIR INDUCTION SYSTEM

5. If removing the right bank air duct, refer to Crankcase 7. Remove the cross brace between the air duct flange
Ventilation System, and remove the engine breather and engine. See Figure 5.15-8. )
assembly from the air duct (see Figure 5.15-6).

Figure 5.15-6. Engine Breather

6. If removing the right bank air duct, loosen clamp, and

disconnect the oil separator hose from the elbow at the
rear of the air duct (see Figure 5.15-7).
)

Figure 5.15-6. Brace

8. Remove two capscrews, lock washers and air duct

from the engine (see Figure 5.15-5).

Figure 5.15-7.011 Separator Hose

5.15 - 6 FORM 6248 First Edition

 AIR INDUCTION SYSTEM

AIR CLEANER DUCT INSTALLATION - G 8. Install the support bracket between the air duct and
the intake manifold (see Figure 5.15-8).
A WARNING 9. Turn the hex nut (7/16 inch) on the brass fitting to
Do not grasp the indicator housing; the plastic may install the restriction indicator and filter in the air cleaner
crack or break resulting severe personal Injury or housing (see Figure 5.15-5).
death.
10. Tighten the hose clamp on the air duct.
1. Position the clamp on the air hose.
11. Turn capscrew until it takes up all movement of the
air duct (see Figure 5.15-9).
A WARNING
The air duct weighs approximately 53 Ibs. (24 kg)
Use a suitable lifting device and exercise caution
during removal or Installation to avoid severe
personal InJury or death.

2. Attach a suitable lifting device to the air cleaner duct.

3. Using a suitable lifting device, position the air duct on

the engine, connect the air hose to the air duct with the
clamp (do not tighten).

4. Install the air duct on the engine with two lock

washers and capscrews (see Figure 5.15-5).

5. Install the cross brace between the air duct flange

and engine (see Figure 5.15-8).

6. If installing the right bank air duct, refer to Crankcase

Figure 5.15-9. Capscrew
Ventilation System, and install the engine breather
assembly on the air duct (see Figure 5.15-7).
12. Refer to Precleaner Pad Installation and Main Air
7. If installing the right bank air duct, refer to Crankcase Filter Element Installation, and install these components.
Ventilation System and connect the oil separator hose
(see Figure 5.15-7).

FORM 6248 First Edition 5.15 -7

AIR INDUCTION SYSTEM

10
9 ......
......@ @(' )
~25

ITEM NUMBER AND DESCRIPTION

1 Air Duct 9 Lockwasher 17 Brace 25 Capscrew
2 Plate 10 Washer 18 Brace 26 capscrew
3 Gasket 11 Gapscrew 19 Brace 27 Lockwasher
4 Capscrew 12 Nut 20 Brace 28 Washer
5 Lockwasher 13 Air Restriction Indicator 21 Gapscrew 29 Spacer
6 Air Duct 14 Filter 22 Hump Hose
7 Clamp 15 Bracket 23 Brace

8 Capscrew 16 Bracket 24 Capscrew

Figure 5.15-10. Air Ducts - GSI/GL
AIR CLEANER DUCT REMOVAL - GSI/GL 1. Refer to Precleaner Pad Removal and Main Air Filter
Element Removal, and remove these components.
A WARNING 2. Turn the hex nut (7/16 inch) on the brass fitting to
Do not grasp the indicator housing; the plastic may remove the restriction indicator and filter from the air
crack or break resulting in severe personal injury or cleaner housing (see Figure 5.15-10).
death.

5.15 - 8 FORM 6248 First Ednion

 AIR INDUCTION SYSTEM

3. Loosen the hose clamp attaching the hump hose to

the turbocharger air inlet and disconnect it from the
turbocharger inlet.

4. Remove six capscrews, lock washers, circular cover

plate and gasket from the air cleaner duct.

A WARNING
The air duct weighs approximately 53 Ibs. (24 kg).
Use a suitable lifting device and exercise caution
during removal or installation to avoid severe
personal injury or death.

5. Attach a suitable lifting device to the air cleaner duct.

Figure 5.15-12. Air Duct Brace - Left Bank
6. If removing the right bank air duct, remove the "U"
bolt that holds the crankcase breather tube to the
support bracket flange mounted on the right bank air
duct (see Figure 5.15·11).

Figure 5.15-11. Crankcase Breather Tube

7. Remove the cross braces between the air duct

flange and intercooler mounted support bracket. See
Figure 5.20-14.

8. Remove the support braces between the bottom air

duct flange and the flywheel housing (see Figure 5.15-13. Air Duct Braces - Right Bank
Figure 5.15·12).

9. Remove the support braces between the air duct and
the exhaust manifold water outlet elbow (see
Figure 5.15-13).
10. Remove the support brackets between the air duct
and the intake manifold (see Figure 5.15-11).
11. Using a suitable lifting device, remove the air duct
from the engine.
12. Loosen the rematnlng clamp, and remove the
hump hose from the air duct.

FORM 6248 First Edition 5.15 - 9

AIR INDUCTION SYSTEM

AIR CLEANER DUCT INSTALLATION - GSI/GL AIR TUBING

)
A WARNING AIR TUBING REMOVAL - G

Do not grasp the indicator housing; the plastic may 1. Loosen the four hose clamps on the air tube (see
crack or break resulting in severe personal injury or Figure 5.15-14).
death.

1. Install the hump hose on the air duct with one clamp.

2. Install the hose clamp on the turbocharger inlet, do

not tighten.

A WARNING
The air duct weighs approximately 53 Ibs. (24 kg).
Use a suitable lifting device and exercise caution
during removal or installation to avoid severe
personal injury or death.

3. Attach a suitable lifting device to the air cleaner duct.

4. Using a suitable lifting device, position the air duct on
the engine, connect the hump hose to the turbocharger
air inlet with the remaining clamp (do not tighten).
5. Install the cross braces between the air duct flange
and intercooler mounted support bracket (see
Figure 5.20-14).
6. Install the support brace between the bottom air duct
flange and the flywheel housing (see Figure 5.15-12).
7. Install the support brace between the air duct and the
exhaust manifold water outlet elbow (see
Figure 5.15·13).
Figure 5.15-14. Air Intake Pipes - G
2. Remove the four capscrews, lock washers, air horn
flange, and the air intake pipe from the carburetor air
horn and air tube.
3. Remove the air tube from the air duct.
)
4. Remove hose clamps and hoses from the air tube.
5. Remove the O-ring from the groove in the end ofthe
air intake pipe (see Figure 5.15-15).

a. Install the support bracket between the air duct and

the intake manifold (see Figure 5.15-11).

9. TIghten the clamp to secure the hump hose on the

turbocharger (see Figure 5.15-10). AIR INTAKE
/ PIPE
10. Install six capscrews, lock washers, circular cover
plate and gasket on the air cleaner duct.

11. If installing the right bank air duct, install the "U" bolt
that holds the crankcase breather tube to the support
bracket flange mounted on the right bank air duct (see
Figure 5.15-11).

12. Turn the hex nut (7/16 inch) on the brass fitting to
install the restriction indicator and filter in the air cleaner
housing (Figure 5.15-3).

13. Refer to Precleaner Pad Removal and Main Air

Filter Element Removal, and install these components.

Figure 5.15-15. Air Pipe And Air Horn

5.15 - 10 FORM 6248 First Edition

 AIR INDUCTION SYSTEM

AIR TUBING INSTALLATION - G 3. Remove two capscrews, lock washers and intercool-
er air outlet tube from the intercooler (see
1. Install the O-ring on the air intake pipe (see Figure 5.15-17).
Figure 5.15-15).

2. Install the air intake pipe on the carburetor air horn

with air horn flange, four capscrews, and lock washers.

3. Position two hoses and four clamps on the air tube

with the ends of the hoses even with the air tube ends.

4. Position the air tube on the air cleaner duct and the
carburetor air pipe.

5. Install the air tube on the air duct and the carburetor
air pipe by sliding the hoses out and tightening the
clamps on the air duct and carburetor air pipe.

AIR TUBING REMOVAL - GSI

1. Loosen the two hose clamps on the air hose between Figure 5.15-17. Intercooler Air Outlet Tube And
the intercooler air outlet tube and the air intake pipe (see Intercooler
Figure 5.15-16).

4. Remove the intercooler air outlet tube from the air

intake pipe.

5. Remove the two hose clamps, air hose and support-

ing clamp from the intercooler air outlet tube (see
Figure 5.15-16).

6. Remove the O-ring from the groove in the intercool-

er air outlet tube (see Figure 5.15-18).

Figure 5.15-16. Intercooler Air Outlet Tube - GSI

2. Remove nut, lock washer, capscrew, and supporting

clamp from the intercooler air ouUet tube.

Figure 5.15-18. Intercooler Air Outlet Tube

)

FORM 6248 First Edition 5.15 - 11

AIR INDUCTION SYSTEM

7. Remove four capscrews, lock washers, air horn AIR TUBING REMOVAL - GL
flange, and air intake pipe from the carburetor air horn. )
See Figure 5.15-19. 1. Remove two capscrews, lock washers and retainers
from the intercooler air outlet tube and carburetor elbow
(see Figure 5.15-20).

AIR INTAKE
#" PIPE

Figure 5.15-20. Intercooler Air Outlet Tube - GL

2. Remove two capscrews, lock washers and intercool-

Figure 5.15-19. Air Intake Pipe And Carburetor er air outlet tube from the intercooler (see
Figure 5.15-21). )
8. Remove the O-ring from the groove on the air intake
pipe.

AIR TUBING INSTALLATION - GSI

1. Install the O-ring on the air intake pipe (see
Figure 5.15-19).

2. Insta" the air intake pipe on the carburetor air horn

with air horn flange, four capscrews, and lock washers.

3. Insta" a new O-ring in the groove on the intercooler

air outlet tube (see Figure 5.15-17).

4. Position supporting clamp, hose, and two hose

clamps on the intercooler air outlet tube (see
Figure 5.15-16).
Figure 5.15-21. Intercooler Air Outlet Tube
5. Position the intercooler air outlet tube on the
intercooler and air intake pipe. 3. Remove the intercooler air outlet tube from the
engine.
6. Insta" the air outlet tube on the intercooler air oudet
port with two capscrews and lock washers (see
Figure 5.15-18).

7. Insta" the intercooler air outlet tube on the engine

with supporting clamp, capscrew, lock washer and nut
(see Figure 5.15-16).

8. Secure the intercooler air outlettube on the air intake

pipe with the two hose clamps (see Figure 5.15-16).

5.15-12 FORM 6248 First Ed~ion

 AIR INDUCTION SYSTEM

4. Remove the O-ring from the groove on the carbure- 5. Remove the O-ring from the groove on the intercool-
tor elbow end of the intercooler air outlet tube (see er end of the air intake pipe (see Figure 5.15-23).
Figure 5.15-22).

Figure 5.15-22. Intercooler Air Outlet Tube 0- ring -

Carburetor End

Figure 5.15-23. Intercooler Air Outlet Tube -

Intercooler End

6. Remove six capscrews, lock washers, carburetor

elbow, and gasket from the carburetor air horn (see
Figure 5.15-24).

/~,
CAPSCREW /" ~
LOCK /
WASHER
RETAINER

/~, ....
CAPSCREW ~ ....

LOCK /
WASHER

CARBURETOR ELBOW

Figure 5.15-24. Carburetor Air Horn And Elbow

FORM 6248 First Edilion 5.15 -13

AIR INDUCTION SYSTEM
AIR TUBING INSTALLATION - GL
1. Install the carburetor elbow and gasket on the
carburetor air horn with six capscrews and lock washers
(see Figure 5.15-24).
2. Install the O-ring in the groove on the carburetor
elbow end of the intercooler air outlet tube (see
Figure 5.15-22).
3. Install the O-ring in the groove on the intercooler end
of the air intake pipe (see Figure 5.15-23).
4. Position the intercooler air outlet tube on the
intercooler air outlet port and the carburetor elbow.
5. Install the intercooler-to-carburetor air tube on the
intercooler air outlet port with two capscrews and lock
washers (see Figure 5.15-21).
6. Instail the intercooler-to-carburetor air tube on the
carburetor elbow with two capscrews, lock washers and
retainers (see Figure 5.15-24).
INTAKE MANIFOLD
/
Figure 5.15-25. Intake Manifold - GlGSI
5.15 -14
INTAKE MANIFOLDS
)
INTAKE MANIFOLD REMOVAL - GIGSI
1. Refer to Air Duct Removal, and remove the air duct
support bracket from the manifold.
2. Refer to Throttle Control Valve Removal, and
remove the throttle control lever (right bank).
3. Refer to Control Panel Removal, and remove the
control panel from the manifold.
NOTE: During the removal at the intake manifold, the
coils, coillHackets, tubing brackets and wire harness will be
removed when the capscrews lock washers and washers
holding the intake manifold are removed. Refer to Intake
Manifold Attaching Hardware (GIGSI) for infonnation on
the mounting location at these componenJs.
4. Tag wires, and disconnect the ignition wires from the
coils.
5. Remove four capscrews and lock washers from the
upper flange of the butterfly valve housing (see
Figure 5.15-25).
)
PLUG. BRASS
,./
~ .
WASHER
';Pf)
/
PLUG
FORM 6248 First Edition
 AIR INDUCTION SYSTEM

6. As required, refer to Ignition System Installation, and

A WARNING
The Intake manifold weighs approximately 86 Ibs.
(39 kg). Use a suitable lifting device and exercise
caution during removal or Installation to avoid
severe personal injury or death.
6. Attach a suitable lifting device to the intake manifold.
install the coil brackets and coils.
7. As required, on GL refer to Prechamber Manifold
Installation, and install the prechamber brackets and
prechamber manifolds.
8. As required, refer to Air Duct Installation and install
the air duct brackets.

7. Remove twenty-four capscrews, lock washers and 9. Refer to Throttle Control Lever Installation and install
washers from the intake manifold. the throttle control lever.

8. Remove the intake manifold from the cylinder heads.
9. Remove six intake manifold gaskets from the intake
manifold.
10. Remove the gasket from the upper flange of the
butterfly valve housing.
11. If required, remove the small slotted brass plug and
and the headless countersunk pipe plug from the intake
manifold.
12. If required, remove the large plugs and washers
from the intake manifold.
10. Refer to Control Panel Installation and install the
control panel.
11. Refer to tags, and connect the ignition wires to the
coils.
12. Refer to Figure 5.15-26 and torque the twenty-four
capscrews, lock washers and washers on the intake
manifold in the sequence shown.
13. Install the gasket, four capscrews and lock washers
on the upper flange of the butterfly valve housing.

INTAKE MANIFOLD INSTALLATION - GIGSI

1. If removed, apply pipe sealant to threads and install

the small slotted brass plug and and the headless
countersunk pipe plug on the intake manifold.

2. If removed, install the large plugs and washers on

the intake manifold.

A WARNING
The intake manifold weighs approximately 86 Ibs.
(39 kg) use a suitable lifting device and exercise
caution during removal or Installation to avoid
severe personal InJury or death.

3. Attach a suitable lifting device to the intake manifold.

4. Position the intake manifold on the cylinder heads.

NOTE: The coils, coil brackets, wire harness, and other

brackets and accessories are secured by the intake
manifold attaching hardware. Refer to Intake Manifold
Attaching Hardware (G/GSI) for information on the
mounting location of these components. Install these
components as the intake manifold is installed.

5. Install the gaskets washers, lock washers and

capscrews on the intake manifold. Do nottighten until all
the accessories and attaching hardware are installed as
noted.

FORM 6248 First Ed~ion 5.15 -15

AIR INDUCTION SYSTEM

RIGHT BANK )
REAR 6R 5R 4R 3R 2R lR FRONT

iriiV LAf.rffilO)a{ ·r--11 ·r,·

l!.L.J.!l .... ~L J.
I
l!.L.J.!l l!.L.J. 6. j==:=--_=:=..--=----===
FRONT 3L 4L 5L 6L REAR

LEFT BANK

:0:
Figure 5.15-26. Intake Manifold Flange Attachments

INTAKE MANIFOLD FLANGE lock washer and capscrew.

ATTACHMENTS
INTAKE MANIFOLD FLANGE ATIACHMENTS -
GIGSI
Each intake manifold flange can be identified by the
cylinder head to which it is attached. Right bank and left
bank cylinders are determined by standing at the
flywheel end of the engine facing the flywheel. The
cylinders farthest from the flywheel on the left and right
side are the #1 Land #1 R cylinders, respectively. Those
closest to the flywheel are the #6L and #6R cylinders.
NOTE: Facing the manifold, the numbers 1 and 2 are
the upper holes in the intake manifold flange, from left to
right. The numbers 3 and 4 are the lower flange holes,
left to right (see Figure 5.15-26).
LEFT BANK
NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches)
wherever the light gauge harness cable clips and coil
rails are fastened to the intake manifold flanges. Use the
longer intake manifold flange capscrews (1/2 x 2 inches)
wherever the heavy gauge harness cable clips or
prechamber manifold brackets are installed.
NOTE: Items in brackets ( ) are attached to the intake
manifold flanges later in the assembly procedure.
1L
1) Triangular shaped coil bracket (1 of 2 holes) lock
washer and capscrew.
2) 9 inch ignition coil rail (1 of 2 holes) lock washer and
capscrew.
3) Wire harness cable retaining clip (heavy
gauge);Triangular coil bracket (2 of 2 holes) washer,
4) Washer, lock washer and capscrew.
2L
1) 9 inch coil rail (2 of 2 holes); lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes); lock washer and )
capscrew.
3) Wire harness cable retaining clip (heavy gauge)
washer, lock washer and capscrew.
4) Washer, lock washer and capscrew.
3L
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and
capscrew.
3) Wire harness cable retaining clip (light gauge) wire
harness cable retaining clip (heavy gauge, "G" engines
cable from control box); washer, lock washer and
capscrew.
4) Wire harness cable retaining clip (light gauge) lock
washer and capscrew.
4L
1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes) lock washers and
capscrew.
3) Washer, lock washer and capscrew.
4) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.

5.15 - 16 FORM 6248 First Edition


5L
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes) lock washer and
capscrew.
3) Washer, lock washer and capscrew.
4) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.
6L
1) 9 inch coil rail (2 of 2 holes); lock washer and
capscrew.
2) Washer, lock washer and capscrew.
3) Washer, lock washer and capscrew.
4) Washer, lock washer and capscrew.
RIGHT BANK
NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches)
wherever the light gauge harness cable clips and coil
rails are fastened to the intake manifold flanges. Use the
longer intake manifold flange capscrews (1/2 x 2 inches)
wherever the heavy gauge harness cable clips or
prechamber manifold brackets are installed.
NOTE: At the #5R cylinder, use a 1/2 x 2-3/4 inch
capscrew (with lock washer, flat washer and 1-1/4 inch
spacer) to secure the strainer head support strap to the
lower rear flange hole.
NOTE: Items in brackets ( ) are attached to the intake
manifold flanges later in the assembly procedure.
6R
1) Triangular shaped coil bracket (1 of 2 holes) lock
washer and capscrew.
2) 9 inch ignition coil rail (1 of 2 holes) lock washer and
capscrew.
3) Triangular coil bracket (2 of 2 holes); wire harness
cable retaining clip (light gauge) washer, lock washer
and capscrew.
4) (4-way tube clip bracket with clips for air/gas supply,
vent, start and prelube tubes) washer, lock washer and
capscrew.
FORM 6248 First Edition
AIR INDUCTION SYSTEM
5R
1) 9 inch coil rail (2 of 2 holes); lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes); lock washer and
capscrew.
3) Wire harness cable retaining clip (light gauge);
spacer, lube oil strainer support strap, lock washer and
capscrew.
4) (4-way tube clip bracket with clips for air/gas supply,
vent, start and prelube tubes) washer, lock washer and
capscrew.
4R
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and
capscrew.
3) Wire harness cable retaining clip (light gauge);
(retaining clip for the lube oil pressure tube between the
main oil header and the instrument panel) lock washer
and capscrew.
4) Washer, lock washer and capscrew.
3R
1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes); lock washer and
capscrew.
3) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.
4) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.
2R
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes); lock washer and
capscrew.
3) Washer, lock washer and capscrew.
4) Wire harness cable retaining clip (heavy gauge);
washer, lock washer and capscrew.
1R
1) 9 inch coil rail (2 of 2 holes); lock washer and
capscrew.
2) Washer, lock washer and capscrew.
3) Wire harness cable retaining clip (heavy gauge);
washer, lock washer and capscrew.
4) Wire harness cable retaining clip (heavy gauge);
washer, lock washer and capscrew.
5.15 - 17
AIR INDUCTION SYSTEM

I )

e=
1/@
16/
18/

ITEM NUMBER AND DESCRIPTION

1 Intake ManHold 6 Washer 11 Capscrew 16 Lockwasher
2 Plug 7 Lockwasher 12 Plug 17 Stud

3 Plug 8 Cover 13 Adapter 18 Nut

4 Gasket 9 Cover 14 Gasket 19 Plug

5 Capscrew 10 Gasket 15 Capscrew

Figure 5.15-27. Intake Manifold - GL
INTAKE MANIFOLD REMOVAL - GL 3. Tag wires, and disconnect the ignition wires from the
coils.
1. Refer to Air Duct Removal, and remove the air duct
support bracket from the manifold. 4. Remove four nuts and lock washers from the upper
flange of the manifold inlet adapter (see
2. Refer to Control Panel Removal, and remove the Figure 5.15-27).
control panel from the manifold.

NOTE: During the removal of the intake manifold, the

coils, coil brackets, tube brackets, wire harness,
prechamber manifold and prechamber bracket will be
removed when thecapscrews and lock washers holding
the intake manifold are removed. Refer to Intake
Manifold Attaching Hardware (GL) for information on
the mounting location of these components
A WARNING
The intake manifold weighs approximately 86 Ibs.
(39 kg). Use a suitable lifting device and exercise )
caution during removal or installation to avoid
severe personal injury or death.
5. Attach a suitable lifting device to the intake manifold.

5.15 -18 FORM 6248 Rrst Edition


6. Remove twenty-four capscrews, lock washers and
washers from the intake manifold.
7. Remove the intake manifold from the cylinder heads.
8. Remove six intake manifold gaskets from the intake
manifold.
9. Remove the gasket from the upper flange of the
manifold inlet adapter.
10. If required, remove the four capscrews, lock
washers, flange cover, and gasket from each end of the
intake manifold. Remove the two square head pipe
plugs from the flange cover.
11. If required, remove the two square head pipe plugs
and the countersunk headless pipe plug from the intake
manifold.
INTAKE MANIFOLD INSTALLATION - GL
1. If removed, install the four capscrews, lock washers,
flange cover, and gasket on each end of the intake
manifold. Apply pipe sealant to threads and install the
two square head pipe plugs on the flange cover (see
Figure 5.15-27).
2. If removed, apply pipe sealant to threads and install
the two square head pipe plugs and the countersunk
headless pipe plug on the intake manifold.
A WARNING
The intake manifold weighs approximately 86 Ibs.
(39 kg). Use a suitable lifting device and exercise
caution during removal or installation to prevent
severe personal injury or death.
3. Attach a suitable lifting device to the intake manifold.
RIGHT BANK
REAR 6R 5R 4R
["riP LAf."r&l0}
w ~~~ ~~o~F=~__~~~w~~=~=J=o
FRONT 3L
LEFT BANK
:0:
Figure 5.15·28. Inlake Manifold Flange Attachments
FORM 6248 First Ednion
AIR INDUCTION SYSTEM
4. Position the intake manifold on the cylinder heads.
NOTE: The coils, coil brackets, wire harness, tube
brackets, prechamber manifold, prechamber bracket
and other brackets and accessories are secured by the
intake manifold attaching hardware. Refer to Intake
Manifold Attaching Hardware (GL) for information on
the mounting location of these components. Install
these components as the intake manifold is installed.
5. Install the gaskets washers, lock washers and
capscrews on the intake manifold. Do nottighten until all
of the attaching hardware is installed. Refer to Manffold
Flange Attachments for details on the installation of
attaching hardware
6. As required, refer to Ignition System Installation, and
install the coil brackets and coils.
7. As required, on GL refer to Prechamber Manifold
Installation, and install the prechamber brackets and
prechamber manifolds.
8. As required, refer to Air Duct Installation and install
the air duct brackets.
9. Refer to Throttle Control Lever Installation and install
the throttle control lever.
10. Refer to Control Panel Installation and install the
control panel.
11. Refer to tags, and connect the ignition wires to the
coils.
12. Referto Figure 5.15-28 and torque the twenty-four
capscrews, lock washers and washers on the intake
manifold in the sequence shown.
13. Install the butterfly valve housing to the intake
manifold with gasket, four capscrews and lock washers.
3R 2R lR FRONT
IOr,o
4L 5L 6L REAR
5.15 - 19
AIR INDUCTION SYSTEM
INTAKE MANIFOLD FLANGE ATTACHMENTS - GL
Each intake manifold flange can be identified by the
cylinder head to which it is attached. Right bank and left
bank cylinders are determined by standing at the
flywheel end of the engine facing the flywheel. The
cylinders farthest from the flywheel on the left and right
side are the #1 Land #1 R cylinders, respectively. Those
closest to the flywheel are the #6L and #6R cylinders.
NOTE: Facing the manifold, the numbers 1 and 2 are
the upper holes in the intake manifold flange, from left to
right. The numbers 3 and 4 are the lower flange holes,
left to right (see Figure 5. 15-28).
LEFT BANK
NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches)
wherever the light gauge hamess cable clips and coil
rails are fastened to the intake manifold flanges. Use the
longer intake manifold flange capscrews (1/2 x 2 inches)
wherever the heavy gauge harness cable clips or
prechamber manifold brackets are installed.
NOTE: Items in brackets ( ) are attached to the intake
manifold flanges later in the assembly procedure.
lL
1) Triangular shaped coil bracket (1 of 2 holes) lock
washer and capscrew.
2) 9 inch ignition coil rail (1 of 2 holes) lock washer and
capscrew.
3) Wire harness cable retaining clip (heavy
gauge);Triangular coil bracket (2 of 2 holes) (flexible
hose (auxiliary water pump to intercooler cooling water
supply pipe support brace) washer, lock washer and
capscrew.
4) Washer, lock washer and capscrew.
2L
1) 9 inch coil rail (2 of 2 holes); prechamber manifold
support bracket (1 of 2 holes); lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes); prechamber manifold
support bracket (2 of 2 holes);lock washer and caps-
crew.
3) Wire harness cable retaining clip (heavy gauge)
washer, lock washer and capscrew.
4) Washer, lock washer and capscrew.
3L
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and
capscrew.
3) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.
4) Wire harness cable retaining clip (light gauge) lock
washer and capscrew.
5.15 - 20
4L
1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes) lock washers and
capscrew.
3) Washer, lock washer and capscrew.
4) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.
5L
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes) lock washer and
capscrew.
3) Washer, lock washer and capscrew.
4) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.
6L
1) 9 inch coil rail (2 of 2 holes); prechamber manifold
bracket (1 of 2 holes) lock washer and capscrew.
2) Prechamber manifold bracket (2 of 2 holes) washer,
lock washer and capscrew.
3) Washer, lock washer and capscrew.
4) Washer, lock washer and capscrew.
RIGHT BANK
NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches) )
wherever the light gauge harness cable clips (see
Figure 5. 15-29) and coil rails are fastened to the intake
manifold flanges. Use the longer intake manifold flange
capscrews (1/2 x 2 inches) wherever the heavy gauge
harness cable clips or prechamber manifold brackets
are installed.
NOTE: At the #5R cylinder, use a 1/2 x 2-3/4 inch
capscrew (with lock washer, flat washer and 1-1/4 inch
spacer) to secure the strainer head support strap to the
lower rear flange hole.
NOTE: Items in brackets ( ) are attached to the intake
manifold flanges later in the assembly procedure.
6R
1) Triangular shaped coil bracket (1 of 2 holes) lock
washer and capscrew.
2) 9 inch ignition coil rail (1 of 2 holes) lock washer and
capscrew.
3) Triangular coil bracket (2 of 2 holes); wire harness
cable retaining clip (light gauge) washer, lock washer
and capscrew.
4) (4-way tube clip bracket with clips for air/gas supply,
vent, start and prelube tubes) washer, lock washer and
capscrew. )
FORM 6248 First Ed~ion
 AIR INDUCTION SYSTEM

5R 3) Wire harness cable retaining clip (light gauge)

1) 9 inch coil rail (2 of 2 holes); prechamber manifold
bracket (1 of 2 holes) lock washer and capscrew.
2) 9 inch coil rail (1 of 2 holes); prechamber manifold
bracket (2 of 2 holes) lock washer and capscrew.
3) Wire harness cable retaining clip (light gauge);
spacer, lube oil strainer support strap, lock washer and
capscrew.
4) (4-way tube clip bracket with clips for air/gas supply,
vent, start and prelube tubes) washer, lock washer and
capscrew.
4R
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and
capscrew.
3) Wire harness cable retaining clip (light gauge);
(retaining clip for the lube oil pressure tube between the
main oil header and the instrument panel) lock washer
and capscrew.
4) Washer, lock washer and capscrew.
3R
1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes); lock washer and
capscrew.
washer, lock washer and capscrew.
4) Wire harness cable retaining clip (light gauge)
washer, lock washer and capscrew.
2R
1) 9 inch coil rail (2 of 2 holes) lock washer and
capscrew.
2) 9 inch coil rail (1 of 2 holes); lock washer and
capscrew.
3) Wire harness cable retaining clip (heavy gauge);
(prechamber regulator gas outlet tube bracket with
retaining clip) washer, lock washer and capscrew.
4) Wire harness cable retaining clip (heavy gauge);
(prechamber regulator mounting bracket) washer, lock
washer and capscrew.
1R
1) 9 inch coil rail (2 of 2 holes); prechamber manifold
support bracket (1 of 2 holes) lock washer and
capscrew.
2) Prechamber manifold support bracket (2 of 2 holes);
Washer, lock washer and capscrew.
3) (Prechamber regulator mounting bracket), wire
harness cable retaining clip (heavy gauge); washer,
lock washer and capscrew.
4) Wire harness cable retaining clip (heavy gauge);
washer, lock washer and capscrew.

LEFT BANK
lL 2L 3L 4L 5L 6L

REAR

HEAVY CLIPS LIGHT CLIPS

(0.048" GAUGE) (0.032" GAUGE)

RIGHT BANK
6R 5R 4R 3R 2R lR

REAR

LIGHT CLIPS HEAVY CLIPS

(0.032" GAUGE) (0.048" GAUGE)

Figure 5.15-29. Wire Harness Cable Clip Locations

FORM 6248 First Edition 5.15 - 21

AIR INDUCTION SYSTEM

5.15-22 FORM 6248 First Edition

 SECTION 5.20 TURBOCHARGERS

TURBOCHARGERS 3. loosen the hose clamps to detach the turbo air outlet
elbow from the turbo compressor air outlet (see
TURBOCHARGER(S) REMOVAL Figure 5.20-2).

A WARNING
Operation ofthe turbocharger(s) without all air inlet
and exhaust outlet connections In place can result
In serious personal injury or death as well as severe
damage to the turbocharger(s) and/or engine.

A WARNING
Insure that the turbochargers have cooled before
performing any maintenance procedures. Failure to
allow the turbochargers to cool could resuH In
severe personal Injury or death.

1. loosen the ferrule nut (1-1/8 inch hex) to detach the

compressor discharge tube (3/4 inch tube aD) from the
turbo air outlet elbow (male elbow or male connector
tube fitting) (see Figure 5.20-1).
Figure 5.20-2. Turbo Air Outlet Elbow - Rear Right

4. Remove the turbo air outlet elbow from the engine.

5. Remove and discard the a-ring from the outlet side

of the turbo air outlet elbow (see Figure 5.20-3).

Flgurl> 5.20-1. Turbo Air Outlet Elbow - Rear Right

2. Remove two capscrews, washers and the turbo air

outlet elbow from the intercooler air inlet port.
Figure 5.20-3. Turbo Air Outlet Elbow

6. Repeat Steps 1 - 5 on the other bank.

FORM 6248 First Ednion 5.20 -1

TURBOCHARGERS
7. Remove the tube clip securing the upper turbo oil
supply tube to the intercooler air inlet/outlet bonnet (see
Figure 5.20-4).
Figure 5.20-4. Turbo Upper 011 TUbe Clip
8. Remove the upper oil supply tube from the top flange
of the turbo center housing (see Figure 5.20-5).
Figure 5.20-5. Turbo Clamps
9. Loosen the union tube fitting ferrule nut to separate
the lower turbo oil supply tubes sections (see
Figure 5.20-5).
10. Repeat Steps 7 - 9 on the other bank.
5.20 - 2
11. Remove the upper section ofthe lower oil drain tube
from the bottom flange of the turbo center housing.
12. Loosen the union tube fitting ferrule nut to separate the
upper and lower sections of the lower turbo oil drain tubes.
13. Repeat Steps 11 - 12 on the other bank.
14. Loosen the V-band coupling securing the rim ofthe
exhaust elbow adapter to the rim of the turbo exhaust
outlet.
15. Loosen the hose clamp and remove the hump hose
from the lip of the turbo compressor air inlet.
A WARNING
Each turbocharger weighs approximately 70 Ibs.
(32 kg). Use a suitable lifting device and exercise
caution during removal or Installation to avoid
severe personal Injury or death.
16. Remove four thin stainless steel nuts, four thick
stainless steel nuts, eight stainless steel lock washers,
four stainless steel capscrews gasket and the turbo-
charger from the turbo exhaust inlet elbow. On models
requiring a turbocharger adapter, remove gasket, four
thin stainless steel nuts, four thick stainless steel nuts, )
and four stainless steel lock washers from the stainless
steel studs (see Figure 5.20-6).
Figure 5.20-6. Turbocharger
)
17. Move the turbocharger to a suitable workbench.
18. Repeat Steps 14 - 17 on the other bank.
FORM 6248 First Edition

TURBOCHARGER CLEANING AND INSPECTION
Clean and inspect the turbocharger(s) every 6 months
(4320 hours).
I:A=~=..:..;;;;;....;~;:;...;~.
CAUTION I
Exercise care during in-
.L..::
... spection of the turbo-
chargers to prevent the entrance of dirt or other
foreign matter through the oil, air and exhaust
openings. Disregarding this information could re-
sult in product damage and/or personal injury.
1. Look into the compressor air inlet to inspect the
condition of the compressor wheel (see Figure 5.20-7).
Inspect the tips or leading edges of the blades to see if
they are pitted, nicked or chipped. Dust, dirt, sand or
other foreign material entering the compressor housing
from a leaking air inlet system will cause the leading
edges of the compressor wheel blades to erode.
2. Examine the outer contoured edges of the blades for
metal loss. Also check the compressor housing wall
adjacent to the wheel for rub marks or dirt. Bearing
failure or an excessive accumulation of dirt will cause
the blades to contact the compressor housing wall.
IA
...
CAUTION I Thorough inspection
and cleaning of the air
induction system is essential following compres-
sor wheel damage. Metal pieces from the compres-
sor wheel may become imbedded in the air cleaner
element. If the eiement is not changed, these pieces
can be drawn Into the replacement turbocharger
and cause It to fail in the same manner as the
original unit. Disregarding this information could
result in product damage and/or personal injury.
3. Inspect the inside of the compressor housing for
signs of oil leakage. If any oil leakage is observed,
remove the upper turbo oil drain tube. Look for sludge
buildup on the shaft between the bearing journals and
on the inner walls ofthe turbo center housing from the oil
drain opening back to the turbine end. If no sludge is
FORM 6248 First Edition
TURBOCHARGERS
apparent, inspect the oil drain tubes for damage or
internal restrictions.
4. Replace the turbocharger if any damage, sludge or
carbon coking is found.
5. Look into the exhaust outlet to inspect the condition
of the turbine wheel. Loose material from the engine,
such as small pieces of valves or rings, can cause
severe damage to the tips or leading edges of the
turbine blades. Focus the beam of a flashlight between
the turbine blades to the inside of the turbine housing in
order to perform a proper inspection.
6. Examine the outer contoured edges of the blades for
metal loss. Also check the housing wall adjacent to the
turbine for rub marks. Carbon coking or bearing failure
can cause the blades to contact the turbine housing
wall.
7. Inspect the inside of the turbine housing for carbon
coking or signs of oil leakage. If any oil leakage is
observed, remove the upper turbo oil drain tube. Look
for sludge buildup on the shaft between the bearing
journals and on the inner walls of the turbo center
housing from the oil drain opening back to the turbine
end. If no sludge is apparent, inspectthe oil drain tubes
for damage or internal restrictions.
8. Replace the turbocharger if any damage, sludge or
carbon coking is found.
9. Push inward on the compressor ~eel while rotating
the shaft assembly by hand. Feel for drag, rubbing or
binding. Verify that the wheels turn freely, without
contacting the housings, backplate or shroud. Listen for
unusual noises. Repeat the procedure on the turbine
side.
10. Rotate the assembly by hand while pushing the
shaft up and down (sideways). Verify that the shaft turns
smoothly without wheel rub.
11. Replace the turbocharger if any drag, rubbing,
binding or unusual noises are noted.
5.20 - 3
TURBOCHARGERS

)
THI<USiT BEARING

MAGNETIC BASE

MOUNTING
;ADAPTER

- DIAL
INDICATOR

Figure 5.20·7. Check Turbocharger Axial Play

Check the journal bearings for axial clearance as
follows:
12. Mount a dial indicator with a magnetic base on the
exhaust outlet flange althe turbine end of the turbochar-
ger. Set the dial indicator point on the flat end of the
turbine wheel assembly (see Figure 5.20-7).
17. Hand push the shaft assembly away from the )
turbine end of the turbocharger as far as it will go.
Holding the shaft in position. note that the indicator
pointer returns exactly to zero.
18. Repeat Steps 12 - 17 to verify the first dial indicator
reading.

13. Hand push the shaft assembly away from the
turbine end of the turbocharger as far as it will go.
14. Holding the shaft in position. zero the dial indicator
on the turbine end of the shaft.
15. Push on the compressor wheel to move the shaft
assembly toward the turbine end olthe turbocharger as
far as it will go.
16. Holding the shaft in position. note the maximum
travel of the turbine wheel as shown on the indicator
dial.
I. ..=A. CAUTION I
Continued operati.on ofa
=c.....::..:.....:;..;;;....;;..;;..::....;;..;;..J. turbocharger haVing ex-
cessive axial play will result in irreparable damage
to the compressor wheel and housIng or to the
turbine wheel assembly. DisregardIng this informa-
tIon could result in product damage and/or person-
al injury.
19. Replace the turbocharger if the maximum axial
play is less than 0.004 inch (0.102 mm) or greater than
O.OOg inch (0.229 mm).

5.20 - 4 FORM 6248 First Edition


DIAL
OFFSET EXTENSION
TURBINE WHEEL
JOURNAL B~\RI~IGS·
Figure 5.20-8. Check Turbocharger Radial Play
Check the journal bearings for radial clearance as
follows:
20. Attach a rack and pinion type dial indicator with a
two inch long, 3/4 to 1 inch offset extension rod to the
center housing so that the indicator plunger extends
through the oil outlet port (larger diameter hole in center
housing) and contacts the shaft of the turbine wheel
assembly. If required, a dial indicator mounting adapter
can be used (see Figure 5.20-8).
21. Simultaneously apply equal hand pressure to both
the compressor and turbine wheels to move the shaft
assembly away from the dial indicator plunger as far as
it will gO.
22. Holding the shaft in position, set the dial indicator to
zero.
23. Simultaneously apply equal hand pressure to both
the compressor and turbine wheels to move the shaft
assembly toward the dial indicator plunger as far as it
will go. Holding the shaft in position, note the maximum
movement of the shaft as shown on the indicator dial.
FORM 6248 Firs! Edilion
TURBOCHARGERS
NOTE: Make sure that the dial indicator reading is the
maximum obtainable, which can be verified by rolling the
wheels slightly in both directions while applying pressure.
24. Simultaneously apply equal hand pressure to both
the compressor and turbine wheels to move the shaft
assembly away from the dial indicator plunger as far as
it will go. Holding the shaft in position, note that the
indicator pointer returns exactly to zero.
25. Repeat Steps 20 - 24 to verify the first dial indicator
reading.
IA
..
CAUTION Iturbocharger
Continued operation of a
haVing ex-
cessive radial play will resuH in irreparable damage to
the compressor wheel and housing or to the turbine
wheel and housing. Disregarding this infonnation
could resuH in product damage and/or personal injury.
26. Replace the turbocharger if the maximum radial
play is less than 0.003 inch (0.076 mm) or greater than
0.006 inch (0.152 mm).
5.20 - 5
TURBOCHARGERS
NOTE: As long as the turbocharger passes all inspec-
tion, an accumulation of dirt may be cleaned from the
compressor wheel or housing wall.
I.A. CAUTION IAny accumulation of dirt
Indicates that the system
is not closed to foreign material. Carefully Inspect
all turbocharger connections for air leaks. Damage
to the turbocharger will occur if the source of the
problem is not located and corrected. Disregarding
this information could result in product damage
and/or personal Injury.
27. Mark the compressor and center housings with a
paint stick, grease pencil or other marker to facilitate
proper orientation of the compressor housing during
assembly.
IA CAUTION I~xe~cise care when re-
.L .::
. =:......=.-;;.;:;.....;;....;;..;:;....;;..~.
. moving the compressor
housing to avoid damage to the compressor wheel
blades and/or personal Injury.
28. Remove the V-band coupling between the com-
pressor and center housings. Lift off the compressor
housing (see Figure 5.20-9 and Figure 5.20-10).
Figure 5.20-9. Turbo V-Band Coupling
5.20 - 6
COMPRESSOR
AIR OUTLET
V-BAND COUPLING
INLET
AIR INLET
Figure 5.20-10. Turbo V-Band Coupling
A CAUTION I D~notuseascrewdrlver,
I=..
=:......"-_ _ _....;.._..J. dirty rags, sandpaper,
L..
)
emery cloth or steel wool to clean the compressor
wheel or housing. Use of abrasive materials or
caustic solutions will result In damage. Disregard-
Ing this information could result in product damage
and/or personal injury.
I=.A. CAUTION I
L.
Use care to. prevent dirt
or contaminants from
=:......=....;...;:....;;....;;....;;;....;;..;;..J.
entering the turbocharger. Disregarding this in-
formation could resuh in product damage and/or
personal injury.
A WARNING
Compressed air can pierce the skin and cause
severe personal InJury or death. Never use your hand
to check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.
29. Clean the compressor wheel and housing with a
non-caustic cleaning solution. Use a soft hog bristle or
nylon brush and a plastic blade scraper to completely
remove all accumulated surface matter.
30. Dry the compressor wheel and housing with
moisture free compressed air.
FORM 6248 First Edition
 TURBOCHARGERS

31. Slide the V-band coupling over the turbo center housing. Center the inside groove of the V-band
housing. coupling over the mated rims and finger tighten the lock
nut.
IA
..
CAUTION I Exercise care when
installing the compres-
34. Match the painted marks on the compressor and
center housings for proper orientation of the compres-
sor housing to avoid damage to the compressor
sor air outiet port.
wheel blades and/or personal InJury.
35. Torque the V-band coupling to 60 in-Ib (7 N·m). See
32. Mate the rims of the compressor and center Figure 5.20-11.
housings.

33. Verify that the rim of the compressor housing is

seated squarely against the rim of the turbo center

® ORIENTATE COMPRESSOR AIR OUTLET

AND V-BAND TO 60 IN·LB (7

o
\ EXHAUST ELBOW

G) TOROUE TURBO LOCK CAPSCREWS (8) TO

160 IN·LB (18 N'M) AND BEND UP LOCKING TABS

Figure 5.20-11. Turbocharger Torque Specifications

FORM 6248 First Ed~ion 5.20 -7

TURBOCHARGERS

TURBOCHARGER INSTALLATION

IA
..
CAUTION I Exercise care during
installation of the turbo-
o ~==.... o
chargers to prevent the entrance of dirt or other
foreign matter through the oil, air and exhaust
openings. Disregarding this Information could re-
sult in product damage and/or personal Injury.
O '=7==="'" 0
1. Position a loosened V-band coupling on the exhaust
elbow adapter.
"'===~=~
LIP
2. Slide a loosened hose clamp onto the free end of the Figure 5.20-13. Turbo Exhaust Inlet Gasket
hump hose connection.

NOTE: Position the gasket with the lip on the inside

A WARNING
Each turbocharger weighs approximately 70 Ibs.
(32 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
diameter facing the exhaust inlet elbow.
4. Install the hump hose onto the lip of the turbo
compressor air inlet. See Figure 5.20-14.

3. Install the turbocharger on the turbo exhaust inlet

elbow with gasket, four stainless steel capscrews, eight
stainless steel lock washers, four thick stainless steel
nuts, and four thin stainless steel nuts (see
Figure 5.20-12 and Figure 5.20-13). On models requir-
ing a turbocharger adapter, Install gasket, four stainless )
steel washers, four thick stainless steel nuts and four
thin stainless steel nuts and four stainless steel lock
washers on the stainless steel studs.

Figure 5.20-14. Air Duct Braces - Intercooler

Figure 5.20-12. Turbocharger

5.20 - 8 FORM 6248 First Edijion

 TURBOCHARGERS

5. Verify that the rim of the exhaust elbow adapter is
seated squarely against the rim of the turbo exhaust
outlet. Center the inside groove olthe V-band coupling
over the mated rims. See Figure 5.20-15 and
Figure 5.20-16.
COMPRESSOR
AIR OUTLET
\ EXHAUST ELBOW
6. Torque the V-band coupling bolt to 60 in-Ib (7 N·m).
7. Tighten the hose clamp to secure the hump hose
connection to the turbo compressor air inlet.
8. Repeat steps 1 - lOon the other bank.
9. Apply 3M Scotch-Grip ~ Rubber and Gasket Adhe-
sive 847 to the flanges of the upper and lower turbo oil
supply tubes (see Figure 5.20-17 and Figure 5.20-18).

---~~~\

TURBO OIL
DRAIN TUBES
,,,
UNI0:lllN
TUBE
EXHAUST
FlmNG
,
OUTLET
"

Figure 5.20-15. Turbo/Exhaust Elbow Connection Figure 5.20-17. Lower Turbo Oll'Drain Tubes
- Left Bank

OIL SUPPLY FLANGE OIL DRAIN FLANGE

(TOP) (BOTTOM)

Figure 5.20-1 B. TV94 Turbo 011 Supply/Draln Flanges

10. Place new gaskets on the contact cement. Allow

the gasket shellac to cure. See the manufacturer's
recommendations.

11. Finger tighten the ferrule nuts (union tube frtting) to

join the upper and lower sections of the lower turbo oil
supply tubes (both banks).

Figure 5.20-16. V-Band Coupling

FORM 6248 First Edition 5.20 - 9

TURBOCHARGERS

12. Fasten the upper section of the lower oil drain tubes
to the bottom flange of the turbo center housings with 2 )
allen head capscrews and lock washers (see
Figure 5.20-19).

Figure 5.20-19. Turbo 011 Supply Tubes

13. Fasten the upper oil supply tubes to the top flange
of the turbo center housings with 2 allen head caps-
crews and lock washers).

14. If it is necessary to re-orientate the center housing

for attachment of the turbo oil supply/drain tubes, flatten )
the tabs to free the eight turbo lock capscrews on the
turbine side. Loosen each capscrew 1/4 turn to allow Figure 5.20-20. Turbo Upper 011 Supply Tubes
rotation of the center housing.

15. Attach the tube clips to the upper turbo oil supply
tubes (above the union tube fitting). Fasten the clips to
the intercooler air inlet/outlet bonnets (1 capscrew per
clip, 3/8 x 2-1/2 inches, with lock washer, flat washer and
1 inch spacer) (see Figure 5.20-20 and Figure 5.20-21).

Figure 5.20-21. TUrbocharger Alignment

5.20 - 10 FORM 6248 First Edrtion


16. If loosened, torque the eight turbo lock capscrews
to 160 in-Ib (18 N·m) (see Figure 5.20-11 and
Figure 5.20-22). Bend the rounded tabs on the end of
each lock washer inward toward the head of the
adjacent capscrew. Bend each tab forward until it rests
tightly against the flat.
Figure 5.20-22. Turbocharger Alignment
17. If necessary, place a new rubber hose connection
on the tapered inlet end of the turbo air outlet elbows.
Install two clamps towards the inside edge of each hose
(see Figure 5.20-23).
Figure 5.20-23. TUrbo Air Outlet Elbows
FORM 6248 First Edition
TURBOCHARGERS
18. Slide two loosened hose clamps over the free end
of the turbo air outlet elbow hose connections (see
Figure 5.20-23).
19. Apply Parker Super O-Lube® to the a-ring.
20. Install a new a-ring in the groove on the outlet side
(see Figure 5.20-24).
Figura 5.20-24. TUrbo Air OuJIet Elbow
21. Apply Loctite® Removable Threa:dlocker 242 to the
threads of capscrews and position the 2 capscrews and
washers on the turbo air outlet elbow (see
Figure 5.20-25).
Figura 5.20-25. Turbo Air Outlet Elbow - Rear Right
5.20 -11
TURBOCHARGERS

22. With the free end of the male elbow tube fitting
pointing horizontally toward the intercooler, insert the
large end of the left bank turbo air outlet elbow into the
intercooler air inlet port (7 inch 00). Align the holes in
the winged flanges with those in the intercooler flange
and finger tighten the two fasteners.
23. With the male connector tube fitting facing the rear,
insert the large end of the right bank turbo air outlet
elbow into the intercooler air inlet port (7 inch 00). Align
the holes in the winged flanges with those in the
intercooler flange and finger tighten the two fasteners.
24. Install the hose on the tapered inlet end olthe turbo
air outlet elbows, (see Figure 5.20-23) onto the lip of
each turbo compressor air outlet (see Figure 5.20-26).
TIghten the two hose clamps.
PRELUBE PRESSURE
MAINTENANCE/CHECK VALVE )
INSPECTION
To ensure quick lubrication of the turbocharger(s) at
startup, the external supply line is provided with a check
valve to keep the oil from draining back into the oil pan
when the engine is shut down. The check valve also
prevents excessive lubrication of the turbochargers
during continuous or intermittent prelube.
A WARNING
If the prelube oil pressure reaches or exceeds 5 psi
(35 kPa), oil flows through the supply line check
valve into the turbocharger housings. Startup ofthe
engine may blow accumulated oil Into the intake
manifold and carburetor, resuhing in oily depOSits
that gum up internal surfaces. On the turbine side,
oil leakage around the turbine housing poses a
potential fire hazard. Disregarding this information
could result in severe personal injury or death.

Check the prelube oil pressure at least once each year.

Also inspect the operation of the check valves.

NOTE: For additional information, see Prelube and

Starting Systems, and Lubrication System. )

Figure 5.20-26. Turbo Air Outlet Elbow - Rear Right

NOTE: If adjustment of the turbo compressor air outlet

is necessary, loosen the V -band coupling on the
compressor side of the turbo center housing. Rotate the
compressor air outlet until it is aligned with the turbo air
outlet elbow. Tighten the coupling.

25. TIghten the capscrews to secure the turbo air outlet

elbows to the intercooler air inlet ports. Loosen the
capscrews slowly until the washers can be spun (see
Figure 5.20-25).

26. If loosened, torque the V-band coupling on the

compressor side of the turbo center housing to 60 in-Ib
(7 N·m).

27. TIghten the ferrule nuts (1-1/8 inch hex) to attach )

the compressor discharge tubes (3/4 inch tube 00) to
the right and left bank turbo air outlet elbows (see
Figure 5.20-24).

5.20 - 12 FORM 6248 First Edition

 SECTION 5.25 - COOLING SYSTEM

COOLING SYSTEM COMPONENTS EXHAUST MANIFOLD

The cooling system consists of the following compo- From each cylinder head, water passes up through the
nents: water outlet elbow connection to one segment of the
water-jacketed exhaust manifold. A portion of the
Jacket Water Circuit cooling water also exits the head through a hole
• Jacket Water Header/Jacket Water centered below the exhaust port (see Figure 5.25-1).
Each exhaust manifold assembly is comprised of six
• Exhaust Manifold individual water-cooled segments.

• Jacket Water Pump

WATER OUTLET
• Water Manifold ELBOW CONNECTION

• Jacket Water Temperature Control Valve

• Remote Heat Transfer Device

Auxiliary Cooling Water Circuit

• Auxiliary Water Pump

• Intercooler

• Oil Cooler

• Auxiliary Water Temperature Control Valve

• Auxiliary Water Heat Transfer Device

JACKET WATER HEADER/JACKET WATER

The cooling water passageways in both the crankcase EXHAUST
PORT
~'
) _
and cylinder head comprise the jacket water system.
From the jacket water header, integrally cast within the WATER HOLE
crankcase, cooling water circulates around the cylinder TO EXHAUST
MANIFOLD CYLINDER
sleeves. Three external sleeve seals ensure separation HEAD
of the cooling water and lube oil inside the cylinder
block. Passing up through seven water passage Figure 5.25-1. Water Outlet Hole
openings in the deck of each cylinder head (see
Figure 5.25-1, the cooling water flows around the valve WATER MANIFOLD
seats, and exhaust guides en route to the water-cooled
exhaust manifolds. See Figure 5.25-2 thru The water manifold receives the cooling water flowing
Figure 5.25-6 for the cooling system arrangements out of each segment of the exhaust manifold and routes
found on the engine. it to a thermostatically controlled water outlet header.

FORM 6248 First Ednion 5.25 -1

COOLING SYSTEM

WATER OUTLET
)

WATER INLET
FROM HEAT
EXCHANGER
)

AUXILIARY
WATER PUMP

FROM HEAT
EXCHANGER

FROM INTERCOOLER
SHIPPE,D LOOSE

Figure 5.25-2. VHP Twelve Cylinder Cooling System - Cutaway View

JACKET WATER PUMP center olthe gear cover. Cooling water exiting the pump
A single centrifugal-type water pump, driven by two is piped to the jacket water headers (see Figure 5.25-2).
belts from the crankshaft pulley, is mounted at the
5.25 - 2 FORM 6248 First Edilion
 COOLING SYSTEM

9"

LEGEND NOTE:
1. ENGINE JACKET COOLANT PUMP All connections to unit must be flexible.
2. AUXILIARY COOLANT PUMP * Customer supplied component and piping.
3. LUBE OIL COOLER (SHIPPED LOOSE - 12 & 16 CYL) - - Deaeration vent lines.
4. TOP ENGINE WATER MANIFOLD 1/4" tubing or 1/2" tubing with 1/4" ormce at the engine.
5. ENGINE JACKET THERMOSTATS
6. ENGINE JACKET BYPASS
7. ENGINE JACKET EXPANSION TANK
8. ENGINE JACKET COOLER
9. OPTIONAL COMPRESSOR COOLER
(REQUIRES EXTRA CAPACITY AUX. PUMP)

Figure 5.25-3. VHP G Engine Cooling System Schematic - Standard Jacket Water Temperature

FORM 6248 First Edition 5.25 - 3

COOLING SYSTEM

8* )

I
I
4 I
I
9* I
I
O·"'-_ _-'U"'---' I
I
__ ...1I

2
10*

11*

LEGEND NOTE:
All connections to unit must be flexible.
1. ENGINE JACKET COOLANT PUMP * Customer supplied component and piping.
2. AUXILIARY COOLANT PUMP - - Deaeration vent lines.
3. LUBE OIL COOLER (SHIPPED LOOSE - 12 & 16 CYL.)
4. TOP ENGINE WATER MANIFOLD
1/4" tubing or 1/2" tubing with 1/4" orifice at the engine. )
5. ENGINE JACKET THERMOSTATS
6. ENGINE JACKET BYPASS
7. ENGINE JACKET EXPANSION TANK
8. AUXILIARY EXPANSION TANK
9. ENGINE JACKET COOLER
10. AUXILIARY COOLER
11. OPTIONAL COMPRESSOR COOLER
(REQUIRES EXTRA CAPACITY AUX. PUMP)

Figure 5.25-4. VHP G Engine Cooling System Schematic - Elevated Jackat Water Temperature

5.25 - 4 FORM 6248 First Edilion

 COOLING SYSTEM

':::-:=- __________ ...f r------

L _____ -'
5
I
I
4
I
I
I
I
I
I
I
--~

2
10"

".

NOTE:
LEGEND All connections to unit must be flexible.
1. ENGINE JACKET COOLANT PUMP * Customer supplied component and piping.
2. AUXILIARY COOLANT PUMP - - DeBeration vent Jines.
3. LUBE OIL COOLER (SHIPPED LOOSE -12 & 16 CYL.) 1/4" tubing or 1/2" tubing with 1/4" orifice·at the engine.
4. TOP ENGINE WATER MANIFOLD
5. ENGINE JACKET THERMOSTATS
6. ENGINE JACKET BYPASS
7. ENGINE JACKET EXPANSION TANK
8. AUXIUARY EXPANSION TANK
9. ENGINE JACKET COOLER
10. AUXILIARY COOLER
11. OPTIONAL COMPRESSOR COOLER
(REQUIRES EXTRA CAPACITY AUX. PUMP)

Figure 5.25-5. VHP GSI Engine Cooling System Schematic - Standard And Elevated Jacket Water Temperatures

FORM 6248 First Ednion 5.25 - 5

COOLING SYSTEM

~~i..\....J0'i
)
~ r------ ~
i---t ----------~ 5-----' V

'"I ill • HE- ~~:

II 6 1
"':'11
i
I
9*

0 ~
~~ - __ .Ji
12*

2'\::7

1 10*

3( I 1 '-
J
I 11"
I
I

LEGEND NOTE:
All connections to unit must be flexible,
1. ENGINE JACKET COOLANT PUMP
2. AUXILIARY COOLANT PUMP * Customer supplied component and piping.
3. LUBE OIL COOLER ~SHIPPED LOOSE - 12 & 16 CYL) - - Deaeration vent lines.
4. TOP ENGINE WATE MANIFOLD
5. ENGINE JACKET THERMOSTATS
1/4" tubing or 1/2" tubing wfth 1/4" orifice at the engine. )
6. ENGINE JACKET BYPASS
7. ENGINE JACKET EXPANSION TANK
8. AUXILIARY EXPANSION TANK
9. ENGINE JACKET COOLER
10. AUXILIARY COOLER
11. OPTIONAL COMPRESSOR COOLER
(REQUIRES EXTRA CAPACITY AUX. PUMP)
12. AUXILIARY CIRCUIT THERMOSTAT

Figure 5.25-6. VHP GL Engine CoDling System Schematic - Standard And Elevated Jacket Water Temperatures

5.25 - 6 FORM 6248 First Edition

 COOLING SYSTEM

CLUSTER THERMOSTAT HOUSING warm up when the thermostatic valves are fully closed
By regulating the circulation of coolant, multiple thermo- and efficient cooling once the valves open.
static valves control the jacket water temperature
normally at 180° F (83° C). A variety of other control
temperatures are available. The thermostatic valves
are enclosed in the cluster thermostat housing at the
outlet end (front) of the water manifold.
The thermostatic valves remain closed while the engine
is warming up, so cooling water is circulated through the
engine water jacket only. Water passes from the water
manifold to the thermostat housing and back to the
jacket water pump through the bypass tube(s) (see
Figure 5.25-7).

NOTE: Landfill gas and high temperature application

engines use a weir notched seal thermostat design for a
gradual transition of coolant flow. This thermostat
series, does not require a "lead thermostaf' because of
the weir notch seal design.
The lead thermostat in the cluster thermostat housing
starts to open as the engine warms up to its normal
operating temperature. A portion of the coolant is
diverted to the remote heat transfer device, which
absorbs the heat and directs the coolant back to the
jacket water pump. The supply from the heat transfer
device mixes with that portion of the coolant that
continues to flow down the bypass tube(s) to provide a
blend that is within the normal range.
When the cooling water temperature rises 5° F (2.8° C)
above the Start to Open rating of the lead thermostat,
the remaining thermostatic valves begin to open.
Opening of the secondary thermostats allows an even
greater portion of the cooling water to be directed to the
heat transfer device. This operation results in rapid
Figure 5.25-7.12 Cylinder Cluster Thermostat
Housing
REMOTE HEAT TRANSFER DEVICE
The remote heat transfer devicemay be a radiator, cooling
fan, cooling tower, heat exchanger or other devices.
AUXILIARY WATER PUMP
The auxiliary water pump, driven by two belts from the
crankshaft pulley, is mounted at the front of the oil pan.
The suction side of the auxiliary water pump is
connected to the outlet port of the auxiliary water
temperature control valve (see Figure 5.25-8). The
discharge of the pump is directed to the intercooler inlet
through external piping.

~~, WASTEGATE

AUXILIARY WATER PUMP

o 0
o 0

~ INTERCOOLER~ ~~:d~ TEMPERATURE CONTROL VALVE

o 0
o 0

FROM HEAT EXCHANGER

OIL COOLER
1-------'-----1---- TO HEAT EXCHANGER
Figure 5.25-8. Auxiliary Cooling Water Circuit

FORM 6248 First Ednion 5.25 -7

COOLING SYSTEM

INTERCOOLER
Each intercooler is a box-type tube and fin assembly
mounted at the rear of the engine. The flow of air
between the aluminum cooling fins runs perpendicular
to the vertical flow of cooling water in the copper tubes.
The configuration of the upper and lower bonnets create
a U-shaped path that enables the cooling water to pass
through the core assembly four times before exiting the
unit at the top (see Figure 5.25-9). Header plates
separate the air passing through the casing from the
cooling water in the upper and lower bonnets.
A supply tube connected to the intercooler cooling water
inlet, provides a continuous supply of cooling water to
the wastegate(s). The cooling water enters the lower
housing of the wastegate and passes through a cavity
that encircles the valve guide. Exiting the outlet port on
the opposite side of the lower housing, the water passes
to the intercooler cooling water outlet through a water
return tube (see Figure 5.25-8).

OIL COOLER
Exiting the outlet port of the intercooler, the coolant
flows to the remote or ofI eng ine mounted oil cooler.
The oil cooler is a tube and baffle type assembly. While
the coolant flows through a bundle of tubes in the oil
cooler, the lube oil circulates around them. Heat from )
the oil passes through the tubes to the coolant which
carries it to a heat transfer device for dissipation. From
the heat transfer device, the coolant passes back to the
auxiliary water pump to repeat the circuit.

AUXILIARY WATER TEMPERATURE CONTROL

VALVE
One thermostatic valve controls the temperature of the
auxiliary cooling water. To maintain the correct tempera-
ture, the valve controls the flow of cooling water from the
heat transfer device.
The thermostatic valve is enclosed in a housing on the
suction side of the auxiliary water pump.

• Operational Description
• Makes Four Passes Thru Intercooler
• Configuration Of Water Inlel/OUllet Plate
• Configuration Of Water Return Plate
• Location Of End Casts
• Configuration Of Tubing
• AirSldes

Figure 5.25~. Intercooler Flow

5.25 - 8 FORM 6248 First Ed~ion


The thermostat housing has one outlet port stamped A
and two inlet ports stamped B (oil cooler) and C (heat
transfer device) (see Figure 5.25-10). The casting ofthe
thermostat housing prevents the flow of cooling water
through inlet port C when the thermostat is fully closed.
The flow from the oil cooler enters bypass port Band
exits outlet port A enroute to the auxiliary water pump.
OUTLET PORT A
AUXILIARY WATER PUMP)
THERMOSTATIC
VALVE
COOLING WATER INLET PORT C
(FROM HEAT TRANSFER DEVICE)
Figure 5.25-10. Auxiliary Cooling Water Temperature
Control Valve
The thermostatic valve begins to open as the engine
warms up to its normal operating temperature. The
casting ofthethermostat housing is such that inlet port B
becomes restricted as outlet port C starts to open.
Therefore, a smaller portion of the coolant is received
from the oil cooler, while a greater portion of the cooling
water comes from the heat transfer device. Cool water
passing out the heat transfer device enters port C of the
thermostat housing and combines with hot water
passing through bypass port B. The cooling water
exiting outlet port A is a blend that falls within the normal
range.
AUXILIARY WATER REMOTE HEAT TRANSFER
DEVICE
The auxiliary or secondary heat transfer device may be
a radiator, cooling fan, cooling tower, heat exchanger or
some other device.
FORM 6248 First Edition
COOLING SYSTEM
COOLING SYSTEM PROBLEMS
SCALE BUILD-UP, CAVITATION EROSION AND
CORROSION
In frequency of occurrence, the three major cooling
system problems are scale deposits, cavitation erosion
and system corrosion. Although these problems can
cause considerable damage to the engine, each is
preventable.
SCALE BUILD-UP
Scale build-up is by far the most common cooling
system problem and may lead to cracked cylinder
heads and sticking valves.
To allow for efficient heat absorption by the cooling
water, coolant passageways must be kept clean and
free of scale. Scale is a solid formed when the impurity
concentration in water exceeds its solubility limit.
Buildup of scale and minerals can completely plug
coolant passageways. Even if just the walls of cooling
passageways are coated, the ability of the engine to
transfer heat is greatly reduced. Only 0.012 of an inch of
scale (0.305 mm) may cut the transfer of heat by as
much as 40%.
The growth of scale deposits are affected by a number
of variables, the most important of which are raw water
chemistry, system operating temperatures, cooling
water chemistry and make-up water usage.
Waukesha recommends that all potential water sources
be tested before use. Never use an untested water
supply. Be sure that the manner in which the water is
transferred to the engine does not contribute to the
growth of scale deposits. Transporting cooling water in
oily or rusty barrels will introduce contaminants that will
foul the engine cooling system.
Even engines with a high degree of scale buildup can be
cleaned. Acids are no longer recommended for clean-
ing. Biodegradable products that emulsify oil and
grease, loosen scale deposits and hold solid deposits in
suspension are readily available on the market. Use of
biodegradable products also prevent the loss of metal in
the engine and do not damage gaskets and seals.
CAVITATION EROSION
Cavitation erosion is a mechanical process of metal loss
caused by the collapse of vapor bubbles against a
spinning or vibrating metal surface. The force exerted
by the bursting vapor bubble is such that a very small
particle of metal can be removed. When this process
occurs with great frequency over a period of time, large
cavities or pits can form.
In advanced stages, cavitation erosion may cause
cooling water to seep into the lube oil, a condition which
compounds existing problems. Coolant mixed with
5.25 - 9
COOLING SYSTEM
engine oil forms a thick sludge that causes piston pins,
piston rings, valves and valve lifters to stick.
Inhibitor additives raise the water vapor "flash point,"
which eliminates or at least reduces the formation of
damaging vapor bubbles. Water PH must be main-
tained within an acceptable range for the inhibitors to be
effective.
While water in motion erodes metal, greater system
pressure reduces the formation of vapor bubbles by
raising the temperature at which water boils or vapor-
izes.
Harder metals, such as chrome, are much more
resistant to cavitation erosion than softer metals, like
cast iron.
CORROSION
Corrosion is a chemical process of metal loss. Cooling
water in a closed system is similar to the electrolyte
solution in a battery. As the electric potential becomes
stronger, the rate of corrosion increases.
The rate at which the cooling system corrodes is
affected by a number of variables. Trapped air, water
PH, the type of metals in the system and both the type
and amount of inhibitor additives all affect the corrosion
rate.
In order for corrosion inhibitors to be effective (and to
neutralize any blow-by gases), the jacket water PH of
the standard radiator cooled engine must be kept
between 8.5 and 9.5.
Different system metals, such as iron, copper, alumi-
num, etc., corrode at different rates. An acidic coolant
with a PH of less than 7 will speed the corrosion of cast
iron, aluminum and steel, while a PH of 11 or higher will
accelerate the corrosion of aluminum and solder.
WATER TREATMENT
Standard closed heat exchanger or radiator cooled
cooling systems operating up to 250· F (121· C) must be
treated with industrial grade inhibited antifreeze or with
some other effective commercial cooling water treat-
ment product. These products usually provide corrosion
protection by forming a film on the surfaces of the
cooling system and also act as a scale suppressant by
modifying or conditioning the dissolved scale-forming
minerals. To work effectively, all antifreeze and water
treatment products require a clean system, free of dirt,
oil, scale and rust.
5.25 - 10
ETHYLENE GLYCOL
The most common cooling water additive is ethylene
glycol. The required proportion normally depends on
the lowest ambient temperature levels from which the
system must be protected. A fifty-fifty mix of water and
ethylene glycol will produce the best results for freezing
and boiling protection, but cooling water efficiency is
reduced by as much as 15%. Since the radiator cooling
system effectiveness drops by approximately 2 - 3% for
each 10% of glycol concentration, the radiator sizing for
the specified heat rejection value must be taken into
account to accommodate this relationship.
A minimum of 30% ethylene glycol is generally recom-
mended for adequate antifreeze and corrosion protec-
tion. The amount should not exceed 67% to avoid
impairing the heat transfer processes. A concentration
beyond this percentage does not tend to lower the
freezing point any further and may result in engine
damage.
Since it effectively raises the boiling point of the water,
the use of ethylene glycol is also beneficial in hot
temperatures. Therefore, ethylene glycol treated water
is still recommended in those climates where antifreeze
is not normally required (see Table 5.25-1).
Table 5.25-1. Water Versus Concentration
PERCENT COMMENTS
)
WATER/GLYCOL
100/0
Best Cooling System Efficiency; No
Antifreeze/Corrosion Protection
With heat exchanger cooling systems, it should be
remembered that the circulation of ethylene glycol
solution only protects the closed system coolant.
Therefore, the heat exchanger water supply, as well as
the auxiliary cooling water circuit, must also be pro-
tected.
Other treatments the engine operator should consider
are listed in Table 5.25-2.
FORM 6248 First Edition
 COOLING SYSTEM

Table 5.25-2. Other Cooling System Treatments • faulty temperature gauge

TREATMENT COMMENTS
• low coolant level
Although a maximum hardness of 200 PPM is
Deionized, acceptable for initial fill and make-up, use only
Distilled or • overloaded engine
Softened Waler softened water, where the insolubles may be
as low as 0.5 PPM.
Sodium Nitrate Iron and steel corrosion inhibitor. • air bound system
Molybdale Slows the growth 01 bacteria. • insufficient air circulation
Toly~riazole Copper corrosion inhibitor.
• exhaust recirculation
~nthetic Prevents hard scale build-up.
oIymer
COOLING SYSTEM RECOMMENDATIONS
Borax Buffer Corrects the water PH to B.S.
General corrosion inhibitor; over 0.1 % 1. Ensure that the rise in coolant temperature does not
concentration is not recommended for exceed 10" F (5.6" C).
industrial engines. A concentration that is too
Silicates high can cause the cooling water in the
radiator to ~ell resulting in solid deposits. High 2. Maintain the drop in system pressure at 8 - 15 psi
silicate inhi itor concentration is used primanly (55 - 103 kPa). While pressure that is too low promotes
for high speed aluminum engines.
cavitation erosion, pressure that is too high may cause
NOTE: Refer to Service Bulletin 4-2429C for more the water pump seals to leak.
detai/ed coo/ant treatment information.
3. Analyze the raw water chemistry to verify that it does not
COOLING SYSTEM SPECIFICATIONS contain contaminants and that it is not too hard. Use only
AND RECOMMENDATIONS soft water, where the insolubles are as low as 0.5 PPM.
Hard water accelerates the formation of scale deposils.
COOLING SYSTEM SPECIFICATIONS
Ensure thatthe temperature ofthe cooling water leaving 4. Analyze the cooling water chemistry every 3 - 6
the engine (as indicated by the temperature gauge) months to verify that it contains the proper inhibitor and
does not exceed the temperatures listed Table 5.25-3. additive concentrations.
Refer to Table 1.20-28 for Alarm and Shutdown setpoint
5. Measure antifreeze content according to the lowest
temperatures.
anticipated temperature and refill as needed with the
Engine overheating. as evidenced by high jacket water same brand.
temperatures, may be caused by one or more of the
following conditions: 6. Maintain cooling water PH between 8.5 and 10.5; an
acidic coolant with a PH of less than 7 will speed the
• inadequate sizing of the radiator corrosion of cast iron, aluminum and steel, while a PH of
• defective thermostats 11 or higher will accelerate the corrosion of aluminum
and solder.
• worn jacket water pump
7. Check the cooling system level each day or consider
• excessive jacket water pump suction the installation of a coolant low level shutdown switch.
Even if a high coolant temperature switch is provided, it
• loose drive belts will not shut the engine down if the system runs low on
cooling water.
• blown head gasket
Table 5 25-3 Jacket Water Outlet Temperature Settings" F e C)
Standard Cooling System:
Normal" 11800 F ~82° c~ for continuous rating
• 200° F 93" C for intermittent rating
JACKET WATER OUTLET Elevated Temperature Solid Water Cooling System:
TEMPERATURE1:
Normal: 1210" - 235" F (82" - 113" C) solid water
Ebullient Cooling System
Normal: 1212" - 250" F (100" - 121" C)
NOTE: 1Customer supplied fuel shutoff type safety eqUipment must be provided to prevent engine damage and possible personal injury. See
Table 1.20-28 for alarm and shutdown temperatures.

FORM 6248 First Edition 5.25 - 11

COOLING SYSTEM
8. Check the cooling system for rust, sludge or other
foreign matter. Clean and flush the entire cooling
system once each year, unless evidence of corrosion or
sediment build-up demonstrates the need for more
frequent changes. Use only clean, soft water.
9. To eliminate the recirculation of particles and con-
taminants in the cooling water circuit, install a cleanable
filter (sized at approximately 10 microns) in the coolant
flow. Inspect and clean the filter on a regular basis.
10. Frequently inspect hoses and all cooling system
connections for cracks and leaks. Do this when the
engine is operating at normal pressure.
11. Examine belts and pulleys of the jacket and
auxiliary water pump drives, and if the engine is
radiator-cooled, on the cooling fan drive.
12. On a radiator, check for damaged fan blades, a
poorly fitting shroud, sticking shutters or dirt in the
radiator core. Repair or clean as needed.
13. Check the radiator cap gasket for proper seal.
14. If a heat exchanger is used, inspect it for scale or
corrosion, and when necessary, clean the inside of the
tubes with a round, soft-wire brush. Flush with cleaning
solvent.
15. Periodically remove the intercooler, and rod-out
the tubes with a soft-wire brush or circulate a suitable
cleaning solution.
16. Consider the installation of the following cooling
system safety accessories:
• a high water temperature shutdown device
• a low water level shutdown device
• a coolant level sight glass
To avoid scored pistons and other serious problems, a
high water temperature shutdown device will stop the
engine if the coolant gets too hot. A low water level
device will shut down the engine if the coolant level
drops excessively, preventing cracked or warped cylin-
der heads, exhaust manifolds and water manifolds. A
sight glass is a quick and easy method of visually
checking the coolant level.
5-25 - 12
JACKET WATER CIRCUIT - INITIAL FILL
NOTE: The following description is not applicable to
permanent vent systems.
1. Remove the 3/4 inch NPT countersunk headless
pipe plugs from the drain hole just below the level of the
jacket water header (see Figure 5.25-11).
NOTE: To facilitate draining and flushing of the engine
jacket water, replace one of the 3/4 inch NPT countersunk
headless pipe plugs with a customer supplied ball va/ve
(see Figure 5.25-11). The ball valve must be threaded to
accept both a hose connection and pipe plug.
WATER
HEADER .......
~--
\ PLUG
CRANKCASE
Figure 5.25-11. Customer Supplied Ball Valve
2. Open the jacket water pump air bleed petcock (or
needle valve) in the outlet port to the jacket water
header.
3. Open the air bleed petcock(s) on top of the cluster
thermostat hOUSing.
4. Attach the make-up line to the ball valve and add
treated cooling water to the crankcase (see Water
Treatment in this section).
NOTE: Always fill the engine from the bottom up to
minimize the formation of damaging air pockets. As the
engine fills, air is pushed up and out.
5. Close the jacket water pump air bleed petcock (or
needle valve) when water begins to flow out in a solid
steady stream.
FORM 6248 First Ednion

6. Add coolant to the engine until the level causes it to
escape from the petcock(s) on top of the cluster
thermostat housing (see Table 5.25-4).
Table 5 25-4 Jacket Water Capacity - Engine Only
ENGINE MODEL GALLONS (LITRES)
L5108
107 (405)
L5790
L7042 100 (379)
7. Close the cluster thermostat housing petcock(s) and
continue filling the system until the level of the coolant
reaches the top of the surge tank or radiator.
8. Close the ball valve and unthread the hose connec-
tion.
A WARNING
Always install a pipe plug in the ball valve when the
hose connection Is removed. If the lever of the ball
valve Is inadvertently bumped open, the absence of
a plug will cause the coolant to drain. During
operation, loss of any coolant may result In cata-
strophic engine damage. Escaping steam and/or
hot water can cause severe burns. Disregarding
this Information could result In severe personal
injury or death.
9. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the pipe plug. Install the plug in
the ball valve.
CAUTION l~irinthecOOlingsyst~m
I A=:......;=...:;..;;;....;;~:::....:~.
.L .::
.. speeds up the formation
of rust, increases corrosion and produces hot
spots within the engine. Disregarding this informa-
tion could result In product damage and/or person-
al injury.
10. Bleed trapped air (see Cooling Water System Air
Bleed).
11. Top off the surge tank or radiator.
FORM 6248 Firs! Edition
COOLING SYSTEM
AUXILIARY COOLING WATER CIRCUIT -
INITIAL FILL
NOTE: The following description is not applicable to
permanent vent systems.
1. Open the air bleed petcock(s) in the intercooler
cooling water inlet/outlet bonnet(s).
2. Open the air bleed petcocks in the inlet side of the
wastegate water return tubes.
3. From the top of the surge tank or radiator, add
treated cooling water (see Water Treatment in this
section) to the auxiliary cooling water circuit.
4. Continue filling the circuit until the level causes it
escape from the air bleed petcock(s) in the intercooler
cooling water inlet/outlet bonnet(s). Close the pet-
cock(s) when water begins to flow out in a solid steady
stream.
5. Continue filling the auxiliary cooling water circuit until
the level causes it to escape from the petcocks in the
intercooler cooling water supply and the inlet side ofthe
wastegate water return tubes. Close the petcocks when
water begins to flow out in a solid steady stream.
6. Continue filling the auxiliary cooling water circuit until
the level ofthe coolant reaches the top ofthe surge tank
or radiator.
=A CAUTION IAlrlnthecOOlingsyst~m
..
IL. =......;;_....;;;._......;;_-1. speeds up the formation
of rust, Increases corrosion and produces hot
spots within the engine. Disregarding this Informa-
tion could result in product damage and/or person-
allnJury.
7. Bleed trapped air (see Cooling Water System Air
Bleed).
8. Top off the surge tank or radiator.
5.25 -13
COOLING SYSTEM

Table 5 25-5 Air Bleed Petcocks

COOLING WATER NUMBER OF
LOCATION
CIRCUIT PETCOCKS
1 Jacket water pump housing (front center); outlet port to left bank jacket water header
Jacket Water
2 Cluster thermostat housing (above bypass outlet ports at front)
2 Intercooler water inlet/outlet bonnets (upper rear)
Auxiliary
2 Wastegate water return tube (rear right and left bank)

COOLING WATER SYSTEM AIR BLEED JACKET WATER AND AUXILIARY

Air bleed the jacket water and auxiliary cooling water
circuits at least once each day. Open and close the air
bleed petcocks in the order that they are listed below,
starting at the lowest petcock in the system and ending
at the highest. Bleed one petcock at a time. The number
of air bleed petcocks and their locations are as follows
(see Table 5.25-5).
1. Initial Bleed: open each air bleed petcock prior to
engine startup. A hissing sound often accompanies the
escape of trapped air. Close the petcock when the
hissing stops and water begins to flow out in a solid
steady stream.
A WARNING
Always wear protective clothing when bleeding the
cooling system on a heated engine. Slowly loosen
the air bleed petcock to relieve any excess pres-
sure. Escaping steam and/or hot water could result
In severe personal injury or death.
2. Check Bleed: start the engine and reopen each
petcock. Close the petcock when the hissing stops and
waler begins to flow out in a solid steady stream.
3. Final Bleed: once the temperature of the jacket
water circuit has stabilized (as indicated by the panel
mounted temperature gauge), reopen each petcock.
Close the petcock when the water begins to flow out in a
solid steady stream.
A. CAUTION IAir~anbedrawnintothe
IL.!!!"~:"":=':";::;"':~::"";:....:;.J. engine through small
leaks In the Jacket water system. The problem is
compounded when the void created by the loss of
coolant Is filled by more air. If aeration causes the
coolant to foam, the probability of engine damage
due to overheating is greatly increased. Disregard-
ing this information could result in product damage
and/or personal injury.
COOLING WATER CIRCUITS -
DRAIN AND FLUSH
Unless evidence of corrosion or sediment build-up
demonstrates the need for more frequent maintenance,
clean and flush both the jacket water and auxiliary
cooling water circuits at least once each year.
1. Start the engine. Lelthe engine run about 10 minutes
to stir up any rust or sediment.
A WARNING
Always wear protective clothing when draining the
cooling systems on a heated engine. Slowly loosen
the air bleed petcocks to relieve any excess
pressure. Escaping steam and/or hot water could
result in severe personal injury or death. )
2. Shut down the engine. Open the air bleed petcocks
at the highest point in both the jacket water and auxiliary
cooling water circuits, whether it be on top of the surge
tank, radiator or other heat transfer device.
NOTE: To facilitate draining and flushing of the engine
jacket water, replace one of the 3/4 inch NPT counter-
sunk headless pipe plugs (just below the level of the
jacket water header) with a customer supplied ball
valve. The ball va/ve must be threaded to accept both a
hose connection and pipe plug.
3. Verify that the customer supplied ball valve is in the
closed position. Remove the pipe plug and attach the
drainage line.
4. Drain the coolant from the jacket water and auxiliary
cooling water circuits. Avoid delay, so that the water is
drained before the rust and sediment has a chance to
settle.
5. Open all air bleed petcocks (see Table 5.25-5).

4. Carefully inspect the jacket water system for coolant

)
leaks while the engine is running.

5.25 - 14 FORM 6248 First Edition


6. Open all water drain petcocks. Remove all drain
plugs. Place a small catch pan beneath each petcock
before opening (see Table 5.25-6).
Table 5.25-6. Water Drain Petcocks
COOLING NUMBER
WATER OF LOCATION
CIRCUIT PETCOCKS
2 Water mannold (front and rear)
Jacket Jacket water pump housing
Water 1 (see exit hole in side panel of
safety guard assembly)
Auxiliary
2
1
Intercooler (rear, left and right)
Auxiliary water pump (bottom)
Water return pipe (pipe end at
1 crankcase Vee, engine front)
7. Close all water drain petcocks. Install all drain plugs.
8. Select and inspect an internal surface that is suitable
for gauging the effectiveness of the cleaning and
descaling solution. If necessary, insert a piece of drill
welding rod into the water passage opening to feel for an
accumulation of lime and mineral scale deposits.
9. Attach the make-up line to the ball valve and add
clean, soft water to the crankcase. Always fill the engine
from the bottom up to minimize the formation of air
\ Close the petccek when the water begins to flow out in a
pockets. As the engine fills, air is pushed up and out
(see Table 5.25-7).
Table 5 25-7 Jacket Water Capacity - Engine Only
ENGINE MODEL GALLONS (LiTRES)
L5108
L5790
107 (405)
L7042 100 (379)
10. Successively close each air bleed petcock when
water begins to flow out in a solid steady stream. Begin
at the lowest petcock and finish at the highest.
11. Close the cluster thermostat housing petcock(s)
and continue filling the jacket water system until the
level reaches the top of the surge tank or radiator.
12. Bleed trapped air. Begin at the lowest petcock and
finish at the highest. Bleed one petcock at a time. Close
the petcock when the hissing stops and water begins to
flow out in a solid steady stream.
13. Top off the surge tank or radiator ofthe jacket water
circuit.
14. Attach the make-up line and add clean, soft water
to the surge tank or radiator of the auxiliary cooling
water circuit.
15. Successively close each air bleed petcock when
water begins to flow out in a solid steady stream.
FORM 6248 First Ed~ion
COOLING SYSTEM
16. Continue filling the auxiliary cooling water circuit
until the level reaches the top of the surge tank or
radiator.
17. Bleed trapped air. Begin at the lowest petcock and
finish at the highest. Bleed one petcock at a time. Close
the petcock when the hissing stops and water begins to
flow out in a solid steady stream.
18. Top off the surge tank or radiator of the auxiliary
cooling water circuit.
A WARNING
Always wear protective clothing when venting the
cooling system on a heated engine. Slowly loosen
the air bleed petcock to relieve any excess pres-
sure. Escaping steam and/or hot water could result
in severe personal injury or death.
19. Start the engine and slowly reopen each air bleed
petcock. Close the petcock when the hissing stops and
water begins to flow out in a solid steady stream.
20. Slowly reopen each air bleed petccek when the
engine jacket water temperature has stabilized (as
indicated by the panel mounted temperature gauge).
solid steady stream.
21. Let the engine run about 10 minutes to stir up any
rust or sediment in the cooling water system.
A WARNING
Always wear protective clothing when draining the
cooling systems on a heated engine. Slowly loosen
the drain petcocks to relieve any excess pressure.
Escaping steam and/or hot water could result in
severe personal injury or death.
NOTE: Contaminants left in the cooling water systems
will reduce or deplete the effectiveness of the cleaning
solution.
22. Stop the engine. Drain the crankcase and all
cooling system accessories. Drain the auxiliary cooling
water circuit. Avoid delay, so that the water is completely
drained while the rust and sediment are still in suspen-
sion.
23. Attach the make-up line and fill the jacket water
and auxiliary cooling water circuits with a suitable
cleaning solution. Use a non-acidic, non-corrosive,
biodegradable compound that prevents the loss of
metal in the engine and avoids damage to internal
gaskets and seals.
5.25 -15
COOLING SYSTEM

NOTE: Follow the manufacturer's recommendations

for the proper concentration of cleaning solution and
length of cleaning time.
24. Bleed trapped air.
25. Top off the surge tank or radiator of the jacket water
and auxiliary cooling water circuits.
26. Start the engine. Let it run for at least 10 minutes or
until the cleaning solution is depleted.
27. To ensure thatthe contaminants remain in suspen-
sion, drain the cooling systems as quickly as possible.
28. Inspect internal surfaces. If the results are not
satisfactory, refill the engine with cleaning solution.
Repeat Steps 23 thru 27 as necessary.
A CAUTION I
I==-:...;:;.:....;=-=-:...:::...:...:..J.
L.
Air can be drawn Into the
system through small
leaks in the cooling water circuit. The problem Is
compounded when the void created by any loss of
coolant Is filled by more air. Air in the cooling
system speeds up the formation of rust, Increases
corrosion and produces hot spots within the
engine. If aeration causes the coolant to foam, the
probability of engine damage due to overheating Is
greatly increased. Disregarding this information
could result In product damage and/or personal
Injury.
32. Carefully inspect the jacket water and auxiliary
cooling water circuits for leaks.

29. To flush the systems of cleaning solution and any

residual contaminants, fill the jacket water and auxiliary
cooling water circuits with clean, soft water. Drain
immediately.

CAUTION I
I A=:......;=....:..:::...::....::...;:;....:...;:..J.
.L .
.:: .
All antifreeze and water
treatment products re-
quire a clean system In order to work effectively. If
contaminants, such as dirt, rust, scale, lime,
grease, oil and/or cleaning agents, are not com- )
pletely flushed out, they can destroy the corrosion
inhibitors and scale suppressants intended to keep
freshly filled cooling systems clean. Disregarding
this information could result In product damage
and/or personallnlury.

30. Inspect the drain water for cleanliness. Fill and flush
the systems again, if necessary. The best results are
obtained when the drain water runs clear.

31. Fill the jacket water and auxiliary cooling water

circuits with coolant. Be sure that the coolant has the
proper inhibitor and additive concentrations (See Water
Treatment). Bleed the system of trapped air.

A WARNING
Always install a pipe plug in the ball valve when the
hose connection is removed from the jacket water
header. If the lever of the ball valve is Inadvertently
bumped open, the absence of a plug will cause the
coolant to drain. During operation, loss of any
coolant may result in catastrophic engine damage.
Escaping steam and/or hot water could resuh in
severe personallnlury or death.
)

5.25 - 16 FORM 6248 First Edition


GREASE FmlNGS
IDLER PULLEY BEARING LUBRICATION
Grease the ball bearing in the jacket water pump idler
pulley bracket every 720 running hours.
1. Locate the idler pulley bracket grease fitting
mounted above the drain cock in the upper panel of the
safety guard assembly (right bank side) (see
Figure 5.25-12).
Figure 5.25-12. Idler Pulley Bearing Lube
CAUTION IDo not over grease the
I..
A
idler pulley bearing. Over
greasing causes high bearing temperatures that
shorten bearing service life. Disregarding this
information could result In product damage and/or
personal Injury.
2. Using a hand held grease gun, apply one stroke of
Lithoplex® Grease No. 2 (Multipurpose Lithium Com-
plex Formula Containing Molybdenum Disulfide) to the
grease fitting.
AUXILIARY WATER PUMP BEARINGS LUBRICA-
TION
Grease the two ball bearings in the auxiliary water pump
every 720 running hours. The pump is mounted to a
bracket at the front left corner of the oil pan.
1. Locate the two grease fittings on the auxiliary water
pump support head (see Figure 5.25-13). The front ball
bearing grease fitting (pulley end) is reached through an
access hole in the belt guard cover. The rear ball
bearing grease fitting is uncovered.
FORM 6248 First Ednion
COOLING SYSTEM
CAUTION I Do not over greas~ the
I A=:....;=....;;..;:;....;~.;;;....;---'.
.L .::
.. water pump bearmgs.
Over greasing causes high bearing temperatures
that shorten bearing service life. Disregarding this
information could result in product damage and/or
personal Injury.
2. Using a hand held grease gun, apply two or three
strokes of Lithoplex® Grease No. 2 (Multipurpose
Lithium Complex Formula Containing Molybdenum
Disulfide) to the grease fittings.
Figure 5.25-13. Auxiliary Water Pump Pulley Lube
GREASE RECOMMENDATIONS
A Lithium complex type grease is now recommended
over the Lithium soap base grease because of its ability
to resist water. Lithium complex type grease also
provides superior rust protection qualities (especially
steel surfaces), as well as its thermal and mechanical
stability at high operating temperatures. The Lithium
complex grease has a continuous operating tempera-
ture of approximately 3500 F (177 0 C), whereas the
Lithium soap base grease has an upper operating
temperature limit of approximately 225 0 F (1070 C).
IA..
CAUTION I Always install the safety
guards after completing
the service operation (see Safety Guards, Instal-
ling). Never operate the engine with the safety
guards removed. Disregarding this information
could result in product damage and/or personal
injury.
5.25 -17
COOLING SYSTEM

BELTS
JACKET WATER PUMP DRIVE BELTS
REPLACEMENT
1. See Safety Guards Removal.

IA CAUTION IAn accumulation of dirt

ADJUSTING
LEVER

\
.L.:=......;:..;;.,..:..;::;...:...;;..;=~. In the sheave grooves
impairs traction and accelerates belt wear. Disre-
garding this information could result in product
damage and/or personal injury. "" LOCK WASHER

2. Verify that the pulley sheaves are clean and com-

pletely free of grease, oil, dirt and grit.

3. Inspect the drive belts for fraying, cracks or wear.

Belts must not be glazed, split, peeled or greasy.
Replace as necessary.

CAUTION I~elts
I~A.=......;=..:..;:::....:...;;..;=-.:~.
are matched and
L.. . tied in sets of two. Al-
ways replace the drive belts in pairs. Never replace PLAIN WASHER ...........
just one drive belt even if only one belt Is worn. Since
the older belts are stretched during hours of engine
STUD ANCHOR/' II
PLAIN WASHER /
operation, the circumference of new belts is slightly
smaller. A difference in belt size will cause the new ELASTIC STOP LOCK NUT
belt to carry the full load, resulting in rapid belt Figure 5.25-14. Adjusting/Idler Lever Assembly
)
failure and possible damage to driven equipment.
Disregarding this information could result in prod-
uct damage and/or personal inJury. 6. Loosen the pivot bolt on which the idler pulley
bracket turns (see Figure 5.25-15). Loosen the slotted
4. Inspect the condition of the new jacket water pump lock bolt to unlock the position of the bracket. The belt
drive belts (set of two matched belts for 10 inch tension is released as the idler pulley bracket rotates
crankshaft pulley). Replace as necessary. upward in a counter-clockwise direction.

5. Remove the auxiliary water pump drive belts. Back

the upper thin hex lock nut on the threaded rod away
from the adjusting lever (see Figure 5.25-14). The pivot
point of the idler lever follows the adjusting lever in a
counter-clockwise direction. The downward movement
ofthe idler pulley releases the drive belttension. Slip the
drive belts off the auxiliary water pump and idler pulleys.

Figure 5.25-15. Tighten Idler Pulley Bracket Bolts

5.25 - 18 FORM 6248 First Ed~ion

 COOLING SYSTEM

7. Slip the old drive belts off the jacket water pump and
idler pulleys. Remove the belts from the rear crankshaft
pulley and discard.
S. Place a new drive belt in the rear groove of the rear
crankshaft pulley. The rear groove is the one closest to
the gear cover. Slip the belt into the rear groove of the
jacket water pump pulley.
9. Place a new drive belt into the second last groove of
the rear crankshaft and jacket water pump pulleys.
10. Rotate the idler pulley bracket clockwise to seatthe
jacket water pump drive belts in the two pulley grooves.
11. Refer to Jacket Water Pump Drive Belt Tension
Adjustment, and adjust the belts.
JACKET WATER PUMP DRIVE BELT TENSION
ADJUSTMENT
Check the tension and condition of the two jacket water
pump drive belts weekly. Replace the drive belts every
SOOO running hours or as necessary.
1. See Safety Guards, Removal.
IA
..
CAUTION I Be sure that the belts are
cool when the tension is
checked or adjusted. The thermal expansion of
warm belts will result in a false tension reading.
Disregarding this information could result in prod-
uct damage and/or personal injury.
2. Using V-Belt Tension Tester (Tool PIN 474016),
check the drive belt tension.
A. Align the bottom of the large O-ring on the
"Inches of Span" scale at 19, which is the
measured belt span between the center lines of
the crankshaft and jacket water pump pulleys.
B. Align the bottom of the small O-ring on the
"Deflection Force" scale with the zero mark.
C. Place the tension tester squarely on the front
drive belt at the center of the longest unsup-
ported span (between the jacket water pump
pulley and the crankshaft pulley). Apply inward
force on the plunger perpendicular to the belt
span until the bottom of the large O-ring is even
with the top of the rear drive belt (see
Figure 5.25-16).
D. Remove the tension tester and read the force
applied from the bottom of the small O-ring on
the deflection force scale. The tension of used
belts must be between 11.9 and 17.5Ibs.
E. Check the rear belt tension!n the same manner.
NOTE: If the tension tester is not available, moderate
hand pressure should deflect the long part of the belt
approximately 1/4 to 1/2 inch (6 to 13 mm).

/FRONT DRIVE BELT

REAR DRIVE BELT

I I I I
.
,
I I

DEFLECTION
FORCE SCALE

Figure 5.25-16. Jacket Water Pump Drive Belt Tension Tester

FORM 6248 First Edition 5.25 - 19

COOLING SYSTEM

3. If belt tension adjustment is necessary, loosen the

pivot bolt on which the idler pulley bracket turns (see )
Figure 5.25-17). Loosen the slotted bolt to unlock the
position of the bracket. The belt tension is released as
the idler pulley bracket rotates upward in a counter-
clockwise direction.

J JACKET WATER
PUMP PULLEY

DRIVE BELT
/ (FRONl)

Figure 5.25-18. Jacket Water Pump Drive Belt Tension

5. Holding the pry bar in position, use the tension tester

Figure 5.25-17. Jacket Water Pump Drive Belt
Tensioning
to apply inward pressure to the center of the longest
unsupported span on the front drive belt (between the
jacket water pump pulley and the crankshaft pulley).
6. Tension used belts between 11.9 and 17.5Ibs.

CAUTION IBelts th~t are too tight

NOTE: If the tension tester is not available, moderate

I=.='--'''--''--'....;;..;;;;...;~.
L. .
A
result In excessive
stretching and overheating. Too much tension may
hand pressure should deflect the long part of the belt
approximately 1/4 to 1/2 inch (6 to 13 mm).
)
also damage drive components, such as sheaves 7. Tighten the slotted lock bolt on the idler pulley
and shafts, and lead to premature failure of the idler bracket when the proper belt tension is obtained (see
pulley and/or water pump bearings. Disregarding Figure 5.25-17). Tighten the pivot bolt.
this information could result in product damage
and/or personal injury. 8. Inspect the belts for proper seating. V-belts should
ride on the sides of the pulley sheaves, not on the

A CAUTION I
bottom of the groove.
Belts t~at are to~ loose
I=..
L. =~=..;;..::....:....;;..=-.:~.
result In belt slippage.
Slippage causes burn spots, overheating, rapid
9. Verify that the tension of the front drive beit is
between 11.9 and 17.5Ibs. Verify the tension ofthe rear
wear and breakage. The vibration created by loose drive belt.
belts may also be sufficient to cause unnecessary
wear of the pulley grooves. Disregarding this 10. See Auxiliary Water Pump Drive Belts Tension
information could result in product damage and/or Adjustment
personal injury.

4. To reset the be~ tension, insert a pry bar between the

I~
A CAUTION I Always install the safety
guards after checking or
upper edge of the idler pulley bracket and the untapped adjusting the jacket/auxiliary water pump drive belt
boss on the lett bank side of the water pump housing (see tension. Never operate the engine with the safety
Figure 5.25-18). To tighten the drive be~, use the pad guards removed. Disregarding this information
above the untapped boss for leverage and push up on the could result in product damage and/or personal
pry bar to move the idler pulley bracket downward (ON). injury.

11. See Safety Guards, Installation.

5.25 - 20 FORM 6248 First Ed~ion

 COOLING SYSTEM

AUXILIARY WATER PUMP DRIVE BELT 4. Remove the drive belts from the auxiliary water
REPLACEMENT pump and idler pulleys (see Figure 5.25-20). Remove
the belts from the rear crankshaft pulley and discard.
CAUTION I~n
I-=.A=~=-=-::::;....:....:=...:...:..J.
accumulation of dirt
L. . the sheave grooves
In
impairs traction and accelerates belt wear. Disre-
garding this Information could result in product
damage and/or personal injury.

1. Verify that the pulley sheaves are clean and com-

pletely free of grease, oil, dirt and grit.

2. Inspect the drive belts for fraying, cracks or wear.

Belts must not be glazed, split, peeled or greasy.
Replace as necessary.

3. If replacement is necessary, back the upper thin hex

lock nut on the threaded rod away from the adjusting
lever (see Figure 5.25-19). The pivot point of the idler
lever follows the adjusting lever in a counter-clockwise
direction. The downward movement of the idler pulley
releases the drive belt tension. Figure 5.25-20. Auxiliary Water Pump Belts

I=.A. CAUTION I
L.
Belts are matched and
tied in sets of two. Al-
=.....;:;.;;...;;.;:;.....;;...;;..;:;....;;...:..J.
ways replace the drive belts In pairs. Neyer replace
lust one drive belt even if only one belt is worn.
Since the older belts are stretched during hours of
engine operation, the circumference of new belts Is
ADJUSTING slightly smaller. A difference in belt size will cause
LEVER the new belt to carry the full load, resulting in rapid

'" \
LOCK WASHER
belt failure and possible damage to drrven equip-
ment. Disregarding this information could result In
product damage and/or personal Injury.

5. Inspect the condition ofthe new auxiliary water pump

drive belts. Replace as necessary.

PLAIN WASHER ............., /

STUD ANCHOR !I
PLAIN WASHER /
ELASTIC STOP LOCK NUT

Figure 5.25·19. Adjusting/Idler Lever Assembly

FORM 6248 First Edition 5.25 - 21

COOLING SYSTEM
6. Place the new drive belt in the smaller groove of the
rear crankshaft pulley (directly in front of the first jacket
water pump drive belt) (see Figure 5.25-21). Slip the
belt into the rear grooves of both the auxiliary water
pump and idler lever pulleys.
Figure 5.25-21. Jacket And Auxiliary Water Pump
Belts
7. Using the grooves directly in front ofthe first auxiliary
water pump drive belt, slide a second drive belt around
the rear crankshaft, auxiliary water pump and idler lever
pulleys.
8. To tighten the drive belts, thread the upper thin hex
lock nuttoward the adjusting lever. The pivot point ofthe
idler lever follows the adjusting lever in a clockwise
direction. The upward movement of the idler pulley
increases the drive belt tension.
9. Refer to Auxiliary Water Pump Drive Belt Tension
Adjustment to adjust the belts.
,....FRONT DRIVE BELT
REAR DRIVE BELT
J ~.n~'~ O-RING
Figure 5.25~. Jacket Water Pump Drive Belt Tension Tester
5.25 - 22
AUXILIARY WATER PUMP DRIVE BELT TENSION
ADJUSTMENT
1. See Safety Guards, Removal.
CAUTION IBesurethatthebe~sa~e
I.:=A:::::::---'7-"---''-::----:'''-::--=.
L.. . cool when the tension IS
checked or adjusted. The thermal expansion of
warm belts will result in a false tension reading.
Disregarding this information could result In prod-
uct damage andlor personal injury.
2. Using V-Belt Tension Tester (Tool PIN 474016),
check the drive belt tension.
A. Align the bottom of the large O-ring on the
'Inches of Span" scale at 19, which is the
measured belt span between the center lines of
the crankshaft and jacket water pump pulleys.
B. Align the bottom of the small O-ring on the
"Deflection Force" scale with the zero mark.
C. Place the tension tester squarely on the front
drive belt at the center of the longest unsup-
ported span (between the jacket water pump
pulley and the crankshaft pulley). Apply inward
force on the plunger perpendicular to the belt
span until the bottom of the large O-ring is even
with the top of the rear drive belt (see
)
Figure 5.25-22).
D. Remove the tension tester and read the force
applied from the bottom of the small O-ring on
the deflection force scale. The tension of used
belts must be between 11.9 and 17.5Ibs.
E. Check the rear belt tension in the same manner.
NOTE: If the tension tester is not available, moderate
hand pressure should deflect the long part of the belt
approximately 1/4 to 1/2 inch (6 to 13 mm).
DEFLECTION
FORCE SCALE
FORM 6248 First Edition
 COOLING SYSTEM

CAUTION I
I-=.A='-"----'''-_.;;...~. Belts th~t are too ti~ht
L. . result In excessive
stretching and overheating. Too much tension may
also damage drive components, such as sheaves
and shafts, and lead to premature failure of the idler
pulley and/or water pump bearings. Disregarding
this Information could result in product damage
and/or personal injury.
NOTE: Since the circumference of new belts is some-
what smaller, reuse of the setting established for the
discarded drive belts will result in belts that are too tight.
3. To loosen the drive belts, back the upper thin hex
lock nut on the threaded rod away from the adjusting
lever. The pivot point of the idler lever follows the
adjusting lever in a counter-clockwise direction. The
downward movement of the idler pulley releases the
drive belt tension.
CAUTION I~lwayS
I-=.A=:........;=..;;.;;~;...;;..;;;;..;~.
install the safety
L. . guards after checking or
replacing the auxiliary water pump drive belts (see
Safety Guards, Installing). Never operate the engine
with the safety guards removed. Disregarding this
information could result in product damage and/or
personal injury.
JACKET WATER PUMP SEAL
INSPECTION
Even with proper cooling system maintenance, all
jacket water pumps require periodic overhaul.
1. Inspect the "weep hole" in the casting directly below
the water pump pulley (see Figure 5.25-23). The "weep
hole" drains any coolant that leaks past the ceramic
water pump seal.

4. When the correct tension is obtained, thread the 3/8

inch elastic stop lock on the upper end of the threaded
rod toward the adjusting lever. Be sure that the lock nuts
(thin hex and elastic stop) on each side of the adjusting
lever are properly tightened.
5. Inspect the belts for proper seating. V-belts should
ride on the sides of the pulley sheaves, not on the
bottom of the groove.
I.A. CAUTION IatThethepresence of coolant
"weep hole" indi-
cates that the Jacket water pump must be rebuilt. A
defective water pump seal results in coolant loss
and contamination ofthe inner ball bearing grease.
Disregarding this information could result in prod-
uct damage and/or personal injury.
2. Overhaul the jacket water pump ifany leakage atthe
"weep hole" is observed (see Jacket Water Pump).

6. Because of initial stretching, recheck the belttension

after 10 minutes run time. Check the belt tension again
after the first 30 minutes run time and then every 250
hours thereafter.

I.A. CAUTION Iresult

Belts that are too loose
in belt slippage.
Slippage causes burn spots, overheating, rapid
wear and breakage. The vibration created by loose
belts may also be sufficient to cause unnecessary
wear of the pulley grooves. Disregarding this
information could result In product damage and/or
personal injury.
7. To tighten the drive belts, back the elastic stop lock
nut on the upper end of the threaded rod away from the
adjusting lever. Use a 3/8 inch deepwell socket for best
results.

8. Thread the upper thin hex lock nut toward the adjusting
lever. The pivot point of the idler lever follows the adjusting
lever in a clockwise direction. The upward movement of
the idler pulley increases the drive belt tension.

9. When the correct tension is obtained, thread the

elastic stop lock nut on the upper end of the threaded
rod toward the adjusting lever. Be sure thatthe lock nuts
(thin hex and elastic stop) on each side of the adjusting Figure 5.25-23. Jacket Weter Pump "Weep" Hole -
lever are properly tightened. Water Pump Shown Removed

FORM 6248 First Edition 5.25 - 23

COOLING SYSTEM

ITEM NUMBER AND DESCRIPTION

1 Water Pump 5 Elbow 9 Nut 13 Capscrew
2 O-ring 6 Capscrew 10 Gasket 14 Washer
3 Flange 7 Capscrew 11 Elbow
4 Flange 8 lock washer 12 Plug
Figure 5.25-24. Waler Pump

CRANKCASE WATER INLET ELBOWS 3. Remove two capscrews, lock washers gasket and
lower crankcase water inlet elbow from the crankcase.
CRANKCASE WATER INLET ELBOWS REMOVAL
- LEFT BANK
1. Remove two nuts, lock washers, capscrews, and
washers from left crankcase water inlet flange on the
water pump (see Figure 5.25-24).

2. Remove two nuts, lock washers, washers and

capscrews and remove the upper crankcase water inlet
)
elbow from the lower elbow. Remove the two O-rings
and crankcase water inlet flanges from each end of the
upper elbow. Discard the O-rings.

5.25 - 24 FORM 6248 First Ednion


CRANKCASE WATER INLET ELBOWS REMOVAL
-RIGHT BANK
1. Remove two nuts, lock washers, capscrews, and
washers from right crankcase water inlet flange on the
water pump.
2. Remove two capscrews, lock washers, washers,
right bank crankcase water inlet elbow, crankcase water
inlet flange, and gasket from the crankcase.
3. Remove two crankcase water inlet flanges and
O-rings from the ends of the crankcase water inlet
elbow.
CRANKCASE WATER INLET ELBOWS
INSTALLATION - LEFT BANK
1. Look at the part numbers stamped on the crank-
case water inlet elbows to separate the left bank
(letter "r suffix) from the right (letter "U").
2. Inspect the ends of the left bank water inlet elbow.
Note that one end is slightly skewed.
3. Position a crankcase water inlet flange (diamond
shaped) on each end of the water inlet elbow. Be sure
that the inside counterbore of both flanges faces
outward toward the ends of the elbow (see
Figure 5.25-25).
Figure 5.25-25. Crankcase Water Inlet Flange
4. Place a new O-ring on each end of the elbow.
5. Inspectthe ports olthe water inlet adapter. Note that
one side has a beveled counterbore, while the other is
flat.
FORM 6248 First Edition
COOLING SYSTEM
6. With the 1/4 inch NPT allen head pipe plug facing
frontward, align the flange holes on the skewed end of
the elbow with the holes in the beveled end of the inlet
adapter. Finger tighten the fasteners (2 capscrews,
1/2 x 2-1/4 inches, with washers, lock washers and
hex nuts).
7. Align the holes in the crankcase water inletflange on
the other end of the elbow with those in the nearest
water pump outlet port and finger tighten the fasteners
(2 capscrews, 1/2 x 2-1/4 inches, with washers, lock
washers and hex nuts).
8. Install the fasteners in the flat side of the crankcase
water inlet adapter (2 capscrews, 1/2 x 2-1/4 inches,
with lock washers).
9. Position a new gasket on the ends of the capscrews.
Finger tighten the adapter to the left bank crankcase
water inlet header.
10. Alternately wrench tighten the six crankcase water
inlet flange and crankcase water inlet adapter capscrews.
NOTE: The left bank water pump inlet elbow has an
indentation in the back to accommodate the left bank
crankcase water inlet elbow (see Figure 5.25-26).
INDENTATION (IN REAR~
o
Figure 5.25-26. Weier Pump Inlet Elbow - Left Bank
CRANKCASE WATER INLET ELBOWS INSTALLA-
TION - RIGHT BANK
1. Position an O-ring flange (diamond shaped) on
each end of the right bank crankcase water inlet elbow.
Be sure that the inside counterbore of both flanges
faces outward toward the ends of the elbow (see
Figure 5.25-25).
2. Place a new O-ring on each end olthe elbow.
3. With the 1/4 inch NPT allen head pipe plug in the elbow
facing upward, align the holes in the crankcase water inlet
flange with those in the nearest water pump outlet port.
Finger tighten the fasteners (2 capscrews, 1/2 x 2-1/4
inches, with washers, lock washers and hex nuts).
5.25 - 25
COOLING SYSTEM

4. Install the fasteners in the crankcase water inlet 4. Remove the coupling sleeve and two seals from the
flange on the other end of the water inlet elbow water pump inlet elbows (see Figure 5.25-28). Discard
(2 capscrews, 1/2 x 2-1/4 inches, with washers and lock the seals.
washers). Slide the crankcase water inlet flange (no
counterbore, both sides flat) down the capscrews until it
contacts the crankcase water inlet flange. Position a
new gasket on the ends of the crankcase water inlet
flange capscrews. Finger tighten the assembly to the
right bank crankcase water header.

5. Alternately wrench tighten the four crankcase water

inlet flange capscrews.

WATER PUMP INLET ELBOWS AND

WATER HEADER
WATER PUMP INLET ELBOWS AND WATER
HEADER REMOVAL

A WARNING
The water header weighs approximately 56 Ibs.
(25 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
1. Attach a suitable lifting device to the water header
(see Figure 5.25-27).
Figure 5.25-28. Water Header Assembly Couplings
5. Remove four capscrews, lock washers water pump
inlet flange, and flange gasket from each water pump
inlet elbow and remove them from the water pump (see
Figure 5.25-29).
)

Figure 5.25-29. Water Pump Inlet Elbows

Figure 5.25-27. Water Header Assembly - Front Left

2. Remove four nuts and disconnect the two halves of

the seal retainer connecting the water pump elbows to
the water header assembly.

3. Using a suitable lifting device, remove the water

header from the water pump inlet elbows. )

5.25 - 26 FORM 6248 First Edition


WATER PUMP INLET ELBOWS AND WATER
HEADER INSTALLATION
1. Verify that the pipe ends of the water pump inlet
elbows and water header ouilet pipes are clean and free
of dirt and oil. Check the surfaces where the rubber
seals contact the pipe to ensure that there are no
gouges, grooves, burrs, nicks or dents. Surface
imperfections will adversely affect sealing performance.
2. Position the seal retainer onto the water pump inlet
elbows, so that the concave side faces toward the pipe
end (see Figure 5.25-28 and Figure 5.25-30).
Figure 5.25-30. Dresser Coupling
3. Using a small paintbrush, lubricate the seals, pipe
ends and sleeve flares with Parker Super O-Lube®.
FORM 6248 First Edition
COOLING SYSTEM
4. With the tapered end facing opposite the retainer,
position a seal on the water pump inlet elbow (see
Figure 5.25-28).
5. Insert the unflanged end of the water pump inlet
elbows into the sleeves on the water header outlet
pipes. The left bank elbow has an indentation in the
back to accommodate the crankcase water inlet elbow
(see Figure 5.25-26). Start the three clamp bolts in each
coupling.
A WARNING
The water header weighs approximately 56 Ibs.
(25 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
6. Attach a suitable lifting device to the water header
and raise the water header into position (see
Figure 5.25-27).
7. Position the fasteners through the square-shaped
flange of the water pump inlet elbow (4 capscrews,
1/2 x 1-1/2 inches, with lock washers) (see
Figure 5.25-29). Position a new gasket on the caps-
crews. Thread the capscrews into the water pump inlet
flange. Wrench tighten in an alternating pattern.
Repeat the procedure on the other bank.
8. Alternately tighten the three clamp bolts on the
water pump inlet elbow couplings (see Figure 5.25-28
and Figure 5.25-30). Torque the clamp bolts to 35 ft-Ib
(47 N·m).
5.25 - 27
COOLING SYSTEM

,
)

ITEM NUMBER AND DESCRIPTION

1 Cluster Thermostat Hsg. 5 Gasket 9 Plug 13 Lock washer

2 Gasket 6 Lock washer 10 Elbow

3 Upper Bypass Tube 7 Coupling 11 Gasket

4 Lower Bypass Tube 8 Ferry head Capscrew 12 Ferry head Capscrew

Figure 5.25-31. Water Bypass Tubes

LOWER/UPPER BYPASS TUBES AND

WATER BYPASS ELBOWS
LOWER/UPPER BYPASS TUBES AND WATER
BYPASS ELBOWS REMOVAL )
1. Remove four capscrews and lock washers and
gasket, from the upper bypass tube and cluster
thermostat housing (see Figure 5.25·31).

5.25 - 28 FORM 6248 First Edition

 COOLING SYSTEM

2. Loosen three nuts and remove the upper bypass grooves, burrs, nicks or dents. Surface imperfec-
tube from the lower bypass tube (see Figure 5.25-32). tions will adversely affect sealing performance.

B. Measure back on each pipe end one-half of the

sleeve length plus two inches and place a chalk
mark.

C. Slide the seal retainer onto the lower bypass

tube, so that the concave side faces upward
toward the pipe end.

D. Using a small paintbrush, lubricate the seals,

pipe ends and sleeve flares with Parker Super
O-Lube®.

E. With tapered end facing opposite the relainer, install

seal onto the lower bypass tube. The pipe end must
extend past end of the seal a minimum of one inch.
Slide on the sleeve until it contacts rubber seal.

Figure 5.25-32. Bypass Tubes - Front Left

3. Remove three nuts and disassemble both sides of

the Dresser coupling (see Figure 5.25-30).

4. Remove two ferry head capscrews, lock washers

lower bypass tube and gasket from the water bypass
elbow (see Figure 5.25-33).

5. Remove four ferry head capscrews, lock washers

gasket and water bypass elbow from the water pump
(see Figure 5.25-33).

6. If required, remove the square head pipe plug from

the water bypass elbow.

7. Perform Steps 1 thru 6 for the opposite side of lhe

engine.

LOWER/UPPER BYPASS TUBES AND WATER

BYPASS ELBOWS INSTALLATION

1. If removed, apply pipe sealant to threads, and install

the square head pipe plug on the water bypass elbow.

2. Install the water bypass elbow on the water pump

with gasket, four ferry head capscrews, and lock
washers (see Figure 5.25-33).

3. Fasten the lower bypass tube to the water bypass

elbow with gasket, two ferry head capscrews and lock
washers.

4. Install the Dresser couplings between the lower and

upper bypass tube as follows:

A. Verily that the pipe ends are clean and free of dirt
and oil. Check the surfaces where the rubber seals Figure 5.25-33. Water Bypass Elbows
contact the pipe to ensure that there are no gouges,

FORM 6248 First Ednion 5.25 - 29

COOLING SYSTEM

5. Install the second seal retainer and seal on the 7. Fasten the flange of the upper bypass tube to the
unflanged end of the upper bypass tube (see cluster thermostat housing bypass outlet port with two )
Figure 5.25-34). capscrews and lock washers.

8. Alternately tighten the three clamp bolts to evenly

draw up the seal retainers.

9. Torque the clamp bolts to 35 ft-Ib (47 N·m).

10. Position the upper water bypass tube over the

outlet port on the cluster thermostat housing.

11. Install the upper water bypass tube to the cluster

thermostat housing with gasket, four capscrews, and
lock washers.

12. Perform Steps 1 thru 11 for the opposite side olthe

engine.
SEAL
RETAINER"

Figure 5.25-34. Dresser Coupling

6. Insert the upper bypass tube into the coupling sleeve

(see Figure 5.25-35).

Figure 5.25-35. Bypass Tubes - Front Left

5.25 - 30 FORM 6248 First Edition

 COOLING SYSTEM

WATER MANIFOLD
WATER MANIFOLD REMOVAL

1. Refer to Coolant Drain, and drain coolant from water

manifold and cluster thermostat housing.

2. Refer to Cluster Thermostat Housing Removal, and

remove the cluster thermostat housing.

3. Refer to Engine Breather Systems, and remove the

venturi assembly.

4. Refer to Engine Protection Systems, and remove the

thermocouple conduit assembly.

5. Remove four capscrews, lock washer and gasket

from each water outlet elbow (see Figure 5.25-36 and
Figure 5.25-37).

6. Remove two capscrews and lock washers from the Figure 5.25-36. Exhaust Manifold Flanges - Rear Left
four water manifold support brackets.

I
I

/'
~ I
I
j.
t'iii
10

12
/'

ITEM NUMBER AND DESCRIPTION

1 Water Manifold 4 Plug 7 Gasket 10 Reducing Bushing
2 Lock washer 5 Plug 8 Gapscrew 11 Reducing Bushing
3 Plug 6 Cover Plate 9 Plug 12 Drain Cock
Figure 5.25-37. Water Manifold

FORM 6248 First Edition 5.25 - 31

COOLING SYSTEM
A WARNING
The water manifold weighs approximately 102 Ibs.
(46 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
7. Attach a suitable lifting device to the water manifold.
8. Using a suitable lifting device, remove the water
manifold from the exhaust manifolds.
9. Position the water manifold on wooden blocks (to
avoid damage to the drain cocks and to keep the casting
from rocking on the pipe plugs).
10. Loosen the twelve flexmaster couplings from the
water manifold (see Figure 5.25·38).
Figure 5.25-38. Water Manifold Bracket - Front Left
11. Remove four support brackets from the exhaust
manifold flanges (capscrew, two washers, lock washer
and nut per support bracket) (see Figure 5.25·38 and
Figure 5.25-39).
WATER MANIFOLD
FLANGE
\ 4. With the concave side facing outward toward the
-'
LOCK WASHER -'''---I!i==~J
\ SUPpORT
HEX NUT BRACKET
Figure 5.25-39. Water Manifold Mounting Brackets
5.25- 32
12. Remove two capscrews, lock washers cover plate
and gasket from the water manifold (see )
Figure 5.25-37).
13. If required, remove two drain cocks and reducing
bushings from the bottom of the water manifold.
14. If required, note the location and remove the seven
square head pipe plugs from the water manifold.
WATER MANIFOLD INSTALLATION
1. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of two drain cocks and reducer
bushings. Install the drain cocks and the reducing
bushings at the bottom of the water manifold (front and
rear).
CAUTION I
I A=~=.:::....:.=-.:..::..:=:.:..;:.J.
Deposits left .on gasket
.L .:
.. surfaces will cause
leaks. Verify that the gasket and gasket mating
surfaces are clean and completely free of grease
and oil. Disregarding this information could result
in product damage and/or personal Injury.
2. Install the cover plate on the manifold with two
capscrews, lock washers and gasket.
3. Disassemble both sides of twelve Flexmaster cou- )
plings (see Figure 5.25-40).
'~~~
.~ ~ S~E~
'COUPLING
, RUBBER
SEAL SEAL
, RETAINER
CLAMP
Figure 5.25-40. Flexmaster Coupling
pipe end, position a seal retainer on the water inlet
pipes.
5. POSition the seals in the hollowed portion of each
retainer. Slide on the coupling sleeves. j
6. Wrap the open clamps around the seal retainers and
the flared end of each sleeve, finger tighten the clamp
bolt hex nuts.
FORM 6248 First Edition
 COOLING SYSTEM

7. Verify that the pipes of each water outlet elbow and
water inlet pipes (see Figure 5.25-41 and
Figure 5.25-42) are clean and completely free of dirt and
oil. Check the surfaces where the coupling seal contacts
the elbow outlet pipe and water inlet pipes to verify that
there are no gouges, burrs, nicks or dents. Surface
imperfections will adversely affect sealing performance.
10. Slide the pipe of each water outlet elbow into the
free end of the Flexmaster coupling sleeves.
11. Wrap an open clamp around each seal retainer and
the flared end of the sleeve. Leave the clamp boH hex nuts
loose until the water manifold is positioned on the engine.
12. Position four capscrews and lock washers on each
water outlet elbow (see Figure 5.25-43).

Figure 5.25-43. Water Manifold Connections

Figure 5.25-41. Water Manifold - Front
13. Using the round hole, install the right and left bank
support brackets to the welded flange 'at the front of the
water manifold (see Figure 5.25-44) With capscrew two
ELBOW OUTLET
PIPE I I washers, lock washer and hex nut. Inslall the second flat

1'0
---- i
I
I
I
I
I
I
i
washer between the welded flange and the support
bracket (see Figure 5.25-45). Position each bracket so
that the foot faces the rear of the engine.
0'
\
"
I .... --.... \

I'd'\
I
\
I
I

~~-·-v
,0 '-O~ O~
Figure 5.25-42. Water Outlet Elbow

8. With the concave side facing toward the pipe ends,

slide the seal retainers on the water outlet elbows.

9. Position the seals in the hollowed portion of each

retainer. Figure 5.25-44. Water Manifold Bracket - Front Left

FORM 6248 First Edition 5.25 - 33

COOLING SYSTEM
CAPSCREW
WATER MANIFOLD I"""''i' ' ' '.......:;.......
/ FLAT
FLArN_G_\..L---L:====~~"~
/
LOCK WASHER /"--t!===-...
\ SUPPORT
HEX NUT
Figure 5.25-45. Water Manifold Mounting Brackets
14. Install the right and left bank support brackets to the
side flanges welded at the rear of the water manifold (see
Figure 5.25-46) with capscrew two washers, lock washer
and hex nut. Be sure to install the second flat washer
between the welded flange and the support bracket.
Figure 5.25-46. Water Manifold Bracket - Rear Left
A WARNING
The water manifold weighs approximately 102 Ibs.
(46 kg). Use a suhable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
15. Attach a suitable lifting device to the water man-
ifold.
16. Position twelve gaskets on the water outlet open-
ings on the exhaust manifolds.
17. Position the water manifold on the exhaust man-
ifolds. Loosely install the support brackets to the
exhaust manifolds with two capscrews and lock wash-
ers per support bracket.
5.25 - 34
18. TIghten the four capscrews and lock washers on
each of the twelve water outlet elbows.
19. TIghten the clamp bolts and nuts on the twelve
flexmaster couplings.
20. TIghten the support brackets to the exhaust man-
ifolds with two capscrews and lock washers per support
bracket.
CLUSTER THERMOSTAT HOUSING AND
BRACKET
THERMOSTATIC VALVES
CLUSTER THERMOSTAT HOUSING AND
THERMOSTATIC VALVES REMOVAL
NOTE: Drain the jacket water system until the level of
the coolant drops below the cluster thermostat housing.
1. Remove the ferrule nut to detach the air venting tube
from the bottom of the cluster thermostat housing (male
connector tube fitting) (see Figure 5.25-47).
Figure 5.25-47.12 Cylinder Cluster Thermostat
Housing
2. Remove the two brass air bleed petcocks at the top
of the cluster thermostat housing.
3. Remove the cooling water outlet flange adapter
from the cluster thermostat housing (4 capscrews,
1/2 x 1-1/2 inches, with lock washers).
4. Remove the upper bypass tube flanges from the cluster
thermostat housing bypass outlet ports (4 capscrews per
flange, 1/2 x 1-1/4 inches, with lock washers).
FORM 6248 First Ednion
 COOLING SYSTEM

2. Verifythatthe valves are in the fully closed position. If

A WARNING
The cluster thermostat housing weighs approxi-
mately 70 Ibs. (32 kg). Use a suitable lifting device
during removal or installation. Disregarding this
information could result in severe personal injury
or death.
5. Remove the cluster thermostat housing from the
front end of the water manifold (10 capscrews, 3/8 x
1-1/8 inches, with lock washers).
6. Position the thermostat housing on a suitable
workbench with the expansion elements of the thermo-
static valves facing upward.
7. Remove the six thermostatic valves. Take note olthe
nominal temperature ratings of the lead and following
thermostats. The lead thermostat is located in the right
front port of the cluster thermostat housing.The temper-
ature rating is stamped at the bottom of the expansion
element (bulb). The Waukesha part number is stamped
on the valve sleeve.
any valve is frozen open or if there is any obvious
distortion, discard it. If the valve appears in good
condition, test as follows:
A. Suspend the thermostatic valve in a container of
water. Do not let the thermostat rest against the
sides or bottom.
IA
..
CAUTION I Do not boil the thermo-
static valve. Excessive
temperatures will force the valve to exceed its
normal operating travel and may resuH in perma-
nent product damage and/or personal injury.
B. Gradually heat the water while stirring with a
quality glass laboratory thermometer (see
Figure 5.25-48). Observe the action ofthe valve.

8. Remove the lip seals. Use a rolling head pry bar for
best results.

CLUSTER THERMOSTAT HOUSING AND

THERMOSTATIC VALVES CLEANING AND
INSPECTION

A WARNING
Use of caustic solutions should be restricted to a
well ventilated area. Contact with skin, clothing and
eyes could result in severe personal injury or death.

A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.

1. Submerse the thermostat housing in the caustic hot
tank to remove all paint, dirt, grease and oil. Follow up
with a thorough hot rinse. Dry the parts with moisture
free compressed air.
Figure 5.25-48. Thermostat Testing
C. The valve should begin to open at the Start to
Open temperature rating listed in Table 5.25-8
and be completely open at the Full Open
temperature, plus or minus 5° F (2.8° C).

FORM 6248 First Ednion 5.25 - 35

COOLING SYSTEM

D. Remove the valve and observe its closing action.

The valve should seal evenly and tightly (see
Figure 5.25-49). TOP VIEW

WED
PART
NUMBER~
RUBBER
I SEAT
FULLY CLOSED FULLY OPEN
I
Figure 5.25-49. Thermostat Open And Closed L
I~
E. If the thermostatic valve is defective, replace it.
""'[ -'" J""'"
3. Take note of the temperature ratings and part
numbers stamped on the old thermostatic valves. The SIDE VIEW
temperature rating is stamped at the bottom of the
expansion element (bulb) (see Figure 5.25-50 and /
Figure 5.25-51). The Waukesha part number is VENDOR IDENTIFICATION AND
NOMINAL TEMPERATURE RATING
stamped on the valve sleeve.
Figure 5.25-51. Jacket Water Thermostats -
PIN 208660 Series )
The colored dot centered at the top of the thermostatic
valve is also used to readily identify its temperature
rating. With the exception of the lead thermostat, all
valves should have the same color code.

NOTE: If the old thermostatic valves are not available,

check the engine specification pack to be sure that the
new valves are correct.

PIN 208627 Series thermostats use a weir notched seal

design for a gradual transition of coolant flow. This
thermostat series, does not require a "lead thermostat"
VENDOR
IDENTIFICATION
because of the weir notch seal design. All thermostats
will be of the same part number. The PIN 208627C
thermostat is used in landfill gas and high temperature
applications.

PIN ............

Figure 5.25-50. Jacket Water Thermostats - )

PIN 208627 Series

5.25 - 36 FORM 6248 First Edition

 COOLING SYSTEM

Table 5 25-8 PIN 208660 Series And PIN 199221 Series Jacket Water Thermostets
NOMINAL START TO OPEN FULL 208660 SERIES .1
STD. QTY. TEMP. OPEN 199221
IOPT TYPE 'FiC) 'F('C)
CURRENT PRODUCTION SERIES'"",,",
'FiC)
PIN COLOR CODE PIN
12 CYUNDER ENGINES - CLUSTER THERMOSTAT HOUSING PIN 204478
Lead 1 165 (74) 162 - 167 (72 - 75) 182 (83) 2086600 Yellow 1992210
Std,
Follow 5 170 (77) 167 - 172 (75 - 78) 187 (86) 208660 White 199221C

Lead 1 180 (82) 177 - 182 (81 - 83) 197 (92) 208660A Red 199221 A
Std.
Follow 5 190 (88) 187 - 192 (86 - 89) 212 (100) 208660B None 208660B"

Lead 1 160 (71) 157 - 162 (69 - 72) 177(81) 208660C Blue 199221E
Opt.
Follow 5 180 (82) 177 - 182 (81 - 83) 197 (92) 208660A Red 199221 A

Opt. Weir 6 220 (104) 217 - 222 (103 -106) 237 (114) 208627C" Red 208627C .. (Red)
NOTE: *1 The 208660 series thermostat is current production and uses a rubber seal for posffive coolant control. This is the first choice for
service.
*2 The 208627 series thermostat (see Table 5.25-9), uses a weir notched seal design for a gradual transition of coolant flow. This is the
second choice for service.
~ The 199221 series thermostat uses a metal to metal seal. This is the third choice for service.
oM These thermostats, while not of the same series, should be used in these temperature applications.

Table 5.25-9. PIN 208627 Series - Weir Type Jacket Water Thermostats
NOMINAL TEMP. START TO OPEN FULL OPEN
208627 SERIES'
'F('C) 'F('C) 'F('C)
PIN COLOR CODE
12 CYLINDER ENGINES OPTIONAL PIN 208627 SERIES THERMOSTATS
160 (71) 157 -162 (69 -72) 177 (81) 208627 Blue
170 (77) 167 - 172 (75 - 78) 187 (86) 208627A White
190 (88) 187 - 192 (86 - 69) 212 (100) 2086276 None
220 (104) 217 - 222 (103 - 106) 237 (114) 208627C Red
NOTE: * The 208627 series thermostat uses a weir notched seal design for a gradual transition of coolant flow. This is the second choice for
service. This thermostat series, does not require a "/ead thermostat" because of the weir notch sea/ design.

CLUSTER THERMOSTAT 3, Verify that all gaskets and gasket mating surfaces
HOUSING/THERMOSTATIC VALVES are clean and completely free of grease and oil.
INSTALLATION
4. With the open side facing inward, press fit new lip

CAUTION I Deposits I~ft on gasket

I~A="-..::=..:.;::;...;~;:;;..;:...;..J.
seals into the cluster thermostat housing (see
Figure 5.25-52).
L.. . surfaces Will cause leaks.

CAUTION I
I~A=--=:.:...=-=-=-;:..:::..:..;;.J.
Exercise care to keep the t j
L.. . gasket debris out of the
cluster thermostat housing. THIS StDE INTO
THERMOSTAT HOUSING
.n.V
1, Scrape the old gasket material from the bottom of the
Figure 5.25-52. Thermostet Seal
cluster thermostat housing, if necessary. Scrape the
bypass tube and cooling water outlet flanges of the
cluster thermostat housing.

2. Scrape the gasket mating surfaces at the top of the

water manifold, the two upper bypass tubes flanges and
the cooling water outlet flange, if necessary,

FORM 6248 First Edition 5.25 - 37

COOLING SYSTEM
5. For best results, use a pipe or tube of equal diameter.
Verify that each seal is square in the bore and
completely seated around its circumference) (see
Figure 5.25-53).
e e
THERMOSTATIC
VALVES
-
7
-..
LEFT BANK BYPASS
OUTLET PORT
Figure 5.25-53.12 Cylinder Cluster Thermostat
Housing - Bottom View
6. Using a small paintbrush, lubricate the lip seals with
clean ethylene glycol (antifreeze).
7. Take note of the temperature ratings and part
numbers stamped on the old thermostatic valves.
8. With the bulb of the expansion element facing
outward, place the lead thermostat in the right front port
of the cluster thermostat housing (see Figure 5.25-53).
The lead thermostat has a nominal temperature rating
lower than the others, normally 5° F (2.8° C).
9. Install thermostatic valves in the five remaining
ports.
10. Apply 3M Scotch Grip~ Rubber and Gasket
Adhesive 847 to the top of the thermostat housing at the
front of the water manifold.
11. Place a new gasket ( on the contact cement. Allow
the gasket adhesive to cure. See the manufacturer's
recommendations.
5.25 - 38
A WARNING )
The cluster thermostat housing weighs approxi-
mately 70 Ibs. (32 kg). Use a suitable lifting device
and exercise caution during removal or installation
to avoid severe personal injury or death.
12. With the water outlet flange facing the front of the
engine, install the cluster thermostat housing althefront
olthe water manifold (10 capscrews, 3/8 x 1-1/8 inches,
with lock washers). Tighten the capscrews in an
alternating pattern.
13. Apply 3M Scotch Grip ~ Rubber and Gasket
Adhesive 847 to the two bypass outlet port flanges olthe
cluster thermostat housing. Position new gaskets on the
contact cement.
14. Fasten the upper bypass tubes to the cluster
thermostat housing bypass outlet ports (4 capscrews
per flange, 1/2 x 1-1/4 inches, with lock washers).
15. Slide the fasteners through the holes in the cluster
thermostat housing water outlet flange adapter (4
capscrews, 1/2 x 1-1/2 inches, with lock washers).
Position a new gasket on the capscrews.
16. Position the flange adapter over the outlet port. )
Tighten the capscrews.
17. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the two air bleed petcocks.
Install the petcocks in the holes above the bypass outlet
ports on each side of the cluster thermostat housing.
18. Tighten the ferrule nulto attach the water header air
venting tube to the bottom of the cluster thermostat
housing (male connector tube fitting).
19. Refill the jacket water system and bleed trapped air.
FORM 6248 First Edrtion
 COOLING SYSTEM

IDLER PULLEY BRACKET 2. Loosen the two nylok socket head set screws in the
idler pulley.
IDLER PULLEY BRACKET REMOVAL
3. Using a jaw type gear puller, remove the pulley from
1. Remove the capscrew, lock washer and washer the idler pulley shaft (see Figure 5.25-56).
from the adjusting groove on the idler pulley bracket
(Figure 5.25-54).

Figure 5.25-54. Idler Pulley Bracket

2. Remove the V-belts from the idler pulley.

3. Remove capscrew, lock washer and idler pulley

bracket from the water pump.

IDLER PULLEY BRACKET DISASSEMBLY

1. Remove the grease fitting from the idler pulley

bracket (see Figure 5.25-55).
Figure 5.25-56. Idler Pulley Shaft Removal

Figure 5.25-55. Idler Pulley

FORM 6248 First Edition 5.25 - 39

COOLING SYSTEM

6. Remove the ball bearing/shaft assembly from the

A WARNING idler pulley bracket (see Figure 5.25-58).
Always wear proper eye protection when removing
tack welds. failure to wear eye protection could
result In severe personal injury or death.

4. Using a cold chisel and hammer, break the three tack

welds securing the cover to the back of the idler pulley
bracket (see Figure 5.25-57).

Figure 5.25-58. Remove Ball Bearing/Shaft Assembly

)
7. Remove the grease seal from the bore ofthe bracket
(see Figure 5.25-59). Discard the seal.

Figure 5.25-57. Cover Removal

A WARNING
Always wear proper eye protection when removing
retaining rings. Slippage may propel the ring with
enough force to result in severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips of the pliers are not excessively worn or
damaged.

5. Remove the large retaining ring from the bore at the

back of the idler pulley bracket.

Figure 5.25-59. Grease Seal Removal

)
8. Remove the small retaining ring from the idler pulley
shaft.

5.25 - 40 FORM 6245 First Edition

 COOLING SYSTEM

9. Center the ball bearing support under the ram of the 3. Inspect the pulley sheave groove sidewalls for
arbor press. Center the ball bearing on the bearing excessive wear. Replace the pulley if the groove walls
support. Center the driver on the idler pulley shaft. are dished out or if the sheaves are chipped or bent.

10. Lower the ram until it makes contact with the driver.
11. Lower the ram until the idler pulley shaft drops out of
the ball bearing (see Figure 5.25-60). Release the ram
pressure. Discard the ball bearing.
4. Inspect the idler pulley shaft for damage and wear.
The shaft must be straight and free of nicks and burrs.
Inspect the ball bearing seating surface for scoring,
scuffing and excessive wear. Replace the shaft if
necessary.

IDLER PULLEY BRACKET ASSEMBLY

;SHAFT
1. Center the ball bearing support under the ram of the

V~
arbor press.

~~
PRESS

S[
I
l'- OUT
IA
..
CAUTION I To avoid damage to the
ball bearing, be sure that
J:?~ ~~ -.. ~i the inner race is properly supported. Disregarding
this information could result in product damage
and/or personal inJury.

BALL 2. Center a new ball bearing on the bearing support.

BEARING
3. Position the idler pulley shaft upright in the ball
bearing 10 so that the retaining ring groove is at the
bottom (see Figure 5.25-61). a
Figure 5.25-60. Idler Pulley Ball Bearlng!Shaft
Assembly

IDLER PULLEY BRACKET CLEANING AND

INSPECTION "
I .\
A WARNING I I
Cleaning solvents may be toxic or flammable. Keep
away from heat or flame. Read the manufacture's
"- SHAFT
SHOULDER
warnings on the container. Always use approved
RETAINING RING
cleaning solvents in a well ventilated area. Avoid GROOVE"
contact with skin. Disregarding this information
could result in severe personal inJury or death.
Figure 5.25-61. Idler Pulley Shaft
A WARNING
4. Center the driver over the idler pulley shaft. Verify
Compressed air can pierce the skin and could result
that the shaft is not cocked in the bearing 10.
in severe personal inJury or death. Never use your
hand to check for leaks or to determine air flow rates. 5. Lower the ram until it makes contact with the driver.
Wear safety glasses to shield your eyes from flying
dirt and debris.

1. Thoroughly clean the internal parts of the assembly

with solvent to remove all grease and dirt. Hot tank the
idler pulley and bracket. Blow dry the parts with moisture
free compressed air.

2. Inspect the two retaining rings for damage or

distortion. Replace the rings if necessary.

FORM 6248 First Edition 5.25 - 41

COOLING SYSTEM

I .A. CAUTION ITo avoid damage, use

only enough ram force to
seat the ball bearing. Disregarding this information
could result in product damage and/or personal
Injury.
6. Press the idler pulley shaft into the ball bearing until
the shoulder makes solid contact with the inner race
(see Figure 5.25-62).
10. Pack Uthoplex® Grease No. 2 (Multipurpose
Uthium Complex Formula Containing Molybdenum
Disulfide) between the inner and outer races of the ball
bearing.
11. With the pulley side facing the press table, center
the bore of the idler pulley bracket under the ram.
12. With the retaining ring at the top, position the ball
bearing/shaft assembly upright in the bracket bore.
Center the bearing driver over the outer race of the ball
bearing.

13. Verify that the ball bearing/shaft assembly is

aligned in the bracket bore. Lower the ram until it makes
contact with the bearing driver.
BALL
BEARING\ 14. Press the ball bearing/shaft assembly into the bore.
I Exert uniform pressure against the outer race of the
y ~jj bearing until it makes solid contact with the inside
counterbore.
i~ ];:
15. Install the large retaining ring in the bracket bore.

~~~ !/
I
~c)
Rotate the ring to verify that it is fully seated in the
groove.
RETAINING 16. Ughtly lubricate a new grease seallD with a lithium
GROOVE
complex type grease.
Figure 5.25-62. Idler Pulley Ball Bearing/Shaft
17. With the pulley side facing upward on the press
)
Assembly
table, center the bore of the idler pulley bracket under
the ram.
7. Release the ram and remove the driver.
18. With the lipped side facing inward towards the ball
8. Verify that the ball bearing rotates freely on the idler
bearing, position the grease seal over the bracket bore.
pulley shaft, without any drag.
19. Center the driver over the grease seal. Lower the
A WARNING ram until it makes contact with the driver.

Always wear proper eye protection when installing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips of the pliers are not excessively worn or
damaged.
9. Install the small retaining ring in the groove on the
idler pulley shaft. Rotate the ring to verify that it is fully
seated.
20. Press the grease seal into the bracket bore until the
closed side of the carrier is flush with the top of the
casting.
21. Press the pulley on the idler pulley shaft until it
makes solid contact with the shaft shoulder.
22. Install two new nylok socket head set screws in the
idler pulley. Tighten the set screws to secure the pulley
to the idler pulley shaft.

5.25 - 42 FORM 6248 Firsl Edilion

 COOLING SYSTEM

IDLER PULLEY wBR:A=C=K=ET~'-...)~_ _--7(~

PIVOT BOLT HOLE~_

+
CENTERLINE~

-~~~~~~
IDLER PULLEY SHAFT /~ __

Figure 5.25-63. Idler PUlley Bracket Vent Hole Location

23. Position the rear cover in the back of the idler pulley 27. Using Lithoplex® Grease No. 2 (Multipurpose
bracket. Rotate the cover so thatthe 1/8 inch vent hole is Lithium Complex Formula Containing Molybdenum
within 1/2 inch ofthe centerline between the idler pulley Disulfide), slowly fill the bearing cavity until grease
shaft and the pivot bolt hole (see Figure 5.25-63). extrudes from the vent hole in the rear cover.

IDLER PULLEY BRACKET INSTALLATION

-A CAUTION 1Ball bearing ~rease pres-
I
L.=
..
=~=..;:.;::....:~=-=~. sure may dislocate the 1. Install the pivot bolt and lock washer through the hole
rear cover if it is not properly secured to the idler in the idler pulley bracket. Position the idler pulley
pulley bracket. Disregarding this infonnation could bracket assembly against the face of the water pump
rasult in product damage and/or personal injury. and install the pivot bolt in the threaded boss above the
right bank water pump outlet port (see Figure 5.25-64).

A WARNING
Always wear protective eye shields when welding,
cutting or watching a welding operation. Protective
clothing and face shields must be worn. Never weld
or cut near combustible materials. Disregarding
this Information could result in severe personal
injury or death.

24. Using a mild steel rod, place three tack welds (of
equal distance) where the edge of the cover contacts
the back of the bracket.

25. Lightly tap on the welds to check for cracks. Use

crocus cloth to remove any weld spatter.

26. Install the grease fitting in the idler pulley bracket. Figure 5.25-64. Idler Pulley Bracket

FORM 6248 First Ed~ion 5.25-43

COOLING SYSTEM

2. Install the lock bolt lock washer and washer through 5. Install an eye bolt 5/16 inch threads, in the threaded
the slot in the idler pulley bracket. Install the bolt in the hole at the base of the upper center boss (see )
threaded boss below the right bank water pump outlet Figure 5.25-66). Attach a suitable lifting device to the
port (see Figure 5.25-64). eye bolt.

3. Position the V -belts on the idler pulley.

4. Refer to Jacket Water Pump Drive Belt Tension

Adjustment and adjust the water pump drive belts.

JACKET WATER PUMP

JACKET WATER PUMP REMOVAL

1. Refer to Crankcase Water Inlet Pipe Removal,

Water Pump Inlet Elbow Removal, and Water Bypass
Tube Removal, and remove these components.

2. Remove capscrew, lock washer, washer, bracket

and spacer, from the upper gear cover flange (see
Figure 5.25-65).

3. Remove nut, capscrew, lock washer and bracket

from the water drain pipe.
Figure 5.25-65. Lifting The Jacket Water Pump
4. Remove the pipe plugs from the left and right bank
water bypass elbows. 6. Remove ten nuts and lock washers from the water
pump and carefully remove the pump using a suitable
lifting device.
)
7. Remove the water pump cover gasket and water
pump cover from the gear cover.

8. Remove the water pump cover to gear cover gasket

from the gear cover (see Figure 5.25-67).

Figure 5.25-65. Water Drain Petcock - Front Right

A WARNING
The water pump weighs approximately 105 Ibs. Figure 5.25-67. Water Pump Cover And Cover Gasket
(48 kg). Use a suitable lifting device and exercise
caution during removal or Installation to avoid
9. Remove the drain cock, pipe coupling, two pipe
severe personal injury or death.
nipples, and elbow from the bottom of the water pump.
)

5.25 - 44 FORM 6248 First Edition


INNER
GREASE SEAL
THIN
SHAFT AND BE~IRI~IG
ASSEMBLY
Figure 5.25-68. VHP Water Pump Assembly
JACKET WATER PUMP DISASSEMBLY
A WARNING
The water pump weighs approximately 105 Ibs.
(48 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
1. Remove the water drain petcock from the pipe nipple
assembly. Remove the air bleed petcock from the water
pump housing.
2. Using an air impact wrench, loosen the thin nut on
the pulley end of the water pump shaft (see
Figure 5.25·68). If necessary, thread two hardened
FORM 6248 First Edition
COOLING SYSTEM
THIN NUT
•• M'• ...," PUMP
SEAL ASSEMBLY
IMPELLER
capscrews into the impeller puller holes (3/8-16 inch
threads) and use a bar to keep the shaft from turning.
3. Loosen the thin nut on the impeller side. Use the
pulley puller holes (3/8-16 inch threads) to hold the
shaft if necessary.
4. Remove the thin nut and flat washer on both the
pulley and impeller ends of the shaft.
5. Turn the pump over, impeller side up.
6. Remove the impeller from the shaft. The two
threaded holes in the impeller (3/8-16 inch threads)
may be used with aT-type gear puller and air impact
wrench, if necessary.
5.25-45
COOLING SYSTEM
A WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal injury or
death.
7. Remove the spring from the shaft. Remove the brass
retainerlcarbon seal assembly. Use a small puller tool if
necessary. Discard the seal assembly.
8. Remove the ceramic seal and rubber seat from the
counterbore. Discard the seal and seat.
9. Turn the water pump over, pulley Side up.
10. Remove the pulley from the water pump shaft. The
two threaded holes in the pulley (3/8-16 inch threads)
may be used with aT-type gear puller and air impact
wrench, if necessary.
11. Remove the outer grease seal from the water pump
housing. Discard the seal.
A WARNING
Always wear proper eye protection when removing
the retaining ring. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
thatthetips ofthe pliers are not excessively worn or
damaged.
12. Remove the retaining ring from the groove in the
water pump housing.
13. Place the pump in an arbor press, impeller side up.
Press on the impeller side of the shaft to remove the
bearing and shaft assembly.
14. Remove the inner grease seal from the water pump
housing. Discard the seal.
5.25 - 46
JACKET WATER PUMP CLEANING AND
INSPECTION
1. Inspect the pulley sheave groove sidewalls for
excessive wear. Replace the pulley if the groove walls
are dished out or if the sheaves are bent, chipped or
pitted.
A WARNING
Always wear Insulated gloves when handling
heated parts. Use of bare hands will result in burns.
Disregarding this information could result in severe
personal InJury or death.
2. Remove the pulley hub wear sleeve. Briefly heat the
sleeve around its circumference using a propane torch.
Expansion ofthe sleeve will cause ilto slip off the pulley
hub.
3. Inspect the water pump housing for cracks or
corrosion. Look for signs of cavitation where the
impeller vanes pass the volute just inside the water
pump housing. Replace the housing if necessary.
A WARNING
Compressed air can pierce the skin and cause )
severe personal Injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
4. Hot tank the water pump housing and pulley to
remove old gasket material, grease and dirt. Blow dry
the parts with moisture free compressed air.
FORM 6248 First Edition
 COOLING SYSTEM

JACKET WATER PUMP ASSEMBLY
Assemble the jacket water pump using the appropriate
rebuild kit.
NOTE: Installation of the new jacket water pump
assembly requires use of the new water pump cover
plate (PIN 2OO1618). The previous cover plate (PIN
2oo161) cannot be used with the current water pumps
(double row ball bearings).
1. Position the larger diameter ball bearing down the
pulley end of the water pump shaft (see
Figure 5.25-69).
3. Position the smaller diameter ball bearing over the
impeller end of the shaft. Slide the bearing driver (see
Figure 5.25-70 - Tool #2) over the shaft until it contacts
the inner race of the smaller diameter ball bearing (see
Figure 5.25-71).
BALL
BEARING
DRIVER

PRESSON
PULLEY END IMPELLER END

---I---G- -+ -- -Fl.
INNER RACE
OF BEARING

Figure 5.25~. Jacket Water Pump Shaft

2. Place the bearing sleeve base (see Figure 5.25-70 -
Tool #1) on the deck of the arbor press. With the larger
diameter ball bearing positioned over the pulley end of
the water pump shaft, insert the pulley end of the shaft
into the sleeve base until the inner race of the larger
diameter ball bearing contacts the top of the sleeve. BEARING
SLEEVE
BASE TOOL

PRESSON
INNER RACE
OF BEARING

2 3

5 6/
Figure 5.25-71. Press Bearings Onto Shaft

4. Center the bearing sleeve base tool under the ram.

4 Verify that the water pump shaft is completely vertical
and that the ball bearings are positioned correctly on the
shaft.

9 5. Lower the ram until it makes contact with the bearing

driver.

IA
..
CAUTION I Use only enough ram
force to Install the bear-
1. BEARING SLEEVE BASE ings, 150 Ibs. minimum (667 N), 1500 Ibs. maximum
2. BEARING DRIVER (6672 N). To avoid use of excessive force, fit the ram
3. GREASE PACKING FIXTURE with the proper size load cell. Damage to the ball
4. INNER GREASE SEAL DRIVER
5. SEAL PROTECTOR SLEEVE bearings will result in premature water pump
6. BEARING SHAFT DRIVER failure. Disregarding this information could result
7. OUTER GREASE SEAL DRIVER
8. PULLEY WEAR SLEEVE DRIVER in product damage andlor personal injury.
9. CERAMIC SEAL DRIVER
10. BRASS RETAINER/CARBON SEAL DRIVER
6. Lower the ram until both ball bearings are seated
Figure 5.25-70. Jacket Water Pump Service Tool solidly against the shoulders on the water pump shaft.
Kit PIN 474013
7. Release the ram and remove the bearing driver.

FORM 6248 First Edition 5.25 - 47

COOLING SYSTEM
8. Remove the ball bearing shaft assembly from the
bearing sleeve base tool. Verify that the bearings are
completely seated against the shaft shoulders. Verify
that the bearings rotate freely without drag.
9. Position a new a-ring down the pulley end of the
water pump shaft until it makes contact with the inner
race of the larger diameter ball bearing.
NOTE: Previous shaft assemblies using PIN 2004568
shafts, use a woodruff key to hold the water pump pulley
in place. Current shafts, PIN 2OO456C, are blaok in
color, and do not use a woodruff key to hold the water
pump pulley in place. The impellor and pulley are held in
place by the olamp load resulting from torquing the shaft
nuts on each end.
10. If using the previous PIN 2004568 shaft, position a
new Woodruff key in the slot on the pulley end of the
water pump shaft. Using a brass hammer or punch, tap
the key to properly seat it in the keyway. Verify that the
key is level.
11. Clamp the arm of the grease packing fixture (see
Figure 5.25-70 - Tool #3) in a vise with the open end of
the cup facing upward.
12. Insert the impeller end of the bearing shaft assem-
bly into the packing fixture (see Figure 5.25-72).
OUTSIDE
ROW
GREASE
FmlNG
FILL SPACE
WITH GREASE
ROW
Figure 5.25-72. Pack Water Pump Bearings
5.25 - 48
A WARNING )
Do not operate the valve of the pneumatic greaser
unless connected to the grease fitting on the
packing fixture. The pneumatic greaser produces a
high velocity discharge that can cause severe
personal Injury. Disregarding this Information
could result in severe personal injury or death.
13. Using the grease fitting on the side of the packing
fixture, apply a pressurized lithium complex type grease
(see Grease Recommendations). Hold the top of the
water pump shaft to keep the assembly stationary and
fill the cavity between the two bearings until the grease
extrudes from the outside row of the upper ball bearing
(pulley side). Verify that the grease also extrudes
through the outer row of the lower ball bearing (impeller
side).
NOTE: A pneumatio greaser is recommended to ensure
a fully paoked oavity and to protect against grease
contamination. To fill the cavity with a hand held grease
gun, as many as 130 strokes may be necessary. "a
pneumatio greaser is not available, hand paok the cavity
before plaoing the bearing shaft assembly in the packing
fixture. Use the grease gun to oomplete the task.
14. Remove the grease supply line from the packing
)
fixture grease fitting.
15. Lift out the bearing shaft assembly to verify that the
grease fills the entire space between the ball bearings
(from the shaft to the bearing 00).
16. Remove any excess grease from the impeller and
pulley ends of the shaft (external to the grease cavity).
Remove the excess grease extruding from the outSide
row of each ball bearing. Wipe the excess grease from
the outside diameter of each ball bearing.
17. Insert the bearing assembly back into the packer
until it is ready to be installed in the water pump housing.
Lay a clean shop cloth over the top olthe packing fixture
to keep out dust and dirt.
18. Place the water pump casting on the press table
with the pulley side up.
19. Thoroughly wipe the water pump housing seal bore
with a clean cloth. Use compressed air to blowout all
dust and debris.
20. Thoroughly wipe the new inner grease seal with a
clean cloth. Verify that the seal lip garter spring is in
place. Carefully check the seal for defects. Replace if )
damaged.
FORM 6248 First EdHion
 COOLING SYSTEM

21. Fit the inner grease seal (2-1/16 inch diameter)
onto the seal driver (see Figure 5.25-70 - Tool #4) with
the open (lipped) side olthe carrier (see Figure 5.25-73)
facing the collar of the tool. Lower the inner grease seal
into the pulley bearing bore (see Figure 5.25-74).
24. Lower the ram until the shoulder olthe driver makes
solid contact with the inside counterbore.
25. Release the ram and remove the inner grease seal
driver.

IA CAUTION I The shoulders and

.. threads on the water
pump shaft can damage the sealing surface of the
inner grease seal ifthe protector sleeve is not used.
Disregarding this information could result In prod-
uct damage and/or personal injury.
26. Slide the black plastic seal protector sleeve (see
Figure 5.25-70 - Tool #5) over the threads on the impeller
end of the shaft until tt seats against the shaft shoulder.

~~.f-----SEAL LIP 27. Lightly lubricate the seal protector sleeve wtth a
GARTER SPRING lithium complex type grease. Lightly lubricate the
(BENEATH LIP) exposed portion of the water pump shaft (from the
OUTER GREASE SEAL
protective sleeve to the ball bearing).
Figure 5.25-73. Open (Lipped) Side Of Carriers
28. Carefully insert the impeller end ofthe bearing shaft
assembly into the water pump housing (see
INNER GREASE Figure 5.25-75). The posttion of the shaft is critical for a
SEAL DRIVER straight press. Guide the end of the shaft so as not to
damage or disturb the inner grease seal or the lip garter
spring.

BEARING SHAFT

COUNTER BORE

COUNTER BORE

Figure 5.25-74. Install Inner Grease Seal

22. Center the inner grease seal driver under the ram.

23. Lower the ram until it makes contact with the driver.

IA
..
CAUTION I Minimal ram force Is re-
quired to install the inner
grease seal. The object of the ram is to ensure a
straight press. To avoid product damage and/or PLASTIC SEAL PROTECTOR SLEEVE
personal Injury, use only enough ram force to
Figure 5.25-75. Install Shaft And Bearing Assembly
complete the task.

FORM 6248 First Edition 5.25 - 49

COOLING SYSTEM

29. Position the bearing shaft driver (see

Figure 5.25-70 - Tool #6) over the top ofthe waler pump OUTER GREASE
shaft (pulley side) aligning the notch on the inside SEAL DRIVER
diameter of the tool with the installed Woodruff key.

30. Lower the ram until it makes contact with the

bearing shaft driver.

IA:..
CAUTION I To avoid damage to the
smaller diameter ball
bearing (impeller side), use only enough ram force to
complete the task. Do not exceed 250 Ibs. (1112 N). RETAINING
Damage to the ball bearing will result In premature RING
water pump failure. Disregarding this Information
could result in product damage and/or personal
injury.

31. Lower the ram until the outer race of the larger
diameter ball bearing (pulley side) makes solid contact
with the inside counterbore.

NOTE: The outer race of the smaller diameter ball

bearing (impeller side) is not supported during the
assembly procedure. To prevent damage to the ball
bearing, do not exceed a forceof250lbs. (1112N).lfa
greater force is required to press the bearing/shaft
assembly into the water pump housing, then the bearing
bore and/or the OD of the smaller diameter ball bearing
is not within specification. Since an accurate measure-
ment determines whether the parts are properly fitted
and also prevents damage to the inner race of the
smaller diameter ball bearing, fit the ram of the press
with the proper size load cell.
Figure 5.25-76. Install Retaining Ring/Outer Grease
Seal
36. Slide the outer grease seal (3-1/4 inch diameter) onto
the seal driver tool (see Figure 5.25-70 - Tool #7) with the )
open (lipped) Side of the carrier (see Figure 5.25-73)
facing opposite the collar on the tool. Lower the outer
grease seal into the water pump housing.
37. Center the outer grease seal driver under the ram.

32. Release the ram and remove the bearing shaft 38. Lower the ram until it makes contact with the driver.
driver.

33. Remove the plastic seal protector sleeve from the IA

impeller end of the water pump shaft.
A WARNING
Always wear proper eye protection when installing
the retaining ring. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips ofthe pliers are not excessively worn or
damaged.
34. With the beveled edge on the OD facing upward,
install the retaining ring in the groove on the pulley side
of the water pump housing (see Figure 5.25-76). Verify
that the ring is fully seated in the groove.
35. Thoroughly wipe the new outer grease seal with a
clean cloth. Verify that the seal lip garter spring is in
place. Carefully check the seal for defects. Replace ij
damaged.
..
CAUTION I Minimal ram force Is re-
quired to install the outer
grease seal. The object of the ram Is to ensure a
straight press. To avoid product damage and/or
personal Injury, use only enough ram force to
complete the task.
39. Lower the ram until the shoulder ofthe driver makes
solid contact with the edge of the casting (see
Figure 5.25-76).
40. Release the ram and remove the outer grease seal
driver from the water pump housing.
41. Lightly lubricate the ID of the installed outer grease
seal with a lithium complex type grease. Also apply some
grease around the face of the seal. Wipe off any excess.
)
42. With the concave side up, place the water pump
pulley on the press table. Thoroughly wipe the pulley
hub OD with a clean cloth. Use compressed air to blow
out all dust and debris.

5.25 - 50 FORM 6248 First Ednion

 COOLING SYSTEM

43. With the lipped side down (see Figure 5.25-77),

position a new stainless steel wear sleeve over the
pulley hub. Be sure that the sleeve is square on the hub.

Figure 5.25-77. Pulley Hub Wear Sleeve

44. Center the pulley under the ram of the arbor press.
Center the sleeve driver (see Figure 5.25-70 - Tool #8)
over the pulley hub, so that the bottom of the shroud
makes complete contact with the lip of the wear sleeve.
Verify that the driver is completely vertical and that the
wear sleeve is not cocked on the hub.

45. Lower the ram until it makes contact with the sleeve Figure 5.25-78. Install Pulley Hub Wear Sleeve
driver.
50. Lubricate the threads on the pulley end of the water

IA CAUTION IMI~lmal
ram force is re-
L.~~-=':""::'="':":"::;":";:.J. qUI red
to seat the wear
sleeve. The object of the ram is to ensure a straight
press. To avoid product damage and/or personal
Injury, use only enough ram force to complete the
task.
46. Lower the ram until the lip of the wear sleeve makes
solid contact with the machined surface at the bottom of
the pulley hub OD (see Figure 5.25-78).
47. Release the ram and remove the sleeve driver.
48. Lubricate the wear sleeve with a lithium complex
type grease. Wipe off any excess.
49. Align the keyway in the pulley hub with the Woodruff
key in the water pump shaft. Inserting the hub into the
outer grease seal, hand push the pulley onto the shaft.
Do not run the pulley in using the thin nut.
pump shaft with clean engine oil (SAE 30).
51. Install the flat washer and finger tighten the thin nut.
52. Turn the water pump over to access the impeller
side of the shaft.
53. Obtain a new water pump seal.
54. Remove the spring from the brass seal retainer
(carbon seal half of water pump seal).
55. Carefully check the carbon ring (primary seal) for
cracks, nicks or other defects. Replace the water pump
seal assembly if damaged.
56. Remove the ceramic ring (mating seal) from its
rubber seat (see Figure 5.25-79). Carefully check the
ceramic material for cracks or nicks. Inspect the rubber
seat for tears or cuts. Replace the water pump seal
assembly if damaged.

Figure 5.25-79. Water Pump Seal Assembly

FORM 6248 First Edftion 5.25 - 51

COOLING SYSTEM
IA..
CAUTION lOllY deposits left on the
sealing faces will cause
traces of carbon to adhere to the ceramic seat,
resulting In premature failure of the water pump seal.
Disregarding this information could result In prod-
uct damage and/or personal injury
57. Verify that the sealing faces of the carbon and
ceramic seals are free of oily, greasy or waxy deposits.
Use a clean solvent to clean the sealing surfaces. if
necessary. Wipe the surfaces clean and dry with
absorbent paper or a soft cloth.
58. With the flat highly polished surface facing outward,
squarely seat the ceramic seal ring in the rubber seat.
The rear face of the seal can be easily identified by a
groove that runs perpendicular to the seallD.
59. Using a 50/50 mix of clean ethylene glycol and
water, lubricate the outside diameter of the rubber seat.
Slide the ring over the shaft with the ceramic material
facing outside. Move the ring down the shaft until it
contacts the casting bore. Use the seal driver (see
Figure 5.25-70 - Tool #9) to hand press the ceramic
seal ring against the counterbore in the water pump
housing (see Rgure 5.25-80).
CERAMIC DRIVER
Figure 5.25-80. Install Ceramic Seal
60. Using a 50/50 mix of clean ethylene glycol and
water, lubricate the rubber insert and carbon seal ID
within the seal retainer. Using the same solution, lightly
lubricate the lipped side of the carbon seal.
61. With the lipped side of the carbon seal facing
inward, slide the brass seal retainer assembly over the
water pump shaft.
5.25 - 52
62. Use the seal driver (see Figure 5.25-70 - Tool #10)
to hand press the brass retainer/carbon seal assembly )
flat against the ceramic seal (see Figure 5.25-81).
CARBON SEAL CARBON HALF
OF SEAL
Figure 5.25-81. Install Carbon Seal
NOTE: Previous shaft assemblies using PIN 2004568
shafts, use a woodruff key to hold the impeller in place.
Current shafts, PIN 200456C, are black in color, and do
not use a woodruff key to hold the impeller in place. The
impellor and pulley are held in place by the clamp load
resulting from torquing the shaft nuts on each end.
)
63. If using the previous PIN 2004566 shaft, position a
new Woodruff key in the slot on the impeller end of the
water pump shaft. Using a brass hammer or punch, tap
the key to properly seat it in the keyway. Verify that the
key is level.
A WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal injury or
death.
64. Position the spring down the water pump shaft until
it contacts the spring seat around the edge of the brass
seal retainer.
65. With the blades facing inward, position a new
impeller on the shaft. Do not run the impeller in using the
thin nut.
NOTE: Although the clearance fit of the impeller should
make it relatively easy to install, there may be some
difficulty in aligning the notch in the hub with the key on
the shaft. Use a grease pencil to mark the center of the
keyway on the end of the shaft if necessary. )
66. Lubricate the threads on the impeller end of the
shaft with clean engine oil (SAE 30). Install the flat
washer and finger tighten the thin nut.
FORM 6248 First Edition
 COOLING SYSTEM

INNER
GREASE SEAL

RETAINING
OUTER
GREASE

THIN NUT

THIN NUT

PUMP
SEAL ASSEMBLY

\ IMPELLER
SHAFT AND BElIRINIG
ASSEMBLY

Figure 5.25-82. VHP Waler Pump Assembly

67. Tighten the pulley and impeller thin nuts to draw the ....---M-E-AS-U-RE-A-:r-T-H-R-E-E-P-LA-C-E-S--------,
water pump assembly together (see Figure 5.25-82). - 0.045" (0.38 - 1.15 mm)
SPRING
68. Use the reaction torque technique to torque both
the impeller and pulley thin nuts simultaneously.
Attach a 1-1/2 inch socket to a breaker bar. Lock the
socket in a vise with the opening facing upward. To
prevent the socket from turning, verify that the handle of
the breaker bar is in contact with the base of the vise.
Holding the pump so that the impeller is parallel to the
table top, fit the pulley nut in the socket. Some
assistance will be required to hold the pump. Torque the
impeller nut to 195 - 200 ft-Ib (265 - 270 N·m).
69. Using a feeler gauge, check the impeller vane to
water pump housing clearance at three equally spaced Figure 5.25-83. Check Impeller Clearances
locations (see Figure 5.25-83). Verify thatthe clearance
is between 0.015 - 0.045 in. (0.38 - 1.15 mm).

FORM 6248 First Ed~ion 5.25 - 53

COOLING SYSTEM

70. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of two brass petcocks. Screw the
water drain petcock into the pipe nipple assembly (see
Figure 5.25-84). Screw the air bleed petcock into the
water pump housing.
3. Install the ten studs around the perimeter of the gear
cover water pump mounting flange. Drive the coarsely
threaded side of the first stud into the flange in the 11
o'clock position (see Figure 5.25-85). Thread the stud
until the last coarse thread is turned into the casting.

AIR BLEED PETCOCK"

OUTLET

INLET INLET

OUTLET

WATER PUMP
1
MOUNTING FLANGE
Figure 5.25-84. Jacket Weter Pump
Figure 5.25-65. Water Pump Mounting Flange
71. Pressure test the water pump at 15 psig air
pressure. 4. Moving counter-clockwise around the perimeter of
the gear cover flange, install studs in holes 2 through 5,
72. Check for leakage at the "weep hole" below the )
(see Figure 5.25-85 and Figure 5.25-86). Skipping hole
drive belt pulley. The presence of water indicates that
number 6, install studs in holes 7 through 11. Skip hole
the water pump seal is defective and that the jacket
number 12.
water pump must be rebuilt.

73. Inspect the water pump housing for leaks. Discard

the casting if any cracks are found.

JACKET WATER PUMP INSTALLATION

1. Check the ten water pump mounting studs for nicks,

cracks, burrs, galled or stretched threads and other
obvious damage. Replace as necessary.

2. Each water pump stud has both fine and coarse

threads. Using a small paintbrush, apply Bostik Never
Seez® Anti-Seize and Lubricating Compound to all
threads on the coarse side.

I.=A. CAUTION I
L.
Do not Inst~1I wa~er
='--''------''--_''-----'_ pump studs With a pipe
wrench or similar device. Use collet style stud
Figure 5.25-86. Water Pump Cover And Cover Gasket
driver to Install studs. Disregarding this informa-
tion could result in product damage and/or person- CAUTION I Deposits I~ft on gasket
I=.A=~=...;;..;:~~;::...;;.,:;..,J.
al injury. L. . surfaces will cause leaks.
Disregarding this Information could result in prod-
uct damage and/or personal injury.

5. Verify that all gaskets and gasket mating surfaces

are clean and completely free of grease and oil.

5.25 - 54 FORM 6245 Rrst Ed~ion

 COOLING SYSTEM

IL.=
A CAUTION Ilf the water pump cover 9. Apply Perma Lok® Heavy Duty Pipe Sealant with
.=.....;;_....;;._-----'_--'.
. gasket is installed Incor- Teflon® to threads, and install the drain cock, pipe
rectly, rotation ofthe impeller will shear off the ears, coupling, two pipe nipples, and elbow on the bottom of
a condition which may adversely affect sealing the water pump (see Figure 5.25-89).
effectiveness. Disregarding this information could
result in product damage and/or personal injury.
6. Position a new gear cover gasket onto the ten studs
around the perimeter of the gear cover water pump
mounting flange (see Figure 5.25-87).

STRAIGHT EDGE OF
EARS ANGULAR
~~

y~
STRAIGHT EDGE OF
EARS VERTICAL

Figure 5.25-87. Install Water Pump Cover Gaske! Figure 5.25-89. Water Drain Pe!eock - Front Right

7. Position the water pump cover plate with the center 10. Apply Perma Lok® Heavy Duty Pipe Sealant with
hump (and WED part number) facing inside towards the Teflon® to threads, and install the pipe plugs on the left
block (see Figure 5.25-88). and right bank water bypass elbows.

A WARNING
The water pump weighs approximately 105 Ibs.
(48 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal InJury or death.
11. Install an eye bolt 5/16 inch, in the threaded hole at
the base of the upper center boss (see Figure 5.25-90).
Attach a suitable lifting chain or sling and carefully raise
the pump using an overhead hoist.

Figure 5.25-88. Water Pump Cover And Cover Gaske!

A
I ..
CAUTION Ilf the water pump cover
gasket Is installed incor-
rectly, rotation ofthe impeller will shear off the ears,
a condition which may adversely affect sealing
effectiveness. Disregarding this Information could
result In product damage and/or personal InJury.
8. Position a new water pump cover gasket on the
water pump cover. Be sure that the lettering on the
gasket faces the cover plate and that the straight edge
of each ear is vertical, not angular (see Figure 5.25-88). Figure 5.25-90. Lifting The Jacket Water Pump

FORM 6248 Firs! Edition 5.25 - 55

COOLING SYSTEM

12. Install the water pump on the mounting studs.

Remove the lifting device. Wrench tighten the fasteners )
(ten 3/8 inch hex nuts with lock washers) in an
alternating pattern.

13. Install the pipe brackettothe 8-1/2 inch pipe nipple

on the water drain petcock assembly. Secure the
assembly to the open bolt hole in the upper gear cover
flange (1 capscrew, 1/2 x 4-1/2 inches, with lock washer,
flat washer and 3 inch spacer) (see Figure 5.25-89).

14. Refer to Crankcase Water Inlet Pipe Installation,

Water Pump Inlet Elbow Installation, and Water Bypass
Tube Installation, and install these components.

SAFETY GUARDS
SAFETY GUARDS REMOVAL

1. Remove eight capscrews and the front pulley guard

from the two front belt guard panels (see
Figure 5.25-91).

Figure 5.25-92. Left Hand Belt Guard Panel )

6. Remove capscrew, spacer, and the left hand belt
guard panel from the front engine cover.

7. Remove two capscrews and grease fitting, from the

right hand belt guard panel (see Figure 5.25-93).

Figure 5.25-91. Front Pulley Guard

2. Remove thirteen capscrews and the upper and

lower halves of the two front belt guard panels.

3. Remove twelve capscrews and the two water pump

belt guard panels.

4. Remove capscrew, lock washer and support bracket

from the center boss of the water pump.

5. Remove two capscrews from the left hand belt guard

panel (see Figure 5.25-92). )

Figure 525-93. Right Hand Belt Guard Panel

5.25 - 56 FORM 6248 First Ed~ion


8. Remove capscrew, spacer, and the right hand belt
guard panel from the front engine cover.
9. Remove two screws and the right hand belt cover
from the support bracket on the oil pan.
10. Remove capscrew, washer, lock washer and
bracket from the oil pan.
11. Remove three capscrews and the outer halve of the
auxiliary water pump belt guard panel (wtth grill) from
the inner ha~ of the auxiliary water pump belt guard
panel (see Figure 5.25-94).
Figure 5.25-94. Auxiliary Watar Pump Belt Guards
12. Remove two capscrews from the slots on the inner
auxiliary water pump belt guard panel (see
Figure 5.25-95).
Figure 5.25-95. Inner Auxiliary Water Pump Belt Guard
13. Remove capscrew, washer, lock washer, spacer
and inner auxiliary water pump belt guard panel.
FORM 6248 First Edition
COOLING SYSTEM
SAFETY GUARDS INSTALLATION
1. Install the inner auxiliary water pump belt guard
panel wtth capscrew, washer, lock washer, and spacer
(see Figure 5.25-95).
2. Install two capscrews in the slots on the inner
auxiliary water pump belt guard panel.
3. Install the the outer halve of the auxiliary water pump
belt guard panel (with grill) to the inner half of the
auxiliary water pump belt guard panel and bracket with
three capscrews (see Figure 5.25-94).
4. Install capscrew, spacer, and the left hand belt guard
panel on the front engine cover (see Figure 5.25-92).
5. Install two capscrews on the left hand belt guard
panel.
6. Install the right hand belt guard panel on the front
engine cover with capscrew and spacer.
7. Install the right hand belt cover on the support
bracket and the oil pan with two capscrews (see
Figure 5.25-93).
8. Install the right hand belt guard panel on the front
engine cover wtth capscrew and spacer.
9. Install two capscrews and grease fitting, on the right
hand belt guard panel.
10. Install the support bracket on the center boss of the
water pump with capscrew and lock washer (see
Figure 5.25-91).
11. Install the two water pump belt guard panels with
twelve capscrews.
12. Install the front pulley guard on the two front belt
guard panels wtth eight capscrews.
5.25 - 57
COOLING SYSTEM

AUXILIARY WATER TEMPERATURE

CONTROL VALVE
AUXILIARY WATER TEMPERATURE CONTROL
VALVE REMOVAL
Remove and test the thermostat in the auxiliary cooling
water circuit annually. Inspect the thermostat sooner if
an increase or decrease in water temperature cannot be
traced to a malfunctioning water pump, loose belts,
excessive engine load or other cooling system related
problems. The cooling water temperature at the inter-
cooler cooling water inlet is either 85° For 130° F (29° C
or 54° C), depending upon application.
NOTE: Drain the auxiliary cooling water circuit.
1. Remove the flange connection from cooling water
inlet port C (from the heat transfer device)
(Figure 5.25-96).
AUXILIARY
PUMP THERMOSTAT
HOUSING
A WARNING )
The thermostat housing assembly weighs approxi-
mately 50 Ibs. (23 kg). Use a suitable lIfting device
and exercise caution during removal or installation
to avoid severe personal injury or death.
4. Install a lifting strap to support the thermostat
housing assembly. The assembly consists of the
thermostat housing and the cooling water inlet pipe
fittings and flanges.
5. Remove the U-bolt securing the cooling water inlet
pipe nipple to the oil pan support bracket (5/16 inch flat
washers, lock washers and hex nuts).
6. Move the thermostat housing assembly to a suitable
workbench.
AUXILIARY WATER TEMPERATURE CONTROL
THERMOSTATIC VALVE INSPECTION AND TEST
1. Pull out the thermostatic valve. Remove and discard
the rubber O-ring seal.

2. Verify that the valve is in the fully closed position. If

the valve is frozen open or if there is any obvious
distortion, discard it. If the valve appears in good )
condition, test as follows:

A. Suspend the thermostatic valve in a container of

water. Do not let the thermostat rest against the
sides or bottom.

TO INLET
PORTC
(FROM HEAT
IA
;..
CAUTION I Do not boll the thermo-
static valve. Excessive
TRANSFER DEVICE)
temperatures will force the valve to exceed its
normal operating travel and may result in perma-
Figure 5.25-96. Auxiliary Water Temperature Control nent damage. Disregarding this information could
Valve result in product damage and/or personal injury.
2. Remove the flange connection from bypass inlet port
B (from the oil cooler). B. Gradually heat the water while stirring with a
quality glass laboratory thermometer. Observe
3. Remove the cooling water outlet port flange the action of the valve.
(stamped A) from the thermostat housing (4 capscrews,
with flat washers). C. The valve should begin to open at the Start to
Open temperature rating listed (see
Table 5.25-10) and be completely open at the Full
Open temperature, plus or minus 5° F (2.8° C).

-
Table 5 25 10 Auxiliary Cooling Water Thermostat - A" Models

STD./OPT. NUMBER NOMINAL TEMPERATURE START TO OPEN FULL OPEN PIN

° F (" C) ° F ("C) °F("C)
Std. 1 120 (49) 111 (44) 130 (54) 496873
Std. 1 75 (24) 70 (21) 85 (29) 496867 )

5.25 - 58 FORM 6248 First Ednion

 COOLING SYSTEM

D. Remove the valve and observe its closing action.
The valve should seal evenly and tightly (see
Figure 5.25-97).
OUTLET PORT A
(TO AUXILIARY WATER PUMP)
/ A
THERMOSTATIC
VALVE
AUXILIARY WATER TEMPERATURE CONTROL
VALVE ASSEMBLY
1. Pull the lip seal out of the thermostat housing. Use a
rolling head pry bar for best results.
WARNING
Use of caustic solutions should be restricted to a
well ventilated area. Avoid contact with skin, cloth-
ing and eyes. Disregarding this information could
result In severe personal injury or death.

A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.

2. Submerse the thermostat housing and pipe flange

connections in the caustic hot tank to remove all paint,
dirt, grease and oil. Follow up with a thorough hot rinse.
Dry the parts with moisture free compressed air.

3. Press fit a new lip seal of the same diameter (see

Figure 5.25-97). Make sure that the seal is completely
seated around its circumference.

4. Using a small paintbrush, lubricate the lip seal with

-:="~TTRAit<iiIN;iL;EE:RT DEVICE)
.. PORT C clean glycol.

Figure 5.25-97. Auxiliary Cooling Water Temperature
Control Valve - All Models
E. If the thermostatic valve is defective, discard it.
5. Take note of the temperature rating and part number
stamped on the old thermostatic valve. The part number
and nominal temperature rating are stamped on the
metal spring frame. If the old valve is not available,
check the engine spec pack to be sure that the new
valve is correct.

6. Install the new thermostatic valve with the expansion

element facing outward.

7. Place a new O-ring in the thermostat housing outlet

port flange. Lubricate the O-ring with clean glycol.

FORM 6248 First Ednion 5.25 - 59

COOLING SYSTEM

AUXILIARY WATER TEMPERATURE CONTROL INTERCOOLER

VALVE INSTALLATION )
INTERCOOLER REMOVAL

A WARNING NOTE: Drain the auxiliary cooling water circuit.

The thermostat housing assembly weighs approxi-
mately 50 Ibs. (23 Kg). Use a suitable lifting device
and exercise caution during removal or installation
to avoid severe personal injury or death.
1. Install a lifting strap to support the thermostat
housing assembly. Move the assembly to the location of
the oil pan pipe support bracket.
2. Fasten the cooling water outlet port flange (stamped
A) to the thermostat housing with 4 capscrews and
washers. Tighten the capscrews evenly and securely.
3. Install the U-bolt securing the inlet port pipe nipple to
the oil pan support bracket with washers, lock washers
and hex nuts.
1. Refer to Turbocharger(s} Removal, and remove the
turbochargers, turbo air outlet elbows and compressor
discharge tubes.
2. Refer to Exhaust Systems, and remove the turbo air
inlet elbows exhaust tube, and support brackets.
3. Refer to Air Induction Systems, Air Tubing Removal,
and remove the intercooler air outlet tubes.
Turbo Oil Supply/Drain Tube Connections
Removal
1. Loosen the union tube fitting ferrule nuts to separate
the upper and lower turbo oil supply tubes (both banks)
(see Figure 5.25-98).

4. Remove the lifting device.

5. Fasten the cooling water inlet flange connection

(from the heat transfer device) to inlet port C of the
thermostat housing.

6. Fasten the cooling water inlet flange connection )

(from the oil cooler) to bypass inlet port B of the
thermostat housing.

7. Refill the auxiliary cooling water system and bleed

trapped air.

Figure 5.25-98. Turbo 011 Supply Tube - Rear Left

5.25 - 60 FORM 6248 First Edition

 COOLING SYSTEM

WASTEGATE COMPRESSOR
DISCHARGE TUBE
.00 (3/8" X 1-1/4" CAPSCREWS)
COMPRESSOR DISCHARGE TUBE .....~ BOTH SIDES
FROM TURBO AIR OUTLET ELBOW TURBO OIL SUPPLY TUBE
(3/8" X 1-3/8" CAPSCREWS)
@~~ (3/8" X 2 1/2" CAPSCREWS)
BOTH SIDES
V ~,,@~
~
~
~ D~~\ll.~
~~ ~~~~~-trw-\
; I~~O~~~~

00
00
o 00
NOTE: * regular bonnet capscrews are 318" x 1-1/4"

Figure 5.25-99. Intercooler Bonnet Attachments - Right Bank Side

2. Detach the turbo oil supply tubes from the intercooler 4. Remove the tube clip securing the left bank turbo oil
air inlet/outlet bonnets (4 capscrews, 3/8 X 2-1/2 inches, supply tube to the front slot in the rail support bracket.
with lock washers, washers and 1 inch spacers) (see
5. Remove the union tube fitting ferrule nuts to separate
Figure 5.25-99).
the upper and lower turbo oil drain tubes (both banks).
3. Remove the upper oil supply tubes from the top
6. Remove the oil drain tubes from the bottom flange of
flange of the turbo center housing (2 allen head
the turbo center housing (2 allen head capscrews, 3/8 x
capscrews, 3/8 X 1 inch, with lock washers) (see
1 inch, with lock washers).
Figure 5.25-100).

Figure 5.25-100. Turbo Clamps

FORM 6248 First EdHion 5.25 - 61

COOLING SYSTEM

Wastegate Tube Connections Removal
1. Remove the tube retaining clips joining the right bank
wastegate water supply tube to the left bank water return
tube. The clips are positioned between the 45° Dresser
couplings connecting the cooling water inlel/outlet piping
of the two core assemblies. (see Figure 5.25-101).
2. Remove the ferrule nuts (11/16 inch hex) to remove
the water supply tubes between the wastegates (male
elbow tube fitting - right bank; male connector tube
fitting - left bank) and the male branch tee tube fitting in
the supply pipe tee. The supply pipe tee is on the left
bank side of the rear intercooler core assembly (see
Figure 5.25-102).

WASTEGATE WATER
SUPPLY TUBE (RB)

Figure 5.25-101. Intercooler Connections - Top

WATER )
SUPPLY
PIPE TEE

Figure 5.25-102. IntercoolerlWastegate Tube

Connections

5.25 - 62 FORM 6248 First Edition

 COOLING SYSTEM

Compressor Discharge Tube Connections between the left bank turbo air outlet elbow (male elbow
Removal tube fitting) and the angular port on the Y -branch (male
connector) (see Figure 5.25-106).
1. Remove the ferrule nuts (9/16 inch hex) to detach the
compressor discharge pressure sensing tubes from the
"Air" port at the side of each wastegate (male elbow tube
fitting) (see Figure 5.25-102 and Figure 5.25-103) and
the air outlet ports on the intercooler (see
Figure 5.25-104).

Figure 5.25-103. Intercooler Connections - Left Bank

Figure 5.25-105. Compressor Discharge TUbe

LEFT BANK
COMPRESSOR
45' V-BRANCH
/ FITTING
RIGHT BANK
COMPRESSOR
, / ' DISCHARGE
"~3E:=;I.~~~~' lUBE

Figure 5.25-104. Intercooler Connections

2. To free the right bank compressor discharge tube,

remove the tube clip from the support bracket on the
upper rear right side of the intercooler.
3. Remove the ferrule nuts (1-I/Binch hex) to detach the
compressor discharge tube (3/4 inch tube 00) between
the right bank turbo air outlet elbow (male connector tube
) fitting) and the bottom port of the Y -branch (male
connector) (see Figure 5.25-105 and Figure 5.25-106).
RIGHT BANK
lURBO OUTLET
ELBOW INTERCOOLER
/ LEFT BANK
TURBO OUTLET
ELBOW
4. Remove the ferrule nuts (1-I/B inch hex) to remove
Figure 5.25-106. Y - Branch
the compressor discharge tube (3/4 inch tube aD)

FORM 6248 First Edition 5.25 - 63

COOLING SYSTEM
Intercooler Removal
1. Loosen the Flexmaster elbow coupling clamp bolts
(see Figure 5.25-107) on the rear end of the vee-
mounted intercooler cooling water return (upper) and
supply pipes (lower).
" ELBOW COUPLING
Figure 5.25-107. Flexmaster Elbow Coupling
2. Remove the bottom 3/4 inch hex nuts and washers
on the four intercooler mounting studs (see
Figure 5.25-108).
Figure 5.25-108. Intercooler Mounting - Rear Left
5.25 - 64
A WARNING )
The intercooler assembly weighs approximately
423 Ibs. (192 kg). Use a suitable lifting device and
exercise caution during removal or Installation to
avoid severe personal Injury or death.
3. Wrap one lifting strap around the intercooler assem-
bly, so thatthe material is positioned in the recess below
the rail support bracket flanges (both sides) (see
Figure 5.25-109).
Figure 5.25-109. Intercooler Removal
4. Raise the intercooler until the mounting studs are free )
of the slots on the mounting brackets. Remove the four 3/4
inch washers from the mounting bracket platforms.
I-A CAUTION I Do not move the upper
~ 3/4 inch hex nuts on the
intercooler mounting studs. The position of these
nuts holds the correct height of the Intercooler in
relation to the top of the exhaust manifold. Disre-
garding this Information could result in product
damage and/or personal Injury.
5. Install the 3/4 inch hex nuts removed from the bottom
of the intercooler mounting studs. Run each nut up the
stud until it makes solid contact with the upper nut.
FORM 6248 First Edition
 COOLING SYSTEM

Intercooler Connection Removal
1. Remove the tube cli ps to free the right and left
bank compressor discharge pressure sensing tubes
from the intercooler mounted 2 inch tube support
braces (see Figure 5.25-110) (1 capscrew per clip,
3/8x 1/2 inch, with lock washer, washer and hex nut).
Remove 2 capscrews, lock washers and the tube
support braces from the intercooler.
3. Using the 5/8 inch hex on the connector body,
remove the male connector tube fitting from the air
outlet port flange (both sides).
4. Remove the support rails from the air inlet/outlet
bonnetflanges (see Figure 5.25-112) (4 capscrews per
rail, 1/2 x 1 inch, with lock washers).

Figure 5.25-112. Support Rails

Figure 5.25-110. Intercooler Connecttons - Left Bank

5. Remove the right bank compressor discharge

2. Remove the ferrule nut (11/16 inch hex) to detach the
compressor discharge pressure sensing tube (3/8 inch
tube OD) from the flange above the air outlet port of
each intercooler bonnet (both sides) (see
Figure 5.25-111).
tube support bracket (and tube clip) from the inter-
cooler (2 capscrews, 3/8 x 1-3/8 inches, with lock
washers) (see Figure 5.25-113).

WASTEGATE
COMPRESSOR
DISCHARGE TUBE
¥i!l:p:: :P::

Figure 5.25-113. Intercooler Connections

Figure 5.25-111. Intercooler Connections

FORM 6248 Firs! Ed~ion 5.25 - 65

COOLING SYSTEM

PAINTED MARK

WATER INLET/OUTLET / -
BONNET ~
:sc i
INLET/ OUTLET
~BONNET GASKET )

-..........;.~-
t
WATERHEADERPLATE~========~======~===I
(UPPER) ~---,;=:;;r....L--==-\
END CASTING

END CASTING GASKET

(NOT AVAILABLE)

PAINTED MARK

END CASTING GASKET ~

.......,y-~====I====7\=\E ::~::EADER
~
"'" • /ND PLATE

"..-
GASKET
RETURN BONNET
X-
~ 7'
~
J WATER RETURN
BONNET

Figure 5.25-114. Intercooler - 12 Cylinder Engines

INTERCOOLER DISASSEMBLY 1. Make a painted mark on the edge of each water

Each intercooler consists of two air inlet/outlet bonnets
and two water box core assemblies. Each core assem-
bly consists of a water inlet/outlet bonnet (top), water
return bonnet (bottom), a tube and fin assembly, two
end castings and associated gaskets.
inlet/outlet bonnet (top), water return bonnet (bottom)
and corresponding header plate (see Figure 5.25-114).
Water leakage will occur ifthe bonnets are inadvertently
reversed in assembly.
2. Repeat Step 1 on the second water box. Use a )
different color paint, so that the disassembled water
bonnets can be easily associated with the correct core
during assembly.

5.25 - 66 FORM 6248 First Ed~ion

 COOLING SYSTEM

3. Remove the end nuts on each side of the two 45' ell 7. Remove the brass drain petcock/pipe nipple assem-
Dresser couplings to disconnect the cooling water blies from the water return bonnets (2 petcocks per
inlet/outlet piping between the core assemblies (see bonnet).
Figure 5.25-115 and Figure 5.25-116). Remove and
discard the armored gaskets. 8. If required, remove the piping from the top of both
intercoolers (see Figure 5.25-117).
INTERCOOLER
WATER OUTLET PIPE INTERCOOLER
WATER INLET PIPE
....,\
-=
-
-
~I·11 .."'I II II

JF~
1\
~~
~
1==

~
0
JA 00
J
....
r

(' ~ 00
£)
~
I

REAR

~ ~ 00 ~....
l 00 1) O. . . f-
c 11
c
-w
Ot;
.... 'W .... Figure 5.25-117. Intercooler Piping

INTERCOOLER CLEANING AND INSPECTION

Figure 5.25-115. Intercooler ConnecUons

COUPLING I:L..UW,
IA
..
CAUTION I When handling or clean-
ing the intercooler core
assemblies, exercise caution to avoid bending the
aluminum cooling fins. Fins should be straightened
by using the proper size fin straightening tool.
Damaged fins obstruct the flow of air through the
intercooler and reduce cooling efficiency. Disre-
garding this information could result in product
damage and/or personal injury.

Figure 5.25·116. 45' Ell Dresser Coupling
IA CAUTION I Do not bump, bend or
.. otherwise damage the
corrugated aluminum fins of the core assemblies.
Damaged fins obstruct the flow of air through the
Intercooler core and reduce cooling efficiency.
Disregarding this information could result In prod-
uct damage and/or personal injury.
4. Remove the air inlet/outlet bonnets and gaskets from
the air sides of the intercooler core assemblies (36
capscrews per bonnet, 3/8 x 7/8 inch, with lock washers).
5. Separate the two box-type core assemblies.
6. Remove the brass air bleed petcock/pipe nipple
assembly from the water inlet/outlet bonnets (1 petcock
per bonnet).
IA
..
CAUTION I Do not submerge the in-
tercooler core or outlet
bonnets in the caustic hot tank. While the treatment
may effectively remove lime and mineral scale
deposits from within the copper tubes, it may also
dissolve and warp the aluminum cooling fins and
damage the end casting gaskets. Disregarding this
information could result in product damage and/or
personal injury.
I.=A. CAUTION I
L.
Caustic solutions can
=c....::..:....:...::.....:....:....::....:;...::..J. cause severe burns.
Wear approved eye protection and safety equip-
ment to avoid severe personal injury. Disregarding
this Information could result in product damage
and/or personal injury.
1. The intercooler may be cleaned by circulating a
caustic solution such as Oaklite 32® through the core.
Be sure and rinse and neutralize with Oaklite 162®.
2. Fins should be straightened by using the proper size
fin straightening tool.

FORM 6248 First Ed~ion 5.25 - 67

COOLING SYSTEM

INTERCOOLER ASSEMBLY COUPLING CL",V ....

1. Position the core assemblies side by side approxi-
mately 1/4 inch apart so that the nameplates and the
port holes of the water inlet/outlet bonnets are on the
outside (see Figure 5.25-114).

2. Install the air inlet/outlet bonnets and gaskets on the

air sides of the intercooler core assemblies (36 caps-
crews per bonnet, 3/8 x 7/8 inch, with lock washers).

3. Alternately tighten the water inlet/outlet bonnet

capscrews. Torque the capscrews to 17 ft-Ib (23 N·m).

4. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads of the two brass air bleed
petcock/pipe nipple assemblies. Install the petcock/
pipe nipple assemblies in the water inlet/outlet bonnets
(1 air bleed petcock per bonnet).
5. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the drain petcock/pipe nipple
assemblies. Install the petcock/pipe nipple assemblies
in the water return bonnet (2 drain petcocks per bonnet)
of the rear core assembly. The rear core assembly can
be identified by the water supply and return pipe tees in
the water inlet/outlet bonnet. Leave the free end of the
petcock/pipe nipple assemblies pointing sideways to-
ward the air sides.
Figure 5.25-118. 45° Ell Dresser Coupling
11. Fit the tapered end of the rubber seals into the
hollowed Side of the seal retainers. Install the seals in
the ends of the coupling, so that the rubber face seats
against the beveled counterbore.
12. Position the coupling between the cooling water
outlet pipes. Alternately tighten the end nuts.
13. Repeat Steps 7 thru 12 to install the 45° ell Dresser
coupling between the cooling water inlet pipes.
Intercooler Connection Installation

6. Apply Perma Lok® Heavy Duty Pipe Sealant with 1. Fasten the support rail to the flanges above the air
Teflon® to the threads of two brass drain petcocks. inlet and outlet bonnets (see Figure 5.25-119) on each
Install the petcocks in the water return bonnet of the side of the intercooler assembly (4 capscrews per rail,
front core assembly. 1/2 x 1 inch, with lock washers).

7. If removed, apply Perma Lok® Heavy Duty Pipe

Sealant with Teflon® to threads of fittings and install the
intercooler piping on the intercoolers (see
Figure 5.25-117).

8. Verify that the ends of the cooling water outlet pipes

(between the two core assemblies at the top of the
intercooler) are clean and completely free of dirt and oil.
Check the surfaces where the rubber seals contact the
pipe ends to ensure that there are no gouges, grooves,
burrs, nicks or dents. Surface imperfections will ad-
versely affect sealing performance.

9. Obtain new armored gaskets for the 45° ell Dresser

coupling.

10. With the concave side facing the pipe ends, slide
the coupling end nuts onto the two ends of the cooling
water outlet pipes (see Figure 5.25-118). Figure 5.25-119. Support Ralls

2. Install the exhaust elbow support brackets to the )

support rails (see Figure 5.25-119) with 2 capscrews
per bracket, lock washers, washers and hex nuts.

5.25 - 68 FORM 6248 First Edition

 COOLING SYSTEM

3. Install the right bank compressor discharge tube

support bracket to the intercooler with 2 capscrews and
lock washers) (see Figure 5.25-120).

Figure 5.25-122. Compressor Discharge Pressure

Sensing Tubes Support Braces

8. Apply Perma-Iok® Heavy Duty Pipe Sealant with

Figure 5.25-120. Intercooler Connections
4. Install the tube clip (0.048 inch gauge, 3/4 inch
clamping diameter) to the bracket.
5. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the large end of two male connector tube
fittings (3/8 inch tube 00). Using the 5/8 inch hex on the
connector body, install the fittings in the flange above
the air outlet port of each intercooler bonnet (both sides)
(see Figure 5.25-121).
Teflon® to the threads of two reducing bushings (2 inch
to 1/4 inch). Install the bushings in the two pipe tees
threaded into the water inlet/outlet bonnet (top) of the
rear intercooler core assembly.
9. Apply Perma-Iok® Heavy Duty Pipe Sealant with
Teflon® to the threads of two male branch tee tube
fittings. Install the fittings in each reducing bushing, so
that the two ferrule nuts are lined up in a horizontal
position (see Figure 5.25-123 and Figure 5.25:124).

COMPRESSOR
WASTEGATE WATER DISCHARGE
SUPPLY TUBE (RB) TUBE

Figure 5.25-121. Intercooler Connections

6. Install to the male connector tube fittings (both sides)
(see Figure 5.25-121).
7. Attach a tube clip (0.032 inch gauge, 3/8 inch
Figure 5.25-123. Intercooler/Wastegate TUbe
clamping diameter) to the right and left bank wastegate
Connections
compressor discharge pressure sensing tubes. Fasten
the clips to the tube support braces (see
Figure 5.25-122) (1 capscrew per clip, 3/8 x 1/2 inch,
with lock washer, washer and hex nut).
FORM 6248 First Edition 5.25 - 69
COOLING SYSTEM

LEFT BANK

r----~----~==~
1
I

"\...----+-,__.--- ~----J
I • [[]k TO OIL COOLER

1
r;:l[]r
I
FROM AUXILIARY
WATER PUMP
1
\ J
INTERCOOLER
1-00-
1
1 I t
L~J
I
1
L __ + __
RIGHT BANK )

---I..
- - - . . . COMPRESSOR DISCHARGE PRESSURE SENSING TUBES

---11>
WATER SUPPLY TUBES
WATER RETURN TUBES

Figure 5.25-124. Wastegate Connections

10. Install the right bank wastegate water supply tube
to the male branch in the supply pipe tee (see
Figure 5.25-123). The supply pipe tee is on the left bank
side of the rear intercooler core assembly.
11. Install the left bank wastegate water return tube to
the male branch in the return pipe tee (see
Figure 5.25-123). The return pipe tee is on the right
bank side of the rear intercooler core assembly.
13. Disassemble the free ends olthe Flexmaster elbow
couplings on the intercooler cooling water supply and
return pipes. Fit new rubber seals into the concave Side
of each retainer. Slide the assemblies up onto the
cooling water inlet and outlet pipes at the front of the
intercooler (see Figure 5.25-125). The seals will hold
the retainers in place until the intercooler is installed.

12. Join two tube retaining clips (0.032 inch gauge, 3/8
inch clamping diameter) to fasten the right bank
wastegate water supply tube to the left bank water
return tube. Position the clips between the 45° ell
Dresser couplings connecting the cooling water inlet/
outlet piping of the two intercooler core assemblies.
(see Figure 5.25-123).

NOTE: Delay installation of the left bank water supply

and right bank water return tubes until after mounting of
the turbo assembly. , ELBOW COUPLING
)

Figure 5.25-125. Flexmaster Elbow Coupling

5.25 -70 FORM 6248 First Edition


INTERCOOLER INSTALLATION
1. Wrap one lifting strap around the intercooler assem-
bly, so that the material is positioned in the recess below
the rail support bracket flanges (on both sides) (see
Figure 5.25-126).
Figure 5.25-126. Lifting The Intercooler
• WARNING
The intercooler assembly weighs approximately
423 Ibs. (192 kg). Use a suitable lifting device and
exercise caution during removal or installation to
avoid severe personal injury or death.
2. Raise the intercooler slightly. Install 3/4 inch hex nuts
on the four mounting studs. Run each nut up the stud
until the bottom of the nut is 1-3/4 inches from the upper
boss (see Figure 5.25-127).
Figure 5.25-127. Intercooler Mounting - Rear Left
3. Position a 3/4 inch washer over the two slots in each
intercooler mounting bracket.
4. Gently lower the intercooler, so that the four studs
slide through the mounting bracket slots (and the 3/4
FORM 6248 First Ednion
COOLING SYSTEM
inch washers). Be sure the water inlet and outlet pipes at
the front of the intercooler assembly slip into the sleeves
of the Flexmaster elbow couplings on the cooling water
supply and return pipes (see Figure 5.25-125).
5. Install 3/4 inch washers and hex nuts on the four
intercooler mounting studs. Run the nuts upward
towards the bottom of the mounting brackets.
6. Install the front clamps on the Flexmaster elbow
couplings attached to the cooling water supply and
return pipes (see Figure 5.25-125). Tighten all clamp
bolt hex nuts.
Turbo Oil Supply/Drain Tube Connection
Installation
1. Apply 3M Scotch Grip ~ Rubber and Gasket Adhe-
sive 847 to the flanges of the upper turbo oil drain tubes.
2. Position new gaskets on the contact cement (see
Figure 5.25-128). Allow the gasket adhesive to cure.
See the manufacturer's recommendations .
,
TURBO OIL
DRAIN TUBES
~"
UNION:.TUBE
,
FlmNG
~
..
Figure 5.25-128. Lower TUrbo 011 Drain TUbes
5.25 - 71
COOLING SYSTEM
3. Install the upper oil drain tubes to the bottom flange
of the turbo center housing with two allen head
capscrews and lock washers) (see Figure 5.25-129).
Figure 5.25-129. Upper Turbo on Drain TUbes
4. Apply 3M Scotch GripN Rubber and Gasket Adhe-
sive 847 to the flanges of the upper turbo oil supply
tubes.
5. Position new gaskets on the contact cement. Allow
the gasket adhesive to cure. See the manufacturer's
recommendations.
6. Fasten the upper oil supply tubes to the top flange of
the turbo center housing with two allen head capscrews,
and lock washers).
7. Tighten the fitting between the upper and lower oil
supply tubes.
8. Attach two tube clips (0.048 inch gauge, 1/2 inch
clamping diameter) to the turbo oil supply tubes (one
above and another below the union tube fitting).
Remove two capscrews (3/8 x 1-1/4 inches) from each
intercooler air inlet/outlet bonnet (see Figure 5.25-130).
Using longer capscrews (3/8 x 2-1/2 inches), with lock
washers, washers and 1 inch spacers, fasten the turbo
oil supply tubes to the intercooler.
9. Tube clip the lefl bank turbo oil supply tube to the
front slot in the rail support bracket.
5.25 -72
)
Figure 5.25-130. Turbo on Supply Tube - Rear Left
Wastegate Tube Connection Installation
1. Install the wastegate water supply tube to the empty
port of the male branch tee tube fitting (left bank side of
the rear intercooler core assembly) (see
Figure 5.25-124).
2. Install the wastegate water return tube to the empty
port olthe male branch tee tube fitting (right bank side of )
the rear intercooler core assembly) (see
Figure 5.25-124).
3. Install the two water supply tubes to the wastegate
water inlet ports (male elbow tube fitting - right bank;
male connector tube fitting - left bank) (see
Figure 5.25-124).
NOTE: The word 'Water" appears just above the
wastegate base flange between the water inlet and outlet
ports, the side with the petcock being the outlet port.
4. Install the two water return tubes to the wastegate
water outlet ports (male connector tube fitting - right
bank; male elbow tube fitting - left bank).
5. Install the free end of the compressor discharge
pressure sensing tubes to the "Air" port at the side of
each wastegate (male elbow tube fitting - both banks).
FORM 6248 First Ed~ion
 COOLING SYSTEM

Compressor Discharge Tube Connection CRANKCASE VEE PIPE CONNECTION

Installation INSTALLATION
1. Positioning the tube across the top of the intercooler, 1. Locate the six pipe clamps (2-3/8 inch clamping
and install the compressor discharge tube (3/4 inch tube diameter) for mounting of the intercooler cooling water
aD) to the right bank turbo air outlet elbow (male supply and return pipes. The arm on the supply pipe
connector tube fitting). clamps is straight. The arm on the return pipe clamps is
slightly bent to conform to the curvature of the exhaust
2. Install the opposite end ofthe right bank compressor
manifold.
discharge tube to the bottom port of the V -branch (male
connector tube fitting) (see Figure 5.25-131). 2. Bolt the clamps together as shown (see
Figure 5.25-132), but leave the fasteners loose (one
BRACE AND capscrew per clamp, 3/8 x 1 inch, with washer, lock
TUBE CLIP", washer and hex nut).
45° V-BRANCH
/ FmlNG
RIGHT BANK WATER RETURN
COMPRESSOR PIPE CLAMP
, . / DISCHARGE (UPPER)
;";~3E:#~~~t:I¥ TUBE
/
WASHER
\ :rct
~-=<;;.,

'{ "\\ \'i\

'J~==l=Ii\\ V) /I
't)r~ ~~~
=~
NUT

RIGHT BANK /
TURBO OUTLET LEFT BANK
ELBOW TURBO OUTLET
INTERCOOLER ELBOW

Figure 5.25-131. V-Branch WATER SUPPLV

PIPE CLAMP
(LOWER)
3. Remove the tube clip (0.048 inch gauge, 3/4 inch
clamping diameter) from the support bracket on the /
upper rear right side of the intercooler. Attach the right
bank compressor discharge tube and fasten the clip to
the bracket (see Figure 5.25-131).

4. Install the compressor discharge tube (3/4 inch

tube aD) between the left bank turbo air outlet elbow
(male elbow tube fitting) and the angular port on the Figure 5.25-132. Assemble Intercooler Water
V-branch (male connector) (see Figure 5.25-131). Supply/Return Pipe Clamps

3. The cooling water supply and return pipes are

threaded on one end only. A single pipe elbow is
connected to the threaded end of the supply pipe. The
return pipe has a series of pipe fittings ending with the
same size pipe elbow (remove the pipe and pipe flange
connection if attached).

FORM 6248 First Edition 5.25 -73

COOLING SYSTEM

Position the supply pipe on a workbench with the
removed end to the right and the opening in the pipe
elbow facing upward. Oriented in the same manner,
position the return pipe directly above the supply pipe,
so that the pipe tee petcock is to the left of the supply
pipe elbow (see Figure 5.25-133).
9. Using a grease pencil make two marks, one 3 inches
and the other 8-1/4 inches, from the removed end of the )
supply pipe (lower) (see Figure 5.25-134). Bring the
removed end of the return pipe (upper) flush with the 3
inch mark. Slide the rear pipe clamp assembly to the
8-1/4 inch mark and tighten.

WATER PIPE CLAMP TO RIGHT BANK

RETURN PIPE EXHAUST MANIFOLD
'0 END SECTION (REAR)
\ / COOUNGWATER
/RETURNPIPE
'6
COOLING WATER
PPLYPIPE
b /SU

"- WATER
SUPPLY
PIPE b
"- PIPE TEE PETCOCK
I- 3"

Figure 5.25-133. Intercooler Water Supply/Return

Pipes - Threaded Ends

4. Verify that the removed ends of the cooling water Figure 5.25-134. Install Intercooler Water
supply and return pipes are clean and completely free of Supply/Return Pipe Clamps - Rear
dirt and oil. Check the surfaces where the coupling seals )
contact the pipe ends to ensure that there are no 10. Make two marks on the threaded end of the supply
gouges, grooves, burrs, nicks or dents. Surface pipe (lower), one 2 inches and the other 5 inches from
imperfections will adversely affect sealing performance. the shoulder of the pipe elbow (see Figure 5.25-135).
Slide the front pipe clamp assembly to the 2 inch mark
5. Slide one double pipe clamp assembly onto the
and tighten the clamp assembly on the supply and
removed ends of the supply and return pipes (with the
return pipes. Slide the remaining clamp assembly to the
flat side of the clamp assembly facing the workbench
5 inch mark and tighten.
and the angled arm on the upper clamp positioned
above the return pipe).
PIPE CLAMP TO PIPE CLAMP TO LEFT
RIGHT BANK BANK EXHAUST
6. Install the second pipe clamp assembly in the same EXHAUST MANIFOLD MANIFOLD
manner, but with the back of the clamp facing the END SECTION END SECTION
opposite direction (upward away from the surface of the (FRONT}"", o /(FRONT)
workbench).
o
7. Slide the two pipe clamp assemblies down to the COOLING WATER
RETURN PIPE\
threaded ends of the pipes (see Figure 5.25-133).

8. Install the third pipe clamp assembly like the first,

~-t-0"1-_-I0
with the flat side of the clamps facing the workbench.
Leave the assembly at the removed end of the supply
and return pipes.

2" I
5" --I COOLING WATER
SUPPLY PIPE )
Figure 5.25-135. Install Intercooler Water
Supply/Return Pipe Clamps - Front

5.25 - 74 FORM 6248 First Ed~ion

 COOLING SYSTEM

11. Slide the cooling water supply (lower) and return
(upper) pipe assembly down the crankcase vee with the
removed ends at the rear of the engine (see
Figure 5.25-136).
13. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the cooling water outlet pipe
flange connection.
14. Thread the pipe flange into the elbow of the return
pipe (upper) (see Figure 5.25-138).

WATER
SUPPLY PIPE

"'1i
Figure 5.25-136. Intercooler Water SupplylReturn
Pipes
12. Using the front and rear clamp assemblies, secure
the supply and return pipes to the threaded center boss
of each end section of the right bank exhaust manifold. Figure 5.25-138. Intercooler Water Return Pipe-
Attach the remaining pipe clamp assembly to the center Front Left
boss of the front end section of the left bank exhaust
manifold (see Figure 5.25-137). 15. Position an angle finder with a magnetic base on
the flat face of the pipe flange (see Figure 5.25-139).
EXHAUST MANIFOLD END SECTION Verify that the flange is vertical. Slightly rotate the
(LEFT BANK) vee-mounted return pipe to adjust the orientation of the

. . . .F:::~~ flange, if necessary.

-....... PIGGYBACKED PIPE

--t1~t-1l CLAMP ASSEMBLY
Figure 5.25-139. Intercooler Water Return Pipe Flange

Figure 5.25-137. Instellintercooler Water

Supply/Return Pipes

FORM 6248 First Ed~ion 5.25 -75

COOLING SYSTEM
16. Install the U-bolt on the flanged pipe. Slide the
ends of the U-bolt into the holes in the pipe support
bracket mounted to the left bank exhaust manifold
end cap (see Figure 5.25-140). Tighten the fasten-
ers (two 5/16 inch washers, lock washers and hex
nuts).
Figure 5.25-140. Intercooler Water Return Pipe Flange
17. To keep out dust and dirt while the engine is being
assembled, tape over the opening in the outlet pipe
flange.
18. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the flexible hose filling (the end
without the union adapter).
19. Thread the flexible hose fitting into the supply pipe
elbow (see Figure 5.25-141).
Figure 5.25-141. Intercooler Weter Supply Pipe Elbow
5.25 - 76
20. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the union adapter. Thread the )
union adapter into the auxiliary water pump outlet port
pipe elbow (see Figure 5.25-142).
Figure 5.25-142. Intercooler Water Supply Plpe-
Front Left
CAUTION I Do notturn ~h.e hose hex
I A=:......;=...;;.;::;...;:...::...:=....;~.
.L .:
.. on the auxIliary water
pump side. Turning the hex will twist the hose and
may result in damage to the hose fitting or seal
)
and/or personal injury.
21. Hold the flexible hose hex nut (auxiliary water pump
side) and turn the hex nut on the union adapter to thread
the free end of the hose into the auxiliary water pump
outlet port pipe elbow (see Figure 5.25-143).
)
Figure 5.25-143. Intercooler Water Supply Pipe -
Front Left
FORM 6248 First Edition

22. Remove the lower outside capscrew from the
intake manifold flange (1/2 x 2 inches, with both lock and
washers) at the front left corner of the engine. Slide the
capscrew through the round hole in the hose support
brace. Reinstall the capscrew. Attach the hose clip to
the flexible hose. Fasten the clip to the slotted hole in the
support brace (1 capscrew, 1/2 x 3/4 inch, with lock
washer, washer and hex nut).
23. Disassemble one side of a Flexmaster elbow
coupling (see Figure 5.25-144). With the concave side
facing outward, slide the seal retainer onto the removed
end of the return pipe (upper).
) "- ELBOW COUPLING
Figure 5.25-144. Flexmaster Elbow Coupling
24. Seat a new rubber seal in the hollowed face of the
retainer. Install the sleeve with the free (assembled) end
of the elbow facing upward, but tilted slightly toward the
left bank. Wrapping the open clamp around the seal
retainer and the flared end of the elbow, install the clamp
bolt. Leave the clamp bolt hex nut finger tight until the
intercooler is installed.
25. Repeat the procedure on the supply pipe (lower).
Install the sleeve with the free (assembled) end of the
elbow pointing upward, buttilted slightly toward the right
bank.
) pump.
FORM 6248 First Edition
COOLING SYSTEM
AUXILIARY WATER PUMP AND
BRACKET
AUXILIARY WATER PUMP AND BRACKET
REMOVAL
A WARNING
Always wear protective clothing when draining the
cooling systems on a heated engine. Slowly loosen
the air bleed petcocks to relieve any excess
pressure. Escaping steam and/or hot water can
result In severe personal Injury or death.
1. Refer to Jacket Water and Auxiliary Cooling Water
Circuits, Drain and Flush, and drain the cooling system.
2. Refer to Auxiliary Water Pump Belt Replacement,
and remove the auxiliary water pump belts.
3. Refer to Safety Guards Removal, and remove the
safety guards from the auxiliary water pump.
4. Disconnect the water lines to the water pump.
NOTE: Matchmark all parts during removal to aid in the
installation procedure. .
5. Remove four nuts, lock washers, washers, caps-
crews, and the auxiliary water pump from the auxiliary
water pump bracket (see Figure 5.25-145).
PIPE
FlmNG\
e
i)/
Ie
AUXILIARY
WATER PUMP
BRACKET
, DRAIN
'j, COCK
\ AUXILIARY
WATER PUMP
Figure 5.25-145. Auxiliary Water Pump
6. Loosen two socket head set screws and remove the
auxiliary water pump pulley and woodrufl key from the
pump shaft.
7. Remove the drain cock from the auxiliary water
8. If required, remove the grease fitting and instruction
plate from the auxiliary water pump.
5.25 -77
COOLING SYSTEM

SHAFT/BEARING
)
IDLER /
PULLEY
" 0 I
IDLER

~
LEVER

LOCKNUT
//1
/ I
~
04lIII0 I
I
I
IDLER
".~<
~~"/
,...//.:::;;.............
:'='// ';"::;"
// h,
,// ,
"
) PULLEY ....-: ~)')'~ // ~ :
/ SHAFT cY...... : //~: :
( I
,..
l~1.i
:::
::
I ,,' ,
~ I )f:)
.."0,,, ( :i ~; //
.//." I ~~(/
LOCK NUT ~..,,' I L-- A)
ADJUSTIN~t~?~~O I "
ROD PIVor /~~\
SPACE~ )
)1 WASHER
/
THIN NUTS ~ //

f~,
J,/';. ANCHOR
WASHERS ' / STUD
LOCKNUT )
Figure 5.25·146. Auxiliary Water Pump Idler And Adjusting Lever
9. Remove lock nut and washer from the anchor stud 16. Remove adjusting lever and woodruff key from the
and idler pulley bracket (see Figure 5.25-146). idler pulley shaft.

10. Remove lock nut and washer from the rear of the 17. Remove the elastic stop nut, washer, anchor stud
idler pulley shaft. and washer from the threaded rod.

11. Remove the idler lever and adjusting lever assem- 18. Remove the two thin hex nuts from the threaded rod.
blies with the idler pulley shaft as one piece from the
auxiliary water pump bracket. 19. Remove elastic stop nut, two spacers and pivot rod
and threaded rod from the idler lever.

A WARNING 20. Remove four capscrews, lock washers, washers

and auxiliary water pump bracket from the crankcase
Always wear proper eye protection when removing (see Figure 5.25-147).
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or death.
Use the correct retaining ring pliers. Verify that the tips
of the pDers are not excessively wom or damaged.
12. Remove the retaining ring from the idler pulley shaft.
1J
13. If required, remove the idler pulley and shaft
bearing from the idler lever. (!#'
," ~)

()
()
14. Remove idler lever and woodruff key from the idler
pulley shaft.
Figure 5.25·147. Auxiliary Water Pump Bracket
15. Remove capscrew and lock washer from the
adjusting lever. 21. If required, press out the two bushings from the
auxiliary water pump bracket.

5.25 -78 FORM 6248 First Ednion

 COOLING SYSTEM

AUXILIARY WATER PUMP AND BRACKET

INSTALLATION
NOTE: Matchmark all parts during removal to aid in the
installation procedure.
1. If removed, press the two bushings into the auxiliary
water pump bracket (see Figure 5.25-147).
2. Install the auxiliary water pump bracket on the crank-
case with four capscrews, washers and lock washers.
3. Install pivot rod, two spacers, elastic stop nut,
threaded rod and thin nut on the adjusting lever (see
Figure 5.25-148).
A WARNING
Always wear proper eye protection when removing
retaining rings. Slippage may propel the ring with
enough force to cause severe personal injury or
death. Use the correct retaining ring pliers. Verify
that the tips of the pliers are not excessively worn or
damaged_
9. Install retaining ring on the idler shaft.
10. Install the idler shaft, adjusting lever, and idler lever
as one assembly on the auxiliary water pump bracket,
with washer and lock nut.

11. Install the auxiliary water pump bracket on the

crankcase with four washers, lock washers and caps-
crews.

12. Install the stud anchor to the auxiliary water pump

bracket with lock nut and washer (see Figure 5.25-146).

ADJUSTING 13. If removed, install the grease fitting and instruction

LEVER
plate on the water pump.
'\.. 14. Install the drain cock on the auxiliary water pump.

15. Install the auxiliary water pump pulley and woodruff

key on the auxiliary water pump shaft. Tighten the two
socket head set screws on the auxiliary water pump
pulley (see Figure 5.25-145).

16. Install the auxiliary water pump on the auxiliary

water pump bracket with four capscrews, washers, lock
washers and nuts.

17. Connect water lines to the auxiliary water pump.

PLAIN WASHER .............)"

18. Refer to Auxiliary Water Pump Belt Replacement,
and replace the auxiliary water pump belts.
STUD ANCHOR II 19. Refer to Safety Guards Installation, and install the
PLAIN WASHER!
safety guards on the auxiliary water pump.
ELASTIC STOP LOCK NUT

Figure 5.25-148. AdJusUng/ldler Lever Assembly 20. Refer to Jacket Water and Auxiliary Water Cooling
Circuits and refill the cooling systems.

4. Remove capscrew and lock washer from the idler shaft.

5. Install thin nut, washer stud anchor, washer and

elastic stop nut on the threaded rod.

6. Install adjusting lever on the idler shaft with woodruff

key, lock washer and capscrew.

7. If removed, install the idler pulley and shaft bearing

on the idler lever.

8. Install idler lever on the idler shaft with capscrewand

lock washer.

FORM 6248 Rrst Ed~ion 5.25 -79

COOLING SYSTEM

5.25 - 80 FORM 6248 First Edition

 SECTION 5.30 - LUBRICATION SYSTEM

LUBRICATION SYSTEM COMPONENTS DESCRIPTION

The lubrication system consists of the following compo- The bottom of the crankcase is enclosed by an oil pan.
nents (see Figure 5.30-1): The lube oil pump, gear-driven off the crankshaft, is
externally mounted at the front. The pump draws oil
• Oil Pan and Pickup Screen from the lowest point in the oil pan and delivers it to the
oil cooler. The lube oil pump has an pressure relief valve
• Oil Pump pre-set at the factory to 75 psi (517 kPa). This relief
• Oil Cooler valve protects the oil pump from high initial oil pressures
at start up prior to the engine oil reaching normal
• Temperature Control Valve operating temperatures. A box-shaped pickup screen
prevents foreign material in the oil pan from entering the
• Pressure Regulating Valve lube oil circuit.
• Full-Flow Lube Oil Filter NOTE: The oil cooler assembly is shipped loose and
must be either skid or remote mounted by the customer.
• Filter Relief Valve(s) The assembly consists of the oil cooler, temperature
control valve and pressure regulating valve.
• Oil Strainer
The oil cooler is a tube and baffle type assembly.
• External Piping (customer supplied) Coolant is pumped through the cooler by the auxiliary
water pump. While the coolantflows through a bundle of

-1
, ENGINE OR REMOTE MOUNTED tubes in the oil cooler, the lube oil circulates around
OIL SUMP r----------, them. Heat from the oil passes through the tubes to the

LUBE OIL
:I ------t--..JI:
L~
LUBE OIL COOLER
coolant which carries it to a heat transfer device for
dissipation.
PUMP The lube oil temperature control is maintained by the
C thermostat housing which contains two thermostatic
OIL valves (see Figure 5.30-2).
BYPASS TEMPERATURE
PIPE CONTROL
B VALVE

~
OILOUTLET
A COVER _________ PORT
PLATE , SPRING
PRESSURE
REGULATING
~8~t-------
VALVE

FULL-FLOW
~ ....
LUBE OIL
FILTER

BYPASS
RELIEF
VALVE

BYPASS
RELIEF
VALVE

I MAIN OIL HEADER

I
Figure 5.30-1. External Lube 011 SchemaUc - SPRING
Blending Type
OIL COOLER
INLET PORT

) Figure 5.30-2. Lube 011 Temperature Control Valve

When the oil cooler inlet port thermostat Oead) starts to

open the flow of oil from the oil cooler is enabled. This

FORM 6248 First Edition 5.30 -1

LUBRICATION SYSTEM
supply mixes with the flow from the bypass port to
provide a blend of hot and cool oil. When the oil
temperature rises 5' F (2.8' C) above the Start to Open
rating of the lead thermostat, the bypass inlet port
thermostat begins to open. Opening of the thermostat
restricts the bypass inlet port passage, thereby allowing
a greater portion of the oil supply to come from the oil
cooler. The result of this type of operation is rapid warm
up when the thermostatic valves are fully closed and
efficient cooling once the valves open.
A pressure regulating valve maintains the correct oil
pressure regardless of engine speed or oil temperature.
The pressure regulating valve is mounted to the
temperature control valve at the oil cooler outlet (see
and Figure 5.30-3). When the oil pressure exceeds the
setting of the valve spring, an orifice opens to return
excess oil to the oil pan. Oil not returned to the pan
passes to the full-flow lube oil filter.
NUT
ADJUSTING .....-"':&'TI~,
SCREW
=~=tt,.,.".""
Figure 5.30-3. Pressure Regulating Valve
5.30 - 2
NOTE: Adjust the pressure regulating valve to maintain
an oil header pressure of 55 ±5 psi (380 0>34 kPa) with
the lube oil pressure stabilized at normal operating
temperature and the engine fully loaded.
The elements of the full-flow lube oil filter, have a
nominal filter rating of 5 microns. Due to their anti-chan-
neling deSign, the elements operate at 90% plus
efficiency throughout their recommended use cycle.
The oil filter housing also contains one or two bypass
relief valves. A pressure differential of 32 psi (221 kPa)
opens the relief valves and allows the flow of oil to bypass
the filter elements enroute to the lube oil strainer. If the
filter elements get clogged, the bypass relief valves act
as a safety device to ensure that the engine receives a
supply of lubrication oil, although unfiltered.
NOTE: The lube oil filter assembly is shipped loose and
must be either skid or remote mounted by the customer.
A lube oil strainer is mounted to the main oil header on
the left side of the engine. The strainer is downstream
from the full-flow lube oil filter and represents the last
attempt at catching dirt and foreign material before it
enters the engine. The strainer contains a cleanable,
stainless steel mesh element with a nominal filter rating
of 74 microns. Two magnet rods are externally mounted
on the element to catch any ferrous metal debris
suspended in the lube oil. )
The lube oil strainer contains one bypass pressure relief
valve. A pressure differential of 15 psi (103 kPa) opens the
valve and allows the oil flow to bypass the strainer element
enroute to the main oil header (see Figure 5.30-4).
RELIEF VALVE
LUBE
OIL
OUTLET
RUBBER
BAND
SEAL
RETAINER
ROD
HOUSING
STAINLESS
STEEL )
ELEMENT
Figure 5.30-4. Lube Oil Strainer
FORM 6248 Rrsl Edition
 LUBRICATION SYSTEM

CORED
PASSAGE

PUSHROD
TUBE

I
~
TO SUMP
ROCKER ARM
OIL HEADER

+
TO SUMP

MAGNETIC
PLUG

+ + + + + +
+ + + + + + + + ../'.. ~.
OIL SUPPLY
TUBES

.. GEAR
.. ... TRAIN

;:----;;RONT MAIN
BEARING CAP
LUBE OIL ~lj":b.-=::::;-
STRAINER

INTERNAL
OIL HEADER
/ MAIN
I
CRANKSHAFT BEARING OIL PUMP IDLER
GEAR SPINDLE

Figure 5.30-5. Internal Oil Control

INTERNAL OIL CONTROL
The main oil header is an integral part of the crankcase
casting (see Figure 5.30-5). Internal passages in the
crankcase direct the flow of pressurized oil to the main
bearings via drillings in the main bearing saddles.
The flow of oil passes from the main bearing journals
into the T -drilled crankshaft and then up through drilled
passages in the connecting rods. After lubricating the
connecting rod bearing, piston pin bushing and piston
pin, the pressurized oil passes through an opening in
the top of the rod. The oil spray exiting the rod cools the
underside of the piston crown and drains back to the oil
pan.
Oil supply tubes tapped off the internal oil passage
leading to the front main bearing supplies a continuous
spray of oil to the gear train. The lube oil hole in the lower
front main bearing allows pressurized oil to flow down a
) drilled passageway in the main bearing cap to lubricate
the oil pump idler gear spindle.
FORM 6248 First Edilion
Internal passages in the crankcase casting also direct
the flow of pressurized oil to the camshaft bearing
saddles to provide lubrication of the main camshaft
bearings (bushings). Oil passing through holes in the
cam bearing caps travels down passageways in the
valve lifter housing to lubricate the roller followers and
cam lobes, after which it drops back to the oil pan.
An external oil supply line off the main oil header carries
oil to a separate rocker arm oil header. Supply tubes
from the rocker arm oil header direct the flow of oil to the
rocker arm assemblies and valves.
Excess oil drains down a cored passage in the cylinder
head and runs down the outside of the push rod tubes to
a drainage passage in the valve lifter guides. The
passage directs the flow of oil to a drainage hole in the
valve lifter housing where it drops back to the oil pan via
the camshaft recess.
The flow of pressurized oil through the fixed valve lifter
screws olthe rocker arm assemblies also supplies oil to
the hydraulic lifters, where the excess oil joins the flow
from the cored passage in the cylinder head.
5.30 - 3
LUBRICATION SYSTEM

The turbochargers receive oil from the main oil header
via an externally mounted oil supply line. A drain line
connected to the valve lifter housing returns the oil to the
pan after lubrication of the turbocharger bearings.
To ensure quick lubrication of the rocker arm assem-
blies and turbochargers at startup, each external supply
line is provided with a check valve to keep the oil from
draining back into the oil pan when the engine is shut
down. The check valves also prevent excessive lubrica-
tion of the rocker arm assemblies, valves and turbochar-
gers during continuous or intermittent prelube.
LUBE OIL SPECIFICATIONS
There are hundreds of commercial crankcase oils
marketed today. Obviously, engine manufacturers or
users cannot completely evaluate the numerous com-
mercial oils.
The Waukesha Engine Warranty is limited to the repair
or replacement of parts that fail due to defective material
or workmanship during the warranty period. The
Waukesha Warranty does not include responsibility for
satisfactory performance of the lubricating oil. A tabula-
tion of lubricant producers and marketers, together with
the performance classification for which the producers
have indicated their products are qualified, is available
from Engine Manufacturers' Association, 401 North
Michigan Ave, Suite 2400, Chicago, IL 60611-4267,
Phone (312) 644-6610, Fax (312) 321-6865. Edition
eight (8) of the EMA Lubricating Oil Data Book is
available for purchase for $50.00. Refer to Service
Bulletin No. 12-1880S, or most current revision, for
further information on Waukesha Lube Oil Recommen-
dations.
With the exception of cogeneration and special or
prototype installations, Waukesha Engine Division has
made it a practice not to recommend oil by brand name.
OIL DESIGNATIONS
Oil is designated in several ways: American Petroleum
Institute (API), Society of Automotive Engineers (SAE),
American Society for Testing and Materials (ASTM)
performance classifications and Military Designation.
Since there is no generally accepted industry classifica-
tion system for gas engine oils, reference is made to API
and Military performance levels as well as certain
needed characteristics to help select an oil for a
particular gas engine application.
OIL RECOMMENDATIONS
Waukesha has recommended high ash oil for use in
VHP gas engines for many years.
These high ash oils (2 - 3.4% by weight) have provided
proper lubrication and resistance to valve recession
since 1968. However, with the new modified engine
combustion systems or the use of exhaust emissions
controls, a reduction of ash-containing additives and/or
those which poison or mask the catalyst is necessary.
Engines utilizing high ash oils which have had good
operating experience on these oils may continue with
Waukesha's previous oil recommendations.
This publication provides Waukesha's current lubricat-
ing oil recommendations as a guideline (see
Table 5.30-1).
Low ash oils are formulated with an additive package
which contains a maximum of 0.5% sulfated ash, using
ASTM Method D-874. The additive package should be
composed of ash less dispersants and/or metallic deter-
gents with organometallic or ashless oxidation inhibi- )
tors.
The following contaminants are known catalyst deacti-
vators and should be avoided when selecting lubricat-
ing oils for installations with catalysts since they
contribute to shortened catalyst life: heavy and base
metals such as lead, mercury, arsenic, antimony, zinc,
copper, tin, iron, nickel, chrome, sulfur and phosphorus.
These individual elements should not exceed 1 ppm or
collectively exceed 5 ppm at the catalyst inlet. Specific
exceptions: phosphorus or silicon compounds in the
exhaust are notto exceed 1 ppm and sulfur compounds
in the exhaust are not to exceed 100 ppm.
Do not confuse the concentration of these elements AT
THE CATALYST INLET with the concentration of these
elements in the lube oil itself.

Table 5.30-1. 011 Recommendations By Model And Fuel For VHP Series Gas Engines
MODEL/FUEL API PERFORMANCE LEVEL.
VHP 51 OS, 5790, 7042 NATURAL GAS - MEDIUM ASH 0.35% minimum gas engine oil meeting CC or CD
G/GSI/GL performance level using highly refined mineral oil based stocks, with a minimum of 0.35%
Naturally Aspirated and Turbocharged/ sulfated ash by weight with both metallic and ashless additive systems. A maximum of
Natural Gas/HD-5 Propane (1) (2) (3) 0.10% zinc is recommended.

NOTE: (1) See Recommended Oil Change Intervals.

(2) See Lube Oil Condemning Limits.
(3) Low ash oils may be used in naturally aspirated and catalyst equipped naturally aspirated or turlJocharged engines with the )
understanding that valve recession may occur, thus shortening the normally expected valve and seat life.

5.30 - 4 FORM 6248 Rrst Ed~ion

 LUBRICATION SYSTEM

WAUKESHA COGENERATION percentages of sulfur bearing compounds (H 2S, etc.).

INSTALLATIONS Gas exceeding 0.1 % sulfur bearing compounds must
be treated.
Waukesha Engine Division does not ordinarily recom-
mend lube oils by brand name. However, based on When dealing with halogens or halogen compounds in
actual field experience, the oils listed in Table 5.30-2 are landfill gas, the subject becomes far too complicated to
specified for cogeneration installations with forced hot address here as it relates to the selection of a lubricating
water cooling systems 235 0 F - 265 0 F (113 0 C - 129 0 C) oil, used oil analysis, and drain interval. It follows that
or ebullient cooling 2500 F (121 0 C). those customers operating on landfill gas review
Waukesha Engine's Fuel Specification SA7884C and
Table 5.30-2. Recommended Lube Oils For Service Department Broadcast SDBC 1100 to fully
CogeneraUon Applications Using Pipeline Quality Gas understand the ramifications of operating an engine on
BRAND TYPE APPLICATION landfill gas. Fuel specification SA7884C and SDBC
Chevron HOAX Low Ash SAE40 ALL 1100 prescribe specific fuel gas sampling techniques,
Essolube P40 fuel gas analysis, handling of abrasive fuel constituents,
(European) SAE40 Naturally Aspirated and limitations on total organic halide as chloride to
Exxon Estor Super SAE40 ALL achieve reasonable engine life. Lubricating oil require-
ments change as the TOHCI increases.
Mobil Pegasus 1 SAE40 ALL
Mobil Pegasus 80 SAE40 ALL RECOMMENDED LUBE OILS FOR SOUR GAS
Mobil Pegasus 89 SAE40 ALL AND ALTERNATE FUEL (LANDFILL) GAS
Mobil Pegasus 485 SAE40 ALL APPLICATIONS
Shell Gas Oil S-9858 Waukesha recommends lubricating oils speCifically
(European) SAE40 Naturally Aspirated
formulated for sour gas and a1temate fuel (landfill) (see
Table 5.30-3). However, care must i)e taken that oils
It is especially important that the lube oils used in
formulated for a particular fuel type not be used beyond
cogeneration applications utilize base stocks with good
their recommendations. Some landfill gas formulated
thermal stability. With 10,000 to 12,000 hours of
lube oils can cause excessive build-up of additives
experience, the lube oils listed in Table 5.30-2 are
when used outside of their recommendations. Landfill
known to give satisfactory performance in high temper-
gas engine oils should only be used for engines applied
ature cooling systems' applications.
to landfill gas service, not digester gas service.
Additions to the list of approved oils will be made if
Table 5.30-3. Recommended Lube Oils For Sour Gas
substantiating data is provided for an oil meeting the
And Alternate Fuel (Landfill) Gas Applications
following criteria:
BRAND TYPE APPLICATION
0 0 0
• Used in similar applications 235 F (113 C) to 250 F Mobil Pegasus 446 SAE40 ALL
(121 0 C) jacket water temperatures.
The best approach would be to filter or absorb
• Minimum of one year service. Documented with corrosives in the fuel gas before they reach the engine.
engine inspection data. There are increasing claims for filtration and absorption
by various companies manufacturing and promoting
• No signs of oil degradation or lacquering problems.
these types of product. Waukesha makes no endorse-
SOUR GAS & ALTERNATE FUEL GAS ment of these products or service. Their performance is
solely the responsibility of their manufacturers.
RECOMMENDATIONS
Alternate fuel sources are attracting increasing interest
today as a low cost fuel or because of environmental
concerns. Waukesha, being one of the leaders in
developing engine systems to accommodate these
alternate fuels, is aware of problems due to sulfur
compounds (H2S, etc.) and halide constituents in these
fuels. Hydrogen sulfide (H2S) and total organic halide as
chloride (TOHCI) bring with them totally different
problems to the engine and lubricating oils.
) Waukesha has limited sulfur bearing compounds
(H2S, etc.) content in fuel gas to 0.1 %, or 63 grains per
100 cu. ft. (2.83 m3 ). However, it is not unusual to
encounter biomass gas, or field gas, with much higher

FORM 6248 First Edition 5.30 - 5

LUBRICATION SYSTEM

FUEL COALESCER SPECIFICATION FOR CAUTION I

I A='--__ TOHCI does not affect
)
ALTERNATIVE FUEL APPLICATION .L .:;;
.. '--__--'. TBN levels the same as
sulfur compounds. Therefore, the 50% depletion as
Solid Particulate Removal: an indicator of a change interval only applies to the
Coalescer shall have an absolute rating of 0.3 microns applications where fuel gas does not contain
for solid particulate removal, OR halides. Disregarding this information could result
Have a Beta Rating of 10,000 for 0.3 micron solid in product damage and/or personal injury.
particles, OR
Have a 99.99% removal efficiency of 0.3 micron solid Recommendation #3
particles. Increase the jacket water temperature to 212' - 235' F
Liquid and Aerosol Removal: (1 ~O' - 113' C) and lube oil temperatures to
185' - 200' F (85' - 93' C). Increased temperatures
Coalescer shall remove entrained liquid aerosol con- will reduce the condensation, therefore, reduce the
taminants to a minimum of 0.003 parts per million (by
concentration of acids within the crankcase. High
weight) downstream concentration, OR temperature thermostats are available for most models.
Have an aerosol removal efficiency of no less than
99.5% for aerosols of 0.3 micron or larger. If you have any question on lubricants to be used with
alternate fuel gases, contact the Service Operations
Design Criteria: Department or Application Engineering Department
Coalescer Filter Housing to be of the cylindrical type, prior to selecting a lubricating oil.
vertically mounted. The housing shall contain two sump
chambers, such that the lower sump collects heavier
LUBE OIL CONDEMNING LIMITS
liquid dropouts immediately downstream of the gas Lubricating oil condemning limits are established by the
inlet, while the upper sump collects liquids draining off engine manufacturer's experience and/or used oil
the coalescer cartridge(s). testing.
The coalescer design shall utilize an inside to outside Laboratory testing will determine the used oil's suitabil-
gas flow path through the coalescer cartridge. ity for continued use. Used oil testing should cover the
data shown in Table 5.30-4.
)
Recommended Coalescing Filter:
Table 5.30-4 Used 011 Testing And Condemnation
Pall Process Filtration Company
Model CC3LG7A TEST CONDEMNING LIMIT
Viscosity -20/+30% Change
The following recommendations will minimize corrosion
problems normally encountered with fuel gas contain- Flash Point Below 356' F (180' C)
ing H2S and TOHCI: Total Base Number (TBN) 50% of New Oil Value
Total Acid Number (TAN)
Recommendation #1 (ASTM-D2896) 2.0 Rise Above New Oil Value
Select a gas engine lubricating oil with a high alkalinity Oxidation (Abs/Cm) 25
reserve, 7 to 13 TBN (Total Base Number). Alkalinity
Nitration (AbsfCm) 25
reserve in the lube oil is measured in TBN. The higher
Insolubles Above 1.0% (Gas Enginel
the TBN, the more reserve. Above 3% (Diesel Engine
Contact your oil supplier or consult the EMA Lubricating Water Content Above 0.20% WI.
Oils Data Book for an appropriate choice. Also follow the Glycol Any Detectable Amount
appropriate ash content percent by weight for the
Wear Metals Trend Analysis
specific engine model.
Chlorine 750 ppm
Recommendation #2
Used oil analysis is mandatory for alternate fuel
applications. Lube oil change periods are determined
by TBN, TAN (Total Acid Number), oxidation and
nitration level in the used oil samples. The user must
change the oil when the TBN level falls to 50% of the
new oil value or TAN increases by 2.0 above the new oil
value. The method of measuring TBN in used oil must
be ASTM-D2896.

5.30 - 6 FORM 6248 First Edition


Nitration:
Nitration of the lube oil is one of the most common oil
degradation problems.
While oil often begins to nitrate when exposed to
nitrogen dioxide through blow-by, oil also nitrates when
exposed to nitrogen dioxide on the cylinder sleeve
walls. When the nitrated oil is scrapped off the wall and
allowed to drain into the crankcase, it causes highly
nitrated materials to become deposited in the lube oil.
Nitration is the chemical reaction that occurs when the
nitrogen dioxide acts like an adhesive to bind the oil
molecules together. This is the reason why the viscosity
of the oil actually increases. These molecular chains
continue to grow until they become so large and heavy
that they can no longer remain suspended in the lube oil.
At this point, they attach themselves to internal surfaces
to become varnish deposits, particularly around the
piston skirt and ring area, or they physically drop out to
become sludge in the crankcase.
Nitration rates increase at lower oil temperatures.
Since oil temperatures of 150' F (66' C) or below
cause the nitration rate to increase dramatically,
maintain oil header temperatures between 165' F
(74' C) and 195' F (91' C).
Oxidation:
Oxidation is very similar to nitration, with the exception
that oxygen (02)' rather than nitrogen, causes the oil
molecules to be bound together into chains. Another
difference is that the rate of oxidation increases at
higher engine temperatures, especially temperatures
above 200' F (93' C), so oxidation is very common in
gas engines because of the tendency to run at elevated
temperatures.
The damage caused by oxidation is virtually identical to
that of nitration. It is not uncommon for the lube oil to be
oxidizing and nitrating in the same engine. The exis-
tence of one condition does not preclude the other.
Total Base Numbers:
Total Base Numbers (TBN) is a way of determining the
reserve alkalinity of a lube oil. Oils are formulated with
different degrees of alkalinity in order to neutralize
different concentrations of acids. Generally, the higher
the concentration of sulphur in the fuel, the higher the
TBN of the lube oil must be.
) Sodium and Boron, two compounds found in water
FORM 6245 First Edition
LUBRICATION SYSTEM
An oil analysis should be regularly performed to
determine the TBN rating of oils in service. The TBN
rating will not only give the engine operator some
information regarding the condition of the oil, and
whether an oil change is required, but it will put this
information in his hands before the lubricant actually
becomes corrosive (see Table 5.30-5).
Table 5 30-5 Recommended TBN Ratings
NATURAL GAS TYPE MINIMUMTBN
Clean, Sweet 2-4
Minimal Traces of SuHur 5-7
Maximum Sulfur Concentration
10
Allowable - 0.01%
Total Acid Number:
Total Acid Number (TAN) indicates the total amount of
acids present in the lube oil. Acids, which are natural
by-products of internal combustion engines, are highly
corrosive substances that accelerate engine wear.
Most acids are formed from sulphur or chlorine in the fuel.
Sulfur is commonly found in many types of fuel and leads
to the production of sulfuric acid in the crankcase. The
presence of chlorine, which is typically found only in
landfill gas, results in the production of a number of highly
corrosive substances, hydrochloric acid among them.
The level of acids in the lube oil, as reflected by the TAN
number, usually rises slowly because of the neutralizing
effect of sulfated ash, a required lube oil additive (see
Initial Fill). The TAN number stays low until the additive
package is depleted, at which point the acid level rises
dramatically.
Do not be surprised if lube oil straight from the drum is
found to have a TAN number. Even though some lube oil
additives are slightly acidic, acids from this source will
not harm the engine.
Water Content:
Contact with water causes the lube oil to degrade. A
maximum of 0.2% by weight is allowable. Water often
forms in the crankcase through condensation. This is
especially common if the engine is running too cold, that
is, if it is loaded too lightly or if it has been run for only
short periods.
Sodium and Boron:
A coolant leak also brings the lube oil into contact with
water. Remember thatthe water may vaporize ifthe leak
is relatively minor, so a specific test for water might
come up negative even though a coolant leak does in
fact exist. Therefore, always test for the presence of
treatment additives. Even if the cooling water has
evaporated, the additives remain to serve as evidence
of a coolant leak.
5.30 -7
LUBRICATION SYSTEM
Wear Metals:
Moving parts of the engine will start to wear out as it
gains running hours. When clearances become larger
and components fall out of tolerance, bits of metal that
have been broken or sheared off become suspended in
the lube oil. Concentrations of certain metals in the lube
oil will increase as more and more wear occurs.
The existence of wear metals will normally be highest
when the engine is new or when it is time for an
overhaul. Therefore, the engine operator should not be
alarmed if there is a high concentration of wear metals
when the engine is first installed. High concentrations of
wear metals early in the life ofthe engine are normal and
are due to the break -in of moving parts. The concentra-
tion of wear metals should then fall dramatically and
only continue to rise at the point where the engine is
approaching the time for an overhaul. On the other
hand, always be alert for any sudden increase in the
concentration of wear metals, this may indicate that
some condition is accelerating the wear rate (see
Table 5.30-6).
Table 5 ~ Wear Metals
METAL TYPE POTENTIAL SOURCE
Iron Cylinder Sleeves, Piston Rings
Copper Bearings (Inner Layer)
Aluminum Pistons, Bearings
Nickel Bearings
Tin Piston Flashing, Bearings
Viscosity:
If the viscosity changes, the lube oil analysis should be
studied to determine the cause. A change in viscosity
usually points to a high rate of oxidation or nitration, but
some other form of contamination may also exist.
Insolubles:
The concentration of insolubles or total solids sus-
pended in the lube oil is a reflection of the level of
oxidation or nitration contamination. These solids can
drop out of the lube oil to coat internal surfaces and plug
oil passages.
LUBE OIL ANALYSIS
Testing by qualified professionals is necessary to
determine whether a particular oil is suitable for
continued use. Oil analysis can be a valuable diagnos-
tics tool, but improper oil sampling techniques can
render the test useless. To ensure the accuracy of any
oil analysis:
1. Submit a sample of the lube oil for laboratory
analysis after half the recommended oil change interval
has elapsed. For example, if the oil should be changed
every 500 running hours, submit a sample of the used oil
5.30 - 8
for analysis after 250 running hours. Submit a second
sample just before the scheduled oil change. Oil quality )
can degrade rapidly and unexpectedly; oxidation and
nitration rates increase exponentially.
2. Do not draw the oil sample from the oil pan. Touching
the sides or bottom of the oil pan with the sampling tube
picks up sludge and dirt that contaminates the sample.
3. Draw the oil sample with the engine running.
Particles suspended in the oil will settie out after the
engine is shut down. The sample must capture oil-
borne particles to detect signs of engine wear.
4. Since filtration also removes particulates from the
oil, install a petcock at the full-flow lube oil filter inlet to
obtain a good sample quickly and easily (see
Figure 5.30-6).
/ '
FILTER ~
HOUSING / '
PETCOCK
LOCATION
)
Figure 5.30-6. Petcock At Lube Filter Inlet
5. Follow the same sampling procedures every time to
guarantee the quality of the sample and the integrity of
the analysis. The samples are not comparable if
different sampling procedures are used.
6. Always retain the last five lube oil analysis reports for
comparison purposes. Remember that lube oil analysis
is a study of "trends." No conclusions can be drawn from
a single report. Each analysis must be compared to
others if anything is to be learned.
NOTE: The original composition of the lube oil is also
an important consideration. In order to fully understand
a lube oil analysis, one must know what was in the lube
oil to begin with. Whenever a new oil type is considered,
have it analyzed to establish a ''base line." Since all lube
oils degrade with service, later samples can be
compared to the "base line" to determine the suitability
of the oil for continued use.
)
FORM 6248 First Edition
 LUBRICATION SYSTEM

OIL VISCOSITY SELECTION those of mineral oils. Oil filter change intervals remain at
1000 to 1500 hours of operation.
The operating temperature of the oil in the sump or
header is the best guide for selecting the proper SAE SynthetiC oils are not recommended for alternate fuel
grade of oil (see Table 5.30-7 and Table 5.30-8). When gas applications without prior approval by Waukesha
the oil temperature is unknown, add 120° F (67° C) to Engine Division.
the ambient temperature to obtain the estimated sump
oil temperature.
LOW AMBIENT TEMPERATURE
OPERATION
Table 5 30-7 Sump Temperature And SAE Number
At low ambient temperatures, use an oil which will
1000 CU. IN. (16.4 L) DISPLACEMENT AND SMALLER provide proper lubrication when the engine is hot and
SUMP TEMPERATURES SAE NUMBER working. For engines of 1000 cu. in. (16.4 L) and above,
210° - 250° F (99° - 121° C) 40 operating at ambients below 50° F (10° C) lube oil and
jacket water heaters are required to warm oil and water
160° - 210° F (71 ° - 99° C) 30
for fast starting and loading of engines. Waukesha
Table 5.30-8. Sump And Header Temperatures And Engine Division will supply information on these starting
SAE Number devices upon request.
1000 CU. IN. (16.4 L) DISPLACEMENT AND LARGER LUBE OIL CONSUMPTION RATES
SUMP HEADER SAE Typical lube oil consumption rates have been updated
TEMPERATURES TEMPERATURE NUMBER
for all Waukesha engines (see Table 5.30-9).
160° - 230° F 160° - 210° F
40
(71 ° - 110° C) (71° - 99° C) Table 5 30-9 011 Consumption
Below 160° (71°) Below 160° (71°) 30 MODEL LBS! GRAMS! GRAMS!
HP-HR HP-HR KW-HR
NOTE: NOTE: Engines of 1000 cu. in. (16.4 L) dis- VHP 0.0003 - 0.001 0.14 - 0.4l1 0.18 - 0.60
placement and above should not be operated with
header oil temperature below 140° F (60° C). Engines of NOTE: Lube oil consumption rates given above are a
this type which exceed 195° F (91° C) header tempera- general guide and not meant fo be used for Condemn-
ture or 215° F (102° C) sump temperature should have ing Limits or determining overhaul requirements.
reduced oil change intervals.
FORMULAS
MULTI-VISCOSITY OILS
LBS 7.3 x Number of Gallons of Oil Used
Use multi-viscosity oils only for engines in cold starting
HP HR HP x Hours of Operation
applications. Multi-viscosity oil may deteriorate in
continuous service, allowing the oil to revert to its
original low viscosity base. In this state, the oil may not LBS 1.62 x Number of Quarts of Oil Used
supply sufficient lubricating films and/or pressure. HP - HR HP x Hours of Operation
Therefore, utilize an oil analysis program to determine
the oil change intervals. Grams 675 x Number of Litres of Oil Used
SYNTHETIC OILS HP - HR HP x Hours of Operation

Based on developments by Mobil Oil Corporation and

the release of their Pegasus 1 synthetic lubricating oil, Grams 675 x Number of Litres of Oil Used
Waukesha Engine Division now recognizes this product kW - HR kW(corrected) x Hours of Operation
as being suitable for all Waukesha stoichiometric and
lean burn gas engines. Mobil Pegasus 1 has been field
proven over the last six years in a multitude of
applications. Mobil Pegasus 1 has also been added to
the approved lubricating oil list for co-generation
installations. This product is an SAE 15W - 40 which
provides good cold start capabilities that are natural to
the synthetic base stock without the use of VI improvers.
) When Pegasus 1 synthetic lubricating oil is selected, it is
suggested that you contact Waukesha Engine Division
for change interval recommendations. Typically, syn-
thetic oil change intervals are 3 to 5 times longer than

FORM 6248 First Edition 5.30 - 9

LUBRICATION SYSTEM

RECOMMENDED OIL CHANGE

INTERVALS )

IA CAUTION I The use of some types of

.. oil, as well as dusty envI-
ronment, marginal installation, internal engine con-
dition and/or operating the engine with
malfunctioning carburetion or injection equipment
may require more frequent oil changes. Waukesha
Engine recommends the lubricating oil be moni-
tored with a professional 011 analysis program.
Extended oil change Intervals may cause varnish
deposits, oil oxidation, or sludge conditions to
appear in the engine, which an 011 analysis cannot
detect. Contact your local Waukesha Distributor for
periodic engine maintenance. Disregarding this
information could result in product damage and/or
personal injury.
Table 5.30·10. Duty Cycle Definitions
CONTINUOUS OR PRIME The ,hast load and T'heed which can be applied 24 hours per day, 7 days per week, except for
norm maintenance. e rating can include operation of the engine at up to ten percent overload for
POWER SERVICE RATING: two hours in each 24 hour period,
STANDBY SERVICE In a system used as a backup or secondary source of electrical power, this rating is the output the
RATING: system will produce continuously, 24 hours a day, for the duration of the prime power source outage.
INTERMITTENT SERVICE This rat~ is the hi~est load and speed that can be applied in special applications. Operation should
RATING: be limit to a maximum of 1500 hours per year.

Peak shaving is operation of an engine for a limited time to meet short term peak ~ower reqUirements.
PEAK SHAVING: Speed, loading, and hours per year of operation will affect the recommended oil c ange interval. )
LIGHT LOAD OPERATION: 25% or less of the continuous duty rating.

Table 5.30·11. Recommended 011 Change Intervals For Engines Receiving Normal Maintenance

CONTINUOUS ENGINES OPERATED EBULUENT COOLED OR

ENGINE OR PRIME IN EXCESS OF LIGHT LOAD HOT WATER SYSTEM WITH STANDBY
MODEL POWER CONTINUOUS OPERATION ENGINE WATER
TEMPERATURE 200°F SERVICE
SERVICE RATING SERVICE (93° C) OR ABOVE
VHPSERIES 500 hours or
Natural Gas, 1500 hours 500 hours 1500 hours 500 hours
HD-5 Propane annually

NOTE: Change lube oil and fuel niter elements when lube oil is changed.

CAUTION I
I.=.A=:......;=...;;.;:-.::....:....::....~.
Actual oil change inter- CAUTION I~andfi" .gas fuele~ en-
I.=.-A;=:.......;;:;.;;:....:....::.....;;.".;;.,.;:;.,;;,.;:...J_
.L . vals to be determined by .L . gines' 011 change inter-
engine inspection or 011 analysis in conjunction vals are outlined In Waukesha Engine Division's
with oil condemning limits. Disregarding this in- Tech Data SA7884C and Service Department Broad-
formation could result in product damage and/or cast 1100. Disregarding this information could
personal injury. result in product damage and/or personal injury.
NOTE: Oil condemning limits are listed in Table 5.30-4.
Table 5.30-12. Recommended 011 Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous
Fuel Containing H:zS Or Uquid Fuel Containing Sulfur In Excess Of Published Umits.

CONTINUOUS ENGINES OPERATED EBULUENT COOLED OR HOT

OR PRIME IN EXCESS OF LIGHT WATER SYSTEM WITH
ENGINE LOAD ENGINE WATER STANDBY
MODEL POWER CONTINUOUS OPERATION TEMPERATURE 200° F SERVICE
SERVICE RATING SERVICE (93° C) OR ABOVE
VHPSERIES hours hours hours 250 hours or
360 250 360 360 hours annually
NOTE: Change lube oil and fuel Mer elements when lube oil is changed.

5.30 -10 FORM 6248 First Edition


In the interest of developing a reasonable life expectan-
cy for Waukesha Engines operating on fuel gas laden
with some level of halogenated VOC's (Volatile Organic
Compounds) our experience dictates the following:
• To achieve the life expectancy of an engine operating
on pipeline quality natural gas, remove all haloge-
nated VOC's (as well as abrasives) from the fuel gas.
• Reasonable life can be expected if Total Organic
Halide as Chloride Concentration (TOHCI) of the fuel
does not exceed 60 micrograms chloride/litre. Total
Organic Halide as Chloride (TOHCI) equals the sum
of all halogenated compounds expressed as chloride
in micrograms/litre as chloride (uCI-/L) at STP
(Standard Temperature and Pressure).
• Reasonable life can also be expected with increased
maintenance and operating adjustments to the
engine if TOHCI is above 61 micrograms chloride/
litre but does not exceed 160 micrograms chloride/
litre.
Typical changes in maintenance and operation at this
level are:
- decreased oil change interval
(150 hours to start)
- condemn oil when 750 ppm chlorine level in
used oil is reached. This will aid in establishing
an oil change interval.
- lubricating oil analysis each 50 hours minimum
- elevated jacket water temperature
212 0 F - 240 0 F (1000 C - 1130 C)
OIL FILLER""""""'"
PIPE
o
INSTRUCTIONft~~~~=:::::!..--,----
DECAL
)
Figure 5.30-7. VHP Oil Filler Pipe
FORM 6248 First Ednion
LUBRICATION SYSTEM
- elevated lube oil temperature to
1850 F - 200 0 F (85 0 C - 93 0 C)
- use of high TBN oil (7.0 - 13.0)
- bypass lubrication oil filtration
• TOHCI at a level of between 161 micrograms
chlorideMer and 240 micrograms chloride/liter may
require substantial changes to the engine wearing
components. No guarantees of operating life or
operating costs are reasonable at this level.
• TOHCI above 240 micrograms chloride/litre require
pre-treatment of the fuel in order to make it suitable
for use in a reciprocating engine.
LUBE OIL PIPING PURGE
IA CAUTION I
L.
The lube 011 piping must
==--=..;;....:.;:;,...:....:.-=..:..:..J. be purged of all slag and
debris before the engine is started. Before proceed-
Ing with the 011 fill procedure, refer to the purging
Instructions In this section. Disregarding this in-
formation could result In product,damage and/or
personal Injury.
Fill Procedure
1. Remove the cap from the oil filler pipe on the lower
rear left side of the engine (see Figure 5.30-7).
2. Insert the make-up line and add lube oil to the oil
pan. Periodically remove the dipstick and take note of
the reading. For convenience, a dipstick is located on
both the right and left side of the oil pan.
REAR FLYWHEEL
/ HOUSING
\
OIL FILLER PIPE BRACKET
5.30 -11
LUBRICATION SYSTEM
3. Continue to add oil to the oil pan until the level
reaches the "full" mark on the dipstick (see
Figure 5.30-8).
( HOW !FULL i> 0 0 1I1Ir===::::l
2: )I] o
O-RING
Figure 5.30-11. Dipstick
4. Stop the oil addition and start the prelube suction
pump. The prelube pump must be run to fill the oil lines,
oil cooler, the full-flow lube oil filter and oil strainer. It
also ensures that the bearings, turbochargers and other
moving parts of the engine are properly lubricated.
5. While the prelube suction pump is running, open the
full-flow lube oil filter cover petcock to bleed off any air
that may be trapped in the lube oil system.
6. Run the prelube pump until pressure is indicated on
the panel mounted oil pressure gauge. Once pressure is
indicated, stop the prelube pump, wait a few minutes for
the oil to drain back into the crankcase, check the
dipstick and add oil to the oil pan until the level returns to
the "full" mark.
NOTE: Normal operating temperature is approximate-
ly ten degrees higher than the nominal rating of the
temperature control valve.
7. Thread on the oil filler cap, start the engine and wait
until the lube oil has warmed up to its normal operating
temperature. Shut the engine dOwn, wait for the oil to
drain back into the pan and then check the level one
more time. Add oil if the level is below the "full" mark.
8. Check the crankcase oil level daily before the engine
is started. The blade of the dipstick is marked "low" and
"full." Always maintain the oil level atthe '1ull" mark. Both
marks on the dipstick are "static lines." The dipstick
does not indicate where the level of the oil should be
when the engine is running.
OIL COOLER AND LUBE OIL FILTER
INSTALLATION
1. All piping connections to and from the engine and
between lubrication system accessories are to be sup-
plied by the customer. Place the lube oil fitter and lube oil
cooler assemblies as close to the engine as possible. If
they must be over 8 feet away, use a pipe one size larger
than the 2 inch requirement. Do not use street elbows or
fittings with a reduced inside diameter. The lube oil fitter
and lube oil cooier assemblies must be isolated from the
5.30 -12
engine by flexible connections. Use only positive (flanged,
threaded or welded) connections. Both the flexible
connections and fittings must be suitable for lube oil
pressurized up to 125 psi (862 kPa) at 2500 F (121 0 C).
2. Verify that all lines between the engine and the lube
oil filter and lube oil cooler assemblies are clean and
free from scale.
LUBE OIL CHANGE
To change the oil, drain the oil pan and all lube oil system
accessories: oil cooler, full-flow oil filter and lube oil
strainer. Proceed as follows:
NOTE: Drain oil when warm.
1. Oil pan: remove the 2 inch square head drain plug.
For convenience, four drain plugs are provided, one at
each corner of the oil pan.
NOTE: Installation of a customer supplied ball valve
and pump facilitates draining of the oil pan.
2. Oil Cooler: remove the drain plug atthe bottom olthe
oil cooler shell midway between the inlet and rear
bonnets.
3. Full-Flow Lube Oil Filter: remove the upper drain
plug from the oil fitter housing to drain sludge and dirty )
oil from the filter element chamber. Remove the lower
plug to drain oil from the clean oil chamber.
4. Lube Oil Strainer: remove the drain plug (3/8 inch) at
the bottom of the strainer element housing.
5. When the oil has drained, reinstall the drain plugs.
Refer to Table 5.30-12, Table 5.30-11 and
Table 5.30-1 Ofar information on oil change intervals. Oil
change intervals should never be extended beyond
these recommendations because of additive depletion
and changes in the physical properties of the oil.
NOTE: Submit a sample of the lube oil for laboratory
analysis after half the recommended oil change interval
has elapsed. If the oil should be changed every 500
running hours, submit a sample of the used oil for
analysis after 250 running hours. Depending upon the
results, more frequent oil changes may be necessary.
I;A. . CAUTION IOil change intervals for
engines fueled on landfill
gas are outlined in WED Tech, Data SA7884C and
Service Department Broadcast 1100. Disregarding
this information could result in product damage
and/or personal injury. )
FORM 6248 First Edition

CHECKING CRANKCASE OIL LEVEL
Check the crankcase oil level daily before the engine is
started. For convenience, a dipstick is located on both
the right and left side of the oil pan. The blade of the
dipstick is marked "low" and "full." Always maintain the
oil level at the "full" mark. Both marks on the dipstick are
"static lines." The dipstick does not indicate where the
level of the oil should be when the engine is running.
When checking the oil level, carefully examine the
condition of the oil on the dipstick. Replace the oil any
time it appears diluted, thickened by sludge or otherwise
deteriorated. The useful life of the oil depends on a
number of factors, which include the engine load,
temperature, fuel quality, atmospheric dirt, moisture
and the level of maintenance. If oil performance
problems arise, consult your oil supplier.
Always pay close attention to engine operating temper-
atures. If engine jacket water and oil temperatures are
maintained according to engine specifications, particu-
larly during periods of light load operation, the problems
resulting from condensation of corrosive vapors in the
crankcase can be minimized. This in turn reduces the
rate at which the TBN is depleted and extends the useful
life of the oil.
When using an engine oil for which there is no previous
operating experience, a detailed oil analysis by qualified
professionals is strongly recommended. A well monHored
maintenance program also should be established for the
first year of usage and the performance of the engine
should be carefully observed against all extemal operat-
ing conditions. This procedure will help to determine if the
selected oil is really suHable for your particular operation.
OIL COOLER MAINTENANCE
Drain the oil from the oil cooler at each oil change.
Clean and inspect the oil cooler annually. Inspect the oil
cooler sooner if an increase in oil temperature cannot be
traced to a malfunctioning auxiliary water pump, loose
belts, a faulty thermostat or excessive engine load.
Plugged tubes or scale deposits inhibit the flow of
coolant which reduces oil cooling effectiveness.
NOTE: Schedule the oil cooler cleaning during a
regular oil change interval, since it is necessary to drain
the oil pan and lube oil system accessories. For oil
cooler cleaning procedures, refer to Auxiliary Water
Cooling System.
)
/
FORM 6248 First Edition
LUBRICATION SYSTEM
LUBE OIL SYSTEM AIR BLEED
Air bleed the lube oil system at least once each day.
Proceed as follows:
NOTE: The petcock on the full-flow oil filter cover is the
only air bleed through which the lube oil system may be
purged of air pockets.
1. Initial Bleed: start the prelube pump and open the
filter cover petcock.
2. Close the petcock when oil begins to flow out in a
steady stream.
3. Check Bleed: start the engine and reopen the filter
cover petcock.
4. Close the petcock when oil begins to flow out in a
steady stream.
5. Final Bleed: once the engine is running at normal
operating temperature, reopen the filter cover petcock.
6. Close the petcock when oil begins to flow out in a
steady stream.
LUBE OIL FILTER ELEMENT
REPLACEMENT
Full-flow lube oil filter elements should be replaced
whenever the lube oil is changed and may often require
more frequent replacement.
When the filter is new, the drop in oil pressure through the
filter is around 2 - 3 psi (14 - 21 kPa) under normal
operating temperatures. To determine the pressure
differential, subtract the reading of the oil filter outiet
pressure gauge from the reading of the inlet pressure
gauge. When the pressure differential rises to 12 - 15 psi
(83 - 103 kPa) , the filter elements are clogged and must
be replaced.
1. Drain both chambers of the full-flow oil filter. Two
drain plugs are provided in the oil filter housing (see
Figure 5.30-9). Remove the upper plug to drain sludge
and dirty oil from the filter element chamber. Remove
the lower plug to drain oil from the clean oil chamber.
A WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal Injury or
death.
5.30 -13
LUBRICATION SYSTEM

A WARNING
To avoid personal injury, use special care to remove
the oil fiHer cover. Follow the proper disassembly
sequence listed. The cover compresses powerful
springs on the fiHer element posts. Failure to use
the proper sequence could cause severe personal
injury or death.
procedure will cause the cover to spring up from the filter
body causing personal injury and property damage.
5. Remove the lube oil filter elements (see
Figure 5.30-10). Inspect each bypass relief valve for
wear. The oil filter has one relief valve. Refer to Lube Oil
Filter Relief Valve Inspection for more information.

RELIEF
VALVE
ASSEMBLY

o 0

I,
I, 0
o o o
I, 0 o o o
I, Figure 5.30-10. FUll-Flow Lube Oil Filter )
I 6. Install the new lube oil filter elements over each filter
element post (see Figure 5.30-11).
OIL
OUTLET
/'

12 CYLINDER
Figure 5.30-9. Lube 011 Filter

2. To remove the oil filter cover safely, locate the

longest bolts. While the long bolts extend about 1-1/4
inches below the flange at the top ofthe oil filter housing,
the short bolts are flush with the bottom of the flange
(see Table 5.30·13).
o = ELEMENT @ = REUEF VALVE

Table 5 30-13 Lube 011 Filter Da1a Figure 5.30-11. Filter ElementlAelief
OIL NUMBER NUMBER DISTANCE Valve Connguratlon
FILTER OF OF BETWEEN
ENGINE SHELL SHORT LONG LONG

12 Cylinder
1.0.
16"
BOLTS
9
BOLTS
3
BOLTS
1200 IA CAUTION IThose filter ele~ents
=:.......;::..;;,....:....;"---'-_---'. that are stamped With an
L.,.
: .

arrow must be installed with the arrow pointing

3. Leaving the longest bolts in place, remove the short
bolts working in a clockwise direction.
4. Loosen the long bolts giving each an equal amount
of turn. Alternately loosen each of the long bolts to
slowly ease the filter cover up. Failure to follow this
down_ Elements that have a band around the center
may be installed with either end pointing down.
Disregarding this information could result In prod-
uct damage and/or personal injury.

5.30 - 14 FORM 6246 First Edition

 LUBRICATION SYSTEM

7. Replace the drain plugs in the oil filter housing. LUBE OIL FILTER RELIEF VALVE
S. Fill the filter assembly with clean lubricating oil (see
INSPECTION
Table 5.30-14). The full-flow lube oil filter housing contains one bypass
relief valve.
Table 5.30-14. Engine Oil Capacity
When the elements are new, the drop in oil pressure
OIL CAPACIlY
ENGINE through the fiRer is minimal, around 2 - 3 psi (14 - 21 kPa)
GALLONS LITRES under normal operating temperatures. If the pressure
12 Cylinder 36 136.3 differential reaches 32 psi (221 kPa) , the relief valve
begins to open and oil bypasses the fiRer elements
9. Allow air to escape by depressing the bypass relief enroute to the lube oil strainer. The relief valve is fully open
valve piston(s). at approximately 40 psi (276 kPa).

10. Re-install the lube oil filter cover. The fiijer cover
a-ring should be replaced every 720 hours, any time it
has taken a permanent set or if it appears damaged,
whichever comes first. Torque the filter cover capscrews
to 35 - 37 ft-Ib (47 - 50 N·m) in a crisscross pattem.
11. To release the remaining air, start the prelube pump
and open the filter cover petcock. Close the petcock
when oil flows out in a steady stream.
NOTE: Air bleed the lube oil circuit at least once each
day. The petcock on the full-flow oil filter cover is the
only location through which the lube oil system may be
purged of air pockets (see Lube ail Filter Air Bleed in
this section for more information).
Inspect the relief valve(s) for wear at least once each
year or after every 8,000 hours of operation, whichever
comes first.
1. Remove the relief valve assembly from the bypass
tube.
2. Remove the reducing bushing from the relief valve
body, if provided.
3. Remove the retaining ring, washer, spring and piston
from the relief valve body (see Figure 5.30-12).

NOTE: Waukesha highly recommends adding a by-

pass filtration system to the standard full-flow lube oil
filter, especially for those engines operating in harsh VAlVE
environments. In operation, a small portion of the lube
oil is routed from the pump through special bypass filters
and then back to the oil sump. Particles as small as one
micron are effectively removed as the oil flows through
the bypass filter elements. An orifice in the filter housing
inlet controls the flow to approximately 10 percent of the
rated flow to the engine. In an hour, this operation filters
a quantity of oil equal to roughly five times the system
capacity. Use of the bypass filtration unit does not alter
the recommended oil change interval, since the filter is
designed to reduce engine wear, not prolong lube oil life.
WASHER

RING

Figure 5.30-12. Lube Oil Filter Relief Valve Assembly

4. Remove the a-ring from the relief valve piston.

Inspect the area above the a-ring for excessive wear.
Replace if gouged or deeply scratched.

FORM 6248 First Edition 5.30 - 15

LUBRICATION SYSTEM
5. Install a new O-ring on the relief valve piston.
6. Install the piston, spring, washer and retaining ring in
the relief valve body.
7. Test the relief valve as follows:
A. With the open end down, put the relief valve
assembly in a valve spring tester.
B. Press down on the top of the piston.
C. Note the scale reading when the piston just
begins to move. The reading should be approxi-
mately 41.5 pounds. If the reading does not
conform to this specification, then replacement
of the relief valve spring is necessary.
NOTE: A lube oil filter pressure differential of 32 psi
(221 kPa) exerts approximately 41.5 pounds afforce on
top of the relief valve piston.
a. Install the reducing bushing onto the relief valve
body.
9. Install the relief valve assembly onto the bypass
tube.
MAGNETIC PLUGS
Inspect and clean the magnetic plugs at each oil
change. Proceed as follows:
1. Remove the magnetic plug (see Figure 5.30-13).
The number of magnetic plugs and their locations are as
follows (see Table 5.30-15).
Figure 5.30-13. Magnetic Plugs
5.30 - 16
Table 5 30-15 Magnetic Plug Locations
MAGNETIC SPECIFIC ENGINE LOCATION
PLUGS
Rocker arm oil header supply line
1 (3/8" pipe tee) front vee
Rocker arm oil header supply line
1 (3/8" pipe tee) rear vee
Turbocharger oil supply line
1 (3/8" pipe cross) rear right
2. Clean the magnetic plug in solvent, if necessary.
Wipe the plug clean to ensure that all ferrous metal
debris is removed.
3. Install the magnetic plug back into the oil supply line
and wrench tighten.
OIL COOLER PIPING REMOVAL
A WARNING
Allow the oil to cool, prior to removing oil system
components, to prevent burns from hot oil. Disre-
garding this information could result in severe
personal injury or death.
NOTE: The oil cooler piping is not normally disas-
sembled. This assembly is normally removed from the )
engine as one assembly, along with the oil cooler
assembly.
1. Disconnect all piping from the engine. Tag all pipe
ends for reference during assembly.
2. Refer to Figure 5.30-14 and disassemble piping only
as required. Discard all old gaskets and seals.
3. Refer to Lube Oil Temperature Control Valve for
disassembly of this component.
FORM 6248 First Ed~ion
 LUBRICATION SYSTEM

1
20
61~~~ ~

221 1 '®
23
22
1

(Continued)

i
/

FORM 6248 First Edition 5.30 -17

LUBRICATION SYSTEM

ITEM NUMBER AND DESCRIPTION

)
1 Range 12 O-ring Flange 23 Plate 34 Gasket
2 Gasket 13 Relief Valve 24 Tee 35 Cover
3 Hexhead Caps crew 14 Adjusting Screw 25 Lockwasher 36 Lockwasher
4 Gasket 15 Lock Nut 26 Hexhead Capscrew 37 Hexhead Gapscrew
5 Hexhead Capscrew 16 Washer 27 Pipe Nipple 38 Square Head Pipe Plug
6 Lockwasher 17 Plug 28 Tube 39 Pipe
7 Tee 18 Washer 29 Elbow 40 Hexhead Capscrew
8 Hexhead Capscrew 19 Spring 30 Valve 41 Reducing Bushing
9 Hex Nut 20 80dy 31 Thermostat Seal 42 Flexible Connection
10 Pipe Flange 21 Plunger 32 Thermostat 43 Flexible Connection
11 Gasket 22 Tee Gasket 33 Spring
Figure 5.30-14. Oil Cooler Piping Connections

OIL COOLER PIPING INSTALLATION
NOTE: The oil cooler piping is not normally disas-
sembled. This assembly is normally installed on the
engine as one assembly, along with the oil cooler
assembly.
1. Remove the oil drain plug at the bottom of the oil
cooler shell midway between the inlet and rear bonnets.
Drain all oil.
2. Drain or shut off the auxiliary water supply. Open the
drain cock on the rear bonnet. Drain all water.

1. Connect all piping from to the engine. Refer to tags
for reference during assembly.
2. Refer to Figure 5.30-14, apply pipe sealant to
threads of fittings, and assemble piping as required with
new gaskets and seals.
3. Disconnect all piping from the engine. Tag all pipe
ends for reference during assembly.
)
4. To ensure proper reassembly, mark the flanges on
the inlet and rear bonnets, both ends of the shell and the
fixed tube sheet before disassembly.

3. Refer to Lube Oil Temperature Control Valve for 5. Refer to Figure 5.30-14 and disassemble oil cooler
assembly of this component. piping only as required. Discard all old gaskets and
seals.
4. Refer to Lube Oil Pressure Adjustment and adjust
the lube oil pressure. 6. Remove nuts, lock washers and brackets from the oil
cooler shell.
OIL COOLER REMOVAL
7. Remove capscrews, nuts, inlet bonnet and gasket

A WARNING
Allow the oil to cool, prior to removing all system
components, to prevent bums from hot all. Disre-
garding this information could result in severe
personal injury or death.
A WARNING
Do not remove the bonnets until all pressure is
relieved and both oil and coolant are completely
drained. Failure to follow proper procedures could
cause severe personal Injury or death.
from the oil cooler shell (see Figure 5.30-15). Discard
gasket.
8. Remove capscrews, nuts, rear bonnet and two seals
from the oil cooler shell. Discard seals.
NOTE: Be careful to avoid damage to the tube bundle
assembly when removing it from the shell. Protect the
ends of the tubes from damage. After removal from the
shell, support the tube bundle on the tubesheets to
prevent damage to the tubes.
9. Remove tube and baffle assembly and gasket from
the oil cooler shell. Discard gasket.

NOTE: Since the other lube oil accessories may also

have to be drained, schedule the oil cooler cleaning
during a regular oil change interval.

5.30 - 18 FORM 6248 First Edition


OIL COOLER CLEANING AND
INSPECTION
Drain the oil from the oil cooler at each oil change. Clean
the oil cooler annually.
NOTE: Inspect the oil cooler regularly. Plugged tubes
or scale deposits inhibit the flow of coolant which
reduces oil cooling effectiveness. Clean the oil cooler if
an increase in oil temperature cannot be traced to a
malfunctioning auxiliary water pump, loose belts, a
faulty thermostat or excessive engine load.
The tube bundle assembly fits inside the outer shell of
the oil cooler. The tubes are water passageways
secured to a fixed tubesheet althe inlet bonnet end. The
tubesheet is held in place between the inlet bonnet and
a protruding flange on the oil cooler shell at the inlet
bonnet end. The opposite end ofthe tube bundle is held
in place by pressure between the rear bonnet and the
packing seals, which encircle the rear tubesheet.
t. Protect all gasket and seal surfaces.
2. Clean the oil cooler by eHher mechanical or chemical
means. The selected method largely depends upon the
type of deposit and the materials available. Any of the
following methods may be considered:
A. Backflushing.
B. Circulate hot wash oil or light distillate to remove
sludge or other soft deposits.
C. Circulate hot fresh water to remove soft salt
deposits.
D. Commercial cleaning compounds may be used
to remove sludge or scale not removed by the
above methods. If such compounds are used,
then check material compatibility to avoid pos-
sible damage.
E. Use of a high pressure water jet.
F. Scrapers, rotating brushes or other mechanical
means. Nylon brushes are preferred over wire
brushes if mechanically cleaning copper alloy
tubes.
3. If drills are used to open up tubes that are completely
plugged, use extreme caution to avoid drilling into the
wall ofthe tube.
4. Use only cold fluid for pressure testing. Hydraulic
pressure may be used to locate split tubes or leaking
) tubesheet joints. Test rings are required on removable
tube bundles in order to locate leaks.
FORM 6248 First Edition
LUBRICATION SYSTEM
5. Use a suitable roller type tube expander to tighten
loose tube joints. Do not roll tubes that are not leaking,
otherwise the tube wall will be unnecessarily thinned.
6. Do not blow steam through individual tubes; local-
ized overheating can result in expansion strain.
7. Fractured tubes or those that cannot be sealed on
the ends may be plugged, although some cooling
performance will be lost.
OIL COOLER INSTALLATION
NOTE: This assembly is normally installed on the
engine as one assembly, along with the oil cooler piping.
NOTE: When reassembling the oil cooler, use new flat
gaskets on the inlet bonnet end and new packing seals
on the rear bonnet side. Be sure that the gaskets and
seals are properly positioned before any attempt is
made to retighten the bonnet bolts.
1. Install new gasket, and tube and baffle assembly in
the oil cooler shell (see Figure 5.30-15).
NOTE: All external bolting may require retightening
after installation and when the oil cooler first reaches its
normal operating temperature. The bolted joints should
be tightened uniformly and in a diametrically staggered
pattern (see Figure 1.15-6).
2. Install the rear bonnet on the oil cooler shell with
capscrews, nuts and two new seals. Torque the rear
bonnet bolts to18 ft-Ib (24 N'm) lubricated. Apply only
sufficient torque to stop weepage. Over tightening may
damage the packing seals.
3. Install inlet bonnet on the oil cooler shell with new
gasket, capscrews and nuts. Torque the bolts on the
inlet bonnet side to 60 ft-Ib (81 N'm) lubricated. Apply
only sufficient torque to stop weepage. Over tightening
may damage the packing seals.
4. Install the brackets on the oil cooler shell with nuts
and lock washers.
5. Refer to Figure 5.30-14, apply pipe sealant to
threads of fittings, and connect all piping as required
with new gaskets and seals.
6. Close the drain cock on the rear bonnet and fill or turn
on the auxiliary water supply.
7. Install the oil drain plug and fill the engine oil pan and
lube oil system accessories with the proper amount and
grade of lubrication oil (see Oil Fill Procedure).
8. Refer to Lube Oil Pressure Adjustment and adjust
the lube oil pressure.
5.30 -19
LUBRICATION SYSTEM

10
_<e

21
/~

ITEM NUMBER AND DESCRIPTION

1 Inlet Bonnet 7 Rear Bonnet 13 NamePIa1e 19 Pipe Nipple

2 Gasket 8 Hexhead Capscrew 14 Name Plate Pin 20 Drain Cock

3 Tube And Baffle 9 Hexhead Capscrew 15 Bracket 21 Name Plate

4 Gasket 10 Hex Nut 16 Pipe Flange 22 Drain Decal )

5 Oil Cooler Shell 11 Squarehead Pipe Plug 17 Pipe Nipple 23 Pipe Elbow

6 Seal 12 Squarehead Pipe Plug 18 Pipe Nipple

Figure 5.30-15. Oil Cooler Assembly

5.30 - 20 FORM 6248 First Edition


LUBE OIL TEMPERATURE CONTROL
VALVE
Remove and test the thermostat(s) in the lube oil
temperature control valve annually. Inspect the
thermostat(s) sooner if an increase in oil tempera-
ture cannot be traced to a malfunctioning auxiliary
water pump, loose belts or excessive engine load.
NOTE: Drain the lube oil system.
NOTE: The thermostat housing contains two thermo-
static valves. Each cover plate compresses a spring to
hold a thermostatic valve in place (see Figure 5.30-16).
OIL OUTLET
PORT
~"
'S~~~~~~~COVERPLATE
THERMOSTAT~
HOUSING
Figure 5.30-16. Lube 011 Temperature Control Valve
1. Remove three of the five capscrews and lock washers
from the cover plate. Loosen the remaining two capscrews.
2. Ifthe spring does not push up the cover plate, tap the
edge of the plate with a hammer. When the plate pops
FORM 6248 First Edition
LUBRICATION SYSTEM
up, remove the remaining two capscrews and lock
washers. Remove the plate.
3. Pull out the spring and the thermostatic valve.
4. Verify that the valve is in the fully closed position. If
the valve is frozen open or if there is any obvious
distortion, discard it. If the valve appears in good
condition, test as follows:
A. Suspend the thermostatic valve in a container of
water. Do not let the thermostat rest against the
sides or bottom.
IA
;..
CAUTION I Do not boll the thermo-
static valve. Excessive
temperatures will force the valve to exceed Its
normal operating travel and may result in perma-
nent damage. Disregarding this information could
result in product damage and/or personal Injury.
B. Gradually heat the water while stirring with a
quality glass laboratory thermometer (see
Figure 5.30-17). Observe the action of the valve.
Figure 5.30-17. Thermostat Testing
5.30 - 21
LUBRICATION SYSTEM

Table 5.30-16 Oil Cooler Thermostatic Valves - PIN 169867A Series

PIN NOMINAL TEMPERATURE - 0 F e C) START TO OPEN - 0 F e C) FULL OPEN - 0 F e C) )
199221E 160 (71) 157 - 162 (69 - 72) 177(81)
199221D 165 (74) 162 - 167 (72 - 75) 182 (83)
199221C 170 (77) 167 - 172 (75 - 78) 187 (86)
1992218 175 (79) 172 - 177 (78 - 81) 192 (89)
199221 A 190 (88) 187 - 192 (86 - 89) 207 (97)
153610 Up Seal
169869A Gaske1

C. The valve should begin to open within the Start to
Open temperature range (±2° F) listed above
(see Table 5.30-16). The valve should be com-
pletely open at the Full Open temperature rating
(±2° F).
D. Remove the valve and observe its closing action.
The valve should seal evenly and tightly (see
Figure 5.30-18).
9. Remove the cover plate gasket from the thermostat
housing. Scrape off any gasket material that remains.
Verify that the gasket surface is clean and completely
free of grease and oil. Install a new gasket.
10. Install the new thermostatic valve with the expan-
sion element facing outward. The part number of the
valve is stamped on the metal spring frame (see
Figure 5.30-19).

)
SPRING FRAME.......... L
I WAUKESHA
PART NUMBER

FULLY CLOSED FULLY OPEN Figure 5.30-19. Thermostatic Valve

Figure 5.30-18. Thermostat Open And Closed

E. If the thermostatic valve is defective, discard it.

5. Pull out the lip seal. Use a rolling head pry bar for
best results.

6. Apply Loctite® 271 Adhesive Sealant (High

Strength) to the lip seal bore.

7. With the open side facing inward, press fit a new lip
seal into the bore with a pipe or tube 2-1/2 inches in
diameter. Verify that the seal is square in the bore and
completely seated around its circumference.

8. Using a small paintbrush, lubricate the lip seal with

clean engine oil.

IA
..
CAUTION I Exercise care to keep the
gasket material out ofthe
thermostat housing. Old gasket material left on the
mating surtaces will cause leaks. Disregarding this
information could result in product damage and/or
personal InJury.

5.30 - 22 FORM 6248 First Edition

 LUBRICATION SYSTEM

NOTE: The thermostatic valve with the lower nominal 12. Compress the spring with the cover plate (see
temperature rating (lead stat) is always installed in the Figure 5.30-21) and install the five capscrews (5/16 x
oil cooler port. The valve with the higher rating (normal 7/8 inch) and lock washers. Tighten the capscrews
stat) goes in the bypass port (see Figure 5.30-20). evenly and securely. Torque the capscrews to 17 fHb
(23 N·m) in an alternating pattern.
_ _ _ _ _ _~OILOUTLET
COVER
PLATE ; r I- PORT SPRING COVER
~e~ PLATE
\
~ ~
I
'.--.\'""- I
I
)

SEAL

Figure 5.30-21. Lube Oil Temperature Control Valve

OIL COOLER
INLET PORT

Figure 5.30-20. Lube Oil Temperature Control Valve -

12 And 16 Cylinder Engines

11. Seat the spring in the groove between the valve and
the thermostat housing.

FORM 6248 First EdUion 5.30 - 23

LUBRICATION SYSTEM
TROUBLESHOOTING LOW LUBE OIL
PRESSURE
When troubleshooting low lube oil pressure, consider
the following checks before adjusting the pressure
regulating valve.
• Defective Gauge
• Oil Level in Crankcase Too Low
• Oil Filter Element Plugged
• Oil Strainer Plugged
• Oil Viscosity Incorrect
• Broken or Weak Spring in Pressure Regulating Valve
• Pressure Regulating Valve Needs Adjustment
• Engine Bearings Worn
• Oil Pump or Drive Damaged
• Oil Pump or Filters Leak
LUBE OIL PRESSURE ADJUSTMENT
1. Run the engine until the lube oil reaches normal
stabilized operating temperature. Take note of the oil
header pressure as indicated by the panel mounted oil
pressure gauge.
2. Locate the pressure regulating valve at the oil cooler
outlet (see Figure 5.30-16). Loosen and back off the jam
nut (1/2 inch) on the adjusting screw.
3. Adjust the pressure regulating valve to maintain an
oil header pressure of 55 ±5 psi (380 ±34 kPa) with the
lube oil pressure stabilized at normal operating temper-
ature and the engine fully loaded, as indicated by the
panel mounted oil pressure gauge. Turn the adjusting
screw in to increase the oil pressure. To decrease the oil
pressure, turn the adjusting screw out.
4. Tighten the jam nut (1/2 inch) to lock the setting of the
adjusting screw.
5.30 - 24
PRELUBE SYSTEM
)
A CAUTION IOildrainSbaCki~otheoil
. .=
..
I ='--''-..;;..;;'-....:....~~. sump after engine shut-
down leaving a minimal amount of oil at key wear
points. Since the crankshaft starts to tum before the
011 pump begins to circulate 011, "dry" starts result in
bearing damage, and accelerated wear rate. Disre-
garding this information could result in product
damage and/or personal injury.
The function of the prelube system is to purge the
lubrication system of air and to ensure that all moving
parts are properly lubricated before the engine is started.
A
I ..
CAUTION Ilf high pressure gas is
used to drive the air/gas
prelube pump motor, be sure to vent the motor
exhaust outside If the engine is indoors. Disregard-
ing this information couid result in product damage
and/or personal injury.
1. An air/gas driven prelube pump motor is standard in
continuous duty applications where high pressure air or
gas is available. To prelube the engine, hold down the
prelube pushbutton on the instrument panel for a full 30
seconds before each engine start. Additional prelubing
is required if a positive indication is not seen on the
panel mounted oil pressure gauge. )
2. In stand-by applications, the prelube pump is driven
by an electric motor, usually for the purpose of remote
starting. Run the prelube system continuously when the
engine is not running. Continuous prelubing may also
be required in cold weather applications where oil
heating elements are used.
3. In intermittent and peak shaving applications, the
prelube pump is driven by an electric motor run
intermittently. A timing device is used to automatically
start and stop the prelube motor. Set the timer to
activate the prelube system for a full 5 minutes every
hour that the engine is not running.
FORM 6248 First Edition
 LUBRICATION SYSTEM

PRELUBE PRESSURE MAINTENANCE
Care must be taken to avoid excessive oiling during
continuous or intermittent prelube. The main cause of
excessive prelube is sustained high oil pressure.
When the prelube oil pressure is within specification,
1 - 3 psi (7 - 21 kPa), a check valve in the turbo oil
supply line prevents too much oil flowtothe turbochar-
gers. A check valve mounted at the rocker arm oil
header inlet performs the same function for the rocker
arm assemblies. When the engine oil pressure
reaches 5 psi (35 kPa) at startup, the check valves
open and the flow of oil is enabled.
NOTE: The check valves also prevent the oil in the
turbo oil supply line and rocker arm oil header from
draining back into the oil pan when the engine is shut
down. This ensures quick lubrication of the turbochar-
gers, rocker arm assemblies and valves when the
engine is started.
A WARNING
If the prelube oil pressu re reaches or exceeds 5 psi
(35 kPa) during continuous or intermittent prelube,
oil flows through the supply line check valve into
the turbocharger housings. Startup of the engine
may blow accumulated oil into the intake manifold
Check the prelube oil pressure annually. Proceed as
follows:
1. The scale range of the panel mounted oil pressure
gauge (0 - 100 psi, graduated in 10 psi increments)
makes it inadequate for low pressure measurements.
Remove the oil header plug closest to the turbocharger
oil supply line and temporarily install a gauge of greater
sensitivity (0 - 15 psi, graduated in 0.5 psi increments).
2. Activate the prelube pump. Read the oil pressure
gauge with the oil at room temperature.
3. If necessary, adjust the prelube pressure regulating
valve to obtain an oil pressure of 1 - 3 psi (7 - 21 kPa).
Proceed as follows:
A. Remove the cap from the prelube oil pressure
regulating valve (see Figure 5.30-22).
PRELUBE PRESSURE
....J.-- ADJUSTING SCREW CAP
TT
OIL
FILLER
- f
11 II /PIPE

and carburetor resulting In oily deposits that gum 'r- \ P.

up internal surfaces. On the turbine side, 011 leakage OIL INLET

~
around the turbine housing poses a potential fire
hazard. Disregarding this information could result
in severe personal injury or death.

I
A CAUTION Excessive oiling of ~he
.i-\j OIL OUTLET

I
L.=
.='---':...:....:...::.....;;..;;.,.:;:,..,:~.
.
can cause 011 to leak past the valve stem seals
rocker arm assemblies
TO OIL PAN

resulting in the formation of carbon deposits in the Figure 5.30-22. Prelube 011 Pressure Relief Valve
combustion chamber. A buildup of oily deposits on
the valve guides and stems can lead to stuck B. Loosen and back oft the hex jam nut on the
valves. Disregarding this information could resuh adjusting screw.
in product damage and/or personal InJury.
C. Turn the adjusting screw in to increase the oil
An adjustable valve on the rear left side of the engine pressure. Turn the screw out to decrease it.
regulates prelube oil pressure. External piping connects
the discharge side of the prelube pump to the pressure D. When the correct oil pressure is obtained, tighten
regulating valve. The valve opens when the oil pressure the hex jam nut to lock the setting of the adjusting
exceeds the setting of the relief valve spring. Excess oil screw. Thread on the pressure regulating valve cap.
passes into the oil filler pipe where it flows back to the oil 4. Remove the oil pressure gauge and reinstall the oil
pan. header plug. Engine oil pressures after startup will result
NOTE: With the air/gas prelube system, prelube is in permanent damage to the gauge.
accomplished by manually depressing the panel
mounted pushbutton valve. The engine prelube stops
when the pushbutton is released (usually after a period of
30 seconds). Since it is only the "sustained" high prelube
pressure that poses the potential safety hazard, the
prelube pressure relief/regulating valve is not provided.

FORM 6248 First Ednion 5.30 - 25

LUBRICATION SYSTEM

CHECK VALVE INSPECTION 4. Fasten the upper oil drain tubes to the bottom flange
of the turbo center housing with two allen head )
Periodically inspect the operation of the check valves.
capscrews and lock washers.
Proceed as follows:
Rocker Arm Oil Supply{Turbo 011 Drain Tubes, IN-LINE LUBRICATOR
Removal For Check Valve Inspection The in-line lubricator injects oil into a stream of
compressed air/gas to automatically provide the proper
Rocker Arm
internal lubrication for the vanes of the air/gas operated
1. Holding the hex on the body of the male connector prelube pump motor (see Figure 5.30-23).
tube fitting, unthread the ferrule nut (9/16 inch hex) to
remove the rocker arm oil supply tube from the selected MOUNTING........
cylinder head. BRACKET ....
IN-LINE
2. Position a receptacle to catch the oil in the event that PRELUBE , LUBRICATOR
the check valve is defective. PUM\
~--4IL,
Turbocharger
1. Remove the two allen head capscrews (3/B x 1 inch,
with lock washers) from the oil drain tube flange at the
AIR/GAS VENT
bottom of the turbo center housing. (CUSTOMER
CONNECTION)
2. Unthread the ferrule nut (union tube fitting) to
remove the upper section of the turbo oil drain tube.

3. Position a funnel between the turbo oil drain hole and

the free end of the lower turbo oil drain tube. Figure 5.30-23. Prelube Motor/Pump Assembly

Prelube )
1. Activate the prelube system. IA CAUTION I The lubricator is In-
==-';:::':"':';:::'''':''';:'''=:''':''::..J. tended for systems us-
1...

ing dry, clean natural gas. Any appreciable amount

2. Look for evidence of oil flow at the turbo and rocker
arm oil supply areas.
3. Deactivate the prelube system.
4. Replace the check valves if oil flow was observed.
Repeat the test to verify operation.
of hydrogen sulfide (H2S), particularly when com-
bined with moisture, will cause corrosion and
adversely effect the lubricator and its operation.
Disregarding this information could result In prod-
uct damage and/or personal injury.

Rocker Arm Oil Supply{Turbo Oil Drain Tube,

Installation After Check Valve Inspection
IA
..
CAUTION I The maximum operating
temperature of the lubri-
cator Is 175' F (79' C). Disregarding this information
Rocker Arm could result In product damage and/or personal
1. Holding the hex on the body of the male connector, injury.
tighten the ferrule nut (9/16 inch hex).

Turbocharger
1. Apply 3M Scotch-Grip ~ Rubber and Gasket Adhe-
sive 847 to the flange of the upper turbo oil drain tube.
2. Place a new gasket on the contact cement. Allow the
gasket shellac to cure. See the manufacturer's recom-
mendations.
IA CAUTION I
L..
From the .polnt of use,
==-...::.......;;...;;.....::...;:....::...::...;~.
some 011 mist may escape
Into the surrounding atmosphere. Users are referred
to OSHA safety and health standards for limiting 011
mist contamination and use of protecting equipment.
Disregarding this Information could result in prod-
uct damage and/or personal injury.

3. TIghten the ferrule nut (union tube fitting) to join the

upper and lower sections of the turbo oil drain tube.

5.30 - 26 FORM 6248 First Ednion

 LUBRICATION SYSTEM

011 Fill
Check the level of the in-line lubricator daily. The oil level
must always be visible in the sight glass. Refill as follows:
1. With the inlet pressure shut off, slowly loosen the oil
fill plug in the lubricator housing cover (see
Figure 5.30-24). Loosening the plug exposes a bleed
orifice that reduces pressure in the oil reservoir.
OILER ADJUSTING
I 4. Adjust the lubricator to provide a light oil vapor at the
2. Pull the lock ring on the adjusting screw upward to
release the drip rate setting.
3. Adjust the drip rate only when there is a constant rate
of air/gas flow through the lubricator. Oil drops are
atomized by the air/gas flowing through the lubricator
throat. Monitor the drip rate through the sight feed
dome. All of the drops visible in the dome are delivered
to the prelube pump motor.

o
SCREW
prelube motor exhaust (about 4 to 5 drops per minute).
Turn the adjusting screw clockwise to decrease the drip
SIGHT FEED DOME
AIR/GAS L,. .,..J / rate, turn the screw counterclockwise to increase it.
OUTLET ,...J!I IL, / ' FILL PLUG
rrTI AIR/GAS 5. Push the lock ring on the adjusting screw downward
f-- f-- / INLET to lock the drip rate setting.
\
6. Monitor the prelube pump motor for a few days
following the adjustment. Readjust the drip rate if
necessary.

Cleaning
BOZ.

RESE~ m r Clean the in-line lubricator monthly.

m\...---1 RESERVOIR LEVEL
SIGHT GLASS 1. With the inlet pressure shut off, slowly loosen the oil
fill plug in the lubricator housing cover. Loosening the
plug exposes a bleed orifice that reduces pressure in
) the oil reservoir. Remove the oil fill plug.
DRAIN PLUG
~'- 2. Remove the drain plug althe bottom of the reservoir.
Drain the oil.
Figure 5.30-24_ In-Line Lubricator
3. Unthread the reservoir from the lubricator housing
cover.
A. CAUTION Ilnsuret~attheoi~leVel?f
IL• .:
. =:....:=....:;,;~:.;;.=:....:..J.
. the In-Line Lubricator IS 4. Inspect the O-ring on the upper lip of the reservoir for
always visible in the sight glass. DO NOT OVERFILL tears, cuts or general deterioration. Replace as necessary.
the reservoir. Failure to follow proper procedures
could result in product damage and/or personal
Injury. A WARNING
Compressed air can pierce the skin and cause
2. Remove the plug and fill the reservoir to the proper severe injury. Never use your hand to check for leaks
level. DO NOT OVERFILL. The oil level must always be or to determine air flow rates. Wear safety glasses to
visible in the sight glass. Use the proper grade of oil. Add shield your eyes from flying dirt and debris. Disre-
SAE 1OW oil at 32° F (0° C) and above. Use No.2 Diesel garding this information could result in severe
Oil when ambient temperatures fall below 32° F (0° C). personsllnjury or death.

3. Inspect the O-ring on the neck of the oil fill plug for tears,
cuts or general deterioration. Replace as necessary.
4. Install the plug in the lubricator housing cover.
Adjustments
Periodically check the lubricator drip rate. If the prelube
pump motor exhaust is oil-free or contains an excessive
amount of oil, manual adjustment is necessary.
1. Locate the oiler adjusti ng screw althe top olthe sight
feed dome on the lubricator housing cover.
5. Clean the reservoir using soap and water. Dry parts
and blowout internal body passages using clean, dry
compressed air.
6. Inspect all parts carefully. Replace any parts that
appear damaged.
7. Install the reservoir onto the lubricator housing cover
and fully tighten the reservoir until it stops (approximate-
ly 5 turns). Unscrew the reservoir no more than one full
turn to position the sight glass for best visibility.

FORM 6248 First Ed~ion 5.30 - 'Z1

LUBRICATION SYSTEM

8. Inspect the O-ring on the neck of the oil fill plug for OIL PICKUP SCREEN
tears, cuts or general deterioration. Replace as neces- )
sary. Install the plug in the lubricator housing cover. OIL PICKUP SCREEN REMOVAL

9. Apply install the drain plug at the bottom of the
lubricator reservoir.
10. Fill the lubricator reservoir with the proper grade
and amount of oil (See Oil Fill).
1. Remove the four capscrews and lock washers to
detach the pickup screen assembly from the two oil
elbows (see Figure 5.30-25).

11. Periodically check the drip rate. Readjust if neces-

sary (see Adjustments).

OIL PAN CLEAN AND INSPECT

NOTE: Since it is necessary to drain the oil pan and
lube oil system accessories, schedule the cleaning
during a regular oil change inteNal.

NOTE: Drain oil when warm.

1. Drain the oil pan, oil cooler, full-flow oil filter and lube
oil strainer (see Lube Oil Change for more information).

2. Loosen the oil pan door clamp capscrews. A roll pin

holds each door clamp in position. Rotate the assembly
about 45 degrees to remove the door from the access
hole.

3. A small pool of oil about 3/4 inch deep will normally )

accumulate on each end olthe oil pan where the casting
is recessed. Only a thin film will cover the other internal
surfaces. Using absorbant cloths, wipe the oil pan
clean. Thoroughly clean the channel that connects the
two recessed areas.

4. Clean the oil pickup screen (see Oil Pickup Screen

below).

5. Install the oil pan doors. Hold each door so that the
rear clamp is 45 degrees from the vertical position.
Insert the clamp into the oil pan access hole. Holding the
door against the face of the access hole, rotate the door
until the clamp is in the horizontal position. TIghten the
door clamp capscrew.

6. Refill the engine with the proper quantity and grade

of lubrication oil. Figure 5.30-25. 011 Pickup Screen Assembly -
12 Cylinder

2. Remove the pickup screen assembly from the oil

pan.

3. Remove the baffle and oil tubes from the pickup

screen.

4. Scrape the old gasket material from the oil tube

flanges and baffle box. Old gasket material left on the
mating surfaces may cause air or unfiltered oil to leak
into the oil tubes.

5.30 - 28 FORM 6248 First Edition

 LUBRICATION SYSTEM

OIL PICKUP SCREEN CLEANING AND LUBE OIL PUMP

INSPECTION
LUBE OIL PUMP REMOVAL
1. Clean all parts of the assembly in a non-volatile
cleaning solution or solvent. Flush the screen from the 1. Disconnect all oil lines.
inside out for best results.
2. Attach a suitable lifting device to the oil pump.

A WARNING
Compressed air can pierce the skin and cause
severe injury. Never use your hand to check for leaks
or to determine air flow rates. Wear safety glasses to
shield your eyes from flying dirt and debris. Disre-
garding this Information could resuh in severe
personal injury or death.
2. Thoroughly dry all parts with low pressure com-
pressed air.
A WARNING
The oil pump weighs approximately 1231bs. (56 kg).
Use a suitable lifting device and exercise caution
during removal or Installation to avoid severe
personal injury or death.
3. Remove ten stud nuts and using a suitable lifting
device, remove the oil pump from the oil pan (see
Figure 5.30-26).

3. Inspect the pickup screen for tears or holes. Replace

the screen if damaged.

4. Inspect the baffle box for broken welds, split seams

or cracks around the oil tu be holes. Replace the baffle if
damaged.

OIL PICKUP SCREEN INSTALLATION

1. Apply a fast setting gasket adhesive, such as 3M
Scotch-Grip Rubber and Gasket Adhesive, on the oil
N

tube flanges. Position new gaskets on the flanges.

2. Scrape the old gasket material from the oil tube

flanges and baffle box. Old gasket material Iefl on the
mating surfaces may cause air or unfiltered oil to leak
into the oil tubes.

3. Install the oil tubes in the screening element. Place

the baffle over the screen aligning the holes with those
in the flange gaskets. Figure 5.30-26. Fastening Flange Adapter

4. Obtain two new gaskets for the elbows and apply

gasket adhesive to one side. Press the sticky side of the
gasket onto the baffle aligning the holes with those in the
box.
5. Verify that the two elbow flanges are clean. Old
gasket material or adhesive left on the mating surfaces
may cause air or unfiltered oil to leak into the elbows.
6. To ensure proper alignment, install the four caps-
crews and lock washers to hold the pickup screen
assembly together. After the unit is positioned in the oil
pan, remove one capscrew. Slide the capscrew through
the elbow and thread it back into the pickup screen
assembly. Follow this procedure with the remaining
) three capscrews. Wrench tighten only after all caps-
crews are in place.
4. Remove and discard the gasket from the rear of the
oil pump.
LUBE OIL PUMP DISASSEMBLY
NOTE: Note the location and tag gears before removal.
Instal/ serviceable gears in the same running position.
NOTE: The new lube oil pump manifold replaces the
multiple prelube oil pump connections seen on earlier
production engines (check valves, 4-way fitting, flex
connectors, oil tube, adapter flange and assorted pipe
nipples and elbows). Use of the new manifold requires
the new style lube oil pump. Since the old style pump
has been discontinued, service kits have been made
available to facilitate the conversion.
1. Remove four capscrews, lock washers and the oil
pump manifold from the oil pump (see Figure 5.30-26).

FORM 6248 First Edition 5.30 - 29

LUBRICATION SYSTEM

2. Remove the gaskets from the oil pump manifold

flanges. DRIVE GEARS )

3. Remove check valve, O-ring, and wave spring from

the oil pump manifold (see Figure 5.30-27). Discard the
O-ring.

Figure 5.30-29. Drive Gears

8. Remove fourteen capscrews, lock washers, front

cover, and gasket from the oil pump body (see
Figure 5.30-30).

Figure 5.30-27. Lube Oil Pump Manifold Check Valve

A WARNING
~
0': V ,
FRONT COVER
PUMP BODY

Always wear proper eye protection when removing

or installing the spring. Slippage may propel the
spring with enough force to cause severe personal )
injury or death.
4. Remove lock nut and washer from the relief valve
assembly (see Figure 5.30-28).

Figure 5.30-30. 011 Pump Cover Front Cover

9. Remove the two oil pump driven gears from the oil
pump body.
10. Remove the two oil pump idler gears and shafts
from the oil pump body (see Figure 5.30-31).

Figure 5.30·28. Relief Valve

5. Disassemble the relief valve sleeve screw, spring,

plunger and sleeve of the relief valve.

6. Remove the roll pins from the drive gears.

7. Using a gear puller, remove the drive gears and

woodruff keys from the shafts of the oil pump driven
gears (Figure 5.30-29).

Figure 5.30-31. Oil Pump Internal Gears

5.30 - 30 FORM 6248 First Ed~ion

 LUBRICATION SYSTEM

11. Remove two capscrews, lock washers, gasket and
cover plate from the oil pump body.
12. Remove the countersunk pipe plugs from the oil
pump body.
NOTE: There is approximately 1/8 in. (3.175 mm)
clearance be1ween the bottom of the oil pump cover
bushings and the bottom of the bushing bores. A slide
hammer and blind hole bearing puller should be used to
remove the bushings from the oil pump cover.

I A. CAUTION IWhenever a new 011

15. If required, remove the bushings from the oil pump
front cover (see Figure 5.30-33).
.. pump body and/or body
bushings are installed, such as In a new or rebuilt oil
pump, use ofthe old dowel pin locations may result
in improper 011 pump idler to drive gear backlash.
Disregarding this information could result In prod-
uct damage and/or personal inlury.
13. Remove the two oil pump locating dowels from the
mounting flange at the front ofthe oil pan, if still in place.

CAUTION IRepl~cing
I-=.A.=:......;=....;:.;:;;....;;...;;..=~.
the oil pump
L. . bushings is a complex
operation that requires precision machining. Do not
remove the oil pump bushings unless during the
inspection procedure, It Is determined that the
bushings must be removed. Disregarding this
information could result in product damage and/or
personal Injury. Figure 5.30-33. Pump Cover Bushings

NOTE: The bushings in the oil pump body are closest

to the oil pump drive gears. It is possible that these
bushings could wear out before the cover bushings will
need replacement. In this case, only the oil pump body
bushings will need to be replaced.
NOTE: The bushings in the oil pump body are pressed
out in a manner similar to the valve guides in the cylinder
head. The bushing driver should have a shoulder to
catch the bushing, but not gall the bore of the pump
body. The new bushing is installed using the same tool.
14. If required, press out the bushings from the oil
pump body (see Figure 5.30-32).
A. . CAUTION I
I'!!!"~-=:':":'=:"":"':"=:":";:..J.
L.
Previous engine 011
pumps had a I u be 011
hole in the bushing. The hole In the bushing must
lineup with the lubrication hole in the casting.
Failure to do so will cause a lack of lubrication and
seizure of the shaft and bushing will occur. Disre-
garding this information could result In product
damage and/or personallnlury.
LUBE OIL PUMP CLEANING AND INSPECTION
1. Visually inspect the gears for severe wear patterns,
broken, chipped, or galled teeth. Damaged gears
should be replaced.

2. Inspect the condition of the pump gear, housing and

cover faces. These must be smooth and flat. Wear or
damage on any of these surfaces will impair oil pump
output and is cause for rebuilding with new parts.

3. Check oil pumping gear backlash. Accuracy of

readings is dependent on good shafts and bushings. If
bushings or shafts are to be replaced, then check
backlash only after new shafts and/or bushings are
installed and machined. The gears must be slipped
back into the pump body for this check.

!
I 4. Inspect pump shafts for annular scoring, galling or
Figure 5.30-32. Pump Body Bushings bends. Replace shafts with any of these conditions.

FORM 6248 First Ed~ion 5.30 - 31

LUBRICATION SYSTEM
5. Measure shafts outer diameters at several locations
along their lengths, and at 90 degrees of each measured
location. Shafts worn beyond tolerance must be replaced.
NOTE: Radial clearance cannot be measured accu-
rately unless the bushings, gears, and shafts are in
good condition.
6. Measure radial clearance between pumping gear
teeth and the pump chamber wall (see Table 5.30-17).
Clearances may be checked with feeler gauges.
7. Inspect the pump cover for warpage by placing a
straight edge over the interior flat surface. A measure-
ment may be taken by placing a feeler gauge in any gap
that is noted. Maximum allowable warpage is 0.002 in.
(0.05t mm).
8. Inspect the pump cover for undue wear or score
marks.
9. Inspect the flat machined surfaces on the suction side of
the pump (mating surface to the engine). These surfaces
must be kept flat to insure proper gasket sealing and to
prevent the pump from sucking air. This can be checked
with a straight edge. Dress down any raised surfaces.
10. Inspect bushings for annular scoring, out-of round-
ness, taper and excessive wear. Bushing 10 should be
measured with a dial bore gauge. In the absence of a
dial bore gauge, a telescopic gauge and a micrometer
may be used. Measuring the bushings with straight
pilots is impractical, since a round pilot will not measure
an oblong hole with accuracy. Severe annular scoring
can be felt, and should be obvious. If new shafts are
being installed, the bushings should also be changed.
A WARNING
Compressed air can pierce the skin and cause
severe personal Injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
11. Wash all parts prior to assembly. Blow dry with
compressed air. Inspect that all oil passages are clear of
foreign material.
LUBE OIL PUMP ASSEMBLY
IA
...
CAUTION I DO NOT ream 011 pump
bushings. The reamer
will follow the original bushing hole. These bushings
must be machined. Normally it will be necessary to
machine the bushing bore Slightly off to one side.
This will maintain bushing center line tolerances.
Disregarding this information could result in prod-
uct damage and/or personal injury.
5.30 - 32
NOTE: The oil pump bushings are not only machined to
precise size for correct shaft running clearance, but the
bushings must be centered within the pumping gear
chamber. A vertical mill, or any piece of machine shop
equipment that can produce similar work is necessary to
machine these bushings.
IA CAUTION I~revlous engine oil
L.
• .:: .. pumps had a lube 011
.=....;::...:....=;...:...:....;:::....;;..;..1.
hole in the bushing. This hole must line up with the
lubrication hole in the casting. failure to do so will
cause lack of lubrication and seizure of the shaft
and bushing will occur. Disregarding this Informa-
tion could result in product damage and/or person-
al injury.
1. If removed, press in new bushings in the oil pump
body.
2. If removed, press new bushings in the oil pump front
cover.
NOTE: The proper position for bushing machining is
the center line of the pumping gear bore. Find this
location by making three measurements off the pump-
ing gear chamber wal/.
3. Position the pump body (with the replacement )
bushings already installed) onto the mill. The bushing
bores must be concentric to the pump body gear bore to
within 0.0015 in. (0.0381 mm) TIR. The pump must be
leveled and positioned.
4. Once the pump body is positioned, the bushings may
be bored. A boring unit, or "fly cutter" is needed. The
vernier micrometer precision boring unit (see
Figure 5.30-34) works well and allows for versatility.
The insert cutting tool must be of a design to produce a
smooth micro finish.
/PUMPBODY
Figure 5.30-34. Adjustable Boring Tool
FORM 6248 First Edition
 LUBRICATION SYSTEM

NOTE: The most expedient method of machining the
oil pump cover bushings, is with the cover installed on
the pump body. Be certain the dowel pins are in place
Install and tighten all cover-to-body mounting bolts.
5. Mount the pump on the mill to allow entry through the
finished bores ofthe pump body bushings. By using the
body bushings as a guide, blind cover bushings may be
machined with perfect alignment.
NOTE: Driver gears are supplied only as shaft and gear
assemblies. Idler gears have two bushings, one
pressed flush with each gear face (see Figure 5.30-35).
The bushings installed in idler gears must be machined
to size, however the bushings in new replacement idler
gears are machined at the factory. Machining the
bushings non-concentrically to the pitch diameter will
cause the teeth to bind within the pump.
NOTE: Drive gear, PIN 200251 C is installed on the left
side (facing the engine front, nearest the relief valve,
see Table 5.30-17) and will mesh with the oil pump idler
gear once the pump is installed on the engine. Drive
gear PIN 200351A is installed on the right side (facing
the engine front, nearest the flat side of the pump with
the two large pipe plugs) this gear does NOT mesh with
the oil pump idler gear once the engine is installed (see
Table 5.30-17).
NOTE: Use a feeler gauge while installing the two drive
gears on the shafts. Hub clearance with pump body
must be 0.022 - 0.040 in. (0.559 - 1.016 mm).

LUBE OIL PASSAGE",

II
BUSHIN, II

_~ro'~
MUST BE CONCENTRIC
WITH PITCH DIAMETER
J
Figure 5.30-35. Idler Gear

NOTE: Prelube gears, shafts, and bushings with SAE

40 motor oil.

6. Install the oil pump driven gears in the pump body.

NOTE: The oil pump idler gear shafts have a tapered

end. The tapered end is installed into the oil pump body.

7. Press the oil pump idler gear shafts into the oil pump
body.
Figure 5.30-36. Woodruff Keys
8. Install the woodruff keys on the driven gear shafts
(see Figure 5.30-36). 9. Install the PIN 200251 C drive gear on the left side
(facing the engine front, nearest the relief valve) on the

I.A. . CAUTION IThe drive gears must be

installed In the correct
driven gear shaft until the proper hub clearance with the
pump body is obtained (see Figure 5.30-37 and
Table 5.30-17).
position. Failure to install the drive gears In the
correct position will cause damage to product
and/or personal Injury.

FORM 6248 Firs! Ednion 5.30-33

LUBRICATION SYSTEM

10. Align 1I1e gear 1eeIh, and press 1I1e PIN 200351A drive
gear on 1I1e right side (facing 1he engine front, nearest 1I1e )
flat side of 1I1e pump with 1I1e two large pipe plugs) driven
gear shaft until 1he proper hub clearance with 1I1e pump 07 03 Os 10 0
body is obtained (see Figure 5.30-37 and Table 5.30-17).
0 11 01 14 0

0 13 O2 12 0
gO 50 08

Figure 5.30-39. 011 Pump Cover Torque Sequence

Figure 5.30-37. Checking Clearance
11. Install roll pins in the drive gears.
12. Install the oil pump idler gears in the pump body.
A WARNING
Always wear proper eye protection when removing
or installing the spring. Slippage may propel the
spring with enough force to cause severe personal
injury or death_
18. Install the sleeve, plunger and spring in 1I1e oil pump
body (see Figure 5.30-40).

13. Apply an even coat of PermateX® Aviation Form-

A-Gasket Sealant to gasket surfaces.

14. Install 1I1e cover plate on the oil pump body with
)
gasket, two capscrews and lock washers.

15. Apply Loctite® 271 to 1I1e 1I1reads of the pipe plugs,

and install the pipe plugs on 1I1e pump body.

16. Apply an even coat of Permatex® Aviation Form-

A-Gasket Sealant to gasket surfaces (see
Figure 5.30-38).

Figure 5.30-40. Relief Valve

19. Screw in the relief valve sleeve screw on the pump

body approximately 0.50 in. (12.7 mm).

20. Apply Iwo continuous beads (spaced 180 degrees

apart) of Loctite® 271 down the exposed threads of the
relief valve sleeve screw.

21. Screw the relief valve sleeve screw into 1I1e pump
body until it bottoms out.

22. Install1l1e washer and locking nut on 1I1e relief valve

Figure 5.30-38. Oil Pump Internal Gears sleeve screw and tighten against the oil pump body.

17. Install the oil pump cover with gasket, fourteen )

capscrews and lock washers (see Figure 5.30-39).
Torque the front cover to 26 - 30ft-lb (35 - 41 N·m) in the
sequence shown.

5-30-34 FORM 6248 First Edition

 LUBRICATION SYSTEM

Table 5.30-17. Oil Pump And Oil Pump Drive Gears

1 - CAMGEAR
2 - CAM IDLER GEAR
3 - CRANK GEAR
4 - OIL PUMP IDLER GEAR
5 - ACCESSORY IDLER GEAR
6 - ACCESSORY (MAGNETO) DRIVE GEAR
7 - OIL PUMP ORNE GEAR PIN 200251 C
8 - OIL PUMP DRIVE GEAR PIN 200351 A

MEASUREMENT INCHES METRIC (mm)

Idler gear between crankshaft gear and oil pump drive gear
(A) Backlash with crankshaft gear
Normal to tooth 0.008 - 0.012 0.203 - 0.305
In plane of rotation 0.0082 - 0.0122 0.2083 - 0.3099
(8) Backlash with oil pump drive gear
Normal to tooth 0.Q15 - 0.020 0.381 - 0.508
In plane of rotation 0.0153 - 0.0204 0.3886 - 0.5182
(C) End play (including clamp load compression of spindle) 0.008 - 0.025 0.203 - 0.635
(0) Bushing inside diameter (machined in assembly) 1 .5005 - 1.5015 38.1127 - 38.1381
(E) Idler spindle (hollow) outside diameter (free state)" 1.4965 - 1.4970 38.0111 - 38.0238
(F) Running clearance between spindle (free state) and bushing* 0.0038 - 0.005* 0.0899 - 0.127*
Oil pump drive gears
(G) Backlash between external oil pump drive gears
Backlash, normal to tooth 0.008 - 0.010 0.203 - 0.254
Backlash in plane of rotation 0.0082 - 0.010 0.2083 - 0.254
(Continued)

I
I

FORM 6249 First EdHion 5.30 - 38

LUBRICATION SYSTEM

MEASUREMENT
Oil Pump Clearances
(H) Hub clearance with oil pump body
Drive shaft bushing inside diameter
(0 In body
(I') In cover
Drive shaft diameter
(J) Body section
(J) Cover section
Running clearance between shaft and bushing
(K) In cover
(K') In body
Oil pump pumping gears
(L) Backlash between pumping gears
Backlash nonma! to tooth 0.Q15 - 0.020 0.381 - 0.508
Backlash in plane of rotation 0.Q16 - 0.021 0.406 - 0.533
(M) End play 0.005 (minimum) 0.127 (minimum)
(N) Pumping gear (idler) bushing inside diameter 1.0005 - 1.0015 25.4127 - 25.4381
(0) Pumping gear (idler) shaft diameter 0.9980 - 0.9985 25.3492 - 25.3619
(P) Pumping gear (idler) running clearance 0.002 - 0.0035 0.051 - 0.0889
(Q) Radial clearance between outside diameter of pumping gears and oil pump
body bores
0.002 - 0.008 0.051 - 0.203

• Outside diameter will be slightly larger and running clearance will be slightly smaller, because of idler spindle capscrew clamp load.

5.30 - 36 FORM 6248 First Edition

 LUBRICATION SYSTEM

LUBE OIL PUMP INSTALLATION 6. Position a new gasket on the mounting studs with the
dowel pin hole centered on the edge of the gasket facing
IA
..
CAUTION I Whenever a new oil
pump body and/or body
upward (see Figure 5.30-42).

bushings are installed, such as in a new or rebuih oil I- DOWEL PIN HOLE
pump, use ofthe old dowel pin locations may resuh
In Improper 011 pump Idler to drive gear backlash.
Disregarding this Information could result in prod-
'---0--0 0 0 0
uct damage and/or personal injury.
o
1. Install the two oil pump locating dowels on the
mounting flange at the front of the oil pan.

2. Check the ten oil pump mounting studs for nicks,

cracks, galled or stretched threads and other obvious o o
damage. Replace as necessary.

3. Each oil pump mounting stud has fine and coarse Figure 5.30-42. Oil Pump Gasket
threads separated by a smooth center boss (see
Figure 5.30-41). Apply Loctite® Removable Thread-
7. Attach a suitable lifting device to the oil pump.
locker 242 to the first three threads on the coarsely
threaded side.
A WARNING
The 011 pump weighs approximately 1231bs. (56 kg).
COARSE CENTER FINE Use a suitable lifting device and exercise caution
lliREADS BOSS lliREADS during removal or installation to avoid severe
) \ I I personal Injury or death.

8. Using a suitable lifting device, install the oil pump on

I the mounting studs. Start the fasteners on the studs
(1/2 inch hex nuts with lock washers).

\
TAPERED END ........... OILPAN
/
ROUNDED
9. Snug, but do not tighten, the center fasteners on
each side of the pump (studs 1 and 2) (see
END
Figure 5.30-43). The fasteners must be loose enough to
allow the pump to be moved several thousandths of an
Figure 5.30-41. Oil Pump Mounting Stud
inch, but tight enough to prevent slippage.

-A CAUTION I~o not !nstal~ 011 pump

I..
==......;;=..:...::.....;;....:...c::....:~.
L... studs with a pipe wrench
or similar device. Use a collet style stud driver to
Install studs. Disregarding this information could
result In product damage and/or personal injury. 0
1
4. Using a collet type stud driver, install the studs in the
oil pan oil pump mounting flange until a single coarse
thread is exposed (see Figure 5.30-41). 8
o 0
I.. CAUTION I
=A='--':.....'--''--_''-~.
L...
Deposits left .on gasket
surfaces Will cause
Figure 5.30-43. 011 Pump TIghtening Pattem
leaks. Disregarding this information could result in
product damage and/or personal injury.
)
5. Verify that all gaskets and gasket mating surfaces
are clean and completely free of grease and oil.

FORM 6248 First Ed~ion 5.30 -37

LUBRICATION SYSTEM
10. Position the magnetic base of a dial indicator on top
of the oil pickup screen baffle inside the oil pan. Position
the instrument toward the oil pump drive gear on the
right bank side. Place the indicator point against the
inside face of any drive gear tooth (see Figure 5.30-44).
/ OIL PUMP IDLER GEAR
INDICATOR
TUBE
PICK-UP
SCREEN
BAFFLE
TUBE
IDLER GEAR
Figure 5.30-44. Measuring Oil Pump Drive Gear
Backlash
11. Secure the oil pump idler gear (in the front main
bearing cap) against movement.
12. Turn the oil pump drive gear until contact with the
stationary idler gear prevents further movement.
13. Holding the oil pump drive gear in position, zero the
dial indicator.
14. Turn the oil pump drive gear in the opposite
direction until movement is again halted by contact with
the stationary oil pump idler gear.
15. Take note of the dial indicator reading. Verify that
the oil pump drive gear to oil pump idler gear backlash is
between 0.015 and 0.020 inch (0.381 and 0.508 mm).
16. If the backlash is not within specification, back off
the point of the dial indicator and insert a blunt tipped
center punch in the upper dowel pin hole of the lube oil
pump (see Figure 5.30-45). Using the tool for leverage,
move the oil pump in the appropriate direction.
Figure 5.30-45. Lube Oil Pump
5.30 - 38
If the backlash is too great, push down on the punch to
move the pump down slightly. If the lash is too small, pull )
up on the punch to move the pump up slightly. Repeat as
necessary until the backlash is within specification.
17. Tighten the center fasteners on each side of the
pump (studs 1 and 2). Snug the four corner fasteners
(studs 3 thru 6).
18. Recheck the backlash. If the backlash is not within
specification, loosen the fasteners and return to step 7.
19. Back off the point of the dial indicator, rotate the oil
pump drive gear 180 degrees and recheck the back-
lash. If not within specification, loosen the fasteners and
return to step 7.
20. Tighten the four corner fasteners (studs 3 thru 6).
Tighten the four inside fasteners (studs 7 thru 10).
21. Recheck the backlash to be sure that the pump did not
move when the remaining fasteners were tightened.
Remove dial indicator if the backlash is within specification.
22. Drill and ream both the upper and lower pin holes to
fit the next larger size dowel.
23. Install the two dowel pins to lock the oil pump in
position. Use a hammer and a blunt tipped center punch
to ensure that the pins are fully seated in the pan (see
)
Figure 5.30-45).
NOTE: The new lube oil pump manifold replaces the
multiple prelube oil pump connections seen on earlier
prod.Jction engines (check valves, 4-way fitting, flex
connectors, oil tube, adapter flange and assorted pipe
nipples and elbows). Use of the new manifold requires the
new style lube oil pump. Since the old style pump has been
discontinued, service kits have been made available to
facilitate the conversion.
FORM 6248 First Edition
 LUBRICATION SYSTEM

SHORT DU'_' ,,_ .CHI:CKVAlVE

..
FROM
PRElUBE
PUMP
..
TO Oil
COOLER

lONG BOLTS /
[]LT<LET FLANGE ADAPTER (SQUARE) INLET PIPE FLANGE (DIAMOND SHAPED)

Figure 5.30-46. Lube Oil Pump Manifold - Front View

24. Install a new wave spring in the prelube oil inlet port
of the oil pump manifold (see Figure 5.30-46 and
Figure 5.30-47). Be sure that the wave spring is laying
flat on the inside counterbore.
32. Install the short bolts with lock washers, into the
upper holes of the two manifold flanges. Install the long
bolts with lock washers, in the lower flange holes (see
Figure 5.30-46). In addition to mounting ofthe manifold,
the longer capscrews thread into the oil pump body and
serve as part of the oil pump cover assembly. Alternate-
ly wrench tighten the flange capscrews.

33. Apply Loctite® Hydraulic Sealant to the threads of

the two 1/2 inch hex head manifold pipe plugs. Install the
plugs in the oil pump manifold (leaving about 2 - 3
threads exposed).

34. With the part number facing outside, position a new

gasket against the oil pump manifold outlet flange
(square). Look althe chamfers on the ID ofthe threaded
flange adapter. With the larger chamfer facing inward,
fasten the flange adapter to the manifold outlet flange
with four capscrews, and lock washers (see
Figure 5.30-48).
Figure 5.30-47. lube Oil Pump Manifold Check Valve

25. Press a finger against the plunger on the inlet side

of the check valve to verify operation. Replace the check
valve if damaged or defective.
26. Apply Parker Super O-Lube® to a new O-ring.
27. Install a new O-ring on the outlet side of the check
valve.
28. Look at the check valve housing. The words "Free
Flow" within a hollow arrow point out the direction of
flow. Insert the check valve into the manifold with the
arrow pointing inward. Slide the check valve down the
bore until it bottoms out against the inside counterbore.
29. Apply 3M Scotch Grip ~ Rubber and Gasket
Adhesive 847 to the two front manifold flanges (dia-
mond-shaped).
) 30. Place new gaskets on the contact cement.
31. Position the manifold against the oil pump cover
flanges, the check valve on the Iell bank side. Figure 5.30-48. Fastening Flange Adapter

FORM 6248 First Ed~ion 5.30 - 39

LUBRICATION SYSTEM

PRELUBE Y-STRAINER
PRELUBE V-STRAINER REMOVAL
1. Remove the prelube Y-strainer from the pipe tee.
2. Remove the pipe tee from the oil pan.
9. Apply Perma Loc® heavy duty pipe sealant or the
equivalent onto the male threads of the plug and the
female threads of the Y-strainer body.
10. Thread the plug into the Y-strainer and wrench
tighten.

3. Remove the pipe nipple. square head pipe plug and PRELUBE V-STRAINER INSTALLATION
reducing bushing from the pipe tee.
1. Apply Perma Lok® Heavy Duty Pipe Sealant with
PRELUBE V-STRAINER CLEANING AND TefIon® to the threads of the 2 inch pipe tee pipe nipple.
INSPECTION reducing bushing (2 to 1 inch) and square head pipe plug.
Clean the Y -strainer screen at each oil change. 2. Thread the pipe tee pipe nipple into the lower front
Proceed as follows: left corner of the oil pan leaving the reducing bushing
facing the front of the engine (see Figure 5.30-50).
1. Drain the oil pan and all lube oil system accessories.
oil cooler. full-flow oil filter and lube oil strainer.
2. Locate the Y-strainer in the oil pan to prelube pump
oil line.
3. Remove the plug from the Y -strainer (see
Figure 5.30-49).

TOPRELUBE
¥ PUMP

)
STRAINER
/ Figure 5.30-50. Attaching Pipe Tee
BODY
3. Apply Perma Lok® Heavy Duty Pipe Sealant with
Figure 5.30-49. Prelube Y-Strainer Teflon® to the threads of the pipe nipple on the inlet side
of the prelube Y - strainer.
4. Pull out the cylindrical steel mesh screen.
4. Thread the Y -strainer pipe nipple into the pipe tee
5. Flush the screening element in a non-volatile reducing bushing. Leave the male elbow tube fitting on
cleaning solution or solvent. the outlet end facing horizontally toward the left bank
side of the engine (see Figure 5.30-51).
A WARNING
Compressed air can pierce the skin and cause
severe personal InJury or death. Never use your hand
to check for leaks or to determine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.

CAUTION I
I -A,
,..
High pressure com-
pressed air may damage
the screening element. Disregarding this informa-
tion could result in product damage and/or pers
onallnjury.
6. Drip dry the screen or use low pressure compressed
air.
)
7. Inspect the screen for tears or holes. Replace if
damaged.
8. Slide the screen back into the Y -strainer. Figure 5.30-51. Y-Strainer - Front Left

5.30 - 40 FORM 6248 First Ed~lon

 LUBRICATION SYSTEM

REAR FLYWHEEL
/ HOUSING

OIL FILLER"""--:
PIPE
o

INsmucnoNft~~~~:~--\----
DECALr \ OIL FILLER PIPE BRACKET

Figure 5.30-52. VHP 011 Filler Pipe

OIL FILLER PIPE REMOVAL
OIL FILLER PIPE REMOVAL
1. Remove two nuts, washers, lock washers and U-bolt
from the oil filler pipe bracket (see Figure 5.30-52).
5. Install the oil filler pipe bracket on the rear flywheel
housing with two washers, lock washers and capscrews
(see Figure 5.30-53).

2. Remove two capscrews, lock washers, washers and

oil filler pipe bracket from the rear flywheel housing.

3. Remove the oil filler pipe and cap from the pipe elbow.

4. Remove the pipe elbow and threaded pipe adapter

from the pipe tee fitting.

5. Remove the pipe tee fitting and pipe nipple from the
oil pan.

6. Remove two square head pipe plugs from the pipe

tee fitting.

7. Remove pipe tee fitting from the pipe nipple.

OIL FILLER PIPE INSTALLATION

1. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the pipe nipple and install the
pipe nipple on the oil pan. Figure 5.30-53. Oil Filler Pipe!Bracket - Rear Left

2. Apply Perma Lok) Heavy Duty Pipe Sealant with

Teflon® to the threads of the square head pipe plugs and 6. Install the oil filler pipe to the oil filler pipe bracket with
install the plugs on the pipe tee fitting. U-bolt, two washers, lock washers and nuts.

3. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads of the threaded pipe adapter, and
install the threaded pipe adapter and elbow on the pipe
tee fitting.

4. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads of the oil filler pipe and install the
oil filler pipe and cap on the elbow.

FORM 6248 First Edition 5.30 - 41

LUBRICATION SYSTEM

ROCKER ARM OIL HEADER OIL INLET 5. Attach a tube clip to the rear rocker arm oil header oil
TUBES/FITTINGS supply tube. Secure the clip to the rear right corner of the )
engine block with capscrew, lock washer, flat washer
ROCKER ARM OIL HEADER OIL INLET TUBES! and spacer just above the farthest rearward plug in the
FITTINGS INSTALLATION main oil header (see Figure 5.30-56).
Rear Right
1. Inspect the rear rocker arm oil header oil supply tube
for cracks, cuts, dents, holes or other damage. Inspect
the male elbow tube fitting for galled or stretched
threads. If necessary, replace the tube.
2. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the male elbow tube fitting.
3. I nstallthe tube fitting inthe right bank main oil header
with the free end of the elbow facing straight up (see
Figure 5.30-54).

Figure 5.30-56. Oil Supply Tube Clip - Rear Right

Front Left

1. Locate the reducing pipe tee. The three ports of the

pipe tee are fitted with a pipe nipple, a male connector )
tube fitting and a pipe plug.

2. Inspect the pipe tee male connector tube fitting for

Figure 5.30-54. Rocker Arm Header 011 Supply - Rear
NOTE: Attach both ends of the tube before tightening.
4. Install the supply tube between the main oil header
(male elbow tube fitting) and the rear end of the vee
mounted rocker arm oil header (male elbow) (see
Figure 5.30-55).
galled or stretched threads. Inspect the front rocker arm
oil header oil supply tube for cracks, cuts, dents, holes
or other damage. If necessary, replace the fitting.
3. Remove the square head pipe plug from the oil outlet
port at the front left side of the engine.
4. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the pipe tee pipe nipple.

Figure 5.30-55. Rocker Arm Header 011 Supply -

Rear Vee

5.30 - 42 FORM 6248 First Edition

 LUBRICATION SYSTEM

5. Install the nipple into the oil outlet port leaving the
free end of the male connector tube fitting facing
diagonally towards the rear gear housing cover flange
(see Figure 5.30-57).
NOTE: Attach both ends of the tube before tightening.
TURBO OIL SUPPLY/DRAIN TUBES
TURBO OIL SUPPLY/DRAIN TUBES
INSTALLATION
1. Inspect the turbo oil supply and drain tubes for
cracks, cuts, dents, holes or other damage. Replace the
tubes, if necessary (see Table 5.30-18).

2. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads of reducing bushing. Install the
bushing in the oil header tap (the farthest rearward tap
(number 8) in the right bank main oil header).

3. Locate the pipe cross. The four ports of the pipe

cross are fitted with a check valve (with pipe nipple), a
magnet plug, a male elbow tube fitting and a male
connector tube fitting (with pipe nipple and elbow).

4. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads ofthe pipe cross check valve pipe
nipple.

Figure 5.30-57. Rocker Ann Header 011 Supply - Front

6. Install the oil supply tube between the main oil

header reducing pipe tee (male connector tube fitting)
and the front end of the vee mounted rocker arm oil
header (male elbow).

Table 5.30-18. TUrbocharger Connections

TURBOCHARGER OIL TUBE CONNECTIONS
RIGHT BANK
Supply Lower - Oil Header to Union Tube Fitting
(1/2 Inch 00) Upper - Union Tube Fitting to Turbo Center Housing

Drain Upper - Turbo Center Housing to Union Tube Fitting

(7/8 Inch 00) Lower - Union Tube Fitting to Valve Lifter Housing
LEFT BANK
Supply Lower - Oil Header to Union Tube Fitting
(1/2 Inch 00) Upper - Union Tube Fitting to Turbo Center Housing

Drain Upper - Turbo Center Housing to Union Tube Fitting

(7/8 Inch 00) Lower - Union Tube Fitting to Valve Utter Housing

FORM 6248 First Ednion 5.30 - 43

LUBRICATION SYSTEM

5. With the openings in the male connector and male

elbow tube fittings facing upward, thread the pipe cross )
check valve pipe nipple into the reducing bushing (see
Figure 5.30-58).

AIR/GAS TUBE

Figure 5.~. Rear Tube Connections

9. TIghten all fittings.

Figure 5.30-58. TUrbo Oil Supply - Rear Right
6. Remove the magnet plug from the pipe cross to verify
cleanliness (see Figure 5.30-59). Clean the plug in
solvent, if necessary. Wipe the plug clean to ensure that
all ferrous metal debris is removed. Apply Perma Lok®
Heavy Duty Pipe Sealant with Teflon® to the threads of
the plug. Install the plug back in the pipe cross.
LUBE OIL PILOT PRESSURE/GOVERNOR
OIL TUBE CONNECTION
1. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of a male elbow tube fitting (1/4
inch tube 00). )
2. With the free end pointing straight down, thread the
elbow (or slraightfitting) into the reducing bushing in the
right bank main oil header (see Figure 5.30-61).

3. Connect the tube between the fitting and the

prechamber gas safety shutdown valve (GL) (see
Figure 5.45-8).

4. Connect the tube between the governor drive and

the main oil header pipe tee (see Figure 5.30-61).
Figure 5.30-59. Pipe Cross Magnet Plug

7. Finger tighten the ferrule nuts to attach the lower

turbo oil supply tubes (up to the union tube fittings) to the
main oil header pipe cross. Attach the shorter right bank
oil supply tube to the male elbow, the longer left bank
supply tube to the male connector.

NOTE: Attach the right bank turbo oil drain tube to the
male connector on the right side of the valve lifter
housing centerline. Attach the left bank tube to the left
side connector.

8. TIghten the turbo oil drain tubes (up to the union tube
fitting) to the two male connector tube fittings at the rear
)
of the valve lifter housing (see Figure 5.30-60).

Figure 5.30-61. Main Oil Header 011 Outlet Ports

5.30- 44 FORM 6248 First Edition

 LUBRICATION SYSTEM

5. Apply Perma Lok® Heavy Duty Pipe Sealant with SQUARE NUT
Teflon® to the threads of a male elbow tube fitting (1/4
inch tube 00). Install the fitting in the top of the governor
drive housing (see Figure 5.30-62) with the free end
facing the right bank main oil header.

NOTE: Attach both ends of the tube before tightening.

6. Install the oil supply tube (1/4 inch tube 00) between
the top of the governor drive housing (see
Figure 5.30-62) and the main oil header pipe tee (rear
male elbow tube fitting) (see Figure 5.30-61).

7. Install the tube clip securing the governor drive oil

supply line to the gear cover (see Figure 5.30-62).

TAB ROLL PIN

Figure 5.3O~3. 011 Pan Door - Rear View

CLAMP

ROLL \
PIN

SPRING
/ WASHER
Figure 5.30-62. Govemor Drive 011 Supply -
Front Right

OIL PAN DOORS
OIL PAN DOORS REMOVAL
A WARNING
Always wear proper eye protection when removing
the spring. Slippage may propel the spring with
enough force to cause severe personal injury or
death.
1. Remove the roll pin from the threaded end of the
door clamp capscrew. Since a tab prevents the square
nut atthe back of the door clamp from turning, rotate the
capscrew to unthread it from the nut (see
. Figure 5.30-63 and Figure 5.30-64) .
" 5. Clean the remaining parts of the assembly in a
FORM 6248 First Edition
SEAL
Figure 5.3O~. 011 Pan Door - Side View
2. Slide the door clamp and spring off the end of the
capscrew.
3. Pull out the door clamp capscrew. Remove the
rubber O-ring and washer from the capscrew. Discard
the O-ring.
4. Submerse the aluminum doors in the caustic cold
tank to remove all paint, dirt, grease and oil. Dry the
doors with moisture free compressed air.
non-volatile cleaning solution or solvent. Although
replacement of these parts is uncommon, they should
be inspected for damage. Replace as necessary.
5.30-45
LUBRICATION SYSTEM

OIL PAN DOORS INSTALLATION LUBE OIL STRAINER

1. Apply Parker Super O-Lube®to a new O-ring. Slide
the washer and O-ring onto the door clamp capscrew.
A WARNING
Always wear proper eye protection when installing
the spring. Slippage may propel the spring with
enough force to cause severe personal injury or
death.
)
LUBE OIL STRAINER REMOVAL
1. Remove capscrew, washer, lock washer support
strap and nut from the support bracket.
2. Remove capscrew, washer, lock washer, bracket
and spacer from the crankcase.
3. Remove two capscrews, lock washers, spacers and
support bracket from the inlet port of the strainer head.

2. Insert the capscrew in the front ofthe oil pan door, so 4. Remove four capscrews, lock washers, and the lube
that the O-ring seats in the round depression at the top oil strainer from the strainer adapter,
of the capscrew bore. Turn the door over and slide the
spring over the end of the capscrew. 5. Remove four capscrews, lock washers, strainer
adapter and gasket, from the crankcase.
3. With the recessed side facing the door, slide the
6. Place masking tape over the lube oil strainer inlet to
clamp onto the capscrew fitting the free end of the roll
keep out dust and dirt (see Figure 5.30-65).
pin into the pin hole in the clamp. A hole in both sides of
the clamp facilitates assembly.

4. Position the square nut over the center hole in the

clamp with the flat parallel to the face ofthe tab. Turn the
capscrewto thread it into the nut. Install the roll pin in the
threaded end of the capscrew.

5. Apply 3M Scotch Grip'· Rubber and Gasket Adhe-

sive 847 in the groove at the back of the door. Install a
)
new seal in the groove.

6. I nstall the oil pan doors with the U -shaped indenta-

tion at the top. Hold each door so that the rear clamp is
45 degrees from the vertical position. Insert the clamp
into the oil pan access hole. Holding the door against the
face of the access hole, rotate the door until the clamp is
in the horizontal position. Tighten the door clamp
capscrew.

NOTE: Install the oil pan door with the 3/4 inch NPT
square head pipe plug in the farthest rearward access
hole on the right bank side. Position the door so that the
plug is on the lower haff. Figure 5.30~5. Lube Oil Strainer - Rear Right

5.30 - 46 FORM 6248 First Edition

 LUBRICATION SYSTEM

LUBE OIL STRAINER CLEANING AND

INSPECTION A WARNING
Clean the lube oil strainer element at each oil change. Compressed air can pierce the skin and cause
Proceed as follows: severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
1. Remove the plug at the bottom of the element rates. Wear safety glasses to shield your eyes from
housing to drain the strainer assembly of oil (see flying dirt and debris.
Figure 5.30-66).
IA
...
CAUTION I High pressure com-
pressed air may damage
the strainer element. Disregarding this Information
could result in product damage and/or personal
Injury.

9. Drip dry the element or air blow dry from the inside
STRAINER" 0 out using low pressure compressed air.
HEAD ~
10. Inspect the element for tears or holes. Replace the
O-RING /'1i!!~ BAND
RETAINER
element if damaged.

11. Position a new a-ring in the inside groove at the top

of the wire mesh element. Using a small paintbrush,
ELEMENT lubricate the a-ring with clean engine oil.
MAGNET ROD
12. Position the two magnet rods in the element
grooves and install the two band retainers.

13. Slide the element up onto the inside flange of the

strainer head.
ELEMENT
HOUSING 14. Install a new seal inside the groove althe top olthe
/' element housing. Lubricate the a-ring with clean
DRAIN PLUG-......:;;;:
engine oil.

15. Screw the drain plug into the bottom of the element
Figure 5.30-66. Lube 011 Strainer Assembly housing.

16. Install the four capscrews and washers to secure

2. Remove the four capscrews and washers from the
strainer head to detach the element housing.
3. Remove and discard the rubber seal from the inside
groove at the top of the element housing.
4. Pull down on the stainless steel wire mesh element
to detach it from the head.
5. Remove the two band retainers and the two magnet
rods externally mounted on the element.
the element housing to the strainer head.
LUBE OIL STRAINER INSTALLATION
1. Install the strainer adapter to the crankcase with
gasket, four lock washers and capscrews.
2. Install new square cut a-rings in the grooves around
the inlet and outlet ports of the strainer head.
3. Apply Parker Super O-Lube® to the a-rings.

6. Clean the magnet rods in solvent. Wipe the magnets
clean to ensure that all ferrous metal debris is removed.
7. Remove the rubber a-ring from the inside groove at
the top of the wire mesh element.
8. Clean the element in solvent. Flushing the element
from the inside out produces the best results.
4. Fasten the lube oil strainer to the strainer adapter on
the rear right side of the main oil header with four
capscrews and lock washers. Be sure to mate the outlet
side olthe strainer with the strainer adapter. An arrow on
top of the strainer head paints to the outlet port. The
words "Inlet" and "Outlet" also appear below the
respective port hole.

FORM 6248 First Edition 5.30 - 47

l
LUBRICATION SYSTEM

5. If masking tape was placed over the lube oil strainer

inlet to keep out dust and dirt (see Figure 5.30-65) )
remove if at this time.

6. Install the support bracket on the inlet port of the

strainer head with two capscrews, lock washers, and
spacers.

7. Install the strainer support bracket to the support

bracket, if necessary with capscrew, washer, lock
washer and nut.

B. Fasten the support bracket above the inlet port of the

strainer head with two capscrews, lock washers and
spacers.

5.30-48 FORM 6248 First Edition

 SECTION 5.35 - EXHAUST SYSTEM

EXHAUST SYSTEM temperature of the cylinder bank (an average of the

COMPONENTS
The exhaust system consists of the following compo-
nents:
• Exhaust Manifold(s)
• Exhaust Thermocouples
• Turbocharger(s)
• Exhaust Wastegate(s)
• Exhaust Piping and Flexible Connections
(customer supplied)
DESCRIPTION
The exhaust port of each cylinder is connected to one
water-jacketed segment of the exhaust manifold. Each
water-cooled exhaust manifold assembly is comprised
of six individual segments. One exhaust manifold
segment is joined to the next by a manifold pilot.
Thermocouples are used to monitor engine exhaust
temperatures. High exhaust temperatures greatly in-
crease the potential for detonation and have a direct
impact on the life of many engine components.
One thermocouple is mounted in the exhaust port of
each exhaust manifold segment to measure the tem-
perature of the exhaust exiting the respective cylinder
head (see Figure 5.35-1). One thermocouple is also
mounted before each exhaust elbow (G models) or
turbocharger (GSI/GL models) and reflects the exhaust
exhaust temperatures of each individual cylinder).
The leads from the exhaust thermocouples enter a
thermocouple conduit. Exiting the conduit through a
flexible cable, the wires lead into the back of the
instrument panel where they are connected to the
exhaust pyrometer selector switch. The pyrometer
selector switch is used with the portable pyrometer to
monitor engine exhaust temperatures.
A wastegate-controlled turbocharger is provided for
each cylinder bank. The compressor side of the
turbocharger is part of the air induction system; the
turbine side is part of the exhaust system. When the
turbine spins through the expansion of exhaust gases
exiting the engine, the movement of the compressor
wheel causes the air passing through the air cleaner
enroute to the carburetor to be compressed.
A water -cooled exhaust wastegate is mounted at the
outlet of each exhaust manifold. The wastegate is a load
limiting device. At a predetermined pOint, intake man-
ifold pressure counteracts the tension of a spring and a
valve opens to bypass a portion of the engine exhaust
pressure around the turbocharger turbine. In this way,
the air intake boost pressure is held within an accept-
able range.
Exhaust gases driving (or bypassing) the turbine exit the
engine through the exhaust stack. Exhaust gases
passing the flexible exhaust connection are directed
into the atmosphere through customer supplied ex-
haust piping.

LEFT BANK EXHAUST

MANIFOLD
/SEcnON
TURBO EXHAUST
INLET ELBOW t.":\

""'® y EXHAUST
THERMOCOUPLE

® ~®~),:;::::0~ FRONT
REAR

'~Yn~~r---~nrr-~r-'-T--+,,~---+~~-r~THERMOCOUPLE
THERMOCOUPLE / CONDUIT
LEADS 14 1312 11 10 98 7 6 54 32 1

) RIGHT BANK
Figure 5.35-1. Exhaust Thermocouples Arrangement - 12 Cylinder

FORM 6248 First Edition 5.35 - 1

EXHAUST SYSTEM

EXHAUST SYSTEM SPECIFICATIONS D. pipe obstructions

The maximum exhaust system backpressure for all
engine models is 12 inches (305 mm) of water column at
1200 rpm, 145 BMEP (full load). Subtract 1 inch
(25 mm) of water column for each 100 rpm reduction.
Subtract 1 inch (25 mm) of water column for each 10
BMEP reduction. Do not apply these reductions beyond
a minimum exhaust system backpressure of 4 inches
(102 mm) of water column.
Based upon production test data in general, the
maximum exhaust temperature variation (on an engine
running at 1000 and 1200 rpm @ 138 BMEP on natural
gas fuel) between cylinders on the same bank is
approximately 100' F (38' C). The maximum exhaust
temperature variation between respective cylinders on
different banks (1 R versus 1L, 2R versus 2L, etc.) is
approximately 50' F (23.5' C).
NOTE: Since air/fuel ratio, ambient air temperature
and many other factors may affect exhaust gas
temperatures, call the Waukesha Engine Division, Field
Service Department if additional information is required.
MEASURING EXHAUST SYSTEM
BACKPRESSURE
Monitor the exhaust system backpressure daily. The
maximum backpressure must not exceed speCification.
1. Drill and tap a hole (1/4 inch NPD in the customer
supplied exhaust piping. Place the hole 12 inches (305
mm) downstream from the mating flange of the
Waukesha supplied flexible exhaust connection. The
measurement must be taken before the silencer or
catalytic converter, if provided, and should be away from
any bend or elbow in the exhaust piping.
E. exit losses
CHECKING EXHAUST GAS TEMPERATURES
Exhaust temperatures can be an important diagnostics
tool. A very high exhaust temperature might indicate
that the air/fuel ratio is too rich. A very low temperature
may mean that a cylinder is not firing.
Check engine exhaust temperatures for each cylinder
daily. Monitor the exhaust temperatures when the
engine is running at rated speed and load.
One exhaust thermocouple is mounted in each exhaust
manifold segment. A thermocouple is also mounted
before each turbocharger. 12 cylinder engines have 14
thermocouples.
Be on the alert for wide differences between cylinders or
between cylinder banks. The actual exhaust tempera-
ture readings are not as important as the variations that
may occur.
1. Rotate the pyrometer selector switch to select the
cylinder to be monitored.
NOTE: Right bank and left bank are determined by
standing at the flywheel end of the engine facing the
flywheel. The cylinders farthest from the flywheel on the
left and right side are the #1L and #1R cylinders,
)
respectively. Those closest to the flywheel are the #6L
and #6R cylinders (12 cylinder engines).
2. Record the temperature value for each cylinder.

2. Install a tubing connector in the hole. Use only

non-corroding stainless steel fittings.

3. Connect one end of a water manometer to the

connector and vent the free end to the atmosphere. The
manometer line fitting must not protrude beyond the
inner surface of the exhaust pipe or an inaccurate
reading may result.

4. Measure the exhaust backpressure at rated speed

and load. Corrective action must be taken if the
backpressure exceeds the specified limit.

5. Excessive exhaust backpressure may be due to one

or more of the following conditions:

A. undersized piping

B. elbows, bends or sudden enlargements in the )

piping

C. plugged catalytic converter

5.35 - 2 FORM 6248 First Edition

 EXHAUST SYSTEM

EXHAUST MANIFOLD
EXHAUST MANIFOLD REMOVAL

CAUTION I~xer~lse care t~ avoid

I=.='----';;.;;..;;.;;;...;;..;;..;;;..;~.
"A
L. . bending or denting the
rocker arm 011 supply tubes. Disregarding this
information could result in product damage and/or
personal Injury.

1. Refer to Water Manifold Removal, and remove the

water manifold and water outlet elbows from the
exhaust manifold.

2. Refer to Turbocharger Inlet Elbow Removal and

remove the turbocharger inlet elbow from the end
exhaust manifold section.

3. Remove thermocouples from the exhaust manifold Figure 5.35-3. Thermocouple Bracket
sections (see Figure 5.35-2).
5. Attach a suitable lifting device to the exhaust
manifold.

6. Remove two capscrews and lock washers from each

water outlet elbow on the exhaust manifold sections
(see Figure 5.35-4).

Figure 5.35-2. Exhaust Thermocouple - Rear Left

4. Remove capscrews, lock washers thermocouple

brackets and thermocou pie conduit from the exhaust
manifolds (see Figure 5.35-3).
Figure 5.35-4. Water Outlet Elbows - Rear Right

7. Remove capscrews (2 ferry head capscrews per

elbow, 1/2 x 1-3/4 inches, with lock washers) and water
outlet elbows from the cylinder heads

FORM 6248 First Ed~ion 5.35" 3

EXHAUST SYSTEM
8. Remove and discard the water outlet elbow gaskets
from the upper and lower flanges of the water outlet
elbows (see Figure 5.35-5).
Figure 5.35-5. Water Outlat Elbow Gaskets
NOTE: Record the positions of the three prelube motor
air/gas supply tube retaining clips.
9. From the back side of each manifold section, remove
two upper long capscrews (1/2 x 8-1/2 inches, with flat
washers) and two lower short capscrews (1/2 x 5-1/2
inches, with flat washers). See Figure 5.35-6.
Figure 5.35-6. Exhaust Manifold - Rear View
10. Remove the three prelube motor air/gas supply
tube retaining clips.
11. On GSI and GL note the location and remove the
breather tube brackets and intercooler water pipe
brackets from the exhaust manifold sections.
5.35 - 4
A WARNING )
Do not attempt to lift the exhaust manifold without
providing adequate support for each section. Disre-
garding this information could result in severe
personal injury or death.
A WARNING
The exhaust manifold weighs approximately 5151bs.
(234 kg)_ Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal injury or death.
12. Using a suitable lifting device and insuring that
each manifold section is properly supported, remove
the exhaust manifold assembly from the engine.
13. Remove and discard the exhaust manifold gaskets
from the cylinder heads or exhaust manifold sections
(see Figure 5.35-7).
14. Use masking tape to cover the exhaust outlet port
and the water outlet elbow flange on each cylinder head
to protect against dirt.
15. Remove and discard the two water outlet elbow
gaskets from the upper and lower flanges of the water )
outlet elbows. See Figure 5.35-5.
)
FORM 6248 First Edition
 EXHAUST SYSTEM

ITEM NUMBER AND DESCRIPTION

1 Manifold 6 Mannold Pilot 11 Washer 16 Capscrew
2 Manifold 7 Insulating Ring 12 Capscrew 17 Capscrew
3 Plug 8 Clamp 13 Capscrew 18 lock washer
4 Insulating Ring 9 MannoldCap 14 Gasket 19 Elbow
5 Mannold Pilot 10 Capscrew 15 Ring Seal
Figure 5.35·7. Exhaust Manifold - GL Shown

EXHAUST MANIFOLD DISASSEMBLY EXHAUST MANIFOLD ASSEMBLY

NOTE: The manifold pilots between the center sec-
tions are wider than the ones between the outer
sections. The insulating ring used with the center
manifolds pilots are also wider.
1. Separate the exhaust manifold sections and remove
the manifold pilots (see Figure 5.35-7).
2. Remove the hose clamps and insulating rings from
the pilots.
1. If removed, apply pipe sealant to threads, and install
the countersunk pipe plugs on the exhaust manifold
sections (two plugs per section)
2. Install the manifold caps in on the end exhaust
manifold sections with two capscrews and washers.
NOTE: On GSI/GL models insure that the NO.6 RB and
No. 6 LB are positioned on the correct end of the
assembled manifold assembly.

3. Remove two capscrews, washers and manifold caps
from the end manifold sections.
4. If required, remove the countersunk pipe plugs from
the exhaust manifold sections.
3. Line up the exhaust manifold sections.
4. Position the insulating strips and hose clamps on the
manifold pilots.

FORM 6248 First Edition 5.35 - 5

EXHAUST SYSTEM

L.
• .::
..
CAUTION
I A='--__ I~Uring assem~ly
'-__----'.
of the
manifold sections, use
3. Install two long capscrews (1/2 x 8-1/2 inches, with
flat washers) into the upper bosses of each exhaust
caution to avoid pinching the insulating strips or manifold section. Install two short bolts (1/2 x 5-1/2
hose clamps between the manifold pilots and inches, with flat washers) into all the lower bosses (see
exhaust manifold sections. Disregarding this In- Figure 5.35-9).
formation could result in product damage and/or
personal Injury.

5. Install the manifold pilots, insulating strips and hose

clamps between the manifold sections.

6. Press the manifold sections together.

NOTE: Align the screws on the hose clamps on a line

parallel with the countersunk pipe plugs. The seams of
the insulating strips should be aligned on a line parallel
with the upper holes for the longer (1/2 x 8·1/2 inch
capscrews) The open end of the seam should be
oriented downwards.

7. Tighten the hose clamps on the insulating strips. Figure 5.35-9. Exhaust Manifold - Rear View

EXHAUST MANIFOLD INSTALLATION

4. Attach three retaining clips (0.048 inch gauge, 1/2
1. Remove the protective masking tape from the inch clamping diameter) to the prelube motor air/gas
exhaust outlet port and the water outlet elbow flange on supply tube (37.5 inches long, 1/2 inch tube 00).
each cylinder head.

2. With the lip on the inside diameter of the gasket

facing upward, position new exhaust manifold gaskets
)
on the cylinder head exhaust outlet ports (see
Figure 5.35-8). Be sure that the hole with the copper
grommet lines up with the water hole in the casting. Do
not use the gasket if the grommet is missing or
damaged.

/""0 0'
/F==~

LlP~

,...0 7"-©=O__O-"
COPPER
GROMMET

Figure 5.35-8. Exhaust Manifold Gasket

5.35 - 6 FORM 6248 Firs! Edilion

 EXHAUST SYSTEM

REAR FRONT

ATTACH AIR/GAS SUPPLY ruBE RETAINING CLIPS

Figure 5.35-10. Exhaust Manifold - Left Bank

5. Pull the 5-1/2 inch capscrews from three sections

(numbers 1, 3 and 6) of the left bank exhaust manifold
(see Figure 5.35-10). The end section with the exhaust
outlet port is number 6.
6. Attach the air/gas supply tube retaining clips and
insert the capscrews back into the lower bosses of the
left bank exhaust manifold (see Figure 5.35-10 and
Figure 5.35-11).
A WARNING
The exhaust menlfold weighs approximately 5151bs.
(234 kg). Use a suitable lifting device and exercise
caution during removal or installation to avoid
severe personal Injury or death.
CAUTION I
I=.A=~:..:....;;.;::;....;~;:;..;~.
Exercis.e care to avoid
L.. . bending or denting the
rocker arm oil supply tubes. Disregarding this
information could resuh In product damage and/or
personal injury.

7. Position the exhaust manifold on the cylinder bank.

Be sure that the end section with the exhaust outlet port
(for mounting of the turbo exhaust inlet elbow, GL
models) is positioned at the rear of the engine (see
Figure 5.35-12).

WATER
WATER MANIFOLD
MOUNTING BRACKET
BOLT HOLES

Figure 5.35-11. Prelube Motor Air/Gas Supply Tube

A WARNING
Do not attempt to 11ft the exhaust manifold without
providing adequate support for each section. Disre-
garding this Information could resuh in severe FRONT END
SECTION
personal InJury or death.
Figure 5.35-12. Exhaust Manifold End Sections -
Left Bank

FORM 6248 First Ednion 5.35 -7

EXHAUST SYSTEM

NOTE: Leave the upper inside capscrews loose on
each end section of the right bank exhaust manifold (for
attachment of the vee mounted breather tube) (see
Figure 5.35-13).
9. Install the breather- tube on the outside sections of
the right bank manifold with capscrew and bracket (see
Figure 5.35-13).
10. Install the intercooler tubes on the exhaust man-
ifold sections with brackets washers and lock washers
(see Figure 5.35-13).

11. Apply 3M Scotch Grip Rubber and Gasket Adhe-

N

sive 847 to the rectangular grooves on both sides of the

water outlet elbows. Install new rubber seals in the
grooves (see Figure 5.35-14).

Figure 5.35-13. Breather TUbe And Intercooler Tubes

8. Install the outside short bolt and washer in each end )

section (front and rear) (see Figure 5.35-15). Remove
the lifting device. Tighten the remaining capscrews
(four per section). Figure 5.35-14. Water Outlet Elbow Gaskets

LEAVE LOOSE FOR

ATTACHMENT OF BREATHER
TUBE PIPE CLAMPS
FRONT REAR

OUTSIDE SHORT BOLTS

Figure 5.35-15. Exhaust Manifold - Right Bank

5.35 - 8 FORM 6248 First Edition


12. Finger tighten the water outlet elbows to the
cylinder heads (2 ferry head capscrews per elbow,
1/2 x 1-3/4 inches, with lock washers). Finger tighten
the elbows to each exhaust manifold section (2 hex
head capscrews per elbow, 1/2 x 1-3/4 inches, with
lock washers). Alternately wrench tighten the four
capscrews (see Figure 5.35-16).
Figure 5.35-16. Water Outlet Elbows - Rear Right
13. Use a rubber mallet to seat the manifold caps in the
front end sections of the right and left bank exhaust
manifolds.
14. Install the fasteners to secure the end cap to the
right bank exhaust manifold end section (see
Figure 5.35-17) (2 capscrews, 1/2 x 1-5/8 inches, with
flat washers).
Figure 5.35-17. Exhaust Manifold - Front
15. Install the fasteners in the auxiliary cooling water
outlet pipe support bracket (2 capscrews, 1/2 x 2 inches,
with lock washers and 1/4 inch spacers). Position the
bracket over the end cap of the left bank exhaust
FORM 6248 First Ednion
EXHAUST SYSTEM
manifold end section (see Figure 5.35-18). Wrench
tighten the capscrews.
Figure 5.35-18. Exhaust Manifold - Left Bank
16. Inspect the twelve stainless steel male connector
tube fittings (1/4 inch thermocouplaOD) for galled or
stretched threads. Replace the fittings if necessary.
17. Apply Bostik Never Seez® Anti~Seize and Lubri-
cating Compound (capable of withstanding tempera-
tures up to 1800' F (982' C) to the large end of each
male connector tube fitting. Using the 9/16 inch hex on
the connector body, thread the fitting into the exhaust
port of each segment of the exhaust manifold (see
Figure 5.35-19).
Figure 5.35-19. Thermocouple Connector -
Rear Right
18. Repeat the procedure on the other bank.
5.35 - 9
EXHAUST SYSTEM

TURBO EXHAUST INLET ELBOWS

)
TURBO EXHAUST INLET ELBOWS REMOVAL

1. Refer to Wastegate Removal, and remove the

wastegate assemblies from the left and right turbo
exhaust inlet elbows.

2. Refer to Turbocharger Removal and remove the

turbocharger assembly from the exhaust inlet elbow.

NOTE: GIGSI engines have a heat shield mounted

using the attaching hardware between the right turbo-
charger and the exhaust inlet elbow, and the flange that
mounts the turbo exhaust inlet elbow to the exhaust
manifold.

3. Remove four stainless steel capscrews and stain- Figure 5.35-21. TUrbo Exhausllnlst Elbow -
less steel lock washers and elbow gasket from the turbo Rear Righi - GIGSI Engines
exhaust inlet elbow and exhaust manifold (see
Figure 5.35-20).

Figure 5.35-22. Turbo Exhausllnlst Elbow

Figure 5.35-20. TUrbo Exhausllnlet Elbow - Rear Laft

4. With the aid of an assistant, support the turbo

exhaust inlet elbow and remove four stainless steel
capscrews, stainless steel lock washers, turbo exhaust
inlet elbow, exhaust bypass flange, and bypass flange
gasket, from the exhaust manifold section and exhaust
bypass tee (see Figure 5.35-21 and Figure 5.35-22).
Discard the bypass flange gasket (on GIGSI, the heat
shield and two spacers will have to be removed from the
right side).

5.35 -10 FORM 6248 First Edition

 EXHAUST SYSTEM

TURBO EXHAUST INLET ELBOWS INSTALLATION
1. Install a new compression gasket on the two plug
hole adapters. Apply Bostik Never Seez® Anti-Seize
and Lubricating Compound to the plug threads. Install a
plug in each turbo exhaust inlet elbow (see
Figure 5.35-23).
6. With the lip on the inside diameter facing upward
(see Figure 5.35-24), position a new stainless steel
gasket over the exhaust outlet port in the rear end
section of each exhaust manifold.
LIP (FACING UPWARD)

'o:::::~,cy

o o
Figure 5.35-24. Turbo Exhaust Inlet Elbow Gasket

NOTE: GIGSI engines have a he,at shield mounted

Figure 5.35-23. Turbo Exhaust Inlet Elbow - Rear Left
2. Check the four stainless steel wastegate mounting
studs for burrs, nicks, cracks, galled or stretched threads
and other obvious damage. Replace as necessary.
3. Each wastegate mounting stud has fine and coarse
threads separated by a smooth center boss. Using a
small paintbrush, apply Bostik Never Seez® Anti-Seize
and Lubricating Compound to the coarsely threaded
side.
using the attaching hardware between the right turbo-
charger and the exhaust inlet elbow, and the flange that
mounts the right turbo exhaust inlet elbow to the
exhaust manifold.
7. Position the turbo exhaust inlet elbow on the exhaust
manifold sections and exhaust bypass tee and loosely
install four stainless steel capscrews, stainless steel
lock washers (see Figure 5.35-25) (on GIGSI, the heat
shield and two spacers will have to be installed on the
right side).

A CAUTION I
I'!!"~~="':":~:"':"'="';:...:..J.
L.
Do not install wastegate
mounting studs with a
pipe wrench or similar device. Use a collet type stud
driver to prevent damage to stud threads. Disre-
garding this Information could result in product
damage andlor personal injury.

4. Using a collet type stud driver, install each stud into

the turbo exhaust inlet elbow until the last coarse thread
is turned into the casting.

5. With the exhaust bypass port facing the crankcase

vee, position the turbo exhaust inlet elbow over the
exhaust outlet port.

Figure 5.35-25. Turbo Exhaust Inlet Elbow

FORM 6248 First Edition 5.35 - 11

EXHAUST SYSTEM

8. Install the turbo exhaust inlet elbow on the exhaust

manifold with four stainless steel capscrews, stainless )
steel lock washers and elbow gasket (see
Figure 5.35-26).

Figure 5.35-26. Turbo Exhaust Inlel Elbow - Rear Left

9. Wrench tighten the turbo exhaust inlet elbow on the

exhaust manifold sections and exhaust bypass tee with
four stainless steel capscrews, stainless steel lock )
washers (see Figure 5.35-25).

5.35 -12 FORM 6248 First Edttion

 EXHAUST SYSTEM

ITEM NUMBER AND DESCRIPTION

1 Elbow 5 Bracket 9 Washer 13 Plug

2 Plug 6 Capscrew 10 Capscrew 14 Exhaust Connection

3 Gasket 7 lock washer 11 Washer 15 Gasket

4 Exhaust Connection B Capscrew 12 Bracket

Figure 5.35-27. Exhaust Connections - G
EXHAUST CONNECTIONS - G 4. Remove the exhaust elbows from the exhaust
manifolds.
EXHAUST CONNECTIONS REMOVAL - G
NOTE: A thermocouple may be installed at this location
1. Remove flexible exhaust connection and gasket instead of an exhaust plug.
from the exhaust connection (see Figure 5.35-27).
Discard the gasket. 5. If required, remove exhaust plug and gasket from the
exhaust elbow. Discard the gasket.
2. Disconnect the exhaust connection from the sup-
porting brackets. 6. If required, remove the hex head pipe plug from the
exhaust elbow.
3. Lift the exhaust connection off the two exhaust
elbows and supporting brackets.

FORM 6248 First Edition 5.35 -13

EXHAUST SYSTEM

EXHAUST CONNECTIONS INSTALLATION - G EXHAUST CONNECTIONS REMOVAL - GSI/GL

1. If removed, apply pipe sealant to threads and install
the hex head pipe plugs on the exhaust elbows.
2. If removed, install a new gasket and exhaust plug on
the elbows.
3. Install the exhaust elbows on the exhaust manifolds.
4. Position the exhaust connection on the elbows and
supporting brackets.
5. Install the exhaust connection to the supporting
brackets.
6. Install a new gasket and the flexible exhaust
connection on the exhaust connection.
)
1. Refer to Turbo Exhaust Inlet Elbow/Exhaust Bypass
Removal, and Turbocharger Removal, and remove
these components.
2. Remove V-Band coupling and flexible exhaust
connection from the venturi (GSI models) or exhaust
elbow (GL models Figure 5.35-28).
3. Remove V -Band and the venturi (GSI models) from
the exhaust elbow.
4. Remove the exhaust bypass tee and sleeve from the
exhaust elbow.

•
~o
- "FlEXIBLE EXHAUST
-= CONNECTION

EXHAUST
BYPASS

TEE",'..c-.......-.--->-
)

EXHAUST ELBOW
~~/

I'
a
9 I
I

EXHAUST CONNECTIONS - GSI

i
.,
I
!~~~~~""'"""''''''.'~
........
~,
~
.....". 'It

(!jP
x
//
u
I . . . .:" I'
. .!. /'l
)
.
Figure 5.35-28. Exhaust Connections - GSI/GL

5.35 -14 FORM 6248 First Ed~ion

 EXHAUST SYSTEM

5. Remove the exhaust elbow adapters from the

exhaust elbow (see Figure 5.35-29).

Figure 5.35-30. Check Exhaust Elbow For

Straightness

4. Install the exhaust bypass sleeve and exhaust

Figure 5.35-29. Exhaust Elbow Assembly bypass tee on the exhaust elbow.

5. Install two exhaust elbow adapters (larger 00) into

6. Remove four nuts, lock washers capscrews and the inlet ports of the exhaust elbow (see Figure 5.35-29
exhaust elbow from the supporting brackets. and Figure 5.35-31).

7. Remove four nuts, lock washers, washers, caps-

crews and two support brackets from the supporting
rails.

8. If required, remove eight capscrews, lock washers

and two support rails.

EXHAUST CONNECTIONS INSTALLATION -

GSI/GL
1. If removed, install two support rails with eight
capscrews and lock washers.

2. Install two support rails with four nuts, lock washers,

washers and capscrews.

3. Install the exhaust elbow on the supporting rails with

four capscrews, lock washers and nuts (see
Figure 5.35-30). Use an angle finder to insure that the
exhaust elbow is straight. Figure 5.35-31. Exhaust Elbow Adapter

NOTE: If realignment of the exhaust elbow is neces-

sary, loosen the slotted bolts to free the exhaust elbow
support brackets from the intercooler-mounted support
rails and make the necessary adjustments.
6. Install the venturi (GSI models) with V-Band on the
exhaust elbow.
7. Install flexible exhaust connection on the exhaust
elbow (GL models - Figure 5.35-28) or venturi (GSI
models - Figure 5.35-28) with V-Band coupling.

FORM 6248 First Edition 5.35 -15

EXHAUST SYSTEM

THERMOCOUPLES
THERMOCOUPLE REPLACEMENT
Waukesha recommends that the thermocouple leads
be fitted with quick disconnect plugs and that spare
thermocouples (those with the disconnect plugs
installed) be kept in stock (see Table 5.35-1). Use ofthe
quick disconnect plug allows the thermocouple to be
changed without disassembling the thermocouple con-
duit or running the lead over the top of the engine.
Table 5.35-1. Quick Disconnect Plug
THERMOCOUPLE TYPE TEMPERATURE RANGE
K 32 - 2282° F
1. Loosen the ferrule nuts (9/16 inch hex) (see
Figure 5.35-32) to remove the thermocouple from the
exhaust manifold.
tor is red. Peel back the insulation of each conductor 3/8
inch to expose the bare wire. Remove any excess
material.
6. Separate the male and female ends of the quick
disconnect plug.
7. Locate the two machine screws on the male plug.
Unthread the screw farthest from the prongs and
remove that quarter of the connector.
8. Loosen the retaining screw from the side of each
prong.
9. Slide the red negative (-) conductor into the larger
diameter prong until contact is made with the pinhole
(see Figure 5.35-33). Slide the black positive (+)
conductor into the smaller diameter prong until contact
is made with the pinhole. Tighten the retaining screws to
hold the conductors in place.

MACHINE
,SCREW

/~ '

INSULATlO~
I
JACKET
)
~ I NEGATIVE
....-.@__ ! ___CONDUCTOR
¥- (RED)
I·
IJr"-''''

RETAINING.>"!:
SCREW
Figure 5.35-32. Exhaust Thermocouple - Rear Left

When replacing "K" type thermocouple, install the quick -STAINLESS STEEL \
BRAID
disconnect plug as follows:
QUICK DISCONNECT
PLUG (MALE END)
2. Cut the lead 12 inches after the faulty thermocouple.

NOTE: The length of wire of each circuit should be the

same. Variations in thermocouple wire length adversely
affect pyrometer readings. Errors will not usually
exceed ± 1% of the total reading if the variations in wire
length do not exceed 22 feet.
Figure 5.35-33. "K" Type Thermocouple
3. Peel back the stainless steel braid 1-1/4 inches.
Remove any excess material. 1O. Assemble the male end of the plug. Tighten the
machine screw.
4. Peel back the insulation beneath the braid 3/4 inch.
Remove any excess material. 11. Snap the male end of the plug to the female end. )
The different size prongs prevent the plug from being
5. Separate the positive and negative conductors. The
improperly hooked up after assembly.
positive (+) conductor is black, the negative (-) conduc-

5.35 -16 FORM 6248 First Edition


Thermocouple Stem - "K" Type Plug
1. Unthread the ferrule nut (9/16 inch hex) from the
thermocouple connector. The thermocouple connector
is mounted in the exhaust port of the exhaust manifold
or the turbocharger exhaust inlet elbow.
2. Pull the faulty thermocouple out of the exhaust
passage and discard.
3. Insert a new ferrule nut and a new back and front
ferrule onto the stem of the new thermocouple (see
Figure 5.35-34). The lip on the back ferrule must face
the large end ofthe frontferrule, while the tapered end of
the front ferrule faces the connector body.
llIERMOCOUPLE
CONNECTOR
Figure 5.35-34. "K" TYpe Thermocouple
Figure 5.35-35. Exhaust Thermocouple Installa1ion
FORM 6248 First Ednion
EXHAUST SYSTEM
4. Inspect the thermocouple connector for galled or
stretched threads. Remove and discard the fitting, if
damaged. Apply Bostik Never-Seez® Anti-Seize and
Lubricating Compound {which can withstand tempera-
tures up to 1800· F (982· C) to the large end of the new
connector. Using the 9/16 inch hex on the connector
body, thread the connector into the exhaust port.
5. Insert the stem of the thermocouple into the connec-
tor and finger tighten the ferrule nut.
6. Center the tip of the stem in the exhaust passage.
The thermocouple must not contact the metal casting or
an inaccurate pyrometer reading will result. The dis-
tance from the exterior casting of the exhaust manifold
exhaust port to that portion of the thermocouple that is
perpendicular to the tip of the stem should be 3-1/16
inches ±1/4 inch (see Figure 5.35-35).
7. Tighten the ferrule nut.
8. Connect the male and female ends of the plug. The
different size prongs prevent the plug from being
improperly hooked up.
CONNECTOR TUBE FITTING
(STAINLESS STEEL)
5.35 - 17
EXHAUST SYSTEM

EXHAUST THERMOCOUPLES INSTALLATION 2. Position the thermocouple conduit cable down

1. Position the thermocouple conduit between the right
bank water outlet elbows and the fixed valve lifter
screws of the rocker arm assemblies. Be sure that the
four closely spaced leads exiting the bottom of the
conduit are positioned at the rear of the engine (see
Figure 5.35-36).
between cylinder heads #3R and #4R (below the )
prechamber fuel inlet and rocker arm oil supply tubes)
and then run the free end under the coil rail over to the
right bank intake manifold.
3. Route the thermocouple leads to each section of the
right and left bank exhaust manifold (12) (see
Figure 5.35-37).

4. Route the leads (2) to the turbo inlet elbows at the top
of the two exhaust manifold end sections (rear).

5. Position a new ferrule nut and a new back and front

ferrule "K" Type. The lip on the back ferrule must face
the large end of the front ferrule, while the tapered end of
the front ferrule faces the connector body.

6. Insert the thermocouples into the male connector

tube fittings in each section of the exhaust manifold.

I.A. CAUTION IThe thermocouple must

not contact the exhaust
manifold casting or an inaccurate pyrometer read-
ing will result. Disregarding this information could
Figure 5.35-36. Thermocouple Conduit - Rear Right
result in product damage and/or personal Injury.

7. Center the tip of the stem in the exhaust passage. )

The distance from the exterior casting of the exhaust
manifold exhaust port to that portion of the thermocou-
ple perpendicular to the tip of the stem should be 3-1/16
inches ±1/4 inch (see Figure 5.35-38).

LEFT BANK EXHAUST

MANIFOLD
/SECTION
TURBO EXHAUST
INLET ELBOW C-:\ EXHAUST
"",1/31 Y THERMOCOUPLE

@ ~@~\,~<D~ FRONT
REAR

/' '~vn~~r---~nrr-~v-~~~~rt--~,w~"V~THERMOCOUPLE
THERMOCOUPLE CONDurr
LEADS 14 13 12 11 10 98 7 6 54 32 1

RIGHT BANK

Figure 5.35-37. Exhaust Thermocouples Arrangement - 12 Cylinder

5.35 - 18 FORM 6248 First Edition


Figure 5.35-38. Exhaust Thermocouple Installation
THERMOCOUPLE CLEAN AND INSPECT
A wide variation between one cylinder and another, or
one bank and another, may indicate a dirty or faulty
thermocouple. Clean or replace the thermocouples as
required.
IA
..
CAUTION I Do not use a battery pow-
ered test light or similar
device to check the thennocouple circuit without
completely disconnecting the pyrometer. Applying
uncontrolled voltage to the pyrometer will damage
the instrument. Disregarding this Information could
result in product damage and/or personal Injury.
1. Since a very small voltage is generated at the
thermocouple, verify that all electrical connections are
in good condition. All wire ends and terminal connec-
tions must be clean and dry.
2. Check the reading of the thermocouple when
heated. The pyrometer dial should read up scale. The
reading will be in the opposite direction if the wiring was
inadvertently reversed during installation.
FORM 6248 First Edition
EXHAUST SYSTEM
CONNECTOR TUBE FmlNG
(STAINLESS STEEL)
3. Turn the panel mounted pyrometer selector to the
"Off' position. The pyrometer temperature reading
should be equivalent to the ambient air temperature.
The thermocouple assembly consists of two wires of
dissimilar metals connected within a protecting tube or
stem. A portable pyrometer measures the small electric
current generated by the thermocouple and translates
the voltage into a temperature reading.
4. Unthread the ferrule nut (9/16 inch hex) from the
body of the thermocouple connector. A thermocouple
connector is mounted in the exhaust port of each
section of the exhaust manifold and in the turbocharger
exhaust inlet elbow(s).
5. Pull the thermocouple out of the exhaust passage.
6. Check the thermocouple stem for carbon buildup. If
necessary, thoroughly clean the thermocouple using
solvent and a soft wire brush.
7. Insert the stem of the thermocouple back into the
exhaust passage.
8. Wrench tighten the ferrule nut.
5.35 - 19
EXHAUST SYSTEM

WASTEGATES WASTEGATES - PIN SERIES 208372

)
WASTEGATES - BLEEDING AIR PIN SERIES 208372 WASTEGATE REMOVAL
1. Drain enough coolant from the auxiliary cooling
-A. CAUTION ITrappe~airintheauxilia- water circuilto drop the water level below the level olthe
I ~=~=..:..::.....:~;:;..;:....:..J. ry cooling water circuit
1.... .

wastegate(s). It is not necessary to drain the entire

leads to overheating that can result in wastegate
cooling system.
damage and premature engine failure. Disregarding
this information could result in product damage 2. Loosen the ferrule nuts (9/16 inch hex) to detach the
and/or personal Injury. compressor discharge pressure sensing tubes from the
"Air" port althe side of each wastegate (male elbow tube
Air bleed the auxiliary cooling water circuit at least once
fitting - both banks) (see Figure 5.35-39).
each day. Always air bleed the circuit after refilling or
topping off the cooling system. Open and close the four
air bleed petcocks in the order listed below, starting at WASTEGATE WATER
the lowest petcock in the system and ending at the RETURN TUBE (RB)
highest. Bleed one petcock at a time. The number of air
bleed petcocks and their locations are as follows in
Table 5.35-2:
Table 5.35-2. Air Bleed Petcocks -
Auxiliary Cooling Water Circuit
NUMBER OF LOCATION
PETCOCKS
Intercooler water inlet/outlet bonnets
2 (upper rear)
Wastegate water return tube
2 (rear right and left bank)
I

A WARNING
Always wear protective clothing when bleeding the
cooling system on a heated engine. Slowly loosen
the air bleed petcock to relieve any excess pres-
sure. Escaping steam and/or hot water could result
in severe personal injury or death. Figure 5.35-39. Intercooler/Wastegate Tube
Connections
1. Initial Bleed: open the air bleed petcock prior to
engine startup. A hissing sound often accompanies the
3. Loosen the ferrule nuts (11/16 inch hex) to detach
escape of trapped air. Close the petcock when the
the two water return tubes from the wastegate water
hissing stops and water begins to flow out in a solid
outlet ports (male connector tube fitting - right bank;
steady stream.
male elbow tube fitting - left bank).
2. Check Bleed: start the engine and reopen the
NOTE: The word 'Water" appears just above the
petcock. Close the petcock when the hissing stops and
wastegate base flange between the water inlet and
water begins to flow out in a solid steady stream.
outlet ports, the side with the peteoek being the out/et
3. Final Bleed: once the temperature of the jacket port.
water circuit has stabilized (as indicated by the tempera-
4. Loosen the ferrule nuts (11/16 inch hex) to detach
ture gauge), reopen the petcock. Close the petcock
the two water supply tubes from the wastegate water
when the water begins to flow out in a solid steady
inlet ports (male elbow tube fitting - right bank; male
stream.
connector tube fitting - left bank) (see Figure 5.35-39).

5. Alternately loosen and remove the four 3/8 inch

stainless steel lock nuts (thin) from the wastegate
mounting studs.

5.35 - 20 FORM 6248 First Edition

 EXHAUST SYSTEM

6. Alternately loosen and remove the four 3/8 inch 2. Position the wastegate in a suitable press. Use two
stainless steel hex nuts (thick) from the mounting studs. rest blocks to properly support the base flange (see
Remove the stainless steel lock washers. Figure 5.35-41).

7. Remove the wastegates from the mounting studs.

IA
,..
CAUTION I Exercise care to keep the
gasket material out ofthe
turbo exhaust inlet elbow. Allowing gasket material
to enter the turbo exhaust inlet elbow could result in
product damage and/or personal injury.

8. Remove the gaskets from the turbo exhaust inlet

elbows or wastegate base flanges.

PIN SERIES 208372 WASTEGATE DISASSEMBLY

1. On PIN Series 208372 Wastegates, remove the
breather vent plug from the center of the wastegate
cover (see Figure 5.35-40).

A WARNING
The wastegate cover compresses a powerful
spring. Wear proper eye protection. Exercise cau-
tion to avoid severe personal Injury or death.

,- BRONZE FILTER Figure 5.35-41. Wastegate Disassembly

3. Center a piece of flat stock on the wastegate cover to

@'BREATHER
VENT PLUG
evenly distribute the pressing force on
the cover surface
area.

WASTEGATE
COVER
~
IA CAUTION I To avoid damage to the
waste gate cover, use
L.==-...::.:....:...::....:..:....::....:~.

just enough ram pressure to hold the cover while

relaxing the valve spring(s). Disregarding this
information could resuH in product damage and/or
personal injury_

4. Lower the ram until it makes contact with the flat

stock on the wastegate cover.
'WASTEGATE
BASE 5. Remove the five wastegate cover capscrews
(1/4 x 3 inches, with lock washers).

Figure 5.35-40. Wastegate Breather Vent

FORM 6248 First EdHion 5.35 - 21

EXHAUST SYSTEM

NOTE: If a press is not readily available, remove only
two of the five wastegate cover capscrews (see
Figure 5.35-42). Leave three capscrews in place, so
that the cover does not cock as it is raised. Alternately
loosen each remaining capscrew 1/4 inch until the valve
spring is completely relaxed.
REMOVE
CAPSCREWS
6. Slowly raise the ram. The wastegate cover will
separate from the base assembly as the internal springs )
become completely extended. Remove the wastegate
from the press.
7. On PIN Series 208372 Wastegates, remove the
wastegate cover from the base assembly. Remove the
spacers, spring(s) and shims (see Figure 5.35-43).
Count and record the number of spacers, springs and
shims to ensure proper assembly.

8. Remove the castle nut from the tip of the poppet

valve stem.

9. Remove the diaphragm retainer, plate and flat

washer from the end of the poppet valve stem. Remove
the diaphragm from the retainer and discard.

10. Slide the poppet valve from the base assembly.

POPPET

)
Figure 5.35-42. Wastegate - PIN Series 208372 -
Bottom View

(MAY HAVE TWO SPRINGS DEPENDING ON APPLICATION)

COMPRESSOR DISCHARGE CONNECTION .DI,~PtIRA,GM RETAINER

VALVE
POPPET

mn(]
"-BREATHER
VENT PLUG

MOUNTING r,4!OKIOT'

SPACER )
Figure 5.35-43. VHP Wastegate - PIN Series 208372 - Cutaway

5.35-22 FORM 6248 First Ed~ion

 EXHAUST SYSTEM

PIN SERIES 208372 WASTEGATE - CLEANING BRONZE FILTER

AND INSPECTION

A WARNING
Compressed air can pierce the skin and could result
in severe personal injury or death. Never use your
hand to check for leaks or to determine air flow WASTEGATE
rates. Wear safety glasses to shield your eyes from COVER
flying dirt and debris.

1. Clean all parts of the assembly in a non-volatile

cleaning solution or solvent. Dry with moisture free
compressed air.

2. Replace the breather vent plug if damaged or

missing.
3. Inspect the valve stem nut, flat washer, diaphragm
retainer and plate. Inspectthe spring(s), spacers, shims
and cover (see Figure 5.35-43). Replace any part that is
damaged or excessively worn.
4. Inspect the valve guide bore to verify that it is smooth
and not worn. The bore ID must measure between
0.456 and 0.459 inch (11.58 - 11.66 mm).lfthe ID is out
of specification, press the old guide out in a downward
direction. Press in a new guide from the top until the top
of the guide is flush with the top of the base.
5. Inspect the valve stem for straightness, scoring or
excessive wear. Check the valve shoulder for wear.
Check the valve face for pitting, scoring or scuffing.
Clean the poppet valve. Measure the outside diameter
ofthe stem to verify that it is within specification, 0.4485
inches (11.39 mm) and 0.451 inches (11.45 mm).
Replace the poppet valve if damaged, excessively worn
or out of specification.
Breather Vent Cleaning
Clean and inspect the filter in the wastegate breather
vent once each year.
1. Remove the brass vent plug in the center of the
wastegate cover (see See Figure 5.35-44).
2. Carefully inspect the sintered bronze filter for any
accumUlation of dirt.
A WARNING
""- WASTEGATE
BASE
Figure 5.35-44. Wastegate Breather Vent
3. Soak the plug in a non-volatile cleaning solution or
solvent. Dry with low pressure compressed air.
4. Replace the breather vent plug if damaged or
missing.
I "
A CAUTION 1
Do note operate the en-
glne without a breather
vent plug Installed or with a clogged breather vent.
Air must pass through the vent to maintain atmo-
spheric pressure at the top of the wastegate
diaphragm. The filter element in the plug prevents
dirt and dust from entering the upper wastegate
assembly. Any accumulation of dirt may damage
the diaphragm or reduce Its service life. Operating
the engine without a breather plug could result in
product damage and/or personal Injury.
5. Install the vent piug in the center of the wastegate cover.
Tube Connections Inspection
1. Inspect the wastegate compressor discharge pres-
sure sensing tubes and the water supply/return tubes.
Look for cracks, cuts, dents, holes or other damage.
Replace the tubes, if necessary.

Compressed air can pierce the skin and could result 2. Inspect the tube connections for tightness. If loose,
in severe personal injury or death. Never use your advance the ferrule nut to obtain a leak-tight seal.
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.

FORM 6248 First Edition 5.35 - 23

EXHAUST SYSTEM
PIN SERIES 208372 WASTEGATE ASSEMBLY
1. Insert the threaded end olthe poppet valve stem into
the valve guide bore at the bottom of the base assembly
(see Figure 5.35-45).
DIAPHRAGM
/
RETAINER
Figure 5.35-45. Wastegate Assembly
2. Slide the flat washer over the threaded end of the
valve stem until it contacts the valve shoulder.
3. Slide the recessed side of the diaphragm plate over
the valve stem until the upraised area around the valve
stem hole contacts the washer.
4. Place the diaphragm retainer (open side up) into the
hollowed side of a new diaphragm.
5. With the bowl facing upward opposite the base
assembly, slide the diaphragm retainer over the valve
stem until it contacts the plate.
6. Finger tighten the valve stem nut.
. CAUTION ____ I~nstall
I. .,:.A==--...;.... a pair of b",:ss jaw
:---'.'"serts In the vise to
avoid damage to the valve. Disregarding this
Information could result in product damage and/or
personal injury.
7. Place the base assembly upright in the vise and
apply enough pressure to the valve face to prevent the
stem from turning.
8. Torque the valve stem nut to 100 - 120 in-Ib
(11.5 - 13.5 N·m).
9. Place the shims over the valve spring seat centered
inside the wastegate cover (see Figure 5.35-43). Be
sure the number of shims installed is the same as the
5.35 - 24
number removed at the time of disassembly. If any
shims are replaced, be sure to use the correct size
(either 0.040 inch or 0.060 inch).
10. Place the valve springes) over the valve spring seat
inside the wastegate cover.
A WARNING
To avoid severe personal Injury or death, exercise
caution when compressing the valve springes).
Wear proper eye protection.
11. Position the wastegate base assembly in a suitable
press. Use two rest blocks to properly support the base
flange.
12. Align the holes in the diaphragm with those in the
flange of the base assembly.
13. Position the spacers on the flange of the base
assembly. Align the holes in the spacers with those in
the diaphragm. Be sure the number of spacers installed
equals the number of spacers removed.
A WARNING
The wastegate cover compresses a powerful )
spring. Wear proper eye protection. exercise cau-
tion to avoid severe personal injury or death.
14. Position the wastegate cover over the base assem-
bly. Holding the spring against the wastegate cover to
retain the shims, slide the free end olthe spring over the
valve stem nut until it rests against the spring seat in the
diaphragm retainer.
15. Center a piece of flat stock on the wastegate cover
to evenly distribute the pressing force on the cover
surface area. Rotate the cover to align the holes with
those in the base assembly.
16. Lower the ram until it makes contact with the flat
stock on the wastegate cover.
CAUTION I
I=.A=:......:;..;.-'-...;.........;;-'-~:...J.
To avoid damage to the
L.. . wastegate cover, use
only enough ram pressure to compress the valve
springes). Disregarding this information could re-
sult in product damage and/or personal injury.
17. Lower the ram until the wastegate cover makes
contact with the spacers on the upper flange of the base
assembly.
18. Install and tighten the five wastegate cover
capscrews (1/4 x 3 inches, with lock washers).
FORM 6245 First Edition
 EXHAUST SYSTEM

NOTE: If a press is not readily available, start only three
of the five wastegate cover capscrews (see
Figure 5.35-46). To prevent the cover from cocking,
alternately tighten each capscrew 1/4 inch until the
internal valve spring is compressed and the wastegate
cover is tight. Install the two remaining capscrews.
INSTALL
CAPSCREWS
PIN SERIES 208372 WASTEGATE CALIBRATION
Test the wastegate before installation. If the test results
do not conform to specification, then the wastegate
must be recalibrated and then retested.
Wastegate Calibration Test Preparation
Obtain the following equipment see Figure 5.35-47 and
Figure 5.35-48:
o Air supply pressure, 50 psi minimum.

o Air Pressure Regulator, range 0 psi to the shop

supplied air pressure maximum.

o Air Pressure Gauge, range 0 - 30 psi in 0.1 psi

increments. The best gauge will include measure-
ment in inches of mercury ("Hg).

o Tubes and fittings (1/4 inch minimum) pressure rated

at or above the shop air supply pressure maximum.

o Dial indicator, 0.001 inch accuracy, 1 inch of travel.

o Wastegate calibration Tool.

Figure 5.35-46. Wastegata - PIN Series 208372 -

Bottom View
TOP
VIEW
19. Alternately torque the wastegate cover capscrews
to 40 - 70 in-Ib (4.5 - 8.0 N·m).

20. Release the ram pressure and remove the waste-

gate from the press.

IA
..
CAUTION I Do not operate the engine
without a breather vent '--- -----.I 0.50"
plug installed. The filter element in the plug prevents ,3.50" ----; ~
dirt and dust from entering the upper wastegate
assembly. Any accumulation of dirt may damage the SIDE
diaphragm or reduce Its service life. A plugged or VIEW
clogged breather vent could result in product
damage and/or personal InJury.

21. Install the breather vent plug in the center of the --' 1.876" l.-
wastegate cover. I I

BOTTOM
VIEW

Figure 5.35-47. PIN Series 208372 Wastagate

Calibration Tool

FORM 6248 First Edition 5.35 - 25

EXHAUST SYSTEM

REGULATOR

PLANT AIR SOURCE

GAUGE-PSIG
(0.1 PSI INCREMENTS)

Figure 5.35-48. PIN Series 208372 Wastegate Calibration

22. Loosen the set screw and slide the gauge block
"'-.- t:::::I n-I
DIAL INDICATOR DIAL INDICATOR
beneath the dial indicator (see Figure 5.35-49). Tighten STANO
the set screw.

GAUGEBLOCK

'"
WASTEGATE
CALIBRATION TOOL WASTEGATE
)
/ f
2.46"
JJ_ T
CALIBRATION
/TO
OL

~
NOMINAL /
WASTEGATE HEIGHT

PLACE THIS END IN VISE

Figure 5.35-50. PIN Series 208372 Wastegate

Calibration Setup

Figure 5.35-49. PIN Series 208372 Wastegate 24. Loosen the set screw, return the gauge block to the
Calibration Tool side of the calibration tool and tighten the set screw.

25. Place the extension at the bottom of the calibration

23. Zero the outer dial (hundredths) on the dial
indicator. Record the reading of the tenths indicator with
the gauge block in place. The preload indicated by the
tenths indicator gives you the nominal wastegate test
height (see Figure 5.35-50).
tool in a vise (see Figure 5.35-49). Verify that the unit is
level and tighten the vise to secure the calibration tool
against movement.

5.35 - 26 FORM 6248 First Edition

 EXHAUST SYSTEM

26. Bolt the wastegate in the calibration tool using an height." The "zero height" is the value that was recorded
alternating pattern (see Figure 5.35-51). Verify that the on the tenths indicator when the outer dial (hundredths)
tip of the dial indicator is placed near the center of the was zeroed under step #5 of Wastegate Calibration,
poppet valve face. Setting Up.

3. Record the reading of the air pressure gauge while

DIAL INDICATOR the poppet valve is at the "zero height."
STAND
PIN Series 208372 Wastegate Calibration Adjust-
ment
Aiter the size of the shim pack to bring the nominal
pressure within specification. Shims are available in
WASTEGATE
CALIBRATION 0.040 inch (1.02 mm) and 0.060 inch (1.52 mm)
TOOL thicknesses.
1. If the reading of the air pressure gauge is below the
lower limit listed in the Wastegate Calibration Chart,
then the pressure must be increased. Remove the
wastegate cover and add the correct number of shims to
the shim pack. Repeat the test procedure.
~-,~
BOLT WASTEGATE 2. If the air pressure gauge reading is greater than the
TO CALIBRATION
TOOL upper limit listed in the Wastegate Calibration Chart
(see Table 5.35-3), then the pressure must be reduced.
Remove shims from the shim pack as necessary.
Repeat the test procedure.

NOTE: The calibration procedure is only intended for

those wastegates using original components or the
specified replacement parts.
Figure 5.35-51. Wastegate Calibration Setup

A CAUTION I
PIN Series 208372 Wastegate Calibration Testing I!!!!"'!!!!!!'-=:":"'=~:"':::"':";:..J.
L..
Do not modify waste-
gates. Any type of waste-
gate conversion can result in serious engine
1. To ensure that the test produces the correct valve
damage. Do not rebuild wastegates using spare
height measurement, tap on the wastegate housing
parts of unknown origin. Disregarding this informa-
with a wrench to prevent the poppet valve from sticking.
tion could result In product damage and/or person-
2. Slowly increase the air supply pressure to the al injury.
wastegate until the dial indicator reaches the "zero
Table 5.35-3. Nominal Pressure For PIN Series 208372 Wastegate Calibration Test
WASTEGATE PIN NOMINAL CALIBRATION PRESSURE ("HG) SPACER(S) SHIMS*
208372-A 11.8-12.1 2 0.140
208372-B 14.0 - 14.4 1 0.060
2OB372-C 13.0 - 13.3 2 0.240
208372-0 23.4 - 23.8 2 0.040
208372-J 25.1 - 25.6 1 0.188
208372-5 21.6 - 22.0 1 0.206
20B372-U 47.0 - 48.7 2 0.206
208372-V 45.4 - 46.8 2 0.065
208372-W 42.0 - 43.4 3 0.065

) 20B372-X 15.0 - 15.3 1 -

20B372-Y 19.5 - 19.8 1 0.080

FORM 6248 First Edition 5.35 - 27

EXHAUST SYSTEM
WASTEGATES - PIN SERIES 295645
PIN SERIES 295645 WASTEGATE REMOVAL -
DRAW THRU ONLY
1. Drain enough coolant from the auxiliary cooling
water circuit to drop the water level below the level of the
wastegate(s). It is not necessary to drain the entire
cooling system.
2. Loosen the ferrule nuts (9/16 inch hex) to detach the
compressor discharge pressure sensing tubes from the
"Air" port althe side of each wastegate (male elbow tube
fitting - both banks) (see Figure 5.35-52).
WASTEGATE WATER
RETURN TUBE (RB)
Figure 5.35-52. Intercooler/Wastegale Tube
Connections
3. Loosen the ferrule nuts (11/16 inch hex) to detach
the two water return tubes from the wastegate water
outlet ports (male connector tube fitting - right bank;
male elbow tube fitting - left bank).
NOTE: The word "Water" appears just above the
wastegate base flange between the water inlet and
outlet ports, the side with the petcock being the out/et
port.
5.35 - 28
4. Loosen the ferrule nuts (11/16 inch hex) to detach
the two water supply tubes from the wastegate water
inlet ports (male elbow tube fitting - right bank; male
connector tube fitting - left bank) (see Figure 5.35-53).
WASTEGATE WATER WASTEGATE WATER
SUPPLY TUBE (LB) RETURN TUBE (RB)
Figure 5.35-53. Intercooler/Wastegale Tube
Connections )
5. Alternately loosen and remove the four 3/8 inch
stainless steel lock nuts (thin) from the wastegate
mounting studs.
6. Alternately loosen and remove the four 3/8 inch
stainless steel hex nuts (thick) from the mounting studs.
Remove the stainless steel lock washers.
7. Remove the wastegates from the mounting studs.
IA
..
CAUTION I Exercise care to keep the
gasket material out of the
turbo exhaust Inlet elbow. Allowing gasket material
to enter the turbo exhaust inlet elbow will result In
product damage and/or personal injury.
8. Remove the gaskets from the turbo exhaust inlet
elbows or wastegate base flanges.
FORM 6248 Forst Edition
 EXHAUST SYSTEM

PIN SERIES 295645 WASTEGATE DISASSEMBLY
- DRAW THRU ONLY
The wastegates have a diaphragm that may require
replacing. Servicing the wastegate is beyond the scope
of this manual. For detailed servicing instructions and a
list of parts, consult your local distributor.
1. Compare the reading of the air pressure gauge with
the nominal calibration pressures listed in the chart (see
Table 5.35-4). The wastegate must be adjusted ilthe air
pressure reading does not fall within the established
range. The nameplate pinned to the wastegate cover
identifies the wastegate part number.

PIN SERIES 295645 WASTEGATE CALIBRATION 2. To test the wastegates, the following equipment is
SETUP - DRAW THRU ONLY needed:

• Air source with a minimum air pressure of 50 psi

A WARNING (345 kPa).

Wastegate adjusting may only be performed by • One air regulator 0 - 50 psi (0 - 345 kPa). Regulator
factory technicians or authorized distributor repre- must have range from 0 psi (0 kPa) to maximum of
sentatives. Improper wastegate adjustment may shop air supplied.
resuH in violent component failure resulting in
severe personal InJury or death. • One gauge with a range of 0 - 30 psi (0 - 206 kPa)
with increments of 0.1 psi (0.7 kPa). A preferable
A WARNING gauge will include measurement in inches of mercury
("HG) in addition to psi.
Do not install the PIN 295645A wastegate in the
UNSET condition. The PIN 295645A wastegate must • Tubing and fittings (1/4" minimum) to connect the
be set to the proper setting before installation on related components together (see Figure 5.35-54).
the engine. Installing the PIN 295645A wastegate in Tubing and fittings must have pressure ratings at or
the UNSET condition may resuH in violent compo- above the supplied air pressure.
nent failure resulting in serious personal injury or
REGULATOR
\
, death.
....y_ _ _ _~
/AIR-SUPPI:
Table 5.35-4 lists the Waukesha Engine PIN and
wastegate nominal control pressure setting required PLANT AIR
for each engine application. Note that each waste- SOURCE
gate is selfor a specific value with the exception olthe
PIN 295645Awastegate. Wastegate PIN 295645A is
sold as a general service part and is not set to any - - - GAUGE-PSIG
(0.1 PSI INCREMENTS)
specific control pressure. The PIN 295645A waste-
gate must always be set with the proper setting forthe Figure 5.35-54. Wastegate Adjusting
engine application before installation.

Table 5.35-4. Adjustable Wastegate Settings - Draw Thru Engines Only

PIN ENGINE MODEL NOMINAL CONTROL PRESSURE (IN. HG)
295645A N/A UNSET
295645D 5790GL Draw - thru 1000 RPM 51.8 - 52.2
295645E 7042GL Draw - thru 1000 RPM 50.2 - 50.5
295645F 7042GL Draw - thru 1200 RPM 47.8 - 48.2
295645G L7042GSI Draw - thru for 1200 RPM - (ConI. Duty) 17.5 -17.8
NOTE: Always calibrate both wastegates as a set when replacing or recaJibrating one wastegate on Vee engines. Failure to do this will cause
an imbalance between engine banks.

FORM 6248 First Edition 5.35 - 29

EXHAUST SYSTEM

3. Remove the gasket from the wastegate mounting 3. Loosen the jam nut and turn the adjustment screw
face (see Figure 5.35-55). until the distance from the face of the poppet to the
wastegate mounting face (without gasket) is 2.46 inches
/ (62.484 mm) (see Figure 5.35-56 and Figure 5.35-57).

REMOVE
GASKET",
j 1(
\ f
2.46;n

-. -.....
j lr
±
\ -=rmm

Figure 5.35-55. Wastegste Gasket Removal

~

4. Mount the wastegate in a vise with the axis/center- Figure 5.35-56. Wastegate Poppet To Wastegate
line vertical and the valve poppet up. Mounting Face Measurement

NOTE: Connect the gauge at the compressor dis- NOTE: Insure that the adjustment screw is not turned
charge connection to insure accurate gauge readings. while tightening the jam nut.
5. Connect the air source. regulator and gauge to the 4. Tighten the jam nut to lock the adjustment screw in
compressor discharge pressure sensing connection position (see Figure 5.35-57).
with the necessary tubing.
I
6. Slowly increase the air pressure to the wastegate by
adjusting the regulator. Use minimal air pressure
(dependent on specific wastegate) to force the poppet
tr(=~~
valve through its entire range of travel. When the valve
)
is moving. watch the valve for smooth operation through
--L- Ie -n: \
its range of motion. If the valve sticks. the related
components must be checked.
~I' f--

PIN SERIES 295645 CALIBRATION PROCEDURE

TEST - DRAW THRU ONLY

NOTE: Always calibrate both wastegates as a set

when replacing or recalibrating one wastegate on Vee
engines. Failure to do this will cause an imbalance
between engine banks.
\ >--LI ~
f.LJJ
t
.L.!!
..
CAUTION I
I A!!:!!!!!.....::::....:.:::....::...:..:::::..::.:..J.
Insure the gasket is re-
moved from the waste-
gate mounting face. Failure to remove the gasket j'- •
COMPRESSO~ Jl~COOLAIfr
from the wastegate mounting face will result in an
inaccurate reading causing damage to equipment
and/or personal Injury. CONNECTIONS
DISCHARGE 0
CONNECTION ON B TH SIDES OF
1. Use a wrench to tap on the wastegate housing to 0.250-18 NPTF WASTEGATE
prevent the valve from sticking during the test. to insure "- .I
a proper valve height measurement.
Figure 5.35-57. Wastegate Adjusting -
2. Slowly apply air to the wastegate until the pressure PIN Series 295645
reading agrees with the nominal control pressure range
specified for that part number (see Table 5.35-4).

5.35 - 30 FORM 6248 First Edition


5. Release the pressure from the wastegate complete-
ly and let the valve return to its seated position. Apply
pressure per Step 2 above and confirm that the valve
travels to the same 2.46 inch (62.484 mm) dimension.
Readjust if necessary and tighten the jam nut.
6. If the valve does not retum to the 2.46 inch (62.484 mm)
dimension, it is an indication that the valve is sticking and
not working freely. If slight vibration or tapping of the
assembly retums the valve to the 2.46 inch (62.484 mm)
dimension, the wastegate can be used. If slight tapping or
vibration does not return the valve to the 2.46 inch
(62.484 mm) height, the wastegate is not operational and
should be repaired or returned to the supplier.
7. Stamp the proper wastegate WED PIN on the
wastegate name plate per Table 5.35-4, after the
control pressure has been set.
8. Install the gasket to the wastegate mounting face
(see Figure 5.35-55).
FORM 6248 First Ednion
EXHAUST SYSTEM
PIN SERIES 295645 WASTEGATE INSTALLATION
- DRAWTHRU ONLY
IA CAUTION IDeposits left on gasket
1..
• .:: . surfaces will cause
.="--..;=,.;.;;:.....;:....:....::............
leaks. Exercise care to keep the gasket material out
of the turbo exhaust Inlet elbows. Verify that the
gasket and gasket mating surfaces are clean and
completely free of grease and oil. Disregarding this
Information could result in product damage and/or
personal Injury.
1. Scrape the old gasket material from the wastegate
mounting pad at the top of the turbo exhaust inlet
elbows.
2. Position a new gasket on the wastegate mounting
studs.
3. With the compressor discharge air connection
opposite the crankcase vee, the male elbow tube fitting
pointing to the rear of the engine. position the waste-
gates on the mounting studs.
4. Position 3/8 inch stainless steel lock washers over
the mounting studs.
5. Using a small paintbrush. apply Bostik Never-
Seez® Anti-Seize and Lubricating Compound to the
threads of the mounting studs.
6. Thread the 3/8 inch stainless steel hex nuts (thick)
onto the mounting studs. Install the nuts down until they
contact the lock washers. Alternately tighten the nuts to
ensure that the wastegate does not tilt.
7. Thread stainless steel lock nuts (thin) onto the
mounting studs. Secure the thick stainless steel nuts
with a wrench and tighten the thin lock nuts against the
thick stainless steel nuts in an alternating pattern.
5.35 - 31
EXHAUST SYSTEM

LEFT BANK
I----~----~==~
I
I

,-'+-- ----r-- ~ ____

• ar:::nk
J
TO OIL COOLER

r;l(]]~ FROM AUXIUARY

I I WATER PUMP
I
\ I
INTERCOOLER
Ilr
I
I I t
I

L.. J I
L __ ....... __
RIGHT BANK

---+ COMPRESSOR DISCHARGE PRESSURE SENSING TUBES

)
---l.~ WATER SUPPLY TUBES
--....,1> WATER RETURN TUBES

Figure 5.35-58. Wastegate Connections

8. Finger tighten the ferrule nuts (11/16 inch hex) to
attach the two water supply tubes to the wastegate
water inlet ports (male elbow tube fitting - right bank;
male connector tube fitting - left bank) (see
Figure 5.35-58).
NOTE: The word 'Water" appears just above the
wastegate base flange between the water inlet and outlet
ports, the side with the petcock being the outlet port.
9. Finger tighten the ferrule nuts (11/16 inch hex) to
CAUTION ITrappe~alrlntheauxiIi~­
I...-=.A=;......;:........;;...;'-_.::....;~.
. ry cooling water cirCUit
leads to overheating that can result in wastegate
damage and premature engine failure. Disregarding
this Information could result in product damage
and/or personal injury.
13. Bleed trapped air. See Wastegates, Bleeding Air.
ENGINE ALTITUDE ADJUSTMENTS

CAUTION I
attach the two water return tubes to the wastegate water
outlet ports (male connector tube fitting - right bank;
male elbow tube fitting - left bank).
IA
..
Engines must be derated
for altitude. Adjusting
wastegates to obtain rated load at high altitudes
10. Finger tighten the ferrule nuts (9/16 inch hex) to can result in turbocharger overspeed and failure.
attach the free end of the compressor discharge Disregarding this information could result in prod-
pressure sensing tubes to the "Air" port at the side of uct damage and/or personal injury.
each wastegate (male elbow tube fitting - both banks).
Wastegates on VHP GL engines are set to produce
11. Wrench tighten all ferrule nuts. rated load at Sea Level upto 1500 ft. (457 m). Apply the
standard derate to all intermittent and continuous duty )
12. Refill or top off the auxiliary cooling water circuit. engines: deduct 2% for each 1000 ft. (305 m) above
1500 ft. (457 m).

5.35 - 32 FORM 6248 First Ed~ion

 SECTION 5.40 - CRANKCASE BREATHER SYSTEM

CRANKCASE BREATHER SYSTEM CRANKCASE

VAPOR OUTLET
COMPONENTS
The components of the crankcase breather system are SEPARATOR
/ CELLULAR
as follows: LID

• Separator Screen

• Oil Separator(s)

• Vacuum Valve/Choke Valve

• Breather Regulator

• Venturi Extractor - GSl/GL

o
• Venturi - GSI

DESCRIPTION
The purpose of the crankcase breather system is to
maintain a slight negative pressure in the crankcase.
The negative pressure rids the crankcase of harmful
water vapors and combustion gases (blowby), and
helps to prevent sludge buildup and oil contamination.
The breather system is also designed to separate the oil
from the vapors before the discharge is released into the
atmosphere.
SEPARATOR SCREEN
12 cylinder engines have one crankcase separator
screen. The separator screen is on top of the cylinder
block on the rear right side.
The crankcase separator screen allows vapors to be
vented from the crankcase. It also serves to stop a
portion of the oil carried by these vapors from reaching
the oil separator. As the oil mist and vapors pass out of
the crankcase, the expanded metal elements in the
separator screen restrict the flow of much of the oil,
dropping the surplus back into the oil pan.
OIL SEPARATOR(S)
The 12 cylinder engine has two oil separators. One is
mounted above the cylinder block at the rear right side
of the engine. The oil separator is connected by a
breather tube to the crankcase separator screen in the
top of the cylinder block.
The second oil separator is connected by an elbow to
the vent in the gear housing cover althe front left side of
the engine.
As the crankcase vapors and oil mist pass through the
oil separator, much of the oil adheres to the steel mesh
element contained in the inlet side of the separator
housing. This surplus oil condenses, drops into the base
of the separator and returns to the oil pan (see
Figure 5.40-1).
MESH
ELEMENT
CRANKCASE
AND OIL INLET
Figura 5.40-1. Oil Separator - 12 Cylinder Engines
The crankcase vapors are drawn through the cellular
foam contained in the outlet side of the separator and
pass through breather tubes to the venturi extractor,
where they are discharged into the atmosphere through
the exhaust stack.
As the crankcase vapors pass into the oil separator, the
flow of oil is restricted by a removable corrugated steel
mesh element. The condensed oil returns to the oil pan
through a drain tube in the base of the separator
housing. The crankcase vapors pass into the venturi
extractor, where they are drawn into the exhaust stack
and discharged into the atmosphere.
VACUUM VALVE/CHOKE VALVE
The vacuum valves allow the crankcase pressure to be
adjusted externally. On G engines, the vacuum valve is
located on top of the oil separator. On GSI engines the
vacuum valve is located on the breather tube leading to
the venturi. On GL engines and some GSI engines (if
venturi extractor equipped), the choke valve is located
at the front of the venturi extractor.

FORM 6248 First Edition 5.40 -1

CRANKCASE BREATHER

BREATHER REGULATOR VENTURI EXTRACTOR - GSI/GL

The crankcase breather regulator assembly is con- The crankcase breather system uses exhaust gas
nected to the ejector breather or venturi extractor velocity to create a negative pressure in the crankcase.
through a tee and pipe nipple arrangement. The crankcase vapors are drawn through the oil
The breather regulator is above the water manifold in separators to the venturi extractor see Figure 5.40-3.
the center of the crankcase vee. The venturi extractor creates a vacuum at the exhaust
pipe connection to draw the crankcase vapors from the
While the manual crankcase pressure adjustment oil separators into the exhaust stack.
procedures represent coarse adjustments to the
breather system, the crankcase vacuum regulator
automatically performs the fine adjustments that are
necessary to compensate for variations in speed and
load. Maintaining a negative crankcase pressure is
important to prevent oil leaks and vacate harmful
vapors, but too much pressure pulls in environmental
dust and dirt.
With less load, less vacuum is required to vacate
crankcase vapors. When the turbocharger compressor
discharge air is reduced, a floating disc or plate within
the crankcase breather regulator assembly drops down
to restrict the amount of outside air pulled in (see
Figure 5.40-2).

Figure 5.40-3. Venturi Extractor/Choke Valve

Assembly - GL Shown
)
NOTE: Some GSI engines may be equipped with a
venturi extractor.
E-CLIP The venturi extractor is mounted in a horizontal position
at the top of the water manifold in the center of the
crankcase vee.
VENTURI - GSI
GSI engines use a venturi configured as shown in figure
Figure 5.40-4.

UPPER VENTURI---........9
\CREEN

NUT
~-~ij
Figure 5.40-2. Breather Regulator Assembly - Current
LOWER VENTURI I
~
Style

With an increase in load, the amount of compressor V-BAND COUPLING ~

~
discharge air from the turbochargers increases and the
plate within the regulator floats up. More outside air is
sucked in as the plate rises, which allows the breather
system to draw a greater vacuum. Figure 5.40-4. Venturi Assembly - GSI Shown )

5.40 - 2 FORM 6248 Firsl Edition

 CRANKCASE BREATHER

CRANKCASE PRESSURE CRANKCASE PRESSURE ADJUSTMENT - GIGSI

MEASUREMENT VENTURI EQUIPPED

CRANKCASE PRESSURE MEASUREMENT -
G/GSI/GL
NOTE: Measure the crankcase pressure at least once
evel}' 3 months (2160 hours).
A negative crankcase pressure of 0 - 1 in. (25.4 mm)
H20 must be maintained. Proceed as follows:
1. Remove the pipe plug from the oil level gauge support
and install a tube connector in the hole (1/8 inch NPT)
(see Figure 5.40-5).
1. Run the engine at rated speed and load.
NOTE: A negative pressure of 0 - 1 inch (25.4 mm)
H20 is desirable at all speeds and loads.
2. Locate the vacuum valve (on G models, located on
top of the oil separator, on GSI models, located on the
breather tube leading to the venturi) (see Figure 5.40-6
and Figure 5.40-7).
BUTTERFLY VALVE
I HEX NUT

h
~ ~
'='1lib,
J
ADJUSTING
SCREW
1+o
V
I BREATHER TUBE

Figure 5.40.0. Vacuum Valve ~ssembly - G

BUTTERFLY VALVE

I HEX NUT

~~~---ill BREATHER TUBE

Figure 5.40-7. Vacuum Valve Assembly - GSI

Figure 5.40-5. Install Water Manometer Tube
Connector 3. Loosen the upper and lower hex nuts.

4. Slowly turn the slotted screw to adjust the internal

2. Connect one end of a water manometer to the
connector and vent the free end to the atmosphere; the
manometer line must not protrude beyond the inner
surface of the gauge support or an inaccurate reading
may result.
3. Measure the crankcase pressure and perform all
pressure adjustments while the engine is operating at
rated speed and load. (See Crankcase Pressure
Adjustment.)
4. Remove the manometer line and tube connector.
Install the pipe plug (see Figure 5.40-5).
butterfly valve, to restrict or open the the air flow until
proper pressure is attained.
5. Remove the engine load.
6. Measure the crankcase pressure again. Readjust
the vacuum valve if it is not within specification.
7. Retest at rated speed and load. If the crankcase
pressure is within specification, use a screwdriver to
hold the slotted screw in position and tighten the lower
hex nut. Using a wrench to hold the lower hex nut in
position, lock the lower hex nut by tightening the upper
hex nut down on the lower hex nut.

FORM 6248 First Edition 5.40 - 3

CRANKCASE BREATHER

8. If adjustment of manual control devices fails to
properly regulate crankcase pressure:
A. Clean the crankcase separator screen.
B. Clean the crankcase oil separators (lor 2).
NOTE: GSI engines may be equipped with either a
(venturi extractor/choke valve assembly, see )
Figure 5.40-8 and Figure 5.40-9, or vacuum valve
assembly, see Figure 5.40-6 and Figure 5.40-7)

C. Clean all breather tubes.

D. Clean and inspect the venturi extractor assem-

bly.

E. Inspect the air cleaner prefilter pads and main

filter elements. Clean or replace as necessary.

F. Measure the exhaust backpressure. Excessive

backpressure reduces breather system effec-
tiveness.

NOTE: After cleaning, servicing or replacing any com-

ponent of the crankcase breather system, recheck the
crankcase pressure to verify that it is within specification
Figure 5.40-8. Venturt Extractor/Choke Valve
and that all system components are functioning properly.
Assembly - GL
CRANKCASE PRESSURE ADJUSTMENT
(VENTURI EXTRACTORNACUUM VALVE
ASSEMBLY EQUIPPED) - GSI/GL
The venturi extractor assembly employs turbocharger
compressor discharge air to create a vacuum to pull )
vapors out of the crankcase. The vapors are pulled
through the oil separators and discharged into the
atmosphere through the exhaust stack.
The amount of air forced through the venturi extractor
controls the amount of vacuum drawn. The more air, the
greater the vacuum. The greater the vacuum, the higher
the negative pressure in the crankcase.
Figure 5.40-9. Venturt Extractor/Choke Valve
All engines are provided with manual crankcase
Assembly - GSI
pressure adjustment. The adjustment is accomplished
by admitting more or less outside air into the breather
Crankcase pressure is manually adjusted by turning the
system. All manual adjustment devices are externally
choke valve on GSI (venturi extractor/vacuum valve
controlled and easily accessible.
assembly equipped) and GL engines (Figure 5.40-8
and Figure 5.40-9) or by adjusting the vacuum valve on
G and GSI (choke valve equipped) engines.

NOTE: A negative pressure of 0 - 1 inch (25.4 mm)

H20 is required at all speeds and loads.

5.40 - 4 FORM 6248 First Edition

 CRANKCASE BREATHER

1. Run the engine at rated speed and load.

2. Locate the choke valve in the venturi extractor

assembly (see Figure 5.40-10). The choke valve is
threaded into a hole in the bottom ofthe venturi extractor
pressure housing and is locked in place with a hex nut.

3. Loosen the hex nut and seat the choke valve by

turning it clockwise into the pressure housing.

4. Slowly back the choke valve out of the pressure

housing until the recommended negative crankcase
pressure is obtained.

5. Remove the engine load.

6. Measure the crankcase pressure again. Readjust

the choke valve if it is not within specification. Adjust the
choke valve by turning it into or out of the pressure
housing.

7. Turn the choke valve out of the pressure housing

(CCW) to increase the negative pressure. This action
decreases the restriction in the venturi to increase the
amount of air passing through.

8. Turn the valve into the pressure housing (CW) to

reduce the negative pressure. This action increases the
restriction in the venturi to decrease the amount of air
passing through.

9. Retest at rated speed and load. If the crankcase

pressure is within specification, tighten the hex nut to
hold the choke valve setting.

10. If adjustment of manual control devices fails to

properly regulate crankcase pressure:

A. Clean the crankcase separator screen.

B. Clean the crankcase oil separators (lor 2).

C. Clean all breather tubes.

D. Clean and inspect the crankcase vacuum regula-

tor assembly.

E. Clean and inspecttheventuri extractor assembly.

F. Inspect the air cleaner prefilter pads and main
filter elements. Clean or replace as necessary.

G. Measure the exhaust backpressure. Excessive

backpressure reduces breather system effec-
tiveness. Figure 5.40-10. Venturi Extractor Assembly
NOTE: After cleaning, seNicing or replacing any com-
ponent of the crankcase breather system, recheck the
crankcase pressure to verify that it is within specification
and that all system components are functioning properly.

FORM 6248 First Edition 5.40 - 5

CRANKCASE BREATHER
CRANKCASE SEPARATOR SCREEN
CRANKCASE SEPARATOR SCREEN REMOVAL
12 cylinder engines have one crankcase separator
screen. The separator screen is on top of the cylinder
block on the rear right side. Since obstruction of the
elements can affect the ability of the crankcase breather
system to draw a negative vacuum, the separator
screen should be inspected annually. (The engine has
another vent in the gear cover at the front left side of the
engine, but it does not contain a screening element.)
1. On G engines, loosen the hose clamp and detach the
connecting hose from the oil separator flange. On GSI
and GL engines disconnect the breather tube from the
oil separator (see Figure 5.40-11).
BREATHER
/ TUBE
Figure 5.40-11. Crankcase Separator Screen
Assembly - 12 Cylinder Engines - GL Shown
2. Remove the two ferry head capscrews securing the
breather tube and separator screen to the top of the
cylinder block.
3. Remove the breather tube.
4. Raise and remove the separator screen.
CRANKCASE SEPARATOR SCREEN CLEANING
AND INSPECTION
1. Wash the screen in a non-volatile cleaning solution
or solvent, if necessary.
5.40 - 6
A WARNING
Compressed air can pierce the skin and cause
severe personal Injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
2. Dry the screening element from the inside out using
low pressure compressed air.
CRANKCASE SEPARATOR SCREEN ASSEMBLY
1. Position a new gasket over the rectangular hole on
the top of the cylinder block (rear right corner) (see
Figure 5.40-12). Verify that the gasket surfaces are
clean and completely free of grease and oil.
Figure 5.40-12. Crankcase - Rear Right
2. Install the separator screen in the cylinder block.
3. POSition a new gasket on the upper flange of the
separator screen ( (see Figure 5.40-11). Verify that the
gasket surfaces are clean and completely free of grease
and oil.
4. Fasten the breather tube and separator screen to the
top of the cylinder block (2 ferry head capscrews, 3/8 x
1-1/4 inches, with lock washers).
5. Slide a loosened hose clamp over the top of the
breather tube.
6. Insert the oil separator inlet pipe into the breather
tube. Tighten the hose clamp.
7. Install the U-bolt to secure the breather tube to the
right bank air duct support bracket.
NOTE: After cleaning, servicing or replacing any com- )
ponent of the crankcase breather system, recheck the
crankcase pressure to verify that it is within specification
and that all system components are functioning properly.
FORM 6246 First Edition
 CRANKCASE BREATHER

, 10

ITEM NUMBER AND DESCRIPTION

1 Breather Flange 4 Oil Separator 7 Hose 10 Breather Tube
2 Capscrew 5 Gasket 8 Clamp 11 Vacuum Valve
3 Lock washer 6 Hose 9 Breather
Figure 5.40-13. 011 Separator - G

OIL SEPARATORS 4. Remove the breather from the air cleaner duct.

OIL SEPARATOR REMOVAL - G
1. Loosen two hose clamps and disconnect the hose
from the crankcase vacuum valve assembly tube.
) 2. Loosen two hose clamps and disconnect the breath-
er tube from the air cleaner duct.
3. Loosen hose clamp and remove the crankcase
vacuum valve assembly from the breather.
FORM 6248 First Edition
5. Loosen hose clamp and remove the crankcase
vacuum tube assembly from the breather.
6. Loosen two hose clamps and remove the connecting
hose between the air cleaner duct and the oil separator.
7. Remove two ferry head capscrews, lock washers,
breather flange, gasket, and oil separator from the
crankcase (see Figure 5.40-13).
5.40 -7
CRANKCASE BREATHER

OIL SEPARATOR INSTALLATION - G

1. Install the oil separator on the crankcase with two

ferry head capscrews, lock washers, breather flange,
and gasket. m,~ l,_~ ELBOW
2. Connect the oil separator assembly to the air duct OIL
tube with hose and two hose clamps. SEPARATOR
" __'l...~r---_
3. Apply pipe sealant to threads, and install the
breather to the air cleaner duct.

4. Install the crankcase vacuum valve assembly to the

breather with hose clamp.

5. Install breather tube on the air cleaner duct with two

hose clamps.

6. Install the connecting hose between the air breather HOSE U-BOLT
tube and crankcase vacuum valve assembly with two CLAMP J
hose clamps.

7. Loosen hose clamp and remove the crankcase

~Q,,?
vacuum tube assembly from the breather.

OIL SEPARATOR REMOVAL - GSI/GL

One oil separator is mounted althe rear right side ofthe
engine. A breather tube (unthreaded oil inlet pipe)
connects this oil separator to the crankcase separator
screen in the top of the cylinder block.
/
AIR DUCT
)
BRACKET
A second oil separator is mounted at the front left side of
the engine. A threaded oil inlet pipe connects this oil
separator to a vent in the gear housing cover.
Disassemble and clean the oil separators every 720
BREATHER
/
hours. TUBE
The oil separator must be completely removed from the
engine for proper cleaning.
Unthreaded Oil Inlet Pipe Figure 5.40-14. 011 Separator Assembly,
Unthreaded Oil Inlet Pipe - GL Shown
1. Loosen the hose clamps from the oil separator inlet
and outlet pipes (see Figure 5.40-14).

2. If necessary, loosen the U-bolt that holds the

breather tube to the right bank air duct support bracket.

3. Detach the oil separator outlet pipe from the breather

elbow (top).

4. Detach the oil separator inlet pipe from the breather

tube (bottom).

5.40 - 8 FORM 6248 First Edition


Threaded Oil Inlet Pipe
1. Loosen the hose clamp and detach the breather tube
from the oil separator outlet pipe (see Figure 5.40-15).
"- BREATHER
TUBE
HOSE CLAMP
/~
Figure 5.40-15. 011 Separator Assembly,
Threaded 011 Inlet Pipe - GSI/GL
2. Unthread the oil separator inlet pipe from the oil filler
elbow. Use a 4 inch channel lock wrench or slip pliers to
grasp the tube just above the pipe threads.
FORM 6248 First Edition
CRANKCASE BREATHER
OIL SEPARATOR CLEANING AND INSPECTION -
GSI/GL
1. Snap down the two retaining clips. Remove the lid
from the body of the oil separator.
2. Remove the rubber O-ring seal from the inside rim of
the lid. Inspectthe seal for cuts, tears or loss of elasticity.
Replace when necessary.
3. Thoroughly wash the lid containing the permanent
filter of cellular foam in common detergent.
4. Thoroughly wash the body containing the perma-
nent steel mesh element in a non-volatile cleaning
solution or solvent.
IA..
CAUTION I High pressure com-
pressed air can easily
damage the cellular foam and light metal filter mesh
element causing breather system restriction and
the resultant excessive crankcase pressure condi-
tion. Disregarding this information could resub In
product damage and/or personal injury_
5. Dry the lid and body with low pressure compressed
air.
6. Place the rubber O-ring seal on the inside rim of the
lid.
7. Hook the end of each retaining cUp under the flange
atthe top of the separator body and snap up the hinge to
secure the lid.
OIL SEPARATOR INSTALLATION - GSI/GL
Unthreaded Oil Inlet Pipe
1. Attach the oil separator outlet pipe to the breather
elbow (top) (see Figure 5.40-14). Tighten the hose clamp.
2. Attach the oil separator inlet pipe to the breather tube
(bottom). Tighten the hose clamp.
3. Tighten the U-bolt to secure the breather tube to the
right bank air duct support bracket.
Threaded 011 Inlet Pipe
1. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the inlet pipe threads(see Figure 5.40-15).
Thread the oil separator onto the oil filler elbow
(bottom). Use a 4 inch channel lock wrench or slip pliers
to grasp the tube just above the pipe threads.
2. Attach the breather tube to the oil separator outlet
pipe. Tighten the hose clamp.
NOTE: After cleaning, servicing or replacing any com-
ponent of the crankcase breather system, recheck the
crankcase pressure to verify that it is within specification
and that all system components are functioning proper/y.
5.40 - 9
 CRANKCASE BREATHER

CRANKCASE BREATHER REGULATOR - CRANKCASE BREATHER REGULATOR

GSI/GL DISASSEMBLY - GSI/GL )
1. Remove the elastic stop lock nut (5116 inch hex) from
CRANKCASE BREATHER REGULATOR REMOVAL
the end of the regulator rod (Figure 5.40-17).
- GSI/GL
The breather regulator assembly is connected to the
ejector breather or venturi extractor through a tee and
. pipe nipple arrangement. The vacuum regulator is above
the water manifold in the center of the crankcase vee.
While there is no manual adjustment of the crankcase HOUSING
breather regulator, it should be inspected annually for
an accumulation of dirt or grit. Harsh environments may
dictate more frequent attention.
1. To free the breather regulator assembly, back off the
conduit lock nut on the tapered pipe nipple (see
Figure 5.40-16).

E-CLIP
/'
~
C VALVE
PLATE

~/'

i
VALVE
HUB
~/ \
~ O-RING
}

Figure S.40-16. Breather Regulator Assembly-

GLShown ~/LOCKNUT
2. Remove the breather regulator assembly from the
pipe nipple.
Figure SAO-17. Breather Regulator Assembly-
3. Inspect the regulator screen for tears, dents or holes. All Engines

2. Slide the screen off the regulator rod.

3. Remove the O-ring from the groove in the regulator
housing 10.
4. Slide the valve plate off the rod.

5.40 - 10 FORM 6248 First Edition

 CRANKCASE BREATHER

CRANKCASE BREATHER REGULATOR 4. Lightly lubricate the regulator rod with a light oil.
CLEANING AND INSPECTION - GSI/GL Apply a thin even film.

A WARNING
Compressed air can pierce the skin and cause
severe personal InJury or death. Never use your hand
to check for leaks or to detennine air flow rates. Wear
safety glasses to shield your eyes from flying dirt
and debris.
5. Slide on the valve plate with the weighted (threaded)
side of the hub toward the free end of the rod.
NOTE: Verify that the valve plate moves freely on the
rod without cocking or sticking.
6. Slide the O-ring over the rod and into the groove in
the regulator housing ID.

1. Thoroughly wash all parts in a non-volatile cleaning 7. Turn the breather regulator right side up. The outer
solution or solvent to remove accumulations of dust, dirt, edge of the valve plate should make complete contact
grease and grit. Dry with low pressure compressed air. with the O-ring.

2. Inspect the regulator housing for cracks.
3. Inspect the regulator rod for scratches or burrs.
4. Inspect the O-ring for cuts, tears or loss of elasticity.
5. Inspectthe regulator screen for tears, dents or holes.
6. Inspect the valve plate for nicks, cracks or other
damage.
A CAUTION IlfrePlaceme~tofthereg­
.=~=..:..:::;...;~=;.;:.J.
IL.!: . ulator hOUSing or valve
assembly is necessary, be sure to order the correct
part numbers. Since air flow requirements vary
between engine models and applications, the hous-
ings and valves are sized or weighted differently
and are not interchangeable. Disregarding this
information could result in product damage and/or
personel Injury.
8. Slide the screen over the rod until it seats against the
step machined into the regulator housing OD.
9. Install the elastic stop lock nut (5/16 inch hex) on the
end of the rod. Replace the lock nut after it is removed
the second time.
CRANKCASE BREATHER REGULATOR
INSTALLATION - GSI/GL
1. Thread the vacuum regulator onto the tapered pipe
nipple until snug (3 or 4 threads) (s~Figure 5.40-16).
2. To lock the vacuum regulator in place, tighten the
conduit lock nut against the regulator flange.
NOTE: After cleaning, servicing or replacing any com·
ponent of the crankcase breather syStem, recheck the
crankcase pressure to verify that it is within specfflcation
and that all system components are functioning properly.

7. Replace any parts of the assembly that are damaged

or worn.

Assembling
1. Insert the unthreaded end of the hub through the
hole in the center of the valve plate (see
Figure 5.40·17).

2. Install the E-clip in the groove of the hub with the

concave side facing the valve plate. Verify that the hub is
tightly locked to the plate.

3. If removed, use a small paintbrush to apply

Lithoplex® Grease No. 2 (Multipurpose Lithium
Complex Formula Containing Molybdenum DiSUl-
fide) to the coarsely threaded end of the regulator
rod. Drive the rod into the regulator housing until it
bottoms out in the bore. Use a collet type stud driver
for best results. If necessary, tap the end of the rod
with a rubber mallet to center it in the bore.

FORM 6248 First Edttion 5.40 -11

CRANKCASE BREATHER

VENTURI VENTURI EXTRACTOR - GSI/GL

VENTURI REMOVAL - GSI VENTURI EXTRACTOR REMOVAL - GSI/GL

1. Loosen the upper V-band coupling and remove the Crankcase vapors are drawn through the oil separators
flexible exhaust connection from the venturi assembly to the venturi extractor. While most of the surplus oil
(see Figure 5.40-18). drawn out of the crankcase is returned to the oil pan, a
portion of the oil mist may pass through the separators

UPPER VENTlJRI '---...9 into the venturi extractor assembly. Oil drawn into these
the extractor can affect its ability to draw a negative
vacuum over a period of time.

NOTE: Venturi extractor assembly is similar for GSI/GL

~~~~ models.

1. Loosen the hose clamp to remove the 3-1/2 inch

flexible hose connection between the vacuum regulator
LOWERVENTURI~I~ and the Y -shaped breather tube (see Figure 5.40-19,
Figure 5.40-20 and Figure 5.40-21).
V-BAND COUPUNG 'l.J
~
Figure 5.40-18. Venturi Assembly - GSI Shown

2. Remove the upper venturi from the venturi body.

3. Loosen the lower V-band and remove the lower )

venturi and venturi body from the exhaust elbow.

VENTURI CLEANING AND INSPECTION - GSI

Figure 5.40-19. Venturi Extractor Assembly - GSI
1. Wipe off any deposits on the upper and lower venturi.

2. Inspect the upper, and lower venturi and the venturi

body for cracks holes or dents.

VENTURI INSTALLATION - GSI

1. Install the venturi body and lower venturi on the

exhaust elbow with V-band coupling.

2. Install the upper venturi over the tabs on the lower

venturi.

3. Install the flexible exhaust connection on the venturi

body with V-band coupling.

Figure 5.40-20. Venturi Extractor Assembly - GL

5.40 -12 FORM 6248 First Edition

 CRANKCASE BREATHER

9
f',~ /8
~

~V15
12

ITEM NUMBER AND DESCRIPTION

1 Venturi Extractor 9 Choke Valve 17 Gasket 25 Coupling
2 Nozzle 10 Rear Bracket 18 Flange 26 Extractor Tube
3 Gasket 11 Capscrew 19 Capscrew 27 Gasket
4 Pressure Housing 12 Washer 20 Elbow 28 Capscrew
5 Capscrew 13 Lock washer 21 Air Supply Tube 29 Washer
6 Lock washer 14 Front Bracket 22 Pipe
7 Nut 15 Gapscrew 23 Flange
8 Nut 16 Capscrew 24 O-ring
Figure 5.40-21. Venturi Extractor Assembly

FORM 6248 First Edition 5.40 - 13

CRANKCASE BREATHER
2. Unthread the ferrule nut (1-5/16 inch hex) to remove
the turbocharger compressor discharge line from the
venturi extractor pressure housing (male elbow tube
fitting).
3. Remove the brass coupling between the two venturi
extractor tubes. Remove the two rubber gaskets from
the coupling (see Figure 5.40-22).
Figure 5.40-22. Venturi Extractor Assembly
4. Remove the two capscrews securing the venturi
extractor pressure housing to the front extractor bracket
(see Figure 5.40-23).
Figure 5.40-23. Venturi Extractor Assembly
5. Remove the two capscrews securing the venturi
extractor to the rear extractor bracket.
6. Remove the venturi flange adapter, short extractor
tube and venturi flange O-ring from the extractor body.
5.40 -14
7. Remove the venturi extractor assembly from the
engine.
8. Unthread the hex jam nut on the choke valve in the
center of the venturi extractor pressure housing (see
Figure 5.40-21).
9. Unthread the choke valve from the pressure hous-
ing.
10. Remove the two remaining capscrews securing the
venturi extractor pressure housing to the extractor body.
11. Remove the gasket between the pressure housing
and the extractor body.
VENTURI EXTRACTOR CLEANING AND
INSPECTION - GSI/GL
NOTE: Some GSI models may have a venturi extractor
instal/ed as an option. In this application the venturi
extractor is installed with the choke valve oriented
towards the rear of the engine.
NOTE: Leave the venturi extractor nozzle in place;
removal may result in nozzle damage.
1. Using a solvent soaked cloth and/or wire brush,
thoroughly clean the choke valve, pressure housing and
venturi extractor nozzle. Rod the nozzle out, if neces- )
sary.
A WARNING
Compressed air can pierce the skin and cause
severe personal injury or death. Never use your
hand to check for leaks or to determine air flow
rates. Wear safety glasses to shield your eyes from
flying dirt and debris.
2. Dry all parts with low pressure compressed air.
)
FORM 6248 First Edition
 CRANKCASE BREATHER

VENTURI EXTRACTOR ASSEMBLY - GSI/GL
1. Thread the choke valve into the center of the venturi
extractor pressure housing. Install the hex jam nut on
the choke valve (see Figure 5.40-21).
9. Inspect the rubber coupling gaskets for tears, cuts or
general deterioration. Replace as necessary.
to. Install the brass coupling between the short venturi
flange adapter tube and the extractor tube.

2. Install a new gasket between the venturi extractor 11. Attach the turbocharger compressor discharge line
pressure housing and the extractor body. Verify that the to the venturi extractor pressure housing (male elbow
gasket surfaces are clean and completely free of grease tube fitting) (see Figure 5.40-25).
and oil.

3. Using the two threaded holes closest to the com-

pressor discharge air supply tube flange, fasten the
venturi extractor pressure housing to the extractor body
(2 capscrews, 3/8 x 1-1/2 inches, with lock washers and
hex nuts).

NOTE: In addition to securing the venturi extractor

pressure housing to the extractor body, the other two
holes are used with longer capscrews to fasten the
assembly to the front extractor bracket.

4. Move the venturi extractor assembly to the engine.

5. Slide the venturi flange adapter onto the end of the

short extractor tube. Be sure that the inside counterbore ,
faces outward toward the tube end. Figure 5.40-25. Venturi ExtractOr Assembly

6. Slide a new O-ring down the tube until it seats

against the inside counterbore of the flange adapter.
Apply Parker O-Iube® to the O-ring.
7. Install two capscrews (3/8 x t-l/2 inches, with lock
washers and plain washers) through the slotted holes in
the rear extractor bracket. Thread the capscrews
through the venturi flange adapter (with extractor tube)
into the extractor body (see Figure 5.40-24). Wrench
tighten.
12. Scribe or ink the ferrule nut and wrench tighten
1-1/4 turns. After several remakes, it may be necessary
to advance the ferrule nut 1/3 of a hex flat to obtain a
leak-tight seal.
13. Inspect the 3-1/2 inch flexible hose connection for
tears, cuts or cracks. Also check for hardening,
softening or swelling.
14. Install the flexible hose connection between the
vacuum regulator and the Y -shaped breather tube.
Tighten the hose clamps.

NOTE: After cleaning, servicing or replacing any com-

ponent of the crankcase breather system, recheck the
crankcase pressure to verify that it is within specification
and that all system components are functioning properly.

FRONT REAR
Figure 5.40-24. Venturi Extractor Brackets

, 8. Fasten the venturi extractor pressure housing to the

) front extractor bracket (2 capscrews, 3/8 x 2 inches, with
plain washers, lock washers and hex nuts).

FORM 6248 First Edition 5.40 -15

CRANKCASE BREATHER
CRANKCASE PRESSURE RELIEF
VALVES
Crankcase pressure relief valves may be supplied as a
safety precaution in lieu of the standard oil pan door
(see Figure 5.40-26). The valves open fully when the
pressure in the crankcase exceeds one pound per
square inch and close tightly and quickly to prevent the
inflow of air after the internal pressure has been
relieved. The possibility of combustion is prevented,
since no oxygen is allowed to enter the crankcase to
support new combustion. The valves do not prevent
crankcase combustion, but only reduce the peak
pressures, thereby minimizing damage.
Figure 5.40-26. Bicera Pressure Relief Valve
The valve incorporates an internal flame trap to retard
the emission of flame while the valve is venting. The
flame trap is of an oil-wetted wire gauze design. The
cooling capacity of the gauze is doubled when oil-
wetted, a condition effected by the oil mist that normally
exists in the crankcase or by oil spray from the
connecting rod bearings. The valve incorporates the
flame trap as a single unit and the O-ring construction
eliminates oil leakage.
The crankcase pressure relief valves are an important
part of the engine safety system and must be properly
maintained. Combustion may occur in the crankcase
when a localized hot spot brings the oil mist above the
flash point temperature (approximately 375 - 480' F,
191 - 249' C). If the crankcase is not fitted with the
proper type and number of relief valves, or if these relief
valves are not properly maintained, the oil pan doors
may be blown off and a secondary explosion of greater
intensity might take place, resulting in death and
damage to property.
5.40 - 16
A WARNING )
The number of pressure relief valves used on the
engine depends on the volume of the crankcase.
Never operate the engine without all valves on the
engine. The ability of the system to function is
dependent upon the proper number of relief valves.
Operation without the proper type and number of
relief valves, or If the relief valves are not properly
maintained, can result In severe personal Injury or
death.
NOTE: Placement of the pressure relief valves may
val)l due to other engine mounted accessories.
CRANKCASE PRESSURE RELIEF VALVE
EXERCISE
To ensure that they are in proper working condition, the
crankcase pressure relief valves should be exercised
and inspected annually.
1. Shut down the engine and allow it to cool.
2. Lift the valve off its seat to verify that the plate is free
to move and the gaskets are serviceable.
CRANKCASE PRESSURE RELIEF VALVE
REMOVAL )
NOTE: Since it is necessal)l to drain the oil pan to
remove the oil pan doors, schedule the inspection
procedure during a regular oil change interval.
1. Loosen the oil pan door clamp capscrew(s). Roll pins
will hold the door clamp in position.
2. Rotate the assembly about 45 degrees to remove
the door from the access hole.
)
FORM 6246 First Edition
 CRANKCASE BREATHER

CRANKCASE PRESSURE RELIEF VALVE UPPER SPRING

CLEANING AND INSPECTION CAP
A service kit, PIN 489162, is available for servicing the
crankcase pressure relief valves. See Figure 5.40-27.

A WARNING
Always use approved cleaning solvents In a well
ventilated area. Avoid contact with skin. Disregard-
ing this Information could result in severe personal
injury or death.

1. Thoroughly clean all parts of the assembly in a

non-volatile cleaning solution or solvent. ROLL PIN
\
IA
..
CAUTION I High pressure com-
pressed air may damage
the wire gauze design and adversely affect the
operation of the flame trap. Disregarding this
information could result in product damage and/or
personal injury.

2. Drip dry the screen or air blow dry using low pressure
compressed air.

3. Carefully inspect the screen for tears or holes.

Replace if damaged.
4. Inspect the the valve to insure that all nuts, bolts and
covers are in place and secure.
5. Inspect the spindle for rust and lightly grease it.
6. Inspect the large and small spindle screw O-rings for
cuts, tears or loss of elasticity. Replace the large and
small O-rings every two years, or more frequently if
necessary.
7. Inspect the rubber sealing surface on the valve plate
for scratches, cuts, nicks, pits or other damage. replace
the plate if damaged.
Figure 5.40-27. Pressure Relief Valve -
Cross Sectional View
CRANKCASE PRESSURE RELIEF VALVE
ASSEMBLY
1. Check the seal at the back of the oil pan door for
tears, cuts or general deterioration.
2. If replacement is necessary, remove the old seal
from the groove and discard. Verify that the groove is
clean and free of dirt, grit and other debris.
3. Apply 3M Scotch Grip" Rubber and Gasket Adhe-
sive 847 to the groove. Install a new seal.

4. Install the oil pan doors. Hold each door so that the
rear clamp is 45 degrees from the vertical pOSition.
Insert the clamp into the oil pan access hole. Holding the
door against the face of the access hole, rotate the door
until the clamp is in the horizontal position. Tighten the
door clamp capscrew(s).

FORM 6248 First Edition 5.40 -17

CRANKCASE BREATHER

1
/
3

cl6
~3 16
' \ ...-- 15
0/ 5 7
/
«lib.... 14
/ 11 ~ /9 <....> /

.~ ~ .. ~ I'
\4 ~........ If'"?~ ~

~
9....................
. . .e "
2
11/
f}
12
/~f}
11
./'
/"
I'
.... ,
/"
/"
/"

/"
/"
/"
)
/"

/6:? :0l
/"
/"

/"

/"
/"
/" ....
.... .... .... /"/"/"
/"
11
10
'\
/"
/"
........ '\
.... ....
/"
12 ~
.... 1\ ~
~~~
ITEM NUMBER AND DESCRIPTION
1 Tube 5 "L" Shaped Tube 9 Washer 13 Lower Tube
2 Breather Regulator 6 Vacuum Valve 10 Tube 14 Clamp
3 Clamp 7 Capscrew 11 Clamp 15 Gapscrew
4 lock washer 8 Nut 12 Hose 16 Rear Tube
Figure 5.40-28. Breather Tubes - GSI

BREATHER TUBES 2. Loosen two hose clamps and remove the lower
breather tube and connecting hose from the rear
BREATHER TUBE REMOVAL - GSI breather tube.
1. Remove two hose clamps and connecting hose 3. Remove the lower breather tube from between the
between the left side oil separator breather tube and exhaust manifolds.
lower breather tube routed between the exhaust )
manifolds (see Figure 5.40-28).

5.40 -18 FORM 6248 First Ednion


4. Remove two hose clamps and connecting hose
between the exhaust manifolds and the rear breather
tube leading to the "L" shaped breather tube on the oil
separator.
5. Remove nut, lock washer, capscrew and rear
breather tube from supporting clamp.
6. If required, remove nut, lock washer, two washers,
capscrew and supporting clamp from the turbocharger
elbow (see Figure 5.40-29).
Figure 5.40-29. Support Clamp
7. Loosen two hose clamps and remove the vacuum
valve tube from the "L" shaped breather tube on the oil
separator and the breather tube to the venturi.
8. Remove the breather tube from the venturi.
,
!
FORM 6248 First Ednion
CRANKCASE BREATHER
BREATHER TUBE INSTALLATION - GSI
1. Apply GE Red RTV 106 Silicone Rubber Adhesive
Sealant, High Temperature, to threads and install
breather pipe to the venturi (see Figure 5.40-28).
2. Apply GE Red RTV 106 Silicone Rubber Adhesive
Sealant, High Temperature,1 to the ends of the vacuum
valve and install the vacuum valve on the breather pipe
and "L" shaped breather tube with two hose clamps.
3. Install the rear breather tube to the "L" shaped
breather tube with connecting hose and two hose
clamps.
4. If removed, install the rear breather tube supporting
clamp on the bracket with capscrew, two washers, lock
washer and nut.
5. Install the supporting clamp on the rear breather
tube with capscrew, lock washer and nut.
6. Install the lower breather tube to the rear breather
tube with connecting hose and two hose clamps.
7. Install the curved end of the lower breather tube to
the left side air breather assembly with connecting hose
and two hose clamps (see Figure 5.40-30).
Figure 5.40-30. Breather Tube - Front Vee
8. Install the supporting clamps and lower breather
tube to the exhaust manifold with capscrew lock washer
and nut.
5.40 -19
CRANKCASE BREATHER

...,
... ...
... "-
"-

.",,/
... r'-
"-
"-,,-
....
... '" I

~
(J~
-........0 A ' "
U~ ... '"
:> \ ,.""..
.....
OIL SEPARATOR
OUTLETPIPEELBOW
(REAR RIGHT)
U-SHAPED TUBE ~~

~~~
(1'~ 6J OIL SEPARATOR
OUTLET PIPE
(FRONT LEFl)

"
)

Figure 5.40-31. Breather System Tube Connections - GL

BREATHER TUBE REMOVAL - GL tube upper air breather assembly and the breather
regulator assembly.
1. Remove two hose clamps and connecting hose
between the left side oil separator breather tube and 7. Remove pipe tee from the venturi extractor. If
lower breather tube routed between the exhaust required, remove the pipe nipples from the elbow.
manifolds (see Figure 5.40-31).

2. Remove two hose clamps and connecting hose

between the lower breather tube between the exhaust
manifolds and the rear breather tube leading to the "Y'
shaped breather tube.

3. Remove nut, lock washer, two washers, capscrew

and supporting clamp from support bracket.

4. Remove two nuts, lock washers, capscrews sup-

porting clamps and lower breather tube from between
the exhaust manifolds.

5. Loosen two hose clamps and remove the rear

breather tube and connecting hose from the"Y' shaped
breather tube. )
6. Loosen four hose clamps and remove the two
connecting hoses between the "Y' shaped breather

5.40-20 FORM 6248 First Ednion

 CRANKCASE BREATHER

BREATHER TUBE INSTALLATION - GL 8. Install the lower breather tube to the rear breather
tube with connecting hose and two hose clamps.
1. If removed, apply pipe sealant to threads and install
the pipe nipples on the tee fitting (see Figure 5.40-31). 9. Install the curved end of the lower breather tube to
the left side oil separator assembly breather tube, with
2. Install the pipe fitting on the venturi extractor.
connecting hose and two hose clamps (see
3. Install the Y' shaped breather tube to the upper oil Figure 5.40-31 and Figure 5.40-34).
separator assembly air breather assembly and the
breather control regulator assembly with two hoses and
four hose clamps (see Figure 5.40-32).

Figure 5.40-34. Breather Tube - Front Vee

1O. Install the supporting clamps and lower breather

Figure 5.40-32. V-Shaped Breather Tube tube to the exhaust manifold with capscrew lock washer
and nut (see Figure 5.40-35).
4. Install the rear breather tube to the straight stem of
the Y' shaped breather tube with connecting hose and
two hose clamps.

5. Position supporting clamp on the rear breather tube.

6. Install the rear breather tube supporting clamp on the

bracket with capscrew, two washers, lock washer and nut.

7. Position two supporting clamps on the lower breath-

er tube (see Figure 5.40-33).

5"

\ -."of----- 71" -----<>"'11 Figure 5.40-35. Breather Tube - Rear Vee

Figure 5.40-33. Install Vee Mounted Breather Tube

Clamps

FORM 6248 First Ednion 5.40 - 21

CRANKCASE BREATHER

VENTURI
PRESSURE
)
EXHAUST EXTRACTOR~ HOUSi
ELBOW

'" ~
450 Y-BRANCH
/ FITTING

RIGHT BANK
COMPRESSOR

~:::E:::;~~E:::l
~ DISCHARGE TUBE

RIGHT BANK VIEW

, WATER
MANIFOLD

/ INTERCOOLER

RIGHT BANK TURBO

OUTLET ELBOW
LEFT BANK TURBO
OUTLET ELBOW
)

Figure 5A0-36. Venturi Extractor Compressor Discharge Plumbing - GL Shown

VENTURI EXTRACTOR COMPRESSOR

DISCHARGE TUBES
VENTURI EXTRACTOR COMPRESSOR OIS-
CHARGE TUBES REMOVAL

1. Loosen the ferrule nut and disconnect the upper tube

from the choke valve pressure housing (see
Figure 5.40-36).

2. Remove nut, lock washer, washer, support clip and

capscrew from the rear venturi extractor support
bracket.

3. Remove nut, lock washer, two washers, support clip

and capscrew from support bracket on the exhaust
elbow.

4. Loosen ferrule nuts and disconnect the upper tube

Figure 5.40-37. Right Bank Compressor Discharge
and the right bank and left bank compressor tubes from
Tube
the 45 degree V-branch fitting.

5. Remove nut, lock washer, two washers, support clip 6. Loosen ferrule nuts and disconnect the left and right )
and capscrew from support bracket on the intercooler bank compressor discharge tu bes from the left and right
(see Figure 5.40-37). bank turbo outlet elbows.

5.40 - 22 FORM 6248 First Edition

 CRANKCASE BREATHER

VENTURI EXTRACTOR COMPRESSOR DIS-

CHARGE TUBES INSTALLATION

1. Connect the left and right bank compressor dis-

charge tubes to the left and right bank turbo outlet
elbows (see Figure 5.40-36).

2. Install nut, lock washer, two washers, support clip

and capscrew on support bracket on the intercooler to
support the right bank compressor discharge tube (see
Figure 5.40-37).

3. Apply pipe sealant to threads and connect the upper

tube and the right bank and left bank compressor tubes
on the 45 degree Y -branch fitting.

4. Apply pipe sealant to threads and connect the upper

tube on the choke valve pressure housing.

5. Install nut, lock washer, two washers, support clip

and capscrew to connect the upper tube to the support
bracket on the exhaust elbow.

6. Install the nut, lock washer, washer, support clip and

capscrew to support the upper tube on the rear venturi
extractor support bracket.

FORM 6248 First Edition 5.40 - 23

CRANKCASE BREATHER

5.40 - 24 FORM 6248 First Ednion

 SECTION 5.45 - AIR/GAS PRELUBE AND START SYSTEMS

AIR/GAS PRE LUBE AND START PRELUBE SYSTEM

SYSTEMS Prelube Pushbutton Valve
COMPONENTS The ports of the three-way Prelube pushbutton valve
Refer to Figure 5.45-5, Figure 5.45-6, and (see Figure 5.45-1) are stamped "SUP(PLy),"
Figure 5.45-7 for schematic representations of the "EXH(AUST)" and "DEL(IVERY)." The air/gas supply
air/gas prelube and start systems. The air/gas prelube from the bulkhead (see Figure 5.45-2) is connected to
and start systems consist of the following components: the normally closed "SUP(PLY)" port of the pushbutton
valve. The normally open port of the valve, stamped
Prelube System "EXH(AUST)," vents the downstream side when the
pushbutton valve is not depressed. The vented air/gas
• Prelube Pushbutton Valve supply is directed back to the bulkhead via the Vent
• Pilot-Operated Prelube Valve tube.

• In-line Lubricator AIR/GAS SUPPLY INLET PORT

PRELUBE/START PILOT (TEE OR MALE ELBOW)
• Prelube Pump/Motor AIR/GAS DELIVERY PORT
(MALE ELBOW) ",,- __ =I-C:::n
• Oil Pressure Gauge (Customer Supplied)

Start System

• Start Pushbutton Valve

• Pilot Operated Starter Pre-engage Valve/Starter

Motor (Customer Supplied)
c
• Pilot-Operated Prechamber Gas Valve (GL)
"-PUSH
• Prechamber Gas Safety Shutdown Valve (GL)

NOTE: The main air/gas supply has branch lines

BUTTON
c , VENT AIR/GAS
EXHAUST OUTLET PORT
(customer supplied) leading to the the pilot operated (TEE OR MALE ELBOW)
prelube valve, the pilot operated starter pre-engage
valve(s) and the pilot operated starter valve(s). Figure 5.45-1. PrelubeiStart Pushbutton Valves

A WARNING
From the bulkhead, all gas vented from the system
must be piped to a safe area in conformance with all
applicable codes. Disregarding this information
could result In severe personal injury or death.

Depressing the Prelube pushbutton causes the

"EXH(AUST)" port to close as the "DEL(IVERY)" port is
opened. The pilot air pressure is directed back to the
bulkhead (via the Prelube tube) where it passes to the
pilot operated prelube valve.

FORM 6248 First Ed~ion 5.45 - 1

AIR/GAS PRELUBE AND START SYSTEMS

ITEM NUMBER AND DESCRIPTION

1 Vent Common Tube 10 Pipe Tee 19 Hexhead Screw 28 Hexhead Screw
*
2 Supply Common Tube 11 Hexhead Screw 20 Lock washer 29 Strap
3 Prelube Common Tube 12 Nut 21 Flat Washer 30 Bulkhead Bracket
4 Start Common Tube 13 Lock washer 22 Control Tube Brace 31 Union Bulkhead
*
5 Vent Panel Tube 14 Flat Washer 23 Hexhead Screw 32 Fillisterhead Screw
6 Supply Panel Tube 15 Control Tube Brace 24 Control Panel Assembly 33 Lock washer
7 Prelube Panel Tube 16 Injection Tube Clamp 25 Hexhead Screw 34 Control Panel Cover
8 Start Panel Tube 17 Injection Clamp Insert 26 Hexhead Screw 35 Hexhead Screw
9 Union Connector 18 Spacer
** 27 Lock washer *=GL **=G/GSI
Figure 5.45-2. Prelube And Start Air/Gas Tube Connections - Bulkhead (G/GSI/GL)

I
)

5.45-2 FORM 6248 First Edition

 AIR/GAS PRELUBE AND START SYSTEMS

--
PILOT AIR/GAS SUPPLY
(FROM PRELUBE PUSHBUTTON VALVE)
BRANCH OF
MAIN AIR/GAS
_/
SUPPLY UNION ELBOW

I
~~)II ,-
r,;~~======~t:~~==~;===~~~TUBEFlrnNG
BULKHEAD

II TUBE CLIPS TO LEFT BANK

II VEE MOUNTED EXHAUST MANIFOLD SECTIONS
II PRELUBE TUBE~
(CYUNDERS #6, #3 AND #1)

AIR/GAS EXHAUST
(CUSTOMER CONNECTION)

L...,-w-I ~ ±--L.......;o' \ ~ PRELUBE MOTOR

(FRONT LEFT)

I AIR VALVE
BRACKET IN-UNE
LUBRICATOR
\
r'--\-.,

"
PILOT OPERATED UNION ELBOW
PRELUBE VALVE ~TUBEFITTING
(REAR RIGH1)

TUBE BRACE
/ I \
(TO LEFT BANK UFTING TUBE CLIP PRELUBE MOTOR
EYE MOUNTING PAD) (TO GEAR HOUSING) BRACKET

Figure 5.45-3. Pilot Operated Prelube Valve Connections

Pilot-Operated Prelube Valve

MOUNTING........
The pilot operated prelube valve opens to admit air from BRACKET ....
a branch of the main air/gas supply line, which turns the IN-LINE
prelube pump air motor to activate the prelube pump PRELUBE LUBRICATOR
PUMP ¥
(see Figure 5.45-3).
\
In-Line Lubricator

A WARNING AIR/GAS VENT

If high pressure gas is used to drive the air/gas (CUSTOMER
prelube pump motor, be sure to vent the motor
exhaust to a safe area in conformance with all
applicable codes. Disregarding this information
PRELUBE
MOTOR
/ CONNECTION)

could result in severe personal injury or death.

Figure 5.45-4. Prelube Motor/Pump Assembly
The in-line lubricator injects oil into a stream of
compressed air/gas to automatically provide the proper
internal lubrication for the vanes of the air/gas operated
prelube pump motor (see Figure 5.45-4).

FORM 6248 First Ednion 5.45 - 3

AIR/GAS PRELUBE AND START SYSTEMS
Prelube Pump/Motor
The function of the prelube pump/motor is to purge the
lubrication system of air and to ensure that all moving
parts are properly lubricated before the engine is
started.
IA CAUTION 10!1 drains back Into ~he
.L .::
. . 011 sump after eng me
=:......;::..:...;;.;;;;..;;...;;...;;:....:..;:...J.
shutdown leaving a minimal amount of 011 at key
wear points. Since the crankshaft starts to turn
before the 011 pump begins to circulate oil, "dry"
starts result in bearing damage and an accelerated
wear rate. Disregarding this information could
result in product damage and/or personal Injury.
Oil Pressure Gauge
When the lubrication system is properly primed, pres-
sure begins to register on the lube oil pressure gauge.
Generally, about 30 seconds prelube is recommended
before the engine is cranked. More time may be
required after the oil filter is serviced or if the oil cooler
has been drained.
NOTE: For more information on the prelube system,
refer to Lubrication System.
START SYSTEM
Start Pushbutton Valve
NOTE: See Figure 5.45-41 and Figure 5.45-42 electri-
cal schematics for air starting and electrical starting
systems.
The ports of the three-way Start pushbutton valve (see
Figure 5.45-1) are stamped "SUP(PLy)," "EXH(AUST)"
and "DEL(IVERY)." The air/gas supply from the bulk-
head (see Figure 5.45-6 and Figure 5.45-7) is con-
nected to the normally closed "SUP(PLY)" port of the
pushbutton valve. The normally open port of the valve,
stamped "EXH(AUST)," vents the downstream side
when the pushbutton valve is not depressed. The
vented air/gas supply is directed back to the bulkhead
via the Vent tube.
5.45 - 4
A WARNING
From the bulkhead, all gas vented from the system
must be piped to a safe area in conformance with all
applicable codes. Disregarding this information
could result In severe personal injury or death.
Depressing the Start pushbutton causes the
"EXH(AUST)" port to close as the "DEL(IVERY)" port is
opened. The pilot air pressure is directed back to the
bulkhead (via the Start tube) where it passes to the pilot
operated starter pre-engage valve.
Pilot Operated Starter Pre-engage Valve/Starter
Motor - Customer Supplied
The pilot operated starter pre-engage valve opens to
admit air from a branch of the main air/gas supply line.
The air/gas pressure causes the starter pinion to shift
into engagement with the flywheel ring gear. Movement
of the pinion to the engage position opens a passage-
wayfor air pressure to pass through to the pilot operated
starter valve(s). The pilot operated starter valve(s) open
to admit air from another branch of the main air/gas
supply line, which activates the starter motor to crank
the engine (see Table 5.45-1).
NOTE: On dual starter arrangements, the pre-engage
connections are in series, so that the pinions of both )
starters are engaged with the ring gear before the pilot
operated va/ves admit air to the starter motors.
Table 5.45-1. PIN 2085690 Air Valves Inlet Pressures
And Pilot Pressures To Shift
INLET PSI (KPA) PILOT PSI (KPA) TO SHIFT
35 psi (241 kPa) 23 psi (159 kPa)
50 psi (345 kPa) 25 psi (172 kPa)
95 psi (655 kPa) 34 psi (234 kPa)
105 psi (724 kPa) 36 psi (248 kPa)
145 psi (1000 kPa) 43 psi (296 kPa)
155 psi (1069 kPa) 45 psi (310 kPa)
NOTE: Pilot pressure must be sufficient in order for the
valve to function pilot operated prelube valve and pilot
operated prechamber gas valve.
FORM 6248 First Ed~ion
"T1
0
II
;:
Rl
~

~
m
."
Ei
SOLENOID VALVES
FOR AUTOMATIC OR REMOTE ELECTRIC CONTROLS
AIR UNE LUBRICATOR
c:: (WITHOUT PNEUMATIC CONTROL PANEl..)
~
0
Cil PRE-LUBE STAAT
:J 01 (ALlENAlR) (MAC)

~ NOTES: [{] ru
in
111
g.
1. SYMBOLS CONFORM TO ANSI Y32-10
STANDARD.
2. ALLSYMBOLSARE SHOWN IN A
r€:k--,
I I C
~-,
I 3 I
CD DE-ENERGIZED STATE.
3 I I -, I
~
,
n
/ } HEAVY PHANTOM LINES INDICATE
~ILOT LINES FOR DUALSTART. tI 'i".... Y
_..A._~
'i"
4. EQUIPMENT FURNISHED BY W.E.D. AS
." OPTIONAL PRICE CODE ITEMS ARE L I I
::I
CD
c::
INDICATED BY PHANTOM LINES.
--I>- --'j'- --'1'- - - -to--, CHECK
VALVE
3
~ + ~It t
r
V
n
0 ~I wi STRAtNER
FILTER
OIL COOLER

0 It
=>
I '"
I>-' "ll
~I
a '" I I "'g: L - _ -I> _ _ _ _ _ _
I
~PILOTOPERATEDPRELUBE
VALVE (SHRADER)
~ I
111 I
II
I3 ---r-
I _ III - f
•elp
I
0375-18 NPTAIR SUPPLVWHEN
AIR STARTER IS NOT SUPPLIED
BYWE.D
l>

." I I 1 - - ~
r-----~----, i
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~

~ I 11;
~

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::I
.:c PILOT OPERATED
*
r _
PILOT OPERATED VALVE
-,
L- -
I
- -.!..-
I FOR GL ENGINES
"tI
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m

r' ~-=:..~ --~t r

R~SERVOIIR ~
~ c:
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RE-;';;";;- - - - - - - - -,--1>---1 I:D

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y\ \"Y"STRAINE~~X L8~~I~-?JA ~
CD
'i5 "Y"STRAINER
i5
111 PRE-ENGAGED PRE-ENGAGED ~
.:::> ~

~
ONE SHOT AIR STARTER AIR STARTER
LUBRICATOR '" AIR SUPPLY 1.500-11 NPT
AIR EXHAUST 60 TO 150 PSI STD. AIR EXHAUST
2.50-8 NPT 2.50-8 NPT
\II
~ m
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!" J>
t;
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on~'i!lJj

I ." AIR LINE LUBRICATOR

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c PNEUMATIC PILOT VALVES m
iil r
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PRE-LUBE STAAT
c
LJ LJ ID
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-
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a
+I FILTER
PILOT OPERATED PRELUBE
m
iii:
VALVE (SHRADER) en
~
,+___.1..,.375 - 18 NPSF
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~

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.
C)
&
. .
CUSTOMER:
AIAIGAS VENT
CONNECTION
VENT

Lct1~4--
SUPPLY

PILOT OPERATED

r!:.
!II • ~ PRE-ENGAGE VALVE NOTES:
~ --,
r!::I. PILOT OPERATED
VALVE (STARTER) II
1'. . ----------.J
I 1. SYSTEM FOR USE WITH AIR/GAS

...~
RESERVOIR
I I
" _ _ _ -<I
t RESERVOIR
2. SYMBOLS COMFORM TO ANSI 32 -10
STANDARD.
s. eQUIPMENT FURNISHED BY W.E.D. AS
OPTIONAL PAICE CODE ITEMS ARE
"II INDICATED BY PHANTOM LINES.
~

Ie.
c /} ~EAVY PHANTOM LINES INDICATE
g- ~ILOT LINES FOR DUAL START.

~
"T1
oJl Ci .(~ " I
" yo STRAINER
\ .Y" STRAINER
-"}
/' ~ J ONE SHOT
LUBRICATOR 5. ALL SYMBOLS ARE SHOWN IN A
;:; Gl
til
DE-ENERGIZED STATE.

~
PRE-ENGAGED PRE-ENGAGED ';,
...
I\'l
ex>
.:::0 ONE SHOT
LUBRICATOR
AIR/GAS STARTER
2.50-8 NPT
AIR/GAS STARTER
CUSTOMERS SUPPLY
2.50-8 NPT
I\.
see so 6143 - 49 FOR CUSTOMER
~CONNECTIONS LOCATION
I\. 1.500 - 11 NRT. CONNECTIONS f...!!:).
[ f...!!:). 60 TO 150 PSI AIR/GAS STD.

g' &
~

--
."
0
JJ
;;:
NOTES:
1. SYMBOLS CONFORM TO ANSI 32-10
."..
Rl STANDARD.
& A. CUSTOMER VENT CONNECTION MUST PUSH BUTTON VALVES
:!! L2J.BE PIPED TO MEET APPLICABLE PRE-LUBE START
CODES.

il
."
3. eQUIPMENT FUANISHED BY W.E.D. AS
Ci OPTIONAL PRICE CODe ITEMS ARE

..
c
iii
U1
INDICATED BY PHANTOM LINES.

4. ALL COMPONENTS FURNISHED BY

W.E.D. ARE COMPATIBLE FOR USE
:.
III
WlTH NON-CORROSIVE COMBUSTIBLE
GAS. EXCEPT AS NOTED.
"Y" STRAINER
n 5. ALl SYMBOLS ARE SHOWN IN A
". DE-ENERGIZED STATE.

.
CD
3 ~ ~EAVY PHANTOM LINES INDICATE
~ILOT LINES FOR DUAL START. MAIN LUBE

'"n 7. AlL EQUIPMENT FURNISHED BY w.e.c.

OIL PUMP

'a IS ENGINE MOUNTED UNLESS

::I OTHERWISE SPECIFIED. 'CHECK
II VI>J..VE
C ~ TUBING ANO PIPING FURNISHED BY
3 ~CUSTOMER, INDICATED BY:
~
n
-.--.-- STRAtNER t OIL COOLER
FILTER

[
0
0
::I !1.
9
CUSTOMER CONNECTIONS WHEN AIR
STARTER IS NOT SUPPLIED BY W.E.D.
12 CYLINDER 0.25 DIA. TUBE CONNECTION
1
PILOT OPERATED
VALVE (PRE-LUBE)

...;
III
~" rY--<l-_.J 12VB\~ ~ r-, _ ... :1
~ ~ 1- -+=====
...... 0.375-18 NPTAIR SUPPLY WHEN
AIR STARTER IS NOT SUPPLIED
BYW.E.D.
»
-==-11- -I- - "';"'1
~

~
3 /\3B lBNPT A I PILOT OPERATED VALVE 1
~ - ¥ PRE-ENGAGED pOATS TO PRECHAMBER
."
0
~ e PILOT OPERATED r -, _____ _
-1'":-
1
ENGINE OIL PRESSURE
20 PSI MANIFOLD
1;;
.-.J
t
J> VI>J..VE (STARTER) - - -
,."
r SAFETY SHUT-DOWN "tI
..
15 RESERVOIR • - - - -<I RESERVOIR PILOT OPERATED VALVE :II

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t:~-t~J>~t· tt~~f~
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-,

(
::I- III
J> PRECHAMBER m
::I
a. ONE SHOT
PILOT OPERATED
VALVE »z

~
'a
!.
"Y" STRAINER "Y" STRAINER LUBRICATOR
c
...
c PRE-ENGAGED TYPE • • PRE-ENGAGED TYPE
AlR/GAS START~EAlR/GAS STARTER
SHUTTLE
en
II ONE SHOT VALVE FUel
FUEL IN (GAS) ~
"i5
~
LUBRICATOR _" "
5O-8NPT~ ~25O-8NPT
.c

~
~
~
I SHUT-OFF VALVE
(CUSTOMER SUPPLIED)
CUSTOMERS SUPPlY 1.500-11 NPTCONNECTIONS
60 TO 150 PSI STD. AIR/GAS ~

,
In
i!:
... en
AIR/GAS PRELUBE AND START SYSTEMS

Pilot-Operated Prechamber Gas Valve - GL
Enroute to the starter pre-engage valve, the air/gas
supply passes through a tee fitting (just in front of the
lube oil strainer) where a portion is diverted to the pilot
operated prechamber gas valve (see Figure 5.45-6 and
Figure 5.45-7). Before reaching the gas valve, the pilot
pressure passes through an orifice check valve, air/gas
plenum (volume tank) and shuttle valve. When the pilot
pressure opens the prechamber gas valve, a line off the )
99 regulator gas inlet pipe tee admits high pressure gas
to the prechamberfuel regulator. The orifice check valve
and air/gas plenum act as a pneumatic timer to retard
the blow down of pilot pressure when the Start
pushbutton is released (see Figure 5.45-8).

PRECHAMBER
REGULATOR ~.
AIR/GAS SUPPLY ~ .
(FROM TEE OF "START TUBE")

I
t I
'..J
I~ j
~ / ORIFICE CHECK VALVE

GAS VENTI ~. /AIRIGAS PLENUM

(TO TEE OF "VENT TUBE")

PRECHAMBER GAS

'-LUBE OIL
PRESSURE TUBE
(FROM MAIN OIL HEAOER)

GAS INLET

Figure 5.45-8. Pilot Operated Prechamber Fuel Valves - GL )

5.45 - 8 FORM 6248 Firsl Ednion

 AIR/GAS PRELUBE AND START SYSTEMS

Prechamber Gas Safety Shutdown Valve - GL PRELUBE/START SYSTEM

The prechamber gas safety shutdown valve admits
downstream gas pressure to the opposite side of the
shuttle valve once engine lube oil pressure reaches or
exceeds 20 psi. When the pressure in the air/gas
plenum bleeds down, the shuttle valve shifts position
and the downstream gas pressure holds the pilot gas
valve open (see Figure 5.45-9). The time delay pro-
vided by the check valve and air/gas plenum keeps pilot
pressure on the gas valve long enough for lube oil
pressure to rise and shift the shuttle valve. Lube oil
pressure continues to admit gas to the prechamber
regulator as long as the engine is running.
PILOT INLET PORT STAINLESS
(DOWNSTREAM GAS FROM STEEL BALL
PRECHAMBER GAS SAFETY
SHUTDOWN VALVE)
PILOT INLET PORT
(PILOT SUPPLY FROM
AIR/GAS PLENUM)
REMOVAUINSTALLATION
BULKHEAD BRACKET ASSEMBLY REMOVAL
A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components Clear
the engine supply lines and piping of accumulated
gas before perfonning any maintenance work on the
fuel system or severe personal injury or death could
resuh.
NOTE: Tag al/ tubes and lines before removal to aid
during assembly.
1. Remove the four union bulkhead fittings from the
bulkhead bracket (see Figure 5.45-10).
2. Remove the bulkhead bracket from the connector
bracket.

3. Remove the connector bracket from the rear fly-

wheel housing (see Figure 5.45-2 and Figure 5.45-12).

BULKHEAD BRACKET ASSEMBLY

INSTALLATION
1. Attach four union bulkhead tube fittings to the
bulkhead bracket, if necessary (see Figure 5.45-10).
PILOT OUTLET PORT
(TO PILOT OPERATED PRECHAMBER GAS VALVE)

Figure 5.45-9. Shuttle valve - GL

If the engine stops, loss of engine lube oil pressure

automatically causes the prechamber gas safety shut-
down valve to stop the flow of downstream gas to the
prechamber gas valve, which effectively shuts off the
supply of high pressure gas to the prechamber regula-
tor. If the engine fails to start, insufficient lube oil
pressure prevents the downstream gas from passing to
the prechamber gas valve, so the gas supply shuts off
as soon as the pilot pressure in the air/gas plenum is
exhausted. In both cases, any gas in the downstream
line passes to the vent tube (from the exhaust port of the
prechamber gas safety shutdown valve) and is ex-
hausted at the customer's bulkhead connection.

CONNECTOR BRACKET
(TO REAR FLYWHEEL HOUSING)

Figure 5.45-10. Bulkhead And Connector Brackets

FORM 6248 First Edition 5.48 - 9

AIR/GAS PRELUBE AND START SYSTEMS
2. If detached, fasten the bulkhead bracket to the
connector bracket with two fillister head machine
screws, and lock washers.
3. Using the bolt hole between the timing pointer and
the nearest dowel pin (see Figure 5.45-11), fasten the
bulkhead connector bracket assembly to the rear
flywheel housing with capscrew, lock washer and flat
washer).
Figure 5.45-11. Rear Flywheel Housing - Rear Right
4. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of two male connector tube
fittings and install on each side of the connector bracket
bore (see Figure 5.45-12).
Figure 5.45-12. Bulkhead/Connector Bracket
Assembly
5.45 - 10
PILOT OPERATED PRELUBE VALVE REMOVAL
)
A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe injury or death could result.
NOTE: Tag al/ tubes and lines before removal to aid
during assembly.
1. Remove the pilot air/gas tube between the bulkhead
bracket (bulkhead union connector) and the "Pilot A"
port ofthe pilot operated prelube valve (male connector)
(see Figure 5.45-13).
)
Figure 5.45-13. Pilot Operated Prelube Valve -
Rear Right
2. Remove the tube between the bulkhead connector
bracket (lower male connector tube fitting) and the "A"
oullet port of the pilot operated prelube valve (male
elbow) (see Figure 5.45-13).
3. Remove the tube between the rear end of the
vee-mounted prelube motor air/gas supply tube (union
elbow tube fitting) and the bulkhead connector bracket
(upper male connector).
4. Remove the union elbow tube fitting to the rear end
ofthe prelube motor air/gas supply tube (attached to the
inside left bank exhaust manifold). Install the fitting with
the free end pointing straight down towards the oil pan.
5. Remove the pilot operated air valve from the rear
face of the bracket.
)
6. Remove the prelube air valve bracket from the starter
pad (right bank side of the front flywheel housing).
FORM 6248 First Edijion

PILOT OPERATED PRELUBE VALVE
INSTALLATION
1. Slide lock washers on 2 capscrews. Install the
capscrews in the prelube air valve bracket. Slide
spacers on the ends of the capscrews.
2. Using the two lower bolt holes, install the prelube air
valve bracket to the starter pad (right bank side of the
front flywheel housing). The rounded cut in the bracket
accommodates the starter bore.
3. With the label facing outward, align the holes in the
pilot operated air valve with those in the rear face of the
bracket. Fasten the valve to the bracket with three
capscrews, lock washers and hex nuts (see
Figure 5.45-14).
Figure 5.45-14. Pilot Operated Prelube Valve -
Rear Right
FORM 6248 Rrst Edition
AIR/GAS PRELUBE AND START SYSTEMS
4. Install the union elbow tube fitting to the rear end of
the prelube motor air/gas supply tube (attached to the
inside left bank exhaust manifold). Install the fitting with
the free end pointing straight down towards the oil pan.
5. Install the tube between the rear end of the
vee-mounted prelube motor air/gas supply tube (union
elbow tube fitting) and the bulkhead connector bracket
(upper male connector).
6. Install the tube between the bulkhead connector
bracket (lower male connector tube fitting) and the "A"
outlet port of the pilot operated prelube valve (male
elbow) (see Figure 5.45-13).
7. Install the pilot air/gas tube between the bulkhead
bracket (bulkhead union connector) and the "Pilot A"
port ofthe pilot operated prelube valve (male connector)
(see Figure 5.45-13).
NOTE: The ·Pilot B" and "EXH(AUST)" ports of the pilot
operated prelube valve are plugged. The "Intake" port is
also plugged when a starter is not specified.
5.45 - 11
AIR/GAS PRELUBE AND START SYSTEMS

PILOT AIR/GAS SUPPLY

PRELUBE PUSHBUTTON VALVE)
BRANCH OF
MAIN AIR/GAS
SUPPLY UNION ELBOW

I TUBEFITIING

~=j)
II
II TUBE CLIPS TO LEFT BANK
II EXHAUST MANIFOLD SECTIONS
II (CYLINDERS #6, #3 AND #1)

AIR VALVE
BRACKET

PILOT OPERATED UNION ELBOW

PRELUBE VALVE ,TUBE FITTING
(REAR RIGHT)

TUBE
'WYE MOUNTING PAD) (TO GEAR HOUSING)

Figure 5.45-15. Pilot Operated Prelube Valve Connections

PRE LUBE PUMP/MOTOR AND

)
MOUNTING .......
CONNECTIONS BRACKET .....
IN-LINE
PRELUBE PUMP/MOTOR AND CONNECTIONS PRELUBE LUBRICATOR
REMOVAL PUMP ¥
\
A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components Clear AIR/GAS VENT
the engine supply lines and piping of accumulated (CUSTOMER
gas before performing any maintenance work on the
fuel system or severe personal injury or death could
result.
PRELUBE
MOTOR
! CONNECTION)

NOTE: Tag all tubes and lines before removal to aid Figure 5.45-16. Prelube Motor/Pump Assembly
during assembly.
5. Remove the prelube motor rotor from the hub of the
1. Remove the tube clip from the air/gas iniettubetothe
prelube pump, and remove the key from the shaft.
rear gear housing (see Figure 5.45-15).

2. Remove the supply tube between the union elbow 6. Remove the prelube pump/motor mounting bracket
from the gear housing.
tube fitting and the air/gas inlet port of the in-line
lubricator (male elbow).

3. Remove the union elbow tube fitting from the front

end of the prelube motor air/gas supply tube (attached )
to the inside left bank exhaust manifold).

4. Remove three bracket capscrews from the prelube

motor flange holes (see Figure 5.45-16).
5.45 -12 FORM 6248 First Edition

PRELUBE PUMP/MOTOR AND CONNECTIONS
INSTALLATION
1. Using the bolt holes shown in Figure 5.45-17, fasten
the prelube pump/motor mounting bracket to the left
bank side of the rear gear housing with three caps-
crews, lock washers and washers. Be sure the welded
brace in the bracket faces the rear of the engine (see
Figure 5.45-18).
Figure 5.45-17. Rear Gear Housing - Front Left
REAR GEAR HOUSING
BOLT HOLES
Figure 5.45-1B. Prelube Motor/Pump Mounting
Bracket - Rear View
2. Install the three prelube pump/motor mounting
capscrews, lock washers and washers through the
other holes in the bracket.
3. Install spacers on the ends of the capscrews.
4. With the two square head pipe plugs at the bottom
(and the flange mounted nameplate althe top), position
the neck of the prelube pump in the recess of the
FORM 6248 First EdHion
AIR/GAS PRELUBE AND START SYSTEMS
bracket. The round prelube pump flange should be at
the rear of the bracket, the body of the pump at the front.
5. Install the capscrews in the bracket through the thru
holes in the prelube pump flange.
6. Rotate the hub of the prelube pump until the keyway
is at top center.
A CAUTION I
I~"'~-=:'::"'=-=:"":"':";::"':"':..J.
L.
Dirt, grit or other debris
caught between the mat-
ing flanges of the prelube pump and motor may
result in air/gas leakage. Disregarding this Informa-
tion could result in product damage and/or person-
al injury.
7. Thoroughly wipe the mating flanges of the prelube
pump and prelube motor. Verify that the mating flanges
are completely smooth. If necessary, use fine grit crocus
cloth to lightly dress down any burrs or high spots.
8. Inspectthe prelube motor rotor shaft key (square) for
damage and distortion. Replace the key if necessary.
9. Install the key in the slot on the rotor shaft. Ughtly tap
the key to properly seat it in the keY'l!@Y. Verify that the
key is level. -
10. Rotate the rotor shaft until the key is at top center.
The top of the motor can be identified by the air/gas inlet
and outlet connections.
11. Insert the prelube motor rotor shaft into the hub of
the prelube pump, aligning the key on the shaft with the
notch in the hub.
12. Start the bracket capscrews into the prelube motor
flange holes. Alternately wrench tighten the three
capscrews to evenly draw the prelube pump/motor
flanges together (see Figure 5.45-16).
13. Install the single short bolt with lock washer where
the prelube pump/motor flange is not attached to the
mounting bracket.
14. Install the union elbow tube fitting to the front end of
the prelube motor air/gas supply tube (attached to the
inside left bank exhaust manifold). Install the fitting with
the free end pointing diagonally towards the cylinder
head deck (left bank side).
15. Install the supply tube between the union elbow
tube fitting and the air/gas inlet port of the in-line
lubricator (male elbow).
16. Tube clip the air/gas inlet tube to the rear gear
housing (see Figure 5.45-15).
5.45 -13
AIR/GAS PRELUBE AND START SYSTEMS
LUBE OIL PRESSURE GAUGE TUBES
AND FITTINGS
(FORMER ENGINE MOUNTED PANEL)
LUBE OIL PRESSURE GAUGE TUBES AND
FITTINGS REMOVAL
A WARNING
Ensure that the fuel source is completely shut off
prior to working on fuel system components Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe personallnlury or death could
result.
NOTE: Tag all tubes and lines before removal to aid
during assembly.
1. Remove the lube oil pressure tube from the main oil
header (male elbow tube fitting) (see Figure 5.45·19)
and from the back of the panel bracket.
Figure 5.45-19. Lube Oil Pressure Gauge Connection
2. Remove the reducing bushing from the elbow
3. Remove the male elbow tube fitting from the
crankcase.
5.45 - 14
LUBE OIL PRESSURE GAUGE TUBE FITTINGS
INSTALLATION )
1. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of the reducing bushing. Install
the bushing in crankcase oil header tap number 6.
2. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to the threads of a male elbow tube fitting.
3. With the free end pointing horizontally towards the
front of the block, install the male elbow tube fitting into
the reducing bushing.
4. Install the lube oil pressure tube to the male elbow
tube fitting (see Figure 5.45-19) and to the back of the
panel bracket.
BULKHEAD TO PANEL BRACKET
BULKHEAD TO PANEL BRACKET REMOVAL
A WARNING
Ensure that the fuel source is completely shut off prior
to working on fuel system components Clear the
engine supply lines and piping of accumulated gas
before perfonning any maintenance work on the fuel
system or severe personal injury or death could result. )
NOTE: Tag all tubes and lines before removal to aid
during assembly.
1. Remove the Prelube tube from the "DEL(IVERY)"
port of the Prelube Pushbutton Valve (male elbow tube
fitting). (see Figure 5.45-20).
AIR/GAS SUPPLY INLET PORT
PRELUBE/START PILOT (TEE OR MALE ELBOW)
AIR/GAS DELIVERY PORT
(MALE ELBOW) rr=tf=h
.........
c
" PUSH
BUTTON
Figure 5A5-20. Prelube/Start Pushbutton Valves
2. Remove the Start tube to the "DEL(IVERY)" port of
the Start Pushbutton Valve (male elbow tube fitting)
(see Figure 5.45-20).
FORM 6248 First Edition
 AIR/GAS PRELUBE AND START SYSTEMS

3. Remove the tube clamp assembly from the four BULKHEAD TO PANEL BRACKET INSTALLATION
tubes (see Figure 5.45-21).
1. Install the tube clamp support brace to the lifting eye
mounting pad at the rear right corner of the block with
capscrew, lock washer and washer (see
Figure 5.45-22).

2. Position the four tubes over the top of the tube clamp
support brace, and install the angled ends of the vent,
supply, prelube and start tubes to the bulkhead union
connectors (see Figure 5.45-24).

3. Position the tube clamp insert in the tube clamp.

Figure 5.45-21_ Tube Clamp - Reer Right
4. Remove the Vent tube to the line exiting the
"EXH(AUST)" ports of the Prelube and Start Pushbutton
Valves (see Figure 5.45-20).
Position the assembly between the clamp support
brace and the supply tubes, fitting the tubes in the four
grooves of the insert. Position the second insert on top
of the tubes followed by the second half of the tube
clamp. Install the two capscrews, and lock hex nuts) to
secure the tubes to the clamp support brace (see
Figure 5.45-23).

5. Remove the Air/Gas Supply tube to the line feeding

the "SUP(PLY)" ports of the Prelube and Start Pushbut-
ton Valves (see Figure 5.45-20).

6. Remove the control panel (with Start and Prelube

pushbutton valves) to the left side of the panel bracket.

) 7. Remove the second length of the Air/Gas Supply,

Vent, Start and Prelube tubes.

8. Remove the tube clamp support brace from the lifting

eye mounting pad at the rear right corner of the block
(see Figure 5.45-22).
Figure 5.45-23. Tube Clamp - Rear Right

Figure 5.45-22. Tube Clamp Support Brace -

Reer Right

FORM 6248 First Edition 5.45 - 15

AIR/GAS PRELUBE AND START SYSTEMS

ITEM NUMBER AND DESCRIPTION

1 Vent Common Tube 10 Pipe Tee 19 28
2 Supply Common Tube 11
*
Hexhead Screw 20
Hexhead Screw
Lock washer 29
Hexhead Screw

Strap
3 Prelube Common Tube 12 Nut 21 Flat Washer 30 Bulkhead Bracket
Start Common Tube Control Tube Brace Union Bulkhead
4
5 Supply Panel Tube
13
14
Lock washer
Flat Washer
* 22
23 Hexhead Screw
31
32 FilUsterhead Screw
6 Vent Panel Tube 15 Control Tube Brace 24 Control Panel Assembly 33 Lock washer
7 Prelube Panel Tube 16 Injection Tube Clamp 25 Hexhead Screw 34 Control Panel Cover
8 Start Panel Tube 17 Injection Clamp Insert 26 Hexheacl Screw 35 Hexhead Screw
9 Union Connector 18 Spacer ** 27 lock washer *= GL ** = GlGSI
Figure 5.45-24. Prelube And Start Air/Gas Tube Connections - Bulkhead (GIGSI/GL)

4. Position the second length of the Air/Gas Supply, 5. Install the control panel (with Start and Prelube
Vent, Start and Prelube tubes up to the panel bracket pushbutton valves) to the left side of the panel bracket
(see Figure 5.45-24). Install the tubes to the free ends of with sjx hex head drive screws (see Figure 5.45-24 and
the union and union tee tube fittings. Figure 5.45-25).

5.45 -16 FORM 6248 First Edition

 AIR/GAS PRELUBE AND START SYSTEMS

/ AIR/GAS SUPPLY LINE

"- AIR/GAS VENT LINE

SLOT FOR COMPOUND

GAUGE SELECTOR

\
AIR/GAS
DELIVERY PORT
o o o

u u
AIR/GAS
/UPPLY LINE,
"
D ~ 1"-.: /' 1"-.: /'
1===:tJO

0: : ~_o_~_---JO 'AIR/GAS/'
VENT LINE

START PRELUBE
PUSHBUTTON VALVE PUSHBUTTON VALVE

Figure 5.45-25. Pushbutton Valve Connections

6. Install the free end of the Air/Gas Supply tube to the 7. Install the free end of the Vent tube to the line exiting
line feeding the "SUP(PLY)" ports of the Prelube and the "EXH (AUST)" ports of the Prelube and Start Push-
Start Pushbutton Valves (see Figure 5.45-25 and button Valves (see Figure 5.45-25 and Figure 5.45-26).
Figure 5.45-26).
8. Install the free end of the Start tube to the 'DELOVERY)"
AIR/GAS SUPPLY INLET PORT port of the Start Pushbutton Valve (male elbow tube filling)
PRELUBE/START PILOT (TEE OR MALE ELBOW) (see Figure 5.45-25 and Figure 5.45-26).
AIR/GAS DELIVERY PORT
(MALE ELBOW) "'r=.=H==l1 9. Install the free end of the Prelube tube to the
'DEL(IVERY)" port of the Prelube Pushbutton Valve
(male elbow tube fitting).

TUBE CLIPS/CLAMPS INSTALLATION

c 1. Attach two tube clips to the Prelube tube at the rear of
the union tube fitting. Attach two tube clips to the parallel
Start tube althe rear of the union tee tube fitting. line up

"' PUSH
BlITTON
the holes in the Prelube and Start tube clips. Fasten the
clips to the lower slot of two tube clip brackets.

2. Attach two tube clips to the Air/Gas Supply tube at the

rear of the union tube fitting. Attach two tube clips to the
parallel Vent tube at the rear of the union tee tube fitting.
Figure 5.45-26. PrelubejStart Pushbutton Valves line up the holes in the Supply and Vent tube clips.
Fasten the clips to the upper slot of the tube clip brackets.

FORM 6248 First Edition 5.45 - 17

AIR/GAS PRELUBE AND START SYSTEMS

PRECHAMBER FUEL
SUPPLY TUBE BRACKET
(1/2 X 2" CAPS CREW)

AIR/GAS SYSTEM TUBE PRECHAMBER REGULATOR

CLIP BRACKETS MOUNTING BRACKET
(1/2 X 1-3/4" CAPSCREW) (1/2 X 2-1/4" CAPSCREW)

)
Figure 5.45-27. Intake Manifold Flange Attachments - Right Bank
3. Remove two capscrews from the lower intake 4. Using the round hole, slide the tube clip brackets on
manifold flanges (see Figure 5.45-27). the capscrews. Install the capscrews back in the intake
manifold flanges (see Figure 5.45-28).

,---f:I"::J~_A_:~_F~::LD=:t,~j:tt::l
AIR/GAS SUPPLY TUBE
VENT TUBE

REAR
rr===ik7
I II 5R II I
\---r--..JL
o -
_..J

~ruJ/
PRE LUBE TUBE
TUBE CLIP
BRACKET
TUBE
CLIPS
\
"GL"PRECHAMBER
FUEL VALVES
UNION AND UNION TEE
TUBE FITTINGS

Figure 5.45-28. Tube Clip Brackets - Right Bank Intake Manifold

5.45 - 18 FORM 6248 First Edrtion

 AIR/GAS PRELUBE AND START SYSTEMS

PRECHAMBER ,~.

I
AIR/GAS SUPPLY
(FROM TEE OF "START TUBE")
~~
t ~
'-J
I~I
,-"'--/"/A
~ / ORIFICE CHECK VALVE

GAS VENT/ ~. /AIR/GAS PLENUM

(TO TEE OF "VENT TUBE")

/~'

/
~ "-
PRECHAMBER GAS

6f
SAFETY SHUTDOWN """
VALVE

'~, ~/
W

) SHUTTLE
VALVE ,rB,
I
~=" .&
I
I

GAS OUT TO
PRECHAMBER
"~,I ®
~~ ~_~o-;
- ,__ '~UBEOIL
PRESSURE TUBE
REGULATOR If (FROM MAIN OIL HEADER)

~t'p ~ ~
GAS INLET " '\. DOWNcilTEAM

(FROM 99 REGULATOR) .& ""

\ ~ V" PILOT OPERATED
PRECHAMBER GAS VALVE

~~
Figure 5A5-29. Pilot Operated Prechamber Fuel Valves
PRECHAMBER GAS VALVES - GL NOTE: Tag all tubes and lines before removal to aid
during assembly.
PRECHAMBER GAS VALVES REMOVAL (GL)
1. Remove the gas supply tube between the" A" ouUet
A WARNING port of the prechamber gas valve (male connector tube
fitting to service tee) and the inlet port of the prechamber
Ensure that the fuel source Is completely shut off prior regulator (male connector to pipe tee) (see
j to working on fuel system components Clear the Figure 5.45-29).
engine supply lines and piping of accumulated gas
before performing any maintenance work on the fuel
system or severe personal injury or death could result.

FORM 6248 First Edition 5.45 - 19

AIR/GAS PRELUBE AND START SYSTEMS

2. Remove the gas supply tube between the 99 9. Remove two capscrews, washers, lock washers and
regulator gas inlet (male elbow to reducing tee) and the washers and the gas valve bracket from the top of the
"P" inlet port of the prechamber gas valve (male right bank 99 regulator mounting bracket (see
connector to service tee). Figure 5.45-31).

3. Remove the downstream gas tube between the "A"

outlet port of the prechamber gas valve (male elbow
tube fitting to service tee) and the "IN(LET)" port of the
safety shutdown valve (male elbow).

4. Remove the downstream gas tube between the

second inlet port of the shuttle valve (male connector
tube fitting) and the "A" outlet port of the safety
shutdown valve (male elbow) (see Figure 5.45-29).

5. Remove the pilot supply tube between the outlet side

of the air/gas plenum and the "IN(LET)" port of the
shuttle valve.

6. Remove the lube oil pilot pressure tube between the

main oil header male elbow (round cut in magneto drive
support bracket) (see Figure 5.45-30) and the pilot inlet
port ofthe prechamber gas safety shutdown valve (male
elbow).

Figure 5.45-31. Mount Prechamber Gas Valve

)
10. Remove three capscrews, washers, lock washers,
hex nuts and the pilot operated prechamber gas valve
(see Figure 5.45-32) from the gas valve bracket.

Figure 5.45-30. Lube Oil Pilot Pressure Tube

Connection

7. Remove the vent tube between the vent tube union

tee and the "EXH(AUST)" port of the prechamber gas
safety shutdown valve (male elbow) (see
Figure 5.45-29).

8. Remove the vent tube between the vent tube union

tee and the "EXH(AUST)" port of the prechamber gas
safety shutdown valve (male elbow).
Figure 5.45-32. Prechamber Gas Valve

11. Remove the lower front corner capscrew, with lock

\
washer from the 99 regulator mounting bracket (right /
bank).

5.45 - 20 FORM 6248 First Edition

 AIR/GAS PRELUBE AND START SYSTEMS

12. Remove capscrew, lock washer and spacer from 14. Remove two socket head machine screws, wash-
the lower rear bolt hole of the plenum bracket (see ers, lock washers, and the prechamber gas safety
Figure 5.45-33). shutdown valve from the plenum bracket (see
Figure 5.45-34).

Figure 5.45-33. Air/Gas Plenum - Safety Shutdown

Valve

Figure 5.45-34. Air/Gas Plenum - Safety Shutdown

13. Remove two capscrews, lock washers, spacers,
Valve
and the plenum bracket from the crankcase.

15. Remove U-bolt, two washers, lock washers, and

hex nuts from around the air/gas plenum and remove it
from the plenum bracket (see Figure 5.45-34).

FORM 6248 First Edition 5.45 - 21

AIR/GAS PRE LUBE AND START SYSTEMS

PRECHAMBER GAS VALVES INSTALLATION (GL) 7. Using the two slotted holes on the front edge, finger
tighten the gas valve bracketto the top of the right bank
1. Center the U-bolt around the air/gas plenum and 99 regulator mounting bracket with two capscrews,
fasten it to the plenum bracket with washers, lock each with two washers, lock washer and hex nut (see
washers and hex nuts (see Figure 5.45-34). Figure 5.45-36).
2. Fasten the prechamber gas safety shutdown valve
to the plenum bracket with two socket head machine
screws, flat washers, lock washers and hex nuts (see
Figure 5.45-34).

3. Remove the lower front corner capscrew and lock

washer from the 99 regulator mounting bracket (right
bank).

4. Hold the bracket so that the plenum is at the top in a

horizontal position. Slide the longer capscrew and lock
washer) in the lower rear bolt hole of the plenum
bracket. Slide a inch spacer on the end of the capscrew.
Start the capscrew in the 99 regulator mounting bracket
(see Figure 5.45-33).

5. Align the two vertical holes in the plenum bracket

with those in the engine block. Fasten the bracket to the
block with two capscrews, lock washers and spacers.
Wrench tighten all fasteners.

6. With the label facing outward, fasten the pilot

operated prechamber gas valve (see Figure 5.45-35) to
the gas valve bracket three capscrews, flat washers,
lock washers and hex nuts.
Figure 5.45-36. Mount Prechamber Gas Valve )
NOTE: Reattach both ends of each tube before tighten-
ing.
8. Install the air/gas supply tube between the union tee
of the pilot air start tube and the inlet side of the air/gas
plenum (male elbow) (see Figure 5.45-29).

9. Install the vent tube between the vent tube union tee
and the "EXH(AUST)" port olthe prechamber gas safety
shutdown valve (male elbow).

Figure 5.45-35. Prechamber Gas Valve

,I

5.45 - 22 FORM 6248 First Ednion

 AIR/GAS PRELUBE AND START SYSTEMS

10. Install the lube oil pilot pressure tube between the main
oil header male elbow (round cut in magneto drive support
bracket) (see Figure 5.45-37) and the pilot inlet port of the
prechamber gas safety shutdown valve (male elbow).
15. Install the gas supply tube between the "A" outlet
port of the prechamber gas valve (male connector tube
fitting to service tee) and the inlet port olthe prechamber
regulator (male connector to pipe tee) (see
Figure 5.45-29).

16. Tighten the capscrews securing the air valve

bracket to the 99 regulator mounting bracket.

17. Locate the square head pipe plugs in the #4 and #5

oil header taps (right bank main oil header). Attach two
tube clips to the pilot air/gas start tube (upper) at these
locations. Fasten each clip to the block using the
threaded holes below the square head pipe plugs with
capscrew and washer.

18. Attach two smaller clips to the pilot air/gas start tube
(upper). Attach two smaller clips to the parallel venttube
(lower). Line up the holes in the start and venttube clips
and install with capscrew and washer (see
Figure 5.45-37. Lube Oil Pilot Pressure Tube Figure 5.45-38).
Connection

11. Install the outlet side of the air/gas plenum (male

elbow tube fitting) and the "IN (LET)" port of the shuttle
valve (male elbow).

12. Install the downstream gas tube between the

second inlet port of the shuttle valve (male connector
tube fitting) and the "A" outlet port of the safety
shutdown valve (male elbow) (see Figure 5.45-29).

13. Install the downstream gas tube between the "A"

outlet port of the prechamber gas valve (male elbow
tube fitting to service tee) and the "IN(LET)" port of the
safety shutdown valve (male elbow).

14. Install the gas supply tube between the 99 regulator

gas inlet (male elbow to reducing tee) and the "P" inlet
port of the prechamber gas valve (male connector to Figure 5.45-38. Tube Clips - Right Bank
service tee).

FORM 6248 First Edition 5.45 - 23

AIR/GAS PRELUBE AND START SYSTEMS

VEN",

-,,>,----<"-.---<-,..._LO'L RESERVOIR

ftl ~n

AIRINLETG/

PRELUBE VALVE
/ 1..oF:=!:;-I
I'----,'AIRIGAS STARTER

, CAPSCREW AND
LOCKWASHERS
VIEW IN DIRECT/ON
OF ARROW "A"

VIEW IN DIRECT/ON
OF ARROW "B"
Figure 5.45-39. Air/Gas Starter

AIR STARTER NOTE: Tag al/ tubes and lines before removal to aid
during assembly.
AIR STARTER REMOVAL
1. Disconnect the air/gas tubes from the bulkhead
A WARNING fittings (see Figure 5.45-2, and Figure 5.45-39).

Ensure that the fuel source is completely shut off
prior to working on fuel system components Clear
the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe personal injury or death could
result.
2. Disconnect the air inlet pipe from the air starter.
3. Disconnect the air/gas exhaust pipe from the air
starter.
4. Refer to Pilot Operated Prelube Valve, Removal and
remove the pilot operated prelube valve.

5.45-24 FORM 6245 First Edition

 AIR/GAS PRELUBE AND START SYSTEMS

A WARNING
The air starter weighs approximately 1031bs (48 kg).
Use a suitable lifting device and exercise caution
during removal or installation to avoid severe
personal Injury or death.

5. Using a suitable lilting device remove three capscrews,

lock washers and the air starter from the flywheel housing.

AIR STARTER INSTALLATION

A WARNING
The air starter weighs approximately 103lbs. (48 kg).
Use a suitable lifting device and exercise caution
during removal or Installation to avoid severe
personal injury or death.

1. Using a suitable lifting device, install the air starter on

the flywheel housing with three capscrews and lock
washers.

2. Refer to Pilot Operated Prelube Valve, Installation

and install the pilot operated prelube valve.

3. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads and connect the air/gas exhaust
pipe to the air starter.

4. Apply Perma Lok® Heavy Duty Pipe Sealant with

Teflon® to the threads and connect the air inlet pipe to
the air starter.

5. Connect the air/gas tubes to the bulkhead fillings

(see Figure 5.45-2, and Figure 5.45-39).

FORM 6248 First Edition 5.45 - 25

AIR/GAS PRELUBE AND START SYSTEMS
ELECTRIC STARTER
ELECTRIC STARTER REMOVAL
A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part ofthe
electrical system. Electrical shock can cause se-
vere personal injury or death.
1. Disconnect all electrical power supplies.
NOTE: Tag all electrical wires before removal, to aid
during installation.
2. Tag and disconnect all wires from the starter (see
Figure 5.45-40).
Figure 5.45-40. Electric Starter
3. Remove three capscrews, lock washers and the
starter from the flywheel housing.
5.45 - 26
ELECTRIC STARTER INSTALLATION
)
A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part ofthe
electrical system. Electrical shock can cause se-
vere personal injury or death.
1. Disconnect all electrical power supplies.
2. Position the starter on the flywheel housing and
install the starter on the flywheel housing with three
capscrews and lock washers.
3. Refer to tags and connect aU wires to the starter (see
Figure 5.45-40 and Figure 5.45-41).
FORM 6248 First Edition
 AIR/GAS PRELUBE AND START SYSTEMS

-----------1
---~~" ! I'
,~ -jil-h ! j~
,_ -=r l
, il I i
----~

'--- ......- ..,

Figure 5.45-41. Wiring Diagram - DC Junction Box - CEC Ignition With Electric Start

FORM 6248 First Ed~ion 5.45 - 27

AIR/GAS PRE LUBE AND START SYSTEMS

,8,1," 0
!I
~~
h! =>w
Oz
:'0
!
wa.
z"
!
-0 i
li!o
w !
!

1
l<a
,I 1
Ii 1 1 I
I" 1 1

_____ !Il.j'~'=-----A
i ;iI.liii
Figure 5.45-42. Wiring Diagram - DC Junction Box - CEC Ignition With Air Start

5.45 - 28 FORM 6248 First Edition

 CHAPTER 6 - ACCESSORIES

CONTENTS

SECTION 6.00 - CONTROL PANEL

SECTION 6.05 - ENGINE PROTECTION SYSTEMS

SECTION 6.10 - MISCELLANEOUS EQUIPMENT

FORM 6248 First Edition

 )

FORM 6248 First Edijion

 SECTION 6.00 - CONTROL PANEL

CONTROL PANEL 2. Tag and disconnect the wires from the ignition switch
(see Figure 6.00-2).
COMPONENTS
The control panels consist of the following components.

• Prelube Pushbutton Valve

• Starter Pushbutton Valve

• Ignition Pushbutton Switches

• Control Panel Housings

CONTROL PANEL REMOVAL - RIGHT SIDE

A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part ofthe
Figure 6.00-2. Ignition Switch
electrical system. Electrical shock can cause se·
vere personal injury or death.
3. Remove nut, locking ring, switch and foam gasket
NOTE: Tag all tubes, lines and wires before removal, to from control panel (see Figure 6.00-2).
aid during assembly.

1. Remove four capscrews, lock washers, and control A WARNING

panel cover from the control panel (see Figure 6.00-1). Ensure that the fuel source is completely shut off
prior to working on fuel system components_ Clear
) the engine supply lines and piping of accumulated
gas before performing any maintenance work on the
fuel system or severe Injury or death could result.

4. Tag and disconnect the start, prelube, vent, and

supply tubes from the control panel (see Figure 6.00-3
and Figure 6.00-4).

Figure 6.00-1. Control Panel - Right Side

Figure 6.D0-3. Control Panel - Right Side

FORM 6248 First Edition 6.00 -1

CONTROL PANEL

I
I
I
I
I
I
I
<,,
,,
,,
,
)

ITEM NUMBER AND DESCRIPTION

1 Vent Common Tube 10 Pipe Tee 19 Hexhead Screw 28 Hexhead Screw
2 Supply Common Tube 11
*
Hexhead Screw 20 Lock washer 29 Strap
3 Prelube Common Tube 12 Nut 21 Flat Washer 30 Bulkhead Bracket
4 Start Common Tube 13 Lock washer 22 Control Tube Brace 31 Union Bulkhead
5 Supply Panel Tube 14 Flat Washer
* 23 Hexhead Screw 32 Fillisterhead Screw
6 Vent Panel Tube 15 Control Tube Brace 24 Control Panel Assembly 33 Lock washer
7 Prelube Panel Tube 16 Injection Tube Clamp 25 Hexhead Screw 34 Control Panel Cover
8 Start Panel Tube 17 Injection Clamp Insert 26 Hexhead Screw 35 Hexhead Screw
9 Union Connector 18 Spacer
** 27 Lock washer * =GL ** =G/GSI
Figure 6.00-4. Prelube And Start Air/Gas Tube Connections - Bulkhead (G/GSI/GL)

6.00 - 2 FORM 6248 First Edition


5. Remove conduit lock nut and remove the ignition
wire harness from the control panel (see Figure 6.00-5).
Figure 6.00-5. Ignition Switch Wire Harness
6. Remove four capscrews, lock washers, washers
and control panel from the two mounting straps (see
Figure 6.00-6).
INTAKE
MANIFOLD
Figure 6.00-6. Mounting Straps
)
FORM 6248 First Edition
CONTROL PANEL
7. Remove two capscrews, lock washers and straps
from the intake manifold (see Figure 6.00-6 and
Figure 6.00-7).
Figure 6.00-7. Intake Manifold - Right Bank
8. If pushbutton valves are to be removed, loosen the
locking nuts on the back of each pushbutton, and
remove the pushbuttons from each valve (see
Figure 6.00-8).
Figure 6.0006. Pushbutton Valves
9. Remove the two mounting nuts from the valves and
remove the valves and connecting tubes from the
mounting bracket.
10. Tag and disconnect the connecting tubes from the
valves.
CONTROL PANEL INSTALLATION - RIGHT SIDE
1. Refer to tags and connect the connecting tubes to
the valves (see Figure 6.00-4 and Figure 6.00-8).
2. Install the valves and connecting tubes to the
mounting bracket with the two mounting nuts.
3. Install the push buttons to the valves and tighten the
lock nuts against the pushbuttons.
6.00 - 3
CONTROL PANEL

4. Install mounting straps on the intake manifold with CONTROL PANEL REMOVAL - LEFT SIDE
two capscrews and lock washers (see Figure 6.00-6, )
Figure 6.00-7 and Figure 6.00-9). 1. Remove four capscrews, lock washers, and control
panel cover from the control panel (see Figure 6.00-11).

C
HOLE CLOSEST TO THE E N D y t f
ALIGNED WITH INSIDE FLANGE
HOLE OF INTAKE MANIFOLD
0

Figure 6.00-9. Bracket Strap

5. Install the control panel on the straps with four

capscrews lock washers and washers.

A WARNING Figure 6.00-11. Control Panel Cover

Disconnect all electrical power supplies before
making any connections or servicing any part ofthe
electrical system. Electrical shock can cause se-
vere personal Injury or death.
6. Install the ignition wire harness on the control panel
and tighten conduit lock nut (see Figure 6.00-10).
)
A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part of the
electrical system. Electrical shock can cause se-
vere personal InJury or death.
NOTE: Tag a/l wires before removal to aid during
assembly.

2. Tag and disconnect the wires from the ignition Switch

(see Figure 6.00-12).

Figure 6.00-10. Ignition Switch Wire Harness

7. Connect the wires to the ignition switch (see

Figure 6.00-15 and Figure 6.00-16).

a. Connect the start, prelube, vent, and supply tubes to

the control panel.
Figure 6.00-12. Ignition Wire Harness And Ignition
9. Install panel cover on the control panel with four
Switch - Left Side
capscrews and lock washers.
6.00 - 4 FORM 6248 First Edition
 CONTROL PANEL

3. Remove conduit lock nut and remove the ignition CONTROL PANEL INSTALLATION - LEFT SIDE
wire harness from the control panel.
1. Install straps on intake manifold with two capscrews
4. Remove four capscrews, lock washers, washers and lock washers (see Figure 6.00-7 and
and control panel from the mounting straps (see Figure 6.00-13).
Figure 6.00-13).
2. Install the control panel on the straps with four
capscrews and lock washers.

A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part ofthe
electrical system. Electrical shock can cause se-
vere personal injury or death.

3. Install the ignition wire harness on the control panel

and tighten conduit lock nu1 (see Figure 6.00-14).

INTAKE
MANIFOLD

Figure 6.00-13. Control Panel

5. Remove two capscrews, lock washers and straps

from the intake manifold (see Figure 6.00-13).

Figure 6.00-14. IgnHion Switch Wire Harness

4. Connect the wires to the ignition switch (see

Figure 6.00-15 and Figure 6.00-16).

5. Install the ignition switch on the control panel with

foam gasket, locking ring and nut.

6. Install panel cover on the control panel with four

capscrews and lock washers.

FORM 6248 First Ednion 6.00 - 5

CONTROL PANEL

-----------1
11:-81 ----joOol'-="1

!
I!
i'
I!" )
"
Figure 6.00-15. Wiring Diagram - DC Junction Box - CEC Ignition With Electric Start

6.00 - 6 FORM 6248 First Edition

 CONTROL PANEL

!!
!
Ii'."'
~I
"

Figure 6.00-16. Wiring Diagram - DC Junction Box - CEC Ignition With Air Start

FORM 6248 First Ednion 6.00 -7

CONTROL PANEL

6.00 - 8 FORM 6248 First Ed~ion

 SECTION 6.05 - ENGINE PROTECTION SYSTEMS

ENGINE PROTECTION SYSTEMS

COMPONENTS
On current VHP 12 Cylinder Engines, the control switches
that make up the engine protection shutdown system
must be supplied by the customer. Waukesha provides
the following standard and optional components:

A WARNING
Switches for alarms and automatic engine shut·
down must be supplied by the customer. The
sensors provided are for measuring and monitoring
temperatures and WILL NOT shut the engine down
if potentially harmful temperatures are reached.
Disregarding this information could result in severe
personal injury or death.

A WARNING
Figure 6.05-1. Lube 011 Inlet Temperature Sensor

To prevent engine damage and severe personal injury

or death, it is the customer's responsibility to provide
engine protection swiitches and fuel shutoff valves
wired to simultaneously shut off the ignition and the
fuel for the following conditions: normal shutdown,
overspeed, low lube 011 pressure, high jacket water
temperature and high Intake manifold pressure on
GSI and GL engines. See SA 8382 for recommended
engine protection equipment shutdown points.
• Sensors and Thermocouples (Standard)

• Thermocouple Junction Box

(Standard and Optional) Figure 6.05-2. Jacket Water Temperature Sensor
• Manual Shutdown Switches (2) (Standard)

• Gauges
(Optional, Engine Mounted or Remote Panel) , NOTE: Intake manifold tempe_ S8IlS0IS are located
behind each butterfly vaJve assembly below the intake
manifolds.
• Detonation Sensing Module
(Standard on selected models)

UK" TYPE THERMOCOUPLES

Four thermocouples are used to measure lube oil (see
Figure 6.05-1), jacket water (see Figure 6.05-2 ), and
intake manifold (left and right bank) air temperature (see
Figure 6.05-3). These thermocouples are wired through
the thermocouple junction box to a remote mounted
instrument panel (customer supplied or as a Waukesha
option). The thermocouple junction box is located on the
right front side of the engine next to the main junction box.
Fourteen additional thermocouples (see Figure 6.05-4
and Figure 6.05-5) are used to measure exhaust temper-
j ature and turbined inlet temperature.

Figure 6.05-3. Intake Manifold Temperature Sensor

FORM 6248 First Ednion 6.05 - 1

ENGINE PROTECTION SYSTEMS

LEFT BANK EXHAUST )

MANIFOLD
/SECTION
TURBO EXHAUST
INLET ELBOW r.::.
"'131 Y EXHAUST
THERMOCOUPLE

REAR FRONT

~~~nr~~-+~~~H-~~··~·····"
/" THERMOCOUPLE
THERMOCOUPLE CONDUIT
LEADS 14131211 10 98 7 6 54 32

RIGHT BANK
Figure 6.05-4. Exhaust Thermocouples Arrangement

Figure 6.05-6. Main Bearing Temperature

~ ..... "-
Thermocouples

Figure 6.05-5. Exhaust Thermocouple - Rear Left • One"K" Type thermocouple used to monitor the oil
sump temperature.
Optional "K" Type thermocouples that may be found on
the engine, are: • Two oxygen sensors mounted in the exhaust system.

• Seven thermocouples used to monitor the main • Twelve detonation sensors are used to detect
bearing temperatures (see Figure 6.05-6 and detonation in the combustion chambers. Refer to
Figure 6.05-7). All thermocouples end atthethermo- Detonation Sensing Module, for information con-
couple junction box when shipped (see cerning the detonation sensors.
Figure 6.05-8). It is the customer's responsibility to
connect the wiring to the remote-mounted instru-
ment panel. Main bearing sensor logic must be
supplied by the customer.
)

&.05 - 2 FORM 6248 First Edition

 ENGINE PROTECTION SYSTEMS

LEFT SIDE VIEW REAR VIEW

TERMINAL
NUMBER DESCRIPTION

21 MAIN BEARING #1
22 MAIN BEARING #2
23 MAIN BEARING #3
24 MAIN BEARING #4
25 MAIN BEARING #5
26 MAIN BEARING #6
27 MAIN BEARING #7

THERMOCOUPLE JUNCTION BOX

RIGHT SIDE

Figure 6.05-7. Wiring Diagram - Main Bearing Temperature Thermocouples

FORM 6248 First Edition 6.05 - 3

ENGINE PROTECTION SYSTEMS

THERMOCOUPLE JUNCTION BOX

JACKET WATER OUT INTAKE MANIFOLD MAIN BEARING lHERMOCOUPLES JACKET WATER INLET LUBE OIL SUMP
(LB. & R.B.) LUBE OIL THERMOCOUPLES TERMINAL BLOCKS: 21 - 27 THERMOCOUPLES

J~-
TERMINAL BLOCKS: 17 - 20

I
~\ \
EXHAUSTTHERMOCOUPLES
TERMINAL BLOCKS: 1 - 16""
®
I ®
\
r-
0 '" \ /
---....
0

®
0 b b 6 (l)
" , , 4 5 • , 8 9 10 11 121314151 1 161 92021222324252627 29

f-

~-~
,.
V
0
SECONDARY CUSTOMER
STEPPING MOTOR STEPPING MOTOR
~ CONNEcnONS
LEFTBANK
TERMINAL BLOCKS:
~ RIGHT BANK
TERMINAL BLOCKS: THIS SIDE )
56 - 62 63-69

.-
J
, ~ '.! ,
·1 1
~

--
-- .... "'"
(l)
3031
- -
I-
'23'"
""
4042444648505254 5658606264

4143 4547 49 51 5355 ~ 61

8877274

65 fil 6971
"
, 80"

81" ... "" 96 981101

"99 '01 ®
f--

0 I
\
9 QQ 0
==~ ..~=
0 ..... J 0
'-- - --"

OXYGEN SENSORS
.I \ \
DETONAll0N SENSORS
TERMINAL BLOCKS: 3O,31,B2 - 87 TERMINAL BLOCKS: 88 - 102

PRIMARY STEPPING MOTOR PRIMARY STEPPING MOTOR INTAKE MANIFOLD PRESSURE

RIGHT BANK TERMINAL BLOCKS: LEFT BANK TERMINAL BLOCKS: TERMINAL BLOCKS: 70 - 72
39 - 45,53 - !H5 32-38,50-52

Figure 6.05-8. Wiring Diagram - Thermocouple Junction Box

6.05 - 4 FORM 6248 Firsl Edition

 ENGINE PROTECTION SYSTEMS

TERMINAL DESCRIPTION TERMINAL DESCRIPTION

NUMBER NUMBER

•• 1
2
Exhaust, CyI. #1 - Left Bank
ExhausI, CyI. '2 - Left Bank
0
0
50
51
Red
Clear
STEPPING MOTOR FEED-
BACK

•• 3
4
Exhaust. CyI. #3 - Left Bank
Exhaust, Cyl. #4 - Left Bank
0
0
52
53
Black
Red
LEFT BANK

STEPPING MOTOR FEED-

•• 5
6
Exhaust, Cyl. #5 - Left Bank
Exhaust, Cyl. #6 - Left Bank
0
0
54
55
Clear
Black
BACK
RIGHT BANK
0 56 Yellow
• 7 Exhaust Common G E~ine QrTurbine
Inlet GSI/GL Engines - eft Bank 0 57 Green

•• 8
9
Exhaust, CyI. " - Rlgh1 Bank
Exhaust, CyI. '2 - Righ1 Bank
0
o
56
59
Blue
Red
SECONDARY STEPPING MO-
TOR
LEFT BANK
•• 10
11
Exhaust, Cyl. #3 - Righ1 Bank
Exhaust, CyI. #4 - Righ1 Bank
0
0
60
61
White
Black
OPTIONAL-DUAL FUEL

• 12 Exhaust, Cyl. #5 - Righ1 Bank 0 62 Drain

• 13 Exhaust, Cyl. #6 - Righ1 Bank 0 63

64
Yellow
Green
•
0
Exha~ Common G E~ne Or Turbine
14 Inlet G I/GL Engines - ight Bank 0 65 Blue SECONDARY STEPPING MO-
15 Turbine Outlet - Left Bank o TOR
0 66 Red RIGHT BANK
0 16 Turbine Outlet - Right Bank 0 67 White OPTIONAL-DUAL FUEL
T 17 Jacket Water Out 0 68 Black
T 18 Intake Manifold - Left Bank 0 69 Drain
T 19 Intake Manifold - Right Bank 0 70 Red (+) ANALOG 1
T 20 Lube Oil Header 0 71 Black (-) INTAKE MANIFOUD
0 72 Clear PRESSURE
0 21 Main Bearing #1
22 Main Bearing #2 0 73 Red (+)
0 ANALOG 2
23 Main Bearing #3 0 74 Black (-) UNDEDICATED
0
24 Main Bearing #4
0 75 Clear
0
Main Bearing #5
0 76 Red (+)
0 25 ANALOG 3
0 77 Black (-) UNDEDICATED
0 26 Main Bearing He
0 78 Clear
0 27 Main Bearing #7
0 78 Open
0 28 Jacket Water In (Reserved For)
0 60 DSM VARIABLE IGNITION
0 29 Lube Oil Sump (Reserved For)
0 81 DSM TiMING UNIT
0 30 Oxygen Sensor
0 62 Black
0 31 Oxygen Sensor OXYGEN SENSOR HEATER
0 63 Red LEFT BANK
THERMOCOUPLES
TERMINAL NUMBERS 1 - 29 0 94 Drain
0 85 BlacI<
OXYGEN SENSOR HEATER
Terminal 0 66 Red RIGHT BANK
DESCRIPTION
Number 0 87 Drain
.,. 32 Drain 0" 68 Cyl. #1 L.B .
.,. 33 Yellow 0" 68 Cyl. #2 L.B.
.,. 34 Green 0" 90 Cyl. #3 L.B.
.,. 35 Blue
PRIMARY STEPPING MOTOR
LEFT BANK O· 91 Cyl. #4 L.B.
.,. 36 Red O· 92 Cyl. #5 L.B.
.,. 37 White
.,. 38 BlacI<
0"
0"
93
94
Cyl. #6 L.B.
I CyI. #1R.B .
.,. 39 Drain 0" 85 CyI. #2 R.B.
DETONATION
SENSORS
.,. 40 Yellow 0" 96 CyI. #3 RB. (*Standard on 7042 GSI/GL)
.,. 41 Green 0" 97 CyI. #4 RB.
.,. 42 Blue
PRIMARY STEPPING MOTOR
RIGHT BANK 0" 96 CyI. #5 RB.
.,. 43 Red 0" 99 CyI. #6 RB.
.,. 44 White 0 100 Ground 1
.,. 45 Black 0 101 Ground 2
0 46 A Green OXYGEN SENSOR 0 102 Ground 3
0 47 BWhile LEFT BANK
103 Open
0 46 A Green OXYGEN SENSOR
49 BWhite RIGHT BANK
0
OXYGEN SENSOR CONNECTIONS FOR cec AND CAFC

SYMBOLS • 62 White/Clear
OXYGEN SENSOR
) T STANDARD ALL ENGINES • 63 Drain LEFT BANK
•
o
o
STANDARD GL ENGINE, OPTIONAL G,GSI
OPTIONAL
CUSTOM LEAN BURN CONTROL® (CLBC)
•
•
94
85
Black
White/Clear
OXYGEN SENSOR
• CUSTOM CATALYST CONTRO~® (CCCI • 86 Drain RIGHT BANK
CUSTOM AIRIFUEL CONTROL (CAFC • 87 Black

FORM 6248 First Edition 6.05 - 5

ENGINE PROTECTION SYSTEMS
THERMOCOUPLE JUNCTION BOX
The thermocouple junction box (see Figure 6.05-9) is
located at the front right of the engine. The function of the
thermocouple junction box is to serve as the main junction
point for the wiring of engine profection shutdowns.
Figure 6.05-9. Thermocouple Junction Box
NOTE: The customer supplied control switches must be
incorporated into the remote engine control panel logic.
6.05 - 6
MANUAL SHUTDOWN SWITCHES
)
Two manual shutdown switches are located on left and
right sides olthe engine (see Figure 6.05-10). Depress-
ing the manual shutdown switch will stop the engine by
de-energizing the ignition and electrical fuel supply
solenoid valves. To restart the engine after depressing
the shutdown switch, simply pull the depressed shut-
down switch back out to its original position. The manual
shutdown switches are wired to the main junction box.
Figure 6.05-10. Manual Shutdown Switch - Left Side
CUSTOMER SUPPLIED CONTROL SWITCHES )
Control switches must be supplied by the customer.
Control switches must include, but are not limited to; low
oil pressure, high coolant temperature, high lube oil
temperature, high intake manifold air temperature, and
an overspeed switch. Switches should be wired to an
alarm to warn of high temperatures and low pressure as
well as provide for automatic engine shutdown if
potentially harmful temperatures, pressure, or over-
speed conditions exist.
PRESSURE AND TEMPERATURE SWITCHES
CALIBRATION
Calibrating and testing pressure and temperature
switches should be performed by qualified service
technicians every 90 days.
FORM 6248 First Edition
 ENGINE PROTECTION SYSTEMS

ALARM AND SHUTDOWN SETPOINTS CAUTION I

I.=A=.."..::..:.....:..,::.....:..,:,,~~.
Alarm and shutdown val-
By using controls which simultaneously shut off the fuel L.. . ues are based on dry
natural gas (900 BTU/cu. ft. SLHV). Refer to Gas-
supply and ignition system upon reaching a "shutdown
eous Fuel Specification Sheet S7884C and Lube Oil
value", the potential for engine damage is reduced. See
Recommendations Sheet S1015Y or latest revi-
Table 6.05-1. sions fortypical changes in operation temperatures
for jacket water and lube 011 when running on
landfill or digester gas fuels. Disregarding this
information could result in product damage and/or
personal injury.
Table 6 05-1 Alarm And Shutdown Setpolnts
Stsndard Cooling System:
Normal: 1800 F (820 C) for continuos rating
200° F (93° C) for intermittent rating
Alarm: 10° F (5.5° C) above nOrmal!desl~n temperature
Shutdown: 20° F (11 0 C) above normal! esign temperature
Elevated Tempereture Solid Water Cooling System:
Jacket Water Outlet Temperature: Normal: 210 - 235° F (82 - 1130 C) solid water
Alarm: 5° F (3° C) above normal/design temperature'
Shutdown: 10° F (5.50 C) above normal! design operating temperature
Ebullient Coaling System
Normal: 212 - 2500 F (100 - 121 0 C)
Alarm: See Note 2 below
Shutdown: See Note 2 below
Normal: 1800 F (82° C)
Lube Oil Header Temperature: Alarm: 195° F (91 ° C)
Shutdown: 2050 F (96° C)
Normal: 40 - 55 psi (275 - 380 kPa)
Lube Oil Header Pressure: Alarm: 30 psi (207 kPa)
Shutdown: 20 psi (138 kPa)
Normal: Up to 10 0 F (5.5° C) above design intercooler water inlet temperature
Intake Manifold Temperature Alarm: 15° F (80 C) above design intercooler water inlet temperature
(GSI And GL Engines): Shutdown: 200 F (11 0 C) above design intercooler water inlet temperature
Intake Manifold Pressure: Contact Waukesha Engine Application Engineering Department
Main Bearing Temperature: Shutdown: 250° F (121° C)
Overspeed: Shutdown: 10% over governed speed
NOTE: 1 Waukesha Power Systems Code 1105, 11asA, or equivalent shutdown system is recommended when jacket water temperature
exceeds 210 0 F (W C).
2 Waukesha Power Systems Code 1106, 1106A, or equivalent shutdown system is recommended for ebulliently cooled engines.

FORM 6248 First Ed~ion 6.05-7

ENGINE PROTECTION SYSTEMS

ENGINE GAUGE PANEL COMPONENTS • Water Temperature SWitchgage

(SHIPPED LOOSE) )
• Digital Tachometer
The optional engine mounted gauge panel (see
Figure 6.05-11) has the following gauges mounted on it. • Intake Manifold Temperature SWitchgages
(L.H. and R.H.)
• Oil Temperature Gauge
• Intake Manifold Pressure Gauge
• Oil Pressure Switchgage

INTAKE MANIFOLD HIGH WATER LOW OIL

d
VACUUM PRESSURE DIGITAL TEMPERATURE PRESSURE
(LH, RH, OFF) GAUGE TACHOMETER SWITCHGAGE SWlTCHGAGE

b,--=----\:::::==::::---f
0+
+\+
+0
+ +~-+-+-t
0+ +0 +
HIGH INTAKE MANIFOLD HIGH INTAKE MANIFOLD LUBE OIL (INLET)
TEMPERATURE SWITCHGAGE TEMPERATURE SWITCHGAGE TEMPERATURE
(LEFT BANK) (RIGHT BANK) GAUGE

Figure 6.05-11. Instrument Panel Gauge Placement

)

6.05- 8 FORM 6248 First Edition

 ENGINE PROTECTION SYSTEMS

REMOTE PANEL COMPONENTS The following guidelines must be followed during

The optional remote mounted gauge panel is shipped
loose and requires 24VDC power (see Figure 6.05-t 2
and Figure 6.05-13). The remote mounted gauge panel is
equipped with an annunciator that provides display codes
(see Table 6.05-2) to alert the operator to the status of the
engine. Refer to Figure 6.05-20 and Figure 6.05-21 for
schematic details of the remote panel. The remote panel
has the following gauges mounted on it.
installation of the remote instrument panel.
• The instrument panel should not be mounted more
than 25 ft. (7.62 m) from the engine.
• To insure accurate temperature readings, the wires
used to connect the panel to the engine mounted
thermocouple blocks must be "K" type thermocouple
wire.

• Engine Oil Pressure Gauge • Tubing used to connect the panel to the engine
mounted pressure block should be 0.250 0.0.
• Intake Manifold Gauge stainless steel tubing.
• Tachometer/Hourmeter • Tubing connections to the instrument panel are to be
• Engine Oil/Water Temperature made from the pressure block located on the right
side of the engine.
• Left Bank Exhaust Temperatures

• Right Bank Exhaust Temperatures

• Intake Manifold Temperature

LB ~ RBI
INTAKE MANIFOLD

ANNUNCIATOR
Figure 6.05-13. Optional Remote Instrument Panel

Figure 6.05-12. Remote Mounted Panel

Table 6.05-2. Remote Instrument Panel Annunciator Legend

DISPLAY LOCKED OUT BY TIMER POINTS NOT LOCKED OUT BY TIMER
10/40 Shutdown Functions 10 20 High Turbo Inlet Temperature #1 30
00 Reset Ready To Start 11 Low Engine Oil Pressure 21 High Turbo Inlet Temperature #2 31
80 Battery Ok 12 High Engine Oil Temperature 22 32
00 Running Timer Active 13 High Engine Water Temperature 23 40 Overspeed
01 Normal Run 14 Intake Manifold Temperature 24
)
89 Power Ok 15 25
09 Test 16 26
60 Stop 17 27

.. 6.05- 9
FORM 6248 FIrst EdItIon
ENGINE PROTECTION SYSTEMS

CUSTOM ENGINE CONTROL®

DETONATION SENSING MODULE )
SYSTEM
Detonation is the autoignition of end gas that has not
been consumed in normal flame-front reaction in a
combustion chamber. When this happens in a combus-
tion chamber of an engine, two pressure waves, created
by the two flame-fronts, slam against the cylinder walls
and cause an audible "ping" or "knock" known as
detonation. Avoiding detonation conditions is critical
since detonation is normally detrimental to engine
components.
To prevent detonation from occurring, Waukesha En-
gine has developed an electronic Custom Engine
Control® Detonation Sensing Module (DSM) system
that is standard equipment on selected engine models
(see Figure 6.05-14). The DSM protects Waukesha
spark ignited gas engines from damage due to detona- Figure 6.05-14. CEC Detonation Sensing Module
tion on an individual cylinder basis. The DSM, and its
related system, must function with a CEC Ignition
module with a 14 pin DSM expansion port (see
Figure 6.05-15). The DSM System also includes a
Waukesha designed filter, a detonation sensor mounted
at each engine cylinder, and a number of interconnect-
ing cables and harnesses that may vary depending on
the application.
)

Figure 6.05-15. Ignition Module With Expansion Port

6.05 - 10 FORM 6248 First Edition


DSM SYSTEM OPERATION
IA CAUTION IRef~r to DSM Custom
L.~~-=:""::=":"::'::':"::.J. Engine Control® Detona-
tion Sensing Module Installation, Operation And
Maintenance, Form 6268 and contact your WED
distributor for complete instructions on engines
equipped with DSM. Disregarding this information
could result in product damage and/or personal
injury.
The DSM. in conjunction with the Ignition Module,
monitors individual cylinder output by means of detona·
tion sensors mounted on the crankcase at each of the
cylinders. (see Figure 6.05·16). The output of each
individual sensor is routed through a Waukesha de·
signed electronic filter. This filter removes the signal
frequencies that are not associated with detonation.
When the filtered signal exceeds a predetermined limit
(detonation threshold). the DSM system, in conjunction
with the Ignition Module, retards the ignition timing for
the cylinder associated with that sensor.
Figure 6.05-16. Detonation Sensor
The sensors are calibrated through a DSM computer
program at initial installation. This calibration is referred to
as the AutoCaI routine. The AutoCal routine can only be
performed by a Waukesha Engine qualified technician.
IA CAUTION I After doing any
=~-=:""::="':"'::":::':"::..J. replacement of engine
L.
repai~ or
cylinder heads, cylinder liners, pistons, or knock
sensors, the DSM must be AutoCaled. Contact your
local Waukesha Engine Distributor for assistance.
Disregarding this information could result in prod-
uct damage and/or personal injury.
The DSM, in conjunction with the Ignition Module, is
) capable of varying engine timing a total of 35 crankshaft
degrees. Twenty-five degrees of authority is available
when the "0" lead of the ignition is grounded, and
another 25 degrees of authority is available when the
FORM 6248 First Ed~ion
ENGINE PROTECTION SYSTEMS
"0" lead is ungrounded. However these two separate
ranges of adjustment overlap by 15 crankshaft degrees.
Thus a total span of 35 degrees is available. At speeds
of 1200 rpm and below, the system is capable of
adjusting the ignition timing to within three degrees of
the position of the ignition timing disc reference. For
example, if the ignition Timing Disc Reference is at 30
degrees before top dead center (BTDC), the DSM
system is capable of adjusting ignition timing up to
approximately 27 degrees BTDC.
During normal operation, the DSM will advance spark
timing to the programmed most advanced timing set
point. In the event that the DSM system senses
detonation, the ignition timing will be retarded at a
programmalble rate until either the signal from the sensor
falls below the "detonation threshold" or a most retarded
timing poSition is reached. Should detonation continue
once the most retarded timing is reached, the DSM
system provides an output that can be used to shut the
engine down or activate other warning devices. As soon
as conditions permit, the DSM system will advance spark
timing at a programmable rate to the original set point.
The wiring schematic in Figure 6.05-17 illustrates the
electronic route of the DSM and Ignition Module.
A WARNING
For maximum engine protection, the DSM system
must be connected to a safety shutdown. The DSM
system Is considered a safety system and, as such,
must be connected to shutdown the engine if the
engine cannot be brought out of detonation. Disre-
garding this information could result In severe
personal injury or death.
NOTE: The most advanced timing and most retarded
timing are programmed using a personal computer and
DSM software at initial installation. These timings can
only be reprogrammed by a Waukesha Engine qualified
technician.
DEFAULT TIMING VALUE
The DSM system also has a predetermined default
timing value which is used during engine warm-up
periods. During engine warm-up, the DSM system is
disabled and is not protecting the engine. The purpose
of this delay is to prevent misleading vibration signals
from being incorrectly sensed as detonation by the DSM
system.
Default timing is 2 degrees less than nameplate timing.
When a sensor fails, or when a sensor's automatic
control timing is disabled, default timing is used.
6.05 -11
ENGINE PROTECTION SYSTEMS

)
IGNITION
PRIMARY

CEC IGNITION
DSM MODULE 14PIN
MODULE ENGINE MOUNTED CONNECTION

ON OR OFF
ENGINE
MOUNTED

FILTER

ON OR OFF
ENGINE
THROUGH MOUNTED
)
ABC

GROUND MUST
RUN TO ENGINE
CRANKCASE
_SEINSCIR HARNESS

DETONATION SENSORS 1 PER CYLINDER

Figure 6.05-17. Detonation Sensing Module System Wiring Schematic

6.05 - 12 FORM 6248 First Edition

 ENGINE PROTECTION SYSTEMS

USER INTERFACE
The DSM system is equipped with several features to
inform site personnel of system status. These features
include:
• "Power", "Alarm", and "Shutdown" lights (LED dis-
play) on the front panel of the DSM module (see
Figure 6.05-18)

• a liquid crystal display (LCD) located inside the DSM

module which continually shows the current status of
the system through diagnostic codes (see
Figure 6.05-19)

• the capability to drive remote alarms or lights

For example, the DSM system can detect Ha sensor has
been damaged or disconnected. In eilher event, the defautt
timing value is imposed for the cylinder associated with the
lost signal. In addition to imposing the defautt timing, the
DSM system will also illuminate the yellow alarm LED on
the front cover, provide a signal for a remote alarm, and will
display the error code on the LCD within the DSM module. Figure 6_05-18_ Detonation Sensing Module Front
Panel

INSIDE THE DSM MODULE

-
~

~,.

~oo
~,

~,

""
[]
-
in
~_oo

~,~
~-~ ,~
~_oo
~_oo

SENSOR07
"=
,~

..
~_oo
.,~

I-
~~
SENSOA09 ~
SENSOR 10
6ENSOR1t
~"
CATAS
SENSOR 12 IlATA2
SENSOR 13 DATAl
SENSOR 14 OATAO
SENSOR1~
SENSORIa -~,
'--

o o
Figure 6.05-19. Detonation Sensing Module
LCD Display

>

FORM 6248 First Edition 6.05 -13

ENGINE PROTECTION SYSTEMS

DSM SYSTEM TROUBLESHOOTING A CAUTION

I==-..=.:.....:=....:...;=;.:..:..J.
I After doing any repair or
replacement of engine )
This section is provided to determine diagnostic codes L.

of the DSM system, as well as, possible corrective cylinder heads, cylinder liners, or pistons, or knock
actions that may remedy diagnostic problems. sensors, the DSM must be re-AutoCaled. Contact
your local Waukesha Engine distributor for assis-

CAUTION I~roubleshooting
tance. Disregarding this Information could result In
I~-A.=~=..:..::.....:;.:..;:;...;~.
L.. .
the
DSM system can include
some disassembly of electronic equipment, wiring
product damage and/or personal Injury.

modification, programming, and other work of

similar nature. Only "qualified technicians" should
undertake these activities. Improper handling of
electronic components can cause damage making
the components unusable. Disregarding this in-
formation could result in product damage and/or
personal injury.

If only the "Power" (green) LED is lit on the front panel of

the DSM module, the engine is running free of any
problems. The LCD display inside the DSM module will
show the diagnostic code 91 .
If the "Alarm" (yellow) or "Shutdown" (red) LED is lit on the
front panel of the DSM module, the DSM system is sensing
detonation in the engine or an improperly working sensor.
Refer to the LCD display inside the DSM module for the
diagnostic code (see Figure 6.05-19). Table 6.05-3 pro-
vides a description of the condition based on the diagnostic
code the DSM system is sensing. Table 6.05-4 provides )
troubleshooting suggestions to remedy the situation.

IL.
A. CAUTION Ilf a DSM sensor is re-
• .
.=='-:...;;.....;;..;;....;;;.....-'--1.
. moved, do not mishan-
dle or drop the sensor. Improper handling of the
sensor could result in permanent damage to the
sensor crystal.

NOTE: To install a sensor, the sensor must be free of oil

and torqued to a value of 20 - 25 ft-/b (27 - 34 N·m). The
mounting surface for the sensor must be smooth
(RMS125) and flat

A. CAUTION I Drilled and tapped hole

IL.
• .
.=='-'--......:'--_-'--1.
. (sensor surface) must be
flat, smooth (RMS 125), and be perpendicular to the
drilled hole. A knock sensor that Is not mounted
flush with the surface or If the surface is not within
RMS 125, WILL provide incorrect Signals to the DSM
system. Disregarding this information could result
in product damage and/or personal injury.

6.05 -14 FORM 6248 First Edition

 ENGINE PROTECTION SYSTEMS

Table 6 05-3 DSM Module LCD Message Display Diagnostic Codes

LCD LED IGNITION TIMING
DESCRIPTION OF CONDITIONS
READ-OUT STATUS IN USE
- - -- No Power: System Not Operating CEC Ign~ion Switch Timing
- GYR No Program: System Has Power But Is Not Executing Gode CEC Ign~ion Switch Timing
00 GY- No Rotation: Engine Stopped Running (Not Due to Shutdown Mode) CEC Ign~ion Switch Timing
01 GY- Sensor #1: Failed Diagnostic Test Cylinder Defeutt Timing
02 GY- Sensor #2: Failed Diagnostic Test Cylinder Defautt Timing
03 GY- Sensor #3: Failed Diagnostic Test Cylinder Defautt Timing
04 GY- Sensor #4: Failed Diagnostic Test Cylinder Defeutt Timing
05 GY- Sensor #5: Failed Diagnostic Test Cylinder Defeutt Timing
06 GY - Sensor #6: Failed Diagnostic Test Cylinder Defeutt Timing
07 GY- Sensor #7: Failed Diagnostic Test Cylinder Defautt Timing
06 GY- Sensor #6: Failed Diagnostic Test Cylinder Defautt Timing
09 GY - Sensor #9: Failed Diagnostic Test Cylinder Defautt Timing
10 GY- Sensor #10: Failed Diagnostic Test Cylinder Defautt Timing
11 GY- Sensor #11: Failed Diagnostic Test Cylinder Defautt Timing
12 GY- Sensor #12: Failed Diagnostic Test Cylinder Defeult Timing
21 GY - Sensor #1: Uncontrolled Detonation Cylinder Maximum Retard
22 GY - Sensor #2: Uncontrolled Detonation Cylinder Maximum Retard
23 GY - Sensor #3: Uncontrolled Detonation Cylinder Maximum Retard
24 GY - Sensor #4: Uncontrolled Detonation Cylinder Maximum Retard
25 GY - Sensor #5: Uncontrolled Detonation Cylinder Maximum Retard
) 26 GY - Sensor #6: Uncontrolled Detonation Cylinder Maximum Retard
27 GY - Sensor #7: Uncontrolled Detonation Cylinder Maximum Retard
28 GY- Sensor #8: Uncontrolled Detonation Cylinder Maximum Retard
29 GY- Sensor #9: Uncontrolled Detonation Cylinder Maximum Retard
30 GY- Sensor #10: Uncontrolled Detonation Cylinder Maximum Retard
31 GY- Sensor #11: Uncontrolled Detonation Cylinder Maximum Retard
32 GY- Sensor #12: Uncontrolled Detonation Cylinder Maximum Retard
41 G -- Sensor #1: Automatic Timing Control Disabled Cylinder Default Timing
42 G -- Sensor #2: Automatic Timing Control Disabled Cylinder Default Timing
43 G -- Sensor #3: Automatic Timing Control Disabled Cylinder Default Timing
44 G -- Sensor #4: Automatic Timing Control Disabled Cylinder Defeult Timing
45 G -- Sensor #5: Automatic liming Control Disabled Cylinder Default Timing
46 G -- Sensor #6: Automatic liming Control Disabled Cylinder Defau~ Timing
47 G -- Sensor #7: Automatic liming Control Disabled Cylinder Dafautt Timing
48 G -- Sensor #8: Automatic liming Control Disabled Cylinder Dafeutt Timing
49 G -- Sensor #9: Automatic liming Control Disabled Cylinder Defeutt Timing
50 G -- Sensor #10: Automatic liming Control Disabled Cylinder Defautt Timing
51 G -- Sensor #11: Automatic Timing Control Disabled Cylinder Defautt Timing
52 G -- Sensor #12: Automatic Timing Control Disabled Cytinder Default Timing
66 GY- Sample Error: Configuration Data or Application Problem Cylinder Default Timing
75 GyR Shutdown: Uncontrolled Detonation Present Shutdown Activated Timing Control
75 GY- Shutdown: Engine Has Stopped Running Due to Datonation/Shutdown Cylinder Default Timing
) 81 GY- System Error: Some Cylinders Are OK-Wait for Sensor Error Code liming Control
86 G -- Autocal: Executing AutoCai Routine AutoCal Timing
(Continued)

FORM 6246 First Edition 6.05 - 15

ENGINE PROTECTION SYSTEMS

LCD LED IGNITION TIMING

READ-OUT STATUS DESCRIPTION OF CONDITIONS IN USE )
90 G -- System OK: Ready and Waiting for Engine to Start Cylinder Default Timing
91 G -- System OK: Normal Operation - Controlling Detonation Timing Control
95 G -- System OK: Delaying Engine Warm-Up Cylinder Default TIming
97 G-- Serial Mode: Communication Transfer Mode Last Active Timing
30° Retard from TOR
99 GY- No Data: Configuration Data Must Be Down Loaded
(liming Disc Reference)
NOTE: The diagnostic cedes given in the LCO READ-OUT column are shewn on the LCD display inside the DSM module.
Letters in the LED STATUS column represent the LED lights on the DSM module front pane/that are Iff under the given condition:
= = =
G = Green/Power, Y Yellow/Alarm, y Yellow/Alarm Flashing, R Red/Shutdown

Table 6.05-4. DSM Diagnostic Codes Troubleshooting

IF DIAGNOSTIC CODE ON THEN
LED DISPLAY READS
Code 00 a. Engine is not running (not due to shutdown mode).
a. Check wiring from sensor to DSM for damage. Repair/replace wiring as required.
b. Check Spark plug for misfiring. Replace as required.
Codes 1 - 12 c. Check admission valves in cylinder head for correct operation. Replace or clean as required.
d. Replace sensor.
e. Contact your Waukesha Engine Distributor for assistance.
a. Shutdown engine.
b. Determine if any "hot" or unprocessed gas has gone through engine that could cause detonation.
Codes 21 - 32 c. Check gas/air supply. )
d. Bore scope the cylinder to check for detonation.
e. Contact your Waukesha Engine Distributor for assistance.
a. Check to see if the program was disabled through the electronics,
Codes 41-52
b. Contact your Waukesha Engine Distributor for assistance.
Code 91 a, Engine is running normally.
Code 99 a. Contact your Waukesha Engine Distributor for assistance.
All Other Codes a. Contact your Waukesha Engine Distributor for assistance.

6.05 -16 FORM 6248 First Edition

 ENGINE PROTECTION SYSTEMS

RIGHT BANK INTAKE MANIFOLD _ _ _~L:.:::;-;:::::::'",____ LEFT BANK INTAKE MANIFOLD

TEMPERATURE TERMINAL BLOCK #19 (-) TEMPERATURE TERMINAL BLOCK #18 (-)

RIGHT BANK INTAKE MANIFOLD ---+-----' L..-----,f----- LEFT BANK INTAKE MANIFOLD
TEMPERATURE TERMINAL BLOCK #19 (+) TEMPERATURE TERMINAL BLOCK #18 (+)

PYROMETER INTAKE MANIFOLD TEMPERATURES

ENGINE LUBE OIL ENGINE WATER TEMPERATURE

TEMPERATURE TERMINAL BLOCK #20 (-) TERMINAL BLOCK #17 (-)

ENGINE LUBE O I L - - - - - - + - - - - - ' '------+------ ENGINE WATER TEMPERATURE

TEMPERATURE TERMINAL BLOCK #20 (+) TERMINAL BLOCK #17 (+)

PYROMETER ENGINE OILJWATER TEMPERATURES

CYLiNDER#4
CYLINDER #3 TERMI NAL BLOCK '10 (-)
TERMINAL BLOCK #9 (-) CYLINDER.5
CYLI NDERII2 TERMINAL BLOCK '11(-)
TERMINAL BLOCK'8(-)
CYLINDER #6
CYLINDER #1 TERMI NAL BLOCK '12 (-)
TERMINAL BLOCK #7 (-) 1
URBOOUTLET
1 o
TURB INLET
I TERMINAL BLOCK #16 (-)

-~
-.
TERMINAL BLOCK #14 (-) OPEN
I
I OPEN
I
o
TURB INLET
TERMINAL BLOCK #14 (+) II URBOOUTLET
TERMINAL BLOCK #16 (+)
CYLINDER #1
TERMINAL BLOCK '7 (+)
II \[ II;!;!!- IU' CYLINDER #6
TERM INAL BLOCK #12 (+)
CYLI NDER CYLINDER.5
TERMINAL BLOCK #9 (+)
CYLINDER'3
TERMINAL BLOCK #9 (+)
IPYROMETER EXHAUST
TEMPERATURES RIGHT BANK
l TERMINAL BLOCK '11 (+)
CYLINDER'4
TERMINAL BLOCK '10 (+)

CYLINDER #4
CYLINDER #3 TERMINAL BLOCK #4 (-)
TERMINAL BLOCK #3 (-) CYLINDER.5
CYLINDERII2 TERMINAL BLOCK #5(-)
TERMINAL BLOCK 112 (-)
CYLINDER #6
CYLINDER #1 TERMINAL BLOCK #6 (-)
TERMINAL BLOCK '1 (-) 1
I"'-.. ~~!lBOOUTLET
o
TURB INLET TERMINAL BLOCK #15 (-)
TERMINALBLOCK.13 (-)
'IA I~
I_a
I OPEN
/ .1 ••••• 7.
1 I I 1-" OPEN
I
o
TURB INLET II II ~~!'IBOOUTLET

IU/
TERMINAL BLOCK.13 (+) TERMiNAL BLOCK #15 (+)
CYLiNDER'l
TERMINAL BLOCK #1 (+)
I I \j1l;!::;.!:E1 CYLINDER #6
TER MINAL BLOCK #6 (+)
CYLINDER CYLINDER.5
TERMINAL BLOCK 112 (+)
CYLINDER.3
I PYROMETER EXHAUST
I TERMINAL BLOCK #5 (+)
CYLINDER #4
TERMINAL BLOCK #3 (+) TERMINAL BLOCK.4 (+)
TEMPERATURES LEFT BANK
)
Figure 6.05-20. Remote Instrument Panel Connections

FORM 6248 First Edttion 6.05 -17

ENGINE PROTECTION SYSTEMS

ELECTRICAL DETAIL )

12

I •
,3
WARNING '~ 4
\
.J.
Sensors are normally
switches which must be retumed
open
8
...r
Ls
5

to ground potential to actuate an-

nunciator•
• WARNING
Any power applied to sensor wires NOTE: Terminals are shown
10 through 40 may destroy annun· away from instrument and
ciator circuits. modlfiedforpurposes ofpanel
wiring clarity only.

GROUND FOR ENCLOSURE,

PANEL INSERT, AND ALL
INSmUMENTATION

CUSTOMER WIRING

BACK VIEW OF PANEL

1T.13

~
1T.10
INPUT.

11

i\iE."
-=.
ITEM
& TERM.
NO.
READ
OUT
ANNUNCIATOR
CHANNEL FUNCTION ! CLASS

B
40
8 )

14
1T.5,SW2
1'[6, SWI 14
~
INTAKE I !TEMP,
15 15 B
16 B
1T.10 1T.10
17 ~
'TEMP, #1
-"- INPUT. INPUT.
20 ! IT,7, SW. 20 ~
21 ' IT,8, SW. 21 !, INLET TEMP, 112 A
22 22 A
23 23 A IT.g

25 ~ ~
2S 26 ~
_27 27 A
30 30 A

"
40 II4,S
31
32
A
A
~
1T.10
INPUT. 0 IT.II

IGNmON POWER
(TACHOMETER SIGNAL
1~sl
~
c=J 1T.12 II II
BULKHEAD FmlNGS TO GAUGES

AUX. CONTACTS ENGINE GROUND TO SENSORS

(IF USED) & THERMOCOUPLES
.24 VDC POWER

Figure 6.05·21. Remote Instrument Panel Connections

6.05 -18 FORM 6248 First Ed~ion

 SECTION 6.10 - MISCELLANEOUS EQUIPMENT

MISCELLANEOUS EQUIPMENT The following miscellaneous equipment may be

installed on the engine:
COMPONENTS
• Surge Tank

• Jacket Water Heater

FILLER CAP

-i!
~-J
~
I "-. FILLER NECK
¢t
HOS~ n ifilf" /
OVERFLOW PLUG (INITIAL FILL)

UF11NG EYE

U i ~

)
I

••
\
•
/'
SIGHT GAUGE

I ~I
y/ I
I /~I
1../ I

)
Figure 6.10-1. Surge Tank Assembly

FORM 6248 Rrst Edition 6.10 -1

MISCELLANEOUS EQUIPMENT

SURGE TANK 7. Remove capscrew, lock washer and the overflow

line support bracket from the front flange of the water
SURGE TANK REMOVAL connection pipe (see Figure 6.10-3).

A WARNING
Always wear protective clothing when draining the
cooling system on a heated engine. Slowly loosen
the air bleed petcock to relieve any excess pres-
sure. Do not remove the filler cap on the surge tank
until pressure is released. Escaping steam and/or
hot water can result In severe personal injury or
death.

1. Refer to Cooling Systems, and drain the cooling

system and surge tank.

2. Remove two lock nuts, spacer nuts, capscrews, and

connecting bracket from the brackets on the water
connection pipe (see Figure 6.10-1 and Figure 6.10-2). Figure 6.10-3. Overnow Line Support Bracket

8. Remove the remaining five capscrews, lock wash-

ers, water connection pipe from the surge tank (see
Figure 6.10-1 and Figure 6.10-2).

9. Remove the square and round gaskets from the

ends of the water connection pipe.
)
A WARNING
The surge tank weighs approximately 400 Ibs.
(181 kg). Use a suitable lifting device and exercise
caution during removal or Installation to avoid
severe personal injury or death.
Figure 6.10-2. Water Connection Pipe
10. Attach a suitable lifting device to the surge tank.

3. Remove two socket head capscrews, lock washers, 11. Remove eight nuts, washers, lock washers, caps-
and the rear bracket from the water connection pipe. crews, and washers from the support brackets and
surge tank mounting flanges.
4. Remove two capscrews, lock washers, and the front
bracket from the water connection pipe, 12. Using a suitable lifting device, remove the surge
tank from the support brackets.
5. Remove the two lower capscrews and lock washers
from the lower two holes in the rear flange of the water
connection pipe.

6. Remove nut, lock washer, support clip, and caps-

crew from the lower overflow line.

6.10 - 2 FORM 6248 First Edition

 MISCELLANEOUS EQUIPMENT

SURGE TANK DISASSEMBLY s. Remove pipe adapter from the bottom of the surge
tank (see Figure 6.10-S).
1. Remove the drain cock from the surge tank (see
Figure 6.10-1).

2. Remove the filler cap from the filler neck (see

Figure 6.10-4).

Figure 6.10-5. Pipe Adapter

6. Remove the sight gauge from the surge tank (see

Figure 6.10-6).

Figure 6.1~. Filler Cap And Plug

3. Remove four capscrews, lock washers, filler neck,

and gasket from the surge tank.

4. Remove upper plug from the surge tank.

I Figure 6.10-6. Sight Gauge

I

FORM 6248 First Edttion 6-10 - 3

MISCELLANEOUS EQUIPMENT
SURGE TANK CLEANING AND INSPECTION
1. Inspect the surge tank for developing cracks around
hose fittings, pipe couplings, mounting brackets and
corners.
NOTE: Usually it is not advisable to repair that is
extensively rusted. It is better to replace an extensively
rusted tank.
2. Inspect the tank for internal rusting that has affected
the sides, top or bottom. this may be detected by paint
that appears to be lifting off.
3. Flush the tank to remove any accumulated sedi-
ment. Probe the tank through the openings to dislodge
material that was not removed from back washing.
4. Repair any fittings that indicate leakage, such as
plug, sight gauge and drain cock. Seal fittings with
Perma Lok® Heavy Duty Pipe Sealant with Teflon®. Use
Permatex® Aviation Form-A-Gasket Sealant to seal
the filler neck gasket.
5. Inspect the pressure relief filler cap. Be certain the
cap is properly sealing against its filler neck. Make
certain that the pressure cap spring is pressurizing the
the cooling system correctly. This value is related to
operating elevation. Be certain the correct cap is used. A
radiator pressure tester may be used to to determine cap
requirements. The tester will also check the cap seal.
6. Inspect the overflow hose. Replace the hose if it
shows signs of cracking.
7. Inspect the bleed hole. The bleed hole must not be
plugged or obstructed in any way.
SURGE TANK ASSEMBLY
1. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to threads, and install the drain cock on the
surge tank (see Figure 6.10-1).
2. Apply PermateX® Aviation Form-A-Gasket Sealant
to filler neck gasket (see Figure 6.10-4).
3. Install the filler neck gasket and filler neck on the
surge tank with four lock washers and capscrews.
4. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to threads, and install upper plug on the surge
tank.
5. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to threads, and install the pipe adapter on the
bottom of the surge tank (see Figure 6.10-5).
6. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to threads, and install the sight gauge on the
surge tank (see Figure 6.10-6).
6.10 - 4
SURGE TANK INSTALLATION
1. Attach a suitable lifting device to the surge tank.
A WARNING
The surge tank weighs approximately 400 Ibs.
(181 kg). Use a suitable lifting device and exercise
caution during removal or Installation to avoid
severe personal Injury or death.
2. Using a suitable lifting device, install the surge tank
on the support brackets.
3. Install the surge tank on the support brackets with
eight washers, capscrews, washers, lock washers and
nuts (see Figure 6.10-1 and Figure 6.10-2).
4. Apply Permatex® Aviation Form-A-Gasket Sealant
to the gasket surfaces and install the gaskets on the
square and round gaskets from the ends of the water
connection pipe.
5. Install the water connection pipe on the cluster
thermostat with the two lower capscrews and lock
washers.
6. Install rear bracket on the water connection pipe with
two socket head capscrews and lock washers. )
7. Connectthe front flange ofthe water connection pipe
to the surge tank with the lower five capscrews and lock
washers.
8. Install the overflow line support bracket on the front
flange of the water connection pipe with capscrew and
lock washer (see Figure 6.10-3).
9. Install the lower overflow line on the support bracket
with nut, lock washer, support clip, and capscrew (see
Figure 6.10-1 and Figure 6.10-2)
10. Install the front bracket on the water connection
pipe with two capscrews and lock washers.
NOTE: AfterperformingSteps11 and 12, the connect-
ing bracket should be able to be moved by hand. This
will allow for expansion during operation.
11. Install the connecting bracket on the front bracket
with lock nut, spacer nut and capscrew. Tighten the
spacer nut and locknut against the connecting bracket,
leaving 0.031 in. (0.787 mm) space under the head of
the capscrew. Check the distance by inserting a feeler
gauge under the head of the capscrew.
12. Install the conl)ecting bracket on the rear bracket
with lock nut, spacer nut and capscrew. Tighten the
spacer nut and locknut against the rear bracket, leaving
0.031 in. (0.787 mm) space between the top of the
FORM 6248 First Edition

spacer nut and the bottom surface of the connecting
bracket. Check the distance by inserting a feeler gauge
between the top of the spacer nut and the bottom
surface of the connecting bracket.
13. Refer to Cooling Systems, and fill the cooling
system and surge tank.
JACKET WATER HEATER
JACKET WATER HEATER REMOVAL
The optional thermostatically controlled jacket water
heater improves starting in cold temperatures and
warms the jacket water for standby applications.
A WARNING
Do not install, set up, maintain or operate any
electrical components unless you are a technically
qualified Individual who is familiar with the electri-
cal components Involved. Electrical shock can
cause severe personal injury or death.
A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part ofthe
electrical system, Electrical shock can cause se-
vere personal injury or death.
)
REAR VIEW
Figure 6.10-7. Jacket Water Heater - Right Side
FORM 6248 First Edttion
MISCELLANEOUS EQUIPMENT
1. Disconnect the power supply to the jacket water
heater and thermostat.
A WARNING
Always wear protective clothing when draining the
cooling system on a heated engine. Slowly loosen
the air bleed petcock to relieve any excess pres-
sure. Do not remove the filler cap on the surge tank
until pressure is released. Escaping steam and/or
hot water can result in In severe personal injury or
death.
2. Refer to Cooling System and drain the cooling
system.
3. Loosen the hex fittings and disconnect the inlet and
oullet tubes from the jacket water heater (see
Figure 6.10-7 and Figure 6.10-8).
NOTE: Left and right side jacket water heaters are
removed in a similar fashion.
4. Remove four nuts, lock washers, spacers brackets
and the jacket water heater from the mounting bracket.
RIGHT SIDE
6.10 - 5
MISCELLANEOUS EQUIPMENT

hrnJHI~ )

~
lot?::: ~
-::::::::;:::::

o
o
BRACKETS~
INSERT PROBE INTO THE
~~~
FIRST PIPE TAP BEHIND THE
LEFT SIDE I THERMOSTAT HOUSING

MOUNT TEMPERATURE REAR VIEW

CONTROL ON LEFT BANK
INTAKE MANIFOLD ON
THE 2ND AND 3RD PAD
FROM FRONT OF ENGINE
FRONT END AND LEFT SIDE
VIEW OF ENGINE

Figure 6.10-11. Jacket Water Heater - Left Side

JACKET WATER HEATER CLEANING AND
INSPECTION
A WARNING
Comply with the solvent manufacturers recommen-
dations for proper use and handling of solvents.
Improper handling or misuse could result In severe
personal injury or death. Do not use gasoline, paint
thinners or other highly volatile fluids for cleaning.
1. Wipe all metal parts with a clean shop cloth
dampened in an approved cleaning solvent.
2. Inspect the jacket water heater for cracks, broken
wires, or other damage.
3. Inspect all wiring for cracked insulation, broken wires
or damage. Replace if necessary.
4. Inspect all threaded parts for stripped or damaged
threads. replace parts if damage is apparent.
5. Inspect tubes for cracks, kinks, breaks or wear.
replace tubes if necessary.
JACKET WATER HEATER INSTALLATION
r------:A~W-A-R-N-IN-G---.....,
Properly discharge any electrical component that )
has the ability to store electrical energy before
connecting or servicing that component. Electrical
shock can cause severe personal injury or death.
A WARNING
Disconnect all electrical power supplies before
making any connections or servicing any part olthe
electrical system, Electrical shock can cause se-
vere personal injury or death.
1. Mount the jacket water heaters in a vertical position
as shown (see Figure 6.10-7 and Figure 6.10-8).
2. Install the jacket water heater on the mounting bracket
with four nuts, lock washers, spacers and brackets.
3. Apply Perma Lok® Heavy Duty Pipe Sealant with
Teflon® to threads, and connect the inlet and outlet
tubes on the jacket water heater.
4. Connect the power supply to the jacket water heater
and thermostat.

A WARNING
Do not install, set up, maintain or operate any )
electrical components unless you are a technically
qualified individual who Is familiar with the electri-
cal components involved. Electrical shock can
cause severe personal injury or death.
6.10 - 6 FORM 6248 First Edition
 CHAPTER 7 - TROUBLESHOOTING AND MAINTENANCE

CONTENTS

SECTION 7.00 - TROUBLESHOOTING

SECTION 7.10 - MAINTENANCE AND STORAGE

FOAM 6248 First Edition

 )

FORM 6248 First Edition

 SECTION 7.00 - TROUBLESHOOTING

TROUBLESHOOTING current readings from the engine instrument panel can

be combined with this information to provide a frame-
The following table is provided to assist the user in
work for resolving actual or potential problems.
determining the possible causes of unsatisfactory
engine operation, as well as point out the corrective NOTE: This chart is only provided as a service to our
action that may be undertaken to remedy the problem. customers. It should not be viewed as a reflection of
Knowledge of how the engine operates along with the Waukesha Engine's actual experience with this product.
Table 7 00-1 Troubleshooting Table
SYMPTOM PROBABLE CAUSE REMEDY
Engine crankshaft cannot be barred Load not disengaged from engine. Disengage load.
over.
IA CAUTION I Do not attempt to Coolant or obstruction in cylinder: NOTE: Remove spark plugs to vent cylinders of
accumulated coolant.
rotate crankshaft
with starter.
a. Cracked exhaust manifold. a. Replace.
b. Cracked head. b. Replace.
c. Cracked sleeve. c. Replace.
Seized piston. Determine cause of seizure: insuffiCient
lubrication, inadequate cooling, overload, etc.
Replace piston assembly and sleeve, as
required.
Main bearings too tight:
a. Main bearing caps installed out of loca- a. Check each bearing cap; place in proper
tion. location,
b. Improper bolt torque. b. Adjust bearing caps. Torque to specifica-
tions.
c. High spots on bearings. c. Replace.
)
Engine will crank but will not start. On-oft switch in OFF position or defective ~f Place switch in the ON position or replace if
(50 F minimum ambient Tempera- used). defective.
ture)
Fuel throttle or manual shut -off control in OFF Place fuel throttle or manuat shut-off control in
position. ON pOSition.
Insufficient cranking speed:
a. Low starting air/gas pressure. a. Build up air/gas pressure. 100 - 125 rpm
required to start engine.
b. Lube oil temperature too low or viscosity b. Change lube oil or raise the oil tempera-
too high. ture.
Fuel system Inoperative:
a. Insufficient fuel supply or fuel pressure. a. Check gas pressure.
b. Fuel system settings incorrect. b. Reset regulators.
c. Stiff carburetor diaphragm. c. Replace diaphragm.
d. Worn carburetor mixing valve assembly. d. Replace assembly.
e. Ruptured line pressure regulator dia- e. Replace diaphragm.
phragm.
I. Bent pressure regulator control rod. f. Replace control rod.
g. Prechamber regulator valve stuck open. g. Replace or repair regulator valve.
h. Main gas valve stuck closed. h Replace or repair main gas valve.
Faulty ignition system:
a. Low or no output from ignition module. a. Replace ignition module as required.

v
b. Hall-effect Pickup not p::f.ert gapped,
disconneded, or damag .
b. ChS?~ap, reconned, or replace as
requlr .
c. Incorrect ignition timing. c. Reset the timing.
)
d. Broken or damaged wiring. d. Repair or replace.
e. Magneto drive assembly broken. e. Replace drive.
f. Spark plug(s) not firing. I. Check gap/replace as required.

FORM 6248 First Ed~lon 7.00 - 1

TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

Engine will crank but will not start
(cont'd).
Engine stops suddenly.
)
Insufficient or no air intake: NOTE: Bar the engine over by hand to verify that
cylinders are clear. Inspect the intake manito/dfor
accumulations of lube oil.
a. Clogged intake air filters. a. Remove and clean,
b. Clogged/dirty intercooler (air side). b. Remove and clean.
Governor inoperative:
a. Insufficient oil:
1. UG-8 low oil level. 1. Add oil.
2. Gasket blocks off oil supply hole (affer 2. Re-position or replace gasket.
repair).
3. Water/sludge in oil passages. 3. Clean or replace governor.
b. Binding control linkage:
1. Linkage dirty. 1. Clean.
2. Unkage broken. 2. Repair.
3. Linkage pivot points tight. 3. Re-adjust or replace pivot point bear-
ing surfaces.
c. Electric governor actuator not opening. c. Check wiring and correct.
d. Governor geometry incorrect. d. Correct as necessary.
Poor compression:
a. Worn rings. a. Replace.
b. Leaking valves. b. Recondition seats and valves.
c. Leaking head gaskets. c. Replace.
Camshaft gear not in time with crankshaft gear. Set crankshaft at T.O.C. #1 RB. Align the
camshaft, idler and crankshaft gear match
marks.
)
Insufficient fuel supply. Check gas pressure.
Low oil pressure causes engine protection Inspect lubricating oil system and components;
control to shut down engine. correct cause.
High coolant temperature causes engine Inspect cooling system and components; correct
protection control to shut engine down. cause.
Faulty ignition system. Repair or replace components as required.
High intake manifold temperature. Correct cause.
High lube oil temperature. Correct cause.
Engine overspeed causes engine protection Determine and correct cause.
control to shut down engine.
Excessive load causes engine to stall. Determine and correct cause of overload.
Insufficient intake air:
a Clogged intake air filter(s). a. Remove and clean.
b. Clogged intercooler (air side). b. Remove and clean.
Obstructed exhaust manifold. Locate and remove obstruction.
Piston seizure:
B. Insufficient cooling. a. Replace scoredtMiston, sleeve and rings.
Clean and/or II the cooling system,
including the heat exchangers.
b. Insufficient lubrication. b. Replace scored piston, sleeve and rin~s.
Clean oil passages, and/or determine
cause.
c. Insufficient ring gap (ap~licable only im- c. Replace scored piston, sleeve and rings.
mediately after overhau). Adlust ring gap.
)
Obstruction in cylinder. Replace parts.

7.00 - 2 FORM 6248 First Ed~ion


SYMPTOM
Engine stops suddenly (cont'd).
Engine loses power.
) bar regulator adjustment.
Engine will not shut down using
normal stopping procedures.
I A WARNING
Shut off the gas supply for posi-
tive shutdown of gaa englnas, In-
spectthe Intake manifold for accu-
mulations of lube oil.
Engine will not reach rated speed.
) Insufficient fuel supply.
FORM 6248 First Ednion
PROBABLE CAUSE
Seizure of bearings main, connecting rod, piston
pin or camshaft.
a. Lack of lubrication.
b. Dirt in lube oil.
Insufficient fuel:
a. Low gas pressure.
b. Mlsadjustad wastegate(s) (altitude cem-
pensation).
Air intake system maHunction:
a. Dirty intake air filters.
b. Clogged Interceoler.
Air leaks In intake system.
Turbocharger malfunction or failure:
a. Lack of lubrication.
b. Foreign material.
c. Excessive backpressure.
Engine misfiring:
a. Incorrect main chamber and/or precham-
b. Faulty ignition system.
c. Sticky gas admission valve.
Ignition system timing incorrect.
Low compression pressure:
a. Leaking head gasket.
b. Leaking exhaust/intake valve.
c. Misadjusted intake and exhaust valves (if
recently overhauled).
d. Wom rings (excessive blow-by).
e. Wom pistons/liner.
f. Cracked piston.
g. Cracked cylinder head.
Excessive exhaust system backpressure.
Defective ON-OFF swnch.
I Overheated combustion chamber deposits
cause the engine to run on - auto ignition.
Engine overloaded.
Restricted air intake.
TROUBLESHOOTING
REMEDY
Replace bearings - clean up or replace crank-
shaft, camshaft or piston pins, as required.
a. Check lube oil system; correct cause.
b. Check lube oil filters.
a Check gas fuel system.
b. Consult Waukesha factory representa-
tive for correct setting.
a. Remove and clean.
b. Remove and clean.
14 CAUTION 1Bartheenglneover by hand
to verily that the cylinders
are claar, Inspect the Intake
manifold for accumulations
of lube 011.
Find and correct as required.
a. Determine cause; repair or replace turbo-
charger.
b. Repair or replace turbocharger.
c. Determine and correct cause.
a. Readjust.
b. Repair or replace components as re-
quired.
c. Repair or replace gas admission valve.
Re-time.
a. Replace head gasket - inspect for warped
cylinder head and/or """kcase.
Replace if necessary.
b. Recondition seats and valves.
c. Readjust.
d. Replace.
e. Replace as necessary.
f. Replace.
g. Replace.
Correct as required.
Replace.
Allow engine to cool down before attempting to
stop.
Determine and correct cause.
Check fuel supply system.
Correct cause.
7.00 - 3
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

)
Engine will not reach rated speed Governor misadjusted. Rearljust.
(cont'd).
Ignition not properly timed. Re-time.
Tachometer inaccurate. Calibrate or replace tachometer.
Engine will start but will not reach idle No fuel to the prechamber manifold during start Repair or replace regulator valve.
rpm. sequence. Prechamber regulator valve stuck
shut.
Engine cannot make rapid load Engine misfiring:
changes.
a. Fuel system settings incorrect. a. Readjust per fuel system specifications.
b. Faulty ignition system. b. Repair or replace components as re-
quired.
Sensing line to the prechamber regulator Clean or replace.
restricted or plugged.
Engine misfires at light load. FauHy ignition system. Repair or replace components as required.
Prechamber gas admission valves sticking. Clean or replace.
Fuel system setting incorrect. Readjust per fuel system specifications.
a. Fuel regulator valve stuck shut. a. Repair or replace regulator.
b. Admission valve plugged. b. Clean or replace.
Individual cylinders misfire. Prechamber gas admission valve stuck shut. Clean or replace valve.
Faulty ignition system. Repair or replace components as required.
Engine will not run at maximum Engine misfiring:
power.
a. Fuel system setting incorrect. a. Readjust per fuel system specifications.
b. Faulty ignition system. b. Repair or replace components as re-
quired.
)
Engine detonates. Engine overloaded. Determine and correct cause of overload.
Incorrect ignition timing. Reset to specification.
Air/fUel ratio too rich. Reset to specification.
Engine misfiring:
a. Faulty ignition system. a. Repair or replace components as re-
quired.
b. Prechamber fuel system incorrectly set. b. Reset per fuel system specifications.
c. Sticking gas admission valve. c. Clean or replace valve.
Emission levels too high. Advanced ignition timing. Reset to specification.
Airffuel ratio incorrect. Reset to specification.
Engine misfiring:
a. Faulty ignition system. a Repair or replace components as re-
quired.
b. Prechamber fuel system incorrectly set. b. Reset per fuel system specification.
c. Sticking gas admission valve. c. Clean or replace valve.
Low or fluctuating lube oil pressure. Insufficient oil. Add oil as required.
Shutdown Lube oil pressure gauge inaccurate. Compare to master gauge. Replace gauge ~
IACAUTIONI necessary.
the engine
immediately.
Oil gauge line plugged or valve shut. Renew gauge line; open valve.
Lube oil filters plugged. Change elements; clean filter.
Lube oil pressure regulating valve stuck in open Clean and polish valve.
position. )
Oil pressure regulating valve set too low. Readjust oil~ressure regulating valve to
309 - 345 k a (45 - 50 psi) at governed speed.

7.00 - 4 FORM 6248 First Edition


SYMPTOM
Low or fluctuating lube oil pressure
(conl'd).
Shutdown
IAcAUTIONI
the engine
Immediately.
Low gas/air pressure.
High gas/air pressure.
Low jacket water pressure.
High lube oil pressure.
Low jacket water temperature.
High jacket water temperature.
) (as applicable).
FORM 6248 First Edition
TROUBLESHOOTING
PROBABLE CAUSE REMEDY
Lube oil dilution. Change oil and filter elements. Determine and
correct source of dilution.
Lube oil of low viscosity. Change to higher viscosity oil as recommended.
Lube oil foaming. Use oil grade recommended. Check for water
leaks into oil.
Clogged oil inlet screen(s). Remove and clean screen(s).
Engine is operated at angles that exceed the Operate within maximum safe tilt angles (see
maximum safe tilt specification. Specifications).
Dirty all cooler. Clean.
Worn lube oil pump. Repair or replace pump.
Worn bearings (main, connecting rod and Replace worn bearings.
camshaft).
Cracked or leaking lube oil piping. Repair or replace piping.
Incorrectly adjusted gas regulator. Readjust.
Insufficient line pressure. Increase line pressure.
Incorrect orifice and/or spring in gas regulator. Replace orifice and/or spring.
Undersize gas regulators. Replace with gas regulators of adequate size.
Undersize piping. Replace with piping of adequate size.
Gas regulators mounted too far from engine. Remount gas regulators as close to carburetors
as possible.
Incorrectly adjustad gas regulator. Readjust.
Incorrect spring in gas regulator. Replace spring.
Excessive line pressure. Reduce line pressure.
Low water level. Fill cooling system.
Air is entering the system through the suction Repair leak; purge air from the system.
side of the jacket water pump.
Wrong pressure cap. Raplace.
Gauge inaccurate. Compare to master gauge; replace gauge if
necessary.
Gauge line clogged or valve shut. Replace line; open valve.
Leaking pump seels. Repair pump.
Cracked water-cooled exhaust manifold. Replace manifold.
Incorrectly sized outlet water orifice. Resize per specification.
Misadjusted oil pressure regulating valve. Readjust oil ~ressure regulating valve to
309 - 345 k a (45 - 50 psi).
Lubricating oil temperature too low. Check/replace lube oil thennostats.
Lubricating oil of high viscosity. Change to lower viscosity oil as recommended.
Lubricating oil pressure regulating valve stuck in Clean and pOlish valve.
closed position.
Gauge inaccurate. Compare to master gauge; replace gauge if
necessary.
Inoperative or malfunctioning thennostat(s). Replace thermostatic element or thennostat(s)
(as applicable).
14 CAUTION 1Allow engine to cool.
Gauge inaccurate. Compare to master gauge; replace gauge if
necessary.
Low coolant level. Fill cooling system.
Inoperative or malfunctioning thermostat(s). Replace thennostatic element or thermostats
Air bound cooling system. Purge air from cooling system.
7.00 - 5
TROUBLESHOOTING
SYMPTOM
High Jacket water temperature
(eontd).
Low auxiliary water pressure.
High lube oil consumption.
Lube oil contamination.
Excessive vibration.
IACAUTIONI Stop engine at
once; Invasti·
gate cause.
7.00 - 6
PROBABLE CAUSE REMEDY
)
Engine overloaded. Determine and correct cause.
Poor coolant circulation. Check the entire cooling system, including outlet
water orifice plate sizing.
Worn jacket water pump or seals. Overhaul or replace pump.
Frozen coolant. Completely thaw cooling system before
restarting engine.
Cracked exhaust manifold. Replace manifold.
Incorrect ignition timing. Reset ignition timing.
Cracked heed. Replace heed.
Cracked sleeve. Replace sleeve.
Gauge inaccurate, Compare to master gauge; replace gauge if
necessary.
Clogged gauge line or the gauge line valve is Replace line or open valve.
shut.
Air is entering the system through the suction Repair leak; purge the system of all air.
side of the water pump.
Worn water pump. Repair or replace.
Clogged heat exchanger or intercooler. Clean heat exchanger/intercooler.
Incorrectly sized auxiliary water circuit orifice Resize per specification.
plate.
Oil leaks in lube oil system. Locate and repair leaks.
Improper viscosity. Change to a viscosity recommended for
operating temperatures.
Leaking crankshaft oil seals rear and/or front. Change seals.
Worn valve guides; improperly installed, worn Change head; renew guides, or valve guide
)
valve stem seals. internal seals.
Stuck/WOrn piston rings. Renew rings.
Lube oil contaminated with water: NOTE: Change oil.
a. Cylinder sleeve cracked or seals leaking. a. Replace sleeve O-rings.
b. Oil cooler leaking. b. Repair or replace oil cooler.
Lube oil contaminated with dirt:
a. Lube oil filter bypass valves opening a. Replace elements.
because elements are plugged.
b. Lube oil filter elements punctured. b. Replace elements.
c. Air intake filters punctured. e. Replace air intake filters.
Foundation bolts:
a. Loose. a. Torque to specification.
b. Cracked. b. Replace and torque all bolts to specifica·
tion.
Unbalanced cylinders; misfiring ignition system. Repair or replace components as required.
Vibration damper:
a. Loose. a. Replace all securing bolts; torque to
specifications.
b. Malfunctioning. b. Replace damper.
FORM 6248 First Ed~ion

SYMPTOM
Excessive vibration.
lAcAUTIONl Stop engine at
once; investi-
gate cause.
High lube oil temperature.
Knocking or unusual noises.
Excessive fuel consumption.
TURBOCHARGER: Excessive noise
or vibration.
)
GOVERNOR: UG-8 Engine hunts or
surges.
FORM 6248 First Edition
PROBABLE CAUSE
Crankshaft:
a. Broken.
b. Main bearing nuts loose.
b. Crankshaft nut loose.
b. Crankshaft Counter-weight loose.
Loose flywheel.
Gauge inaccurate.
Engine overloaded.
Insufficient cooling:
a. Low auxiliary water pressure.
b. Dirty lube oil cooler.
c. Defective lube all cooler thermostatic
control.
Dirty jacket water heat exchanger or radiator.
Low lubricating oil pressure.
Low octane fuel.
Engine overloaded.
Overly advanced ignition timing.
Excessive valve clearance.
Sticking valves or rocker arms.
Damaged or excessively worn accessory drives.
Loose bearings ~ailed).
Loose piston pins (failed).
Excessive crankshaft end play.
Misfitted or excessively worn timing gears.
Leaks in fuel system.
Faulty ignition system.
Retarded ignition timing.
Engine overloaded.
Lean air/fuel ratio.
Poor compression.
Low lube oil pressure. Improper bearinQ
lubrication. Load engine before warm all is
supplied to the turbocharger.
Dirty impeller/lurbine.
Damaged impeller/turbine.
Leak in engine intake or exhaust manifoid.
Compensation adjustments incorrect.
Dirty oil in governor.
TROUBLESHOOTING
REMEDY
a. Conduct a com~lete investigation of en-
tire engine for amaga.
b. Determine the reason for loosening; in-
vestigate the entire lower crankcase
before torquing the bolts to specification
and running the engine.
b. Determine the reason for loosening; In-
vestigate the entire lower crankcase
before torquing the nut to specification
and running the engine.
b. Determine the reason for loosening; In-
vestigate the entire lower crankcase
before torquing the counter -weight to
specification and running the engine.
Determine cause and correct.
Compare to master gauge; replace gauge if
necessary.
Determine and correct cause.
a. See Low Auxiliary Water Pressure
causes.
b. Clean or replace.
c. Repair or replace.
Clean or replace.
See Low Lubricating Oil Pressure causes.
Adjust timing for the fuel used.
Determine and correct cause.
Re-tlme.
Adjust to specification.
Free up or replace.
Repair or replace components as required.
Replace bearings.
Replace piston pins and/or pin bushings as
required.
Replace main bearing thrust rings.
Replace.
Repair as required.
Repair or replace components.
Set timing to specifications.
Determine and correct cause.
Set to specifications.
Determine cause(s) and repair.
Provide required oil pressure. Clean or re~lace
oil line. If trouble persists, overhaul turboc arger.
Clean.
Replace as necessary.
Tighten loose connections or replace manifold
gaskets as necessary.
Adjust needle valve to specification.
Drain oil, clean governor and refill.
7.00 -7
TROUBLESHOOTING

SYMPTOM PROBABLE CAUSE REMEDY

Foamy oil in governor.
GOVERNOR: UG-8 Engine hunts or Low oil level.
surges (cont'd).
Lost motion in engine linkage.
Binding In engine linkage.
Governor worn or not correctly adjusted.
Engine misfiring.
GOVERNOR: UG-8 Terminal shaft! Rough engine drive.
engine linkage jiggles.
Speed droop (rt used) at cr~ical setting.
Governor base not bolted down evenly.
GOVERNOR: UG-8 Engine is slow to Compensation adjustment incorrect.
respond to speed or load changes.
Engine overloaded.
Restricted fuel supply.
GOVERNOR: UG-8 Engine will not Butterfly valves will not open far enough.
pick up rated load.
Restricted fuel supply.
Engine misfiring.
Speed adjustment of the govemor is restricted.
)
Drain oil and refill.
Add oil to correct level on gauge glass. Check
for leaks, especially at drive shaft.
Repair linkage.
Repair and realign linkage.
Repair and adjust governor.
See Engine Misfires.
a. Inspect for rough gear teeth.
b. Check backlash of gears.
Increase droop to eliminate critical setting. Load
division will be affected if this is done. Readjust
droop on units affected.
Loosen botts, realign and secure.
Readjust compensation.
Reduce load.
Clean fuel supply line and filters.
a. Adjust engine-to-governor fuel linkage.
b. Adjust load limiting device.
Clean fuel supply line and filters.
See Engine Misfires.
a. Check the maximum speed limit adjust-
ment on dial control governor.
b. Inspect speed adjusting linkage for inter-
ference on lever control govemor. )

7.00 - 8 FORM 6248 First Edition

 SECTION 7.10 - MAINTENANCE AND STORAGE

ROUTINE MAINTENANCE extreme cold or very dirty conditions. Pick the shortest
time listed when given a choice.
A CAUTION I Failure to ade~uat~ly in-
I'!!"~~=="':;=-':":~:":";:.J.
L. spect and maintain the
engine can lead to severe engine damage.
Regularly inspect the engine in operation (see
Table 7.10-1). Duplicate the Routine Inspection Form
(see Table 7.10-2) and use it to record the results of
regular inspections. By maintaining trend information
The following maintenance schedule has been deter- on the general condition of the engine, the necessary
mined for normal operating conditions. It may be corrective action can be taken when a problem first
necessary to change some of the intervals of mainte- becomes apparent. An early diagnosis will save money
nance to meet abnormal operating conditions such as and reduce down time, by preventing the development
of more serious problems.

-
Table 7 10 1 Routine Maintenance Chart
c
w
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5
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ITEM SERVICE ~ :::I
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CD
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0
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:= ::IE0 w~
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g
Air Cleaner Filter Element Check/Clean or Replace •
Air Starter Lubricator Check/Fill •
Control Rod Ends/Governor Rod Ends and
Unkage Clean/Lubricale •
Cooling Systems Fluid Level
) (Jackel and Auxiliary) Check/Fill •
Crankcase Oil Level Check/Fill •
Governor Oil Level Check/Fill •
Governor Synchronizer or Speed Control Adjust •
Oil FiHer Release Trapped Air •
Pre-Cleaner Element Check/Clean or Replace •
Prelube Motor Reservoir Check/Fill •
Power Take-Off Lubricate •
Battery Electrolyle Check/Fill •
BeHTenslon Check •
Cooling Water Analysis (Ebullient) Check •
~nition
Cables, Primary and
econdary Connect Inspect •
Water Temperature Gauge Test •
Carburetor Adjust •
Crankcase Pressure Check •
Oil Pressure Safety Test •
99 Regulator(s) Adjust •
Prechamber Regulator* Adjust •
Safety Controls/Engine Protection Devices Test/Calibrate •
) Valve Clearance Adjust •
Valve Cover Gaskel Replace •
(Continued)

FORM 6248 First Ednion 7.10 -1

MAINTENANCE AND STORAGE

Q
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aw
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j!:
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ui
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ITEM SERVICE
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Admission Valve Assembly'" Clean or Replace •

Admission Valve Gasket* Replace •
Admission Valve D-Ring* Replace •
Cylinder Compression Check •
Electric Starter Bearings Lubricate •
Governor-Synchronizer Motor Bearings Lubricate •
99 Regulator Filter Clean/Replace •
Turbocharger Clean and Inspect •
Main and Rod Bearings Inspect •
Cooling System
(Jacket and Auxiliary)
Clean and Flush •
Cooling System Thermostats Remove and Test •
Cooling System Tube Bundle Clean •
Crankcase Oil Pickup Screen Clean •
Engine Mounting and Alignment Check • )
Exhaust Back Pressure Check •
Fuel Flow Filter Relief Valve Inspect •
High TenSion Wires Replace •
~nitiOnPrimary Terminals,
amess Plug Inspect •
CEe Ignition Timing Disc Magnets Clean/Inspect •
Governor-Synchronizer Motor Reduction
Gears
Lubricate •
Intercooler Clean and Inspect •
Jacket Water Hoses Replace •
Lube Oil Hoses Replace •
DilPan Clean •
Vibration Damper Capscrews Retorque •
Engine Oil & Filter **
(Stand-By Service)
Change Oil and Fmer •
Engine Oil .. (Excess of Continuous Duty) Change Oil and Filter •
Engine Oil ~ (Ebullient Cooled) Change Oil and Filter •
Air Actuator Lubricate •
Alternator Bearings Lubricate •
Auxiliary Water Pump Inspect/Lubricate •
Engine Oil ~ (Non Ebullient) Analysis •
Fan Hub and Idler Pulley Bearings Lubricate •
(Continued)

7.10 - 2 FORM 6248 First Edition

 MAINTENANCE AND STORAGE

Q
W
a: rJ) rJ)
5
a
w ~ ~ ~ ~ oj oj oj oj oj
~w .... .., 0:IE
oj oj a:
a: :z: 0 ..J
a: a: a: a: a: a:
ITEM :IE C :z: :z: :z: :z: :z: :z: :z:
SERVICE
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CD

~
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a: ~
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0 :IE ~ N

~ W
W
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Generator Bearings Lubricate •

Tachometer Drive Clean •
Spark Plugs Clean and Regap •
Water Pump Idler Puller Bearings Lubricate •
Water Pump Inspect •
Engine Oil .. (Ught Load) Change Oil and Fitter •
Crankcase Breather Clean •
Engine Oil .. (Continuous Duty) Change Oil and Filter •
Ignition Timing Check •
Lube all Strainer Element Clean •
Magnetic Plugs Clean •
all Cooler (Oil Side) Drain •
Oil Filter Elements Replace •
\ Oil Separators Oean •
Spark Plugs Replace •
Oil Fitter Seai Replace •
Carburetor Air/Gas Valves Clean •
Carburetor Diaphragm Inspect •
Governor Compensation Adjust •
Magneto Drive Disc Replace •
Precleaner Element Replace •
Hydraulic Governor Oil Change •
Cooling Water Analysis Check •
Carburetor Gasket Replace •
Carburetor Air-Gas Valve Replace •
Betts (Engine) Replace •
Carburetor Diaphragm Replace •
Crankcase Pressure Relief Valves Inspect •
Wastegate Vent Plug Inspect/Clean •
Ignition Coils Inspect •
Ignition Magneto Clean •
Ignition Primary Terminals, Connections,
Harness Plug, and Wires Inspect •
NOTE: * Indicates GL engines
) *II Refer to sa 12-18808 or latest revision.

FORM 6248 First Edition 7.10 - 3

MAINTENANCE AND STORAGE

ROUTINE INSPECTION
)
I.=A. CAUTION I
L.
Failure to adequat~ly in-
spect and maintain the
='--.::..;;....;;.;;;...;;_;:...;....;;.J.
engine can lead to severe engine damage.
Table 7.10-2. Routine Inspection Form
DATE ENGINE PERFORMANCE RECORD
ITEM READING REMARKS
Hourmater Reading
Tachometer (RPM)
Fuel Mater Reading
Engine Temperature
011 Temperature
Coolant Temperature
Intercooler Water Temp.
011 Cooler Water Temp.
Gas/Air Pressure
Manifold Pressure Pos/Neg
Crankcase Pressure Pos/Neg
Unusual Noise(s) Vibration
011 Leaks
coolant leaks
)
Prechamber 0:1"
Exhaust 0:1"
Prechamber/lntake Pressure
S':ide Open Throttle)
er Manifold Pressure
Exhaust Back Pressure
Ignition nming
Detonation Sensors

7.10 - 4 FORM 6248 First Edition


ENGINE STORAGE
Consider the following factors before deciding how
much preservation is required:
1. Whether the engine was used, the length of service
since the last oil change.
2. The period of time the engine is likely to be idle or
inoperative.
3. The atmospheric conditions at the time and place of
storage. For example, the storage problems encoun-
tered in a tidewater warehouse will differ greatly from
those that may be experienced in a dry and dusty
location.
4. The hostility of the environment and the accessibility
of the equipmentfor periodic inspection. An engine on a
showroom floor that is turned over and oiled occasional-
ly requires less treatment than an engine stored
indefinitely abandoned in a warehouse.
PRESERVATION EQUIPMENT AND MATERIAL
Sprays and Atomizers
Often it is necessary to apply a protective compound
under difficult field conditions. Several simple tools may
be used to atomize preservative oil and force it into the
) manifolds and combustion chambers. One of these is a
manually operated atomizing gun used ordinarily to
lubricate inaccessible points on cars and truck chassis.
Another is a hand-operated pump-type sprayer with a
pOinted discharge nozzle commonly used with insecti-
cides. If desired, small oil pumps may be rigged with a
motor drive to make a convenient spray unit of the
mechanical pressure type. In almost all cases, the air
available from shop compressor lines carries too much
moisture to be safe for this purpose. Do not use high
pressure air from this source.
WAUKESHA ENGINE PRESERVATIVE OIL
During storage, protect internal metal surfaces from the
effects of dampness, salt and other corrosive sub-
stances. Waukesha Engine Preservative Oil offers a
practical and economical solution to these storage
problems. It contains volatile corrosion-inhibiting
chemicals that slowly vaporize and diffuse throughout
any closed void. The chemicals form an invisible
protective layer on all surfaces contacted and allow the
engine to be safely stored for one year.
I
) complete circulation of the clean oil.
FORM 6248 First Edijion
MAINTENANCE AND STORAGE
A WARNING
Waukesha Preservative Oil contains a petroleum
distillate which is harmful or fatal If swallowed. If
taken internally, do not induce vomiting. Remove
Ingested material by gastric lavage with 2 to 4
quarts or IItres oftap water or milk. Follow with fruit
juice or vinegar to neutralize the alkali. Failure to
follow these precautions could cause severe per-
sonal injury or death.
A WARNING
Avoid prolonged or repeated breathing of vapor.
Vapor Is harmful and may cause Irritation to eyes,
nose and throat. Use only with adequate ventilation.
If affected by exposure, move to fresh air immedi-
ately and get medical help. Failure to follow these
precautions could cause severe personal InJury or
death.
A WARNING
Avoid contact with eyes, skin and<clothing. If skin
contact occurs, immediately flush the affected area
with plenty of water. If eye contact occurs, flush for
at least 15 minutes and seek medical attention. If
clothing is contaminated, remove and wash before
using again. Failure to follow these precautions
could cause severe personal injury or death.
A WARNING
Keep container closed and away from heat. Always
read and observe the CAUTION labels on the
containers. Do not remove or deface the container
labels. Failure to follow these precautions could
cause severe personal injury or death.
WAUKESHA ENGINE PRESERVATIVE OIL USAGE
1. Verify that the engine temperature is below 100· F
(3S· C).
2. Verify that both the oil and oil filter elements are
clean. The preservative oil will do an effective job only if
added to the engine oil in a clean condition. If a high
sulfur fuel was used or if improper control of oil condition
left a highly corrosive oil in the bearings and other close
contact surfaces, then the vapors cannot form a good
protective layer. In these circumstances, change the oil
and then run the engine long enough to ensure
7.10 - 5
MAINTENANCE AND STORAGE

Table 710-3 Waukesha Engine Preservative 011 Application

UPPER CYLINDER CRANKCASE
Ounces Of Ounces Of Standard Oil Pan Quantity of Total Quantity
NUMBER OF Preservative Preservative Preservative Of Engine
CYLINDERS Oil Per Oil All C'1f.:lCity Preservative
In allons 011
Cylinder Cylinders Oil Required
Twelve 3-1/20z (103.5 cc) 42 oz (1242 cc) 43 gal. (162.8 IItres) 1100z (3253 cc) 152 oz (4495 cc)

3. Add Waukesha Engine Preservative Oil to the NOTE: Waukesha Engine Preservative Oil is not
existing crankcase oil in an amount equivalent to 2% of formulated as a protective coating for external surfaces.
the total oil capacity. Excellent products for polished and machined surfaces
are available on the market and should be used when
4. If possible, crank the engine for at least 20 seconds needed. Refer to Table 7.10-5.
to ensure adequate circulation of the preservative oil.
Table 7.10-5 Protective Materials
5. Add the required amount of preservative oil to each INTERNAL SURFACES EXTERNAL SURFACES
cylinder through the spark plug hole or prechamber
U. S. Arm~ src. 2-126 U.S. Army Spec. 2-121
admission valve opening. Install the plugs or admission (Available as A 10 or SAE 30) ~axy Coating)
valves.
WED Preservative Oil, U. S. Army Ordinance Spec.
Mil Spec. MIL-L46002 Grade 2 AXS673
6. Apply the preservative oil to the rocker arm area (Harder Black Coating)
through light brushing or pouring. Replace the rocker
arm covers.

7. While it may not be practical to completely seal an

A WARNING
engine in the field, try to block the paths through which Do not heat preservative compounds to tempera-
the vaporized chemicals may escape. tures that exceed 93° C (200° FJ. This temperature

8. The engine may be stored for one year. If storage is

may be inadvertently reached by placing the con-
tainer in boiling water. Direct heating always pres-
)
to exceed this period, inspect the engine annually and ents a dangerous and unnecessary fire hazard.
repeat the preservation routine. Failure to follow these precautions could cause
severe personal injury or death.
USE OF OTHER PRESERVATIVE OILS AND
MATERIALS
In addition to Waukesha Engine Preservative Oil, the
following preservative oils have been found satisfactory
for the internal protection of engines (see Table 7.10-4).
Other equally good oils are also available. In general,
the properties that make an oil suitable for preservative
requirements are good aging stability; high resistance
to gumming, oxidation and polymerization; low pour
point and viscosity; freedom from acids, asphalts,
resins, tars, water and other contaminants.
Table 7.10-4. Preservative Oils
SUPPLIER BRAND NAME
American Oil Company Amoco Anti-Rust Oil4-V
Gulf 011 Corporation No rust Engine Oil Grade 1
Mobil Oil Company Mobil Anna 522
Shell Oil Company DonaxT-6
Atlantic Richfield Company Dexron
Texaco, Inc. #800 Regal 011 A (R 0)
)

7.10 - 6 FORM 6248 First Edition

 MAINTENANCE AND STORAGE

ENGINE STORAGE - NEW NON-OPERATIONAL ENGINES

OPERATIONAL ENGINES 1. Open drains, as required, to remove oil, water and

Internal Component Protection
1. Mix an inhibitive type preservative oil with the engine
lubricating oil in the proportions recommended by the
manufacturer. Operate the engine until the oil is hot.
Treat the cooling water used in this run with the proper
inhibitors based on the instructions of the manufacturer.
2. Drain both the oil and cooling water while they are
still hot. For extra protection, remove the rocker arm
covers and pour a quantity of preservative oil over the
rocker arm and valve mechanisms.
3. Remove the spark plugs and add 100 cc (3-1/2 oz.)
of preservative oil to each cylinder/combustion cham-
ber (see Table 7.10-4).
fuel.
2. Remove the spark plugs and add 100 cc (3-1/2 oz.)
of preservative oil to each cylinder/combustion cham-
ber. Crank the engine in the normal direction about
one-quarter turn, then spray each cylinder again.
Repeat this procedure at least eight times or until the
engine has been turned through two complete revolu-
tions, so that each valve is exposed to a coating of
preservative oil.
3. Depending upon storage conditions, open the crank-
shaft and camshaft inspection doors, valve rocker
covers, gear cover plates and as many points as
possible to spray, squirt or pour oil over the interior
engine parts. Replace all plugs and covers.

4. Refill the crankcase with proper grade lube oil to 4. Refer to Operational New Engines, Storing, External
which an inhibitive type preservative oil has been added Components, Protecting, in this chapter.
in the recommended proportion.

External Component Protection

1. Wipe the engine clean and dry.

) 2. Protect all engine openings against the entrance of

dirt and other foreign matter. Apply a wax type masking
tape or similar type of material over the intake openings
of air cleaners, exhaust outlets, breathers, magneto
vents, open line fittings, etc.

3. Relieve the tension on all belts to avoid deterioration

of the rubber.

4. Use a brush to apply a coating of heavy preservative

compound to all exposed machined surfaces, such as
flywheels.

5. Protect all accessory equipment (such as carbure-

tors, gas regulators, starters, generators, etc.) against
corrosion, dirt, moisture saturation and progressive
deterioration.

6. Protect the cooling system and intercoolers against

freezing, rusting or seizure of water pump seals.

7. Protect against rain, snow and temperature ex-

tremes.

8. Disconnect the batteries and remove them to a slow

charging station where they can be kept fully charged.

NOTE: Engines stored according to these instructions

} using Waukesha Engine Preservative Oil will normally
./
be protected for one year. If storage is to exceed this
period, inspect the engine annually and repeat the
preservation routine.

FORM 6248 First Edition 7.10 -7

MAINTENANCE AND STORAGE
ENGINE STORAGE - USED
OPERATIONAL ENGINES
During normal engine operation, residues of various
combustion products accumulate in the combustion
area and in the lubricating oil. Portions of these residues
combine with atmospheric moisture to form acids and
other corrosive compounds. The following treatment
will help reduce damage from this source:
1. Run the engine until the original oil is hot. Drain oil.
2. For best results, refill the engine with a good flushing
oil. Run the engine until the flushing oil is hot. Drain both
the oil and cooling water while still hot.
3. Refill the crankcase with proper grade lube oil to
which an inhibitive type preservative oil has been added
in the recommended proportion.
4. Remove the spark plugs and add 100 cc (3-1/2 oz.)
of preservative oil to each cylinder/combustion cham-
ber (see Table 7.10-4). Replace the spark plugs.
5. Refer to Operational New Engines, Storing, External
Components, Protecting, in this chapter.
NON-OPERATIONAL ENGINES
1. Refer to Non-operational New Engines, Storing.
2. Protect the fuel system against the gumming effects
of gas reSidues.
3. In those cases where fuels with high sulfur concen-
trations have been used or where extremely harsh
climatic or environmental conditions prevail, the engine
may need to be disassembled, thoroughly cleaned and
then reassembled for treatment as a new engine.
7.10 - 8
ENGINES - RETURN TO SERVICE AFTER
STORAGE
A WARNING
Remove all accumulations of oil, water or preserva-
tive compounds. These accumulations may thin out
as the engine warms up and be burned as fuel,
resulting in a runaway engine. Disregarding this
information could result In severe personal injury
or death.
A
I.L..:
CAUTION I~ev~rattempttostartan
. =:......:=....:..:;;....;;..:;...;:::..:...;;.J.
. engine that has been
stored without first cranking It over with the spark
plugs removed. Any oil, water or preservative
compound that might spurt from these openings
must be removed to prevent a hydraulic lock.
Disregarding this Information could result in prod-
uct damage and/or personal injury.
1. Remove the old spark plugs and crank the engine
over to remove any accumulation of oil, water or
preservative compounds.
2. Crank the engine with the starter until liquid is no
longer ejected from the openings. )
3. Inspect the intake passages and manifolds for
thickened preservative oil.
4. Install new spark plugs.
NOTE: Refer to the Prestart Inspection and Start-up
Procedures in the applicable Operation And Mainte-
nance Manual for complete instructions to bring an
engine into active seNice. The steps needed are about
the same as those normally carried out on a new engine.
FORM 6248 First Edition
 APPENDIX A

ALPHABETICAL INDEX

A B
Admission Valve - GL ................... 5.05 - 19 Barring Device Removal ................. 2.05 - 16
Assembly ............................ 5.05 - 20 Basic Engine Description ................. 1.15 - 7
Cleaning And Inspection ............... 5.05 - 19
Belts .................................. 5.25 - 18
Disassembly ......................... 5.05 - 19
Auxiliary Water Pump Drive Belt
Installation ........................... 5.05 - 20 Replacement ..................... 5.25 - 21
Removal ............................ 5.05 - 19 Auxiliary Water Pump Drive Bett
Air Cleaner Ducts ....................... 5.15 - 5 Tension Adjustment ............... 5.25 - 22
Installation - G ........................ 5.15 - 7 Jacket Water Pump Betts Replacement .. 5.25 - 18
Installation - GSI/GL .................. 5.15 - 10 Jacket Water Pump Betts Tension
Removal- G .......................... 5.15 - 5 Adjustment ....................... 5.25 - 19
Removal- GSI/GL .................... 5.15 - 8 Breather Tubes ........................ 5.40 - 18
Air Cleaners ............................ 5.15 - 2 Installation - GL ...................... 5.40 - 21
Main Air Fi~er Element Cleaning And Installation - GSI ..................... 5.40 - 19
Inspection ......................... 5.15 - 3 Removal - GL ....................... 5.40 - 20
Main Air Fi~er Element Installation ....... 5.15 - 4 Removal - GSI ....................... 5.40 - 18
Main Air Fitter Element Removal ......... 5.15 - 3 Bulkhead To Panel Bracket .............. 5.45 - 14
Precleaner Pad Cleaning And Inspection . 5.15 - 3 Installation ........................... 5.45 - 15
Precleaner Pad Removal ............... 5.15 - 2 Removal ............................ 5.45 - 14
Air Induction System Components ......... 5.15 - 1 Butterfly Cross Shaft - GIGSI ............. 5.05 - 6
Air Cleaners .......................... 5.15 - 1 Installation ............................ 5.05 - 7
Carburetor And Intake Manrrold .......... 5.15 - 1 Removal ............................. 5.05 - 6
) Intercoolers ........................... 5.15 - 1 Butterfly Valves - G/GSI ................ 5.05 - 18
Turbochargers ........................ 5.15 - 1 Assembly ............................ 5.05 - 19
Air Induction System Specrrications ........ 5.15 - 1 Disassembly ......................... 5.05 - 18
Air Restriction Indicator .................. 5.15 - 4 Installation ........................... 5.05 - 19
Removal ............................ 5.05 - 18
Air Starter ............................. 5.45 - 24
Installation ........................... 5.45 - 25
Removal ............................ 5.45 - 24
Air Tubing ............................. 5.15 - 10
c
Installation - G ....................... 5.15 - 11 Camshaft ............................. 3.05 - 14
Installation - GL ...................... 5.15 - 14 Cleaning And Inspection ............... 3.05 - 14
Installation - GSI ..................... 5.15 - 12 Camshaft Bearing Installation In Field
Removal - G ......................... 5.15 - 10 Conditions ......................... 2.05 - 32
Removal - GL ....................... 5.15 - 12 Camshaft Bearing Removal In Field
Removal - GSI ....................... 5.15 - 11 Conditions ......................... 2.05 - 31
Air/Gas Prelube And Start Systems ........ 5.45 - 1 Camshaft Gear Removal ................ 2.05 - 10
Components .......................... 5.45 - 1 Camshaft Removal ..................... 2.05 - 15
Prelube System ....................... 5.45 - 1
Carburetor Cross Shaft - GL .............. 5.05 - 8
Start System .......................... 5.45 - 4
Installation ............................ 5.05 - 8
Auxiliary Cooling Water Circuit - Removal ............................. 5.05 - 8
Initial Fill ........................... 5.25 - 13
Carburetors ............................ 5.05 - 11
Auxiliary Water Pump And Bracket ........ 5.25 - 77 Assembly - G/GSI .................... 5.05 - 13
Installation ........................... 5.25 - 79 Assembly - GL ....................... 5.05 - 17
Removal ............................ 5.25 - 77 Cleaning And Inspection - G/GSI ....... 5.05 - 12
Auxiliary Water Temperature Cleaning And Inspection - GL .......... 5.05 - 16
Control Valve ....................... 5.25 - 58 Disassembly - G/GSI ................. 5.05 - 12
) Assembly ............................ 5.25 - 59 Disassembly - GL .................... 5.05 - 15
Inspection And Test ................... 5.25 - 58 Installation - G/GSI ................... 5.05 - 13
Installation ........................... 5.25 - 60 Installation - GL ...................... 5.05 - 17
Removal ............................ 5.25 - 58 Removal - G/GSI ..................... 5.05 - 11
FORM 6248 First Edition A-I
APPENDIX A
Removal - GL ....................... 5.05 - 15
CEC Ignition Module .................... 5.10 - 19
Installation ........................... 5.10 - 19
Removal ............................ 5.10 - 19
Check Valve Inspection ................. 5.30 - 26
Checking Crankcase Oil Level ........... 5.30 - 13
Clearances ..... . . . . . . . . . . . . . . . . . . . . . . . 1.15 - 11
Cluster Thermostat Housing And
Thermostatic Valves ................. 5.25
Cleaning And Inspection ............... 5.25
Installation ........................... 5.25
Removal ............................ 5.25
Connecting Rod ........................ 3.05 -
Assembly ............................ 3.05 -
Bearing Running Clearance ............ 3.05 -
Bearing Running Clearance
Measurement .................... 3.05 -
Cleaning And Inspection ............... 3.05 -
Disassembly ......................... 3.05 -
Control Panel ...........................
Components ..........................
Installation - Left Side ..................
Installation - Right Side ................
Removal - Left Side ...................
Removal - Right Side ..................
Cooling System Components .............
Auxiliary Water Pump ..................
Auxiliary Water Remote Heat
Transfer Device ....................
Auxiliary Water Temperature
Control Valve ......................
Cluster Thermostat Housing ............
Exhaust Manifold ......................
Intercooler ............................
Jacket Water Header/Jacket Water ......
Jacket Water Pump ....................
Oil Cooler ............................
Remote Heat Transfer Device ...........
Water Manifold ........................
Cooling System Problems ................ 5.25 - 9
Cavitation Erosion ..................... 5.25 - 9
Corrosion ............................ 5.25 - 10
Ethylene Glycol ...................... 5.25 - 10
Scale Buildup ......................... 5.25 - 9
Scale Buildup, Cavitation Erosion And
Corrosion ......................... 5.25 - 9
Water Treatment ..................... 5.25 - 10
Cooling System Specifications ........... 5.25 - 11
Recommendations .................... 5.25 - 11
Specifications ., ...................... 5.25 - 11
Cooling Water System Air Bleed .......... 5.25 - 14
Crankcase ............................. 2.05 - 24
Crankcase Assembly .................... 4.00 - 1
Accessory Idler Gear Installation ........ 4.00 - 35
A-2
Barring Device Installation ............. 4.00 - 58
Cam Gear Installation ................. 4.00 - 12 )
Camshaft And Bearing Installation ....... 4.00 - 6
Camshaft End Play Measurement ...... 4.00 - 11
Camshaft Idler Gear Installation ........ 4.00 - 32
Crankcase Installation ................. 4.00 - 49
Crankshaft End Play Measurement ..... 4.00 - 26
Crankshaft Gear Installation ............ 4.00 - 30
Crankshaft Installation ................. 4.00 - 22
Cylinder Sleeve Installation ............ 4.00 - 41
- 34 Dowel Installation ...................... 4.00 - 3
- 35 Flywheel Installation .................. 4.00 - 52
- 37 Flywheel/Flywheel Housing Bore And
- 34 Face Runout Measure ............. 4.00 - 55
33 Flywheel Clutch Or Coupling Mounting
38 Face Runout Measure ........... 4.00 - 56
40 Flywheel Clutch Or Coupling Pilot
Diameter Runout Measure ........ 4.00 - 57
42 Flywheel Face Runout On Wheel ..... 4.00 - 56
35 Flywheel Housing Bore Runout
33 Measure ....................... 4.00 - 56
Flywheel Housing Rear Face Runout .. 4.00 - 55
6.00 - 1
Flywheel Pilot Bearing Bore Runout
6.00 - 1 Measure ....................... 4.00 - 57
6.00 - 5 Front Flywheel Housing Installation ..... 4.00 - 50
6.00 - 3 Front Gear Cover Plates Installation ..... 4.00 - 64
6.00 - 4 Gear Backlash Measurement .......... 4.00 - 36
6.00 - 1 Gear Housing Installation .............. 4.00 - 10
5.25 - 1 Gear Train Lubrication ................. 4.00 - 59 )
5.25 - 7 Idler Gear Spindle Installation ........... 4.00 - 1
Lower Valve Lifter Housing Cover
5.25 - 9 Installation ........................ 4.00 - 5
Lube Oil Strainer Adapter Installation ..... 4.00 - 5
5.25 - 8 Magnetic Pickup Sensor Installation ..... 4.00 - 53
5.25 - 7 Magneto Drive Assembly Installation .... 4.00 - 37
5.25 - 1 Magneto Drive Gear Installation ........ 4.00 - 39
5.25 - 8 Main Bearing Caps Installation ......... 4.00 - 26
5.25 - 1 Main Bearing Installation .............. 4.00 - 20
5.25 - 2 Main Bearing Stud Installation ........... 4.00 - 2
5.25 - 8 Oil Filler Bracket Installation ............ 4.00 - 58
5.25 - 7 Oil Pan Installation .................... 4.00 - 46
5.25 - 1 Cover Plate Installation .............. 4.00 - 48
Expansion Plug Installation ........... 4.00 - 48
Oil Level Dipsticks Installation ........ 4.00 - 48
Oil Pan Seal Installation ............. 4.00 - 47
Oil Pickup Screen Installation ......... 4.00 - 46
Oil Pump Idler Gear ................... 4.00 - 31
Oil Slinger/Front Oil Seal/Gear Cover
Installation ....................... 4.00 - 60
Oil Tube Installation .................... 4.00 - 1
Outside Crankshaft Thrust Ring
Installation ....................... 4.00 - 28
Piston And Connecting Rod Installation .. 4.00 - 42
Rear Flywheel Housing Installation ...... 4.00 - 54
Rear Gear Housing Cover Plate )
Installation ....................... 4.00 - 64
Rear Oil Seal Retainer (Lower Half)
Installation ....................... 4.00 - 25
Rear Oil Seal Retainer Installation ...... 4.00 - 18
FORM 6248 First Ednion
 APPENDIX A

Rocker Arm Oil Header Installation ...... 4.00 - 18 Counterweight Retorque ............... 3.05 - 12
Timing Tape Installation ............... 4.00 - 51 Crankshaft Polishing .................. 3.05 - 11
Valve Lifter Housing Gasket Installation ... 4.00 - 6 Crankshaft Repair .................... 3.05 - 11
Valve Lifter Housing Installation ......... 4.00 - 13 Journal Repair ....................... 3.05 - 11
Vibration Damper/Crankshaft Pulley Crankshaft Main Bearings Installation In
Installation ....................... 4.00 - 65 Field Conditions .................... 2.05 - 30
Water Header Plug Installation .......... 4.00 - 3
Crankshaft Main Bearings Removal In
Crankcase Breather Regulator - GSI/GL .. 5.40 - 10 Field Conditions .................... 2.05 - 29
Cleaning And Inspection ............... 5.40 - 11
Crankshaft No. 1 Main Bearings Removal
Disassembly ......................... 5.40 - 10 In Field Conditions .................. 2.05 - 24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.40 - 11
Removal ............................ 5.40 - 10 Crankshaft No.1 Main Bearing Installation
In Field Conditions .................. 2.05 - 27
Crankcase Breather System .............. 5.40 - 1
Breather Regulator .................... 5.40 - 2 Crankshaft Removal .................... 2.05 - 20
Components .......................... 5.40 - 1 Crankshaft Web Deflection Measurement ... 4.10 - 4
Description ........................... 5.40 - 1 Cylinder Head Assembly ................ 3.00 - 19
Oil Separators(s) ...................... 5.40 - 1 Intake And Exhaust Valve Installation ... 3.00 - 23
Separator Screen ...................... 5.40 - 1 Plug Installation ...................... 3.00 - 20
Vacuum Valve/Choke Valve ............. 5.40 - 1 Valve Guide Installation ............... 3.00 - 19
Venturi - GSI ......................... 5.40 - 2 Valve Seat Grinding ................... 3.00 - 21
Venturi Extractor - GSI/GL ............. 5.40 - 2 Valve Seat Insert Installation ........... 3.00 - 20
Crankcase Inspection .................... 3.05 - 1 Valve Seat Lapping ................... 3.00 - 22
Camshaft Bearing Bore Inspection ....... 3.05 - 9 Cylinder Head Disassembly ............... 3.00 - 1
Cleaning And Inspection ................ 3.05 - 1 Cleaning And Inspection ............... 3.00 - 10
Lower Bore Restoration ................ 3.05 - 3 Intake And Exhaust Valves
Lower Sleeve Bore And Sleeve Assembly ........................... 3.00 - 8
Projection Inspection ............... 3.05 - 3
Removal ............................ 3.00 - 8
Main Bearing Bore Cleaning And Lower Deck Recondition ............... 3.00 - 14
Inspection ......................... 3.05 - 5
MagnafluX® .......................... 3.00 - 13
Main Bearing Running Clearance ........ 3.05 - 6
Pressure Testing ..................... 3.00 - 12
Crankcase Pressure Measurement ........ 5.40 - 3 Rocker Arms .......................... 3.00 - 1
Pressure Adjustment Assembly ........................... 3.00 - 3
(Venturi ExtractorNacuum Valve
Equipped) - GSI/GL ................ 5.40 - 4 Cleaning And Inspection .............. 3.00 - 2
Pressure Adjustment - G/GSI Disassembly ........................ 3.00 - 1
(Venturi Equipped) ................. 5.40 - 3 Valve Failure Analysis ................. 3.00 - 14
Pressure Measurement - G/GSI/GL ..... 5.40 - 3 Valve Seat Insert And Valve Guide
Removal .......................... 3.00 - 9
Crankcase Pressure Relief Valves ........ 5.40 - 16
Assembly ............................ 5.40 - 17 Cylinder Head Installation ................ 4.05 - 1
Cylinder Head Torquing Procedure ....... 4.05 - 3
Cleaning And Inspection ............... 5.40 - 17
Exhaust Manifolds Installation ........... 4.05 - 5
Exercise ............................. 5.40 - 16
Removal ............................ 5.40 - 16 Cylinder Head Removal .................. 2.00 - 1
Crankcase Separator Screen ............. 5.40 - 6 Cylinder Sleeve ........................ 3.05 - 42
Assembly ............................. 5.40 - 6 Cleaning And Inspection ............... 3.05 - 43
Cleaning And Inspection ................ 5.40 - 6 Deglazing ........................... 3.05 - 47
Removal ............................. 5.40 - 6 Disassembly ......................... 3.05 - 42
Crankcase Vee Pipe Connection Cylinder Sleeve Removal ................. 2.05 - 4
Installation ......................... 5.25 - 73
Crankcase Water Inlet Elbows ...........
Installation - Left Bank ................
5.25 -
5.25 -
24
25 o
Installation - Right Bank ............... 5.25 - 25 Detonation Sensing Module .............. 6.05 - 10
) Removal - Left Bank .................. 5.25 - 24 Default Timing Value .................. 6.05 - 11
Removal - Right Bank ................ 5.25 - 25 DSM Troubleshooting ................. 6.05 - 14
Crankshaft ............................. 3.05 - 9 Operation ........................... 6.05 - 11
Cleaning And Inspection ................ 3.05 - 9 User Interface ........................ 6.05 - 13
FORM 6248 First Edition A-3
APPENDIX A
E Components ..........................
Electric Starter ......................... 5.45 - 26
Installation ........................... 5.45 - 26
Removal ............................ 5.45 - 26
Engine Altitude Adjustments ............. 5.35 - 32
Engine Identification Views ............... 1.15 -
Left Side View ......................... 1.15 -
Rear View ............................ 1.15 -
Right Side View ....................... 1.15 -
Engine Protection Systems ............... 6.05 -
"K" Type Thermocouples ............... 6.05 -
Alarm And Shutdown Setpoints .......... 6.05 -
Components .......................... 6.05 -
Customer Supplied Control Switches ..... 6.05 -
Engine Gauge Panel Components ....... 6.05 -
Manual Shutdown Swttches ............. 6.05 -
Pressure and Temperature Switches
Calibration ........................ 6.05 - 6
Remote Panel Components ............. 6.05 - 9
Thermocouple Junction Box ............. 6.05 - 6
Engine Rating Standards ................ 1.15 - 10
Component Weights .................. 1.15 - 10
Engine Removal ........................ 1.15 - 2
Engine Rigging And Lifting ................ 1.10 - 1
Correct Method ....................... 1.10 - 1
Location OfThe Lifting Eyes ............ 1.10 - 1
Engine Storage ......................... 7.10 - 5
Preservation Equipment And Material .... 7.10 - 5
Engine Storage - New ................... 7.10
Non-Operational Engines ............... 7.10
Operational Engines ................... 7.10
External Component Protection ........ 7.10
Internal Component Protection ........ 7.10
Engine Storage - Used .................. 7.10
Non-Operational Engines ............... 7.10
Operational Engines ................... 7.10
Engines - Return To Service After Storage .7.10 - 8
Engine Timing Data ..................... 1.20 - 29
English Metric Conversions .............. 1.15 - 17
Exhaust Connections
Installation - G ....................... 5.35 - 14
Installation - GSI/GL .................. 5.35 - 15
Removal- GSI/GL ................... 5.35 - 14
Exhaust Connections ................... 5.35 - 13
Removal - G ......................... 5.35 - 13
Exhaust Manifold ........................ 5.35 -
Assembly ............................. 5.35 -
Disassembly .......................... 5.35 -
Installation ............................ 5.35 -
Removal ............................. 5.35 -
Exhaust System ......................... 5.35 - 1
Backpressure Measurement ............ 5.35 - 2
A-4
Description ...........................
5.35
5.35
-
-
1
1 )
Specifications .... . . . . . . . . . . . . . . . . . . . . . 5.35 - 2
Temperature Check .................... 5.35 - 2
F
4 Flywheel .............................. 3.05 - 48
5 Ring Gear Removal ................... 3.05 - 48
6 Ring Gear Replacement ............... 3.05 - 48
4
Flywheel Removal ...................... 2.05 - 16
1
Front Gear Cover Removal ............... 2.05 - 7
1
7 Front Gear Housing Removal ............ 2.05 - 11
1 Fuel System Components ................ 5.05 - 1
6 Carburetors ........................... 5.05 - 5
8 Main Fuel Gas Pressure Regulators ...... 5.05 - 1
6 Operation Of The Fisher 99 Main Fuel
Gas Pressure Regulator ............ 5.05 - 4
Pilot Operated Prechamber Gas
Valve - GL ........................ 5.05 - 5
Prechamber Gas Safety Shutdown
Valve - GL ........................ 5.05 - 5
Prechamber Manifolds - GL ............ 5.05 - 6
Prechamber Regulator - GL ............ 5.05 - 5
Fuel System Maintenance ............... 5.05 - 33
Fisher 99 Regulator Filter Cleaning And
Inspection ........................ 5.05 - 33
)
G
General Information Main Points .......... 1.15 - 1
- 7
- 7 Governor - Woodward EG-3P Electric .... 5.00 - 32
Assembly ............................ 5.00 - 34
- 7
Cleaning And Inspection ............... 5.00 - 33
- 7 Disassembly ......................... 5.00 - 33
- 7 Drive Assembly ...................... 5.00 - 36
- 8 Drive Cleaning And Inspection .......... 5.00 - 36
- 8 Drive Disassembly .................... 5.00 - 35
- 8 Drive Installation ...................... 5.00 - 36
Drive Removal ....................... 5.00 - 34
Installation ........................... 5.00 - 37
Linkage Cleaning And Inspection ....... 5.00 - 38
Linkage Installation And Adjustment ..... 5.00 - 39
Linkage Removal ..................... 5.00 - 32
Removal ............................ 5.00 - 33
Governor - Woodward UG-8 (Dial) ....... 5.00 - 25
Assembly ............................ 5.00 - 27
Compensation Adjustment ............. 5.00 - 29
Disassembly ......................... 5.00 - 27
Droop Adjustment .................... 5.00 - 31
3 High/Low Speed Adjustment ........... 5.00 - 30
5 Installation ........................... 5.00 - 27
5 Linkage Installation And Adjustment ..... 5.00 - 27
6 Linkage Removal ..................... 5.00 - 25
3 Removal ............................ 5.00 - 26
Governor - Woodward UG-8L ........... 5.00 - 16
Assembly ............................ 5.00 - 17
FORM 6248 First Edition
 APPENDIX A

Compensation Adjustment ............. 5.00 - 22 Idler Pulley Bearing Lubrication ......... 5.25 - 17
Disassembly ......................... 5.00 - 17 Grease Recommendations .............. 5.25 - 17
Droop Adjustment .................... 5.00 - 24
High/Low Speed Limit Adjustment ...... 5.00 - 24
Installation ........................... 5.00 - 18
Linkage Installation And Adjustment ..... 5.00 - 19 H
Linkage Removal ..................... 5.00 - 16
Removal ............................ 5.00 - 17 Handling And Shipping ................... 1.15 - 1
Hour Meter ............................ 5.00 - 45
Governor Drive Gear/CEC Timing Disc
Removal ............................ 5.00 - 45
(Current Production) ................ 5.10 - 20
CEC Ignition Timing Adjustment ........ 5.10 - 25
Cleaning And Inspection ............... 5.10 - 20
Ignition Module Static Timing ........... 5.10 - 22 I
Ignition Timing Adjustment ............. 5.10 - 24
Installation ........................... 5.10 - 21 Idler Gear Removal ..................... 2.05 - 10
Removal ............................ 5.10 - 20 Idler Pulley Bracket ..................... 5.25 - 39
Setting Air Gap Specification Assembly ............................ 5.25 - 41
(Current And Previous Production) .. 5.10 - 24 Cleaning And Inspection ............... 5.25 - 41
Governor Drive Gear/CEC Timing Disc Disassembly ......................... 5.25 - 39
(Previous Production) ............... 5.10 - 26 Installation ........................... 5.25 - 43
Cleaning And Inspection ............... 5.10 - 26 Removal ............................ 5.25 - 39
Dual Fuel ............................ 5.10 - 30 Ignition Coils ........................... 5.10 - 11
Ignition Timing Adjustment ............. 5.10 - 28
Ignition System Components .............. 5.10 - 1
Installation ........................... 5.10 - 27
CEC Ignition Module ................... 5.10 - 1
Removal ............................ 5.10 - 26
Ignition Coils .......................... 5.10 - 1
Steps Required ....................... 5.10 - 30
Magneto ............................. 5.10 - 1
Governor Drive Gear/CEC Timing Disc Spark Plugs .......................... 5.1 0 - 1
RemovaVlnstaliation .................. 5.00 - 3 Wiring Harness ........................ 5.10 - 1
Assembly (Previous Production) ......... 5.00 - 7 In-Line Lubricator ...................... 5.30 - 26
Cleaning And Inspection
(Current Production) ................ 5.00 - 4 Index Of Sealants Adhesives And
Cleaning And Inspection Lubricants ......................... 1.15 - 18
(Previous Production) ............... 5.00 - 7 Inspection - Routine ..................... 7.10 - 4
Disassembly (Previous Production) ...... 5.00 - 7
Intake Manifold Flange Attachments ...... 5.15 - 16
Installation (Current Production) ......... 5.00 - 4
Intake Manifold Flange
Installation (Previous Production) ........ 5.00 - 8
Attachments - G/GSI .............. 5.15 - 16
Removal (Current Production) ........... 5.00 - 3
Removal (Previous Production) .......... 5.00 - 6 Left Bank .......................... 5.15 - 16
Right Bank ......................... 5.15 - 17
Governor Drive Housing ................. 5.00 - 13 Intake Manifold Flange
Assembly ............................ 5.00 - 14 Attachments - GL ................. 5.15 - 20
Cleaning And Inspection ............... 5.00 - 13 Left Bank .......................... 5.15 - 20
Disassembly ......................... 5.00 - 13
Right Bank ......................... 5.15 - 20
Installation ........................... 5.00 - 14
Removal ............................ 5.00 - 13 Intake Manifolds ........................ 5.15 - 14
Installation - G/GSI ................... 5.15 - 15
Governor Drive Shaft ................... 5.00 - 10 Installation - GL ...................... 5.15 - 19
Assembly ............................ 5.00 - 11 Removal - G/GSI ..................... 5.15 - 14
Cleaning And Inspection ............... 5.00 - 11 Removal- GL ....................... 5.15 - 18
Disassembly ......................... 5.00 - 10
Intercooler ............................. 5.25 - 60
Installation ........................... 5.00 - 12
Assembly ............................ 5.25 - 68
) Removal ............................ 5.00 - 10
Cleaning And Inspection ............... 5.25 - 67
Grease Fittings ........................ 5.25 - 17 Disassembly ......................... 5.25 - 66
Auxiliary Water Pump Bearings Installation ........................... 5.25 - 71
Lubrication ....................... 5.25 - 17 Removal ............................ 5.25 - 60
FORM 6248 First Edition A-5
APPENDIX A
J )
Jacket Water - Initial Fill ................ 5.25 - 12
Jacket Water And Auxiliary Cooling
Water Circuits Drain And Flush ....... 5.25 - 14
Jacket Water Heater ..................... 6.10 - 5
Cleaning And Inspection ................ 6.10 - 6
Installation ............................ 6.10 - 6
Removal ............................. 6.10 - 5
Jacket Water Pump ..................... 5.25 - 44
Assembly ............................ 5.25 - 47
Cleaning And Inspection ............... 5.25 - 46
Disassembly ......................... 5.25 - 45
Installation ........................... 5.25 - 54
Removal ............................ 5.25 - 44
Jacket Water Pump Seal Inspection ....... 5.25 - 23
L Assembly ............................ 5.10 - 43
Low Ambient Temperature Operation ....... 5.30 - 9
Lower/Upper Bypass Tubes And Water
Bypass Elbows ..................... 5.25 - 28
Installation ........................... 5.25 - 29
Removal ............................ 5.25 - 28
Lube Oil Analysis ........................ 5.30 - 8
Lube Oil Change ....................... 5.30 - 12
Lube Oil Condemning Limits .............. 5.30 - 6
Lube Oil Consumption Rates .............. 5.30 - 9
Oil Consumption Rate Formulas ......... 5.30 - 9
Lube Oil Filter Element Replacement ...... 5.30 - 13
Lube Oil FiHer Relief Valve Inspection ..... 5.30 - 15
Lube Oil Piping Purge ................... 5.30 - 11
Lube Oil Pressure Adjustment ............ 5.30 - 24
Lube Oil Pressure Gauge Tubes And
Fittings ............................ 5.45 - 14
Installation ........................... 5.45 - 14
Removal ............................ 5.45 - 14
Lube Oil Pressure/Governor Oil Tubes
Connection ........................ 5.30 - 44
Lube Oil Pump ......................... 5.30 - 29
Assembly ............................ 5.30 - 32
Cleaning And Inspection ............... 5.30 - 31
Disassembly ......................... 5.30 - 29
Installation ........................... 5.30 - 37
Removal ............................ 5.30 - 29
Lube Oil Specifications ................... 5.30 - 4
Lube Oil Strainer ....................... 5.30 - 46
Cleaning And Inspection ............... 5.30 - 47
Installation ........................... 5.30 - 47
Removal ............................ 5.30 - 46
A-6
Lube Oil System Air Bleed ............... 5.30 - 13
Lube Oil Temperature Control Valve ....... 5.30 - 21
Lubrication System Components .......... 5.30 - 1
Description ........................... 5.30 - 1
Internal Oil Control ..................... 5.30 - 3
M
Magnetic Plugs ........................ 5.30 - 16
Magneto .............................. 5.1 0 - 30
Magneto Disc Coupling Replacement ... 5.10 - 30
Magneto Ignition Timing Adjustment ..... 5.10 - 37
Magneto Static Timing Adjustment ...... 5.10 - 32
Magneto Adapter ....................... 5.10 - 39
Assembly ............................ 5.10 - 40
Cleaning And Inspection ............... 5.10 - 40
Disassembly ......................... 5.10 - 39
Magneto Drive ......................... 5.1 0 - 42
Disassembly ......................... 5.10 - 42
Magneto Drive Gear Removal ............. 2.05 - 9
Main Fuel Gas Regulator ................ 5.05 - 25
Left Bank Installation .................. 5.05 - 28
Removal ............................ 5.05 - 25
Right Bank Installation ................ 5.05 - 25
)
Maintenance - Routine ................... 7.10 - 1
Manual Shutdown Lever ................. 5.00 - 41
Adjustment - GL ..................... 5.00 - 41
Installation - G/GSI ................... 5.00 - 43
Lever Adjustment - G/GSI ............. 5.00 - 43
Removal - G/GSI ..................... 5.00 - 43
Miscellaneous Equipment ................ 6.10 - 1
Components .......................... 6.1 0 - 1
o
Oil Cooler And Lube Oil FiHer Installation .. 5.30 - 12
Oil Cooler Cleaning And Inspection ....... 5.30 - 19
Oil Cooler Installation ................... 5.30 - 19
Oil Cooler Maintenance ................. 5.30 - 13
Oil Cooler Piping Installation ............. 5.30 - 18
Oil Cooler Piping Removal ............... 5.30 - 16
Oil Cooler Removal ..................... 5.30 - 18
Oil Designations ......................... 5.30 - 4
Oil Filler Pipe Removal .................. 5.30 - 41
Installation ........................... 5.30 - 41
Removal ............................ 5.30 - 41
Oil Pan Clean And Inspect ............... 5.30 - 28
Oil Pan Doors .......................... 5.30 - 45
Installation ........................... 5.30 - 46
Removal ............................ 5.30 - 45
FORM 6248 First Edition

Oil Pan Removal ......•................ 2.05 - 19
Oil Pickup Screen ...................... 5.30 - 28
Cleaning And Inspection ............... 5.30 - 29
Installation ........................... 5.30 - 29
Removal ............................ 5.30 - 28
Oil Pickup Screen Removal .............. 2.05 - 18
Oil Recommendations ................... 5.30 - 4
Oil Separators
Cleaning And Inspection - GSI/GL ....... 5.40 - 9
Installation - G ........................ 5.40 - 8
Installation - GSI/GL ................... 5.40 - 9 Prelube Y -Strainer ..................... 5.30
Removal - G .......................... 5.40 - 7 Cleaning And Inspection ............... 5.30
Removal - GSI/GL .................... 5.40 - 8 Installation ........................... 5.30
Oil Viscosity Selection ................... 5.30 - 9
MuHi-Viscosity Oils .................... 5.30 - 9
Synthetic Oils ......................... 5.30 - 9
Overhaul/Repair Process ................. 1.15 - 1
Overspeed Governor ................... 5.00 - 43
Adjustment .......................... 5.00 - 44
Installation ........................... 5.00 - 44
Removal ............................ 5.00 - 43
p Recommended Oil Change Intervals ...... 5.30 - 10
) Piston ................................ 3.05 - 17
Piston Assembly ....................... 3.05 - 27
Piston Cleaning And Inspection .......... 3.05 - 18
Piston Disassembly ..................... 3.05 - 17
Piston Pin Cleaning And Inspection ....... 3.05 - 32
Piston Ring Assembly
8-1/2 Inch Bore G/GSIfGL
(4 Ring Piston) ................... 3.05 - 27
9-3/8 Inch Bore G/GSI (4 Ring Piston) ... 3.05 - 29
9-3/8 Inch Bore GL (4 Ring Piston) ...... 3.05 - 30
9-3/8 Inch Bore GL (3 Ring Piston) -
Current Production ................ 3.05 - 31
Piston Ring Inspection .................. 3.05 - 23
Piston/Connecting Rod Removal .......... 2.05 - 1
Prechamber Cup - GL .................. 5.05 - 21
Cleaning And Inspection ............... 5.05 - 22
Installation ........................... 5.05 - 22
Removal ............................ 5.05 - 21
Prechamber Gas Valves - GL ............ 5.45 - 19
Installation ........................... 5.45 - 22
Removal ............................ 5.45 - 19
Prechamber Manifold - GL .............. 5.05 - 23
Installation ........................... 5.05 - 24
) Removal ............................ 5.05 - 23
Prechamber Manifold Cross Pipe - GL ..... 5.05 - 9
Installation ........................... 5.05 - 10
Removal ............................. 5.05 - 9
FORM 6248 First Ednion
APPENDIX A
Prechamber Regulator (Fisher 95L) - GL .. 5.05 - 29
Installation ........................... 5.05 - 30
Removal ............................ 5.05 - 29
Prelube Pressure Maintenance ........... 5.30 - 25
Prelube Pressure Maintenance/Check
Valve Inspection .................... 5.20 - 12
Prelube Pump/Motor And Connections .... 5.45 - 12
Installation ........................... 5.45 - 13
Removal ............................ 5.45 - 12
Prelube System ........................ 5.30 - 24
- 40
- 40
- 40
Removal ............................ 5.30 - 40
Prelube/Start System Removal/Installation .. 5.45 - 9
Bulkhead Bracket Installation ............ 5.45 - 9
Bulkhead Bracket Removal ............. 5.45 - 9
Pilot Operated Prelube
Valve Installation . . . . . . . . . . . . . . . . . . 5.45 - 11
Pilot Operated Prelube Valve Removal .. 5.45 - 10
Preventing Engine Damage ............... 1.15 - 1
R
Rocker Arm Oil Header Oil Inlet
Tubes/Fittings ...................... 5.30 - 42
Installation ........................... 5.30 - 42
Rocker Arm Oil Header Removal ......... 2.05 - 12
s
Safety Guards ......................... 5.25 - 56
Installation ........................... 5.25 - 57
Removal ............................ 5.25 - 56
Safety Introduction ...................... 1.05 - 1
Acids ................................ 1.05 - 2
Batteries ............................. 1.05 - 2
Body Protection ....................... 1.05 - 2
Chemicals ............................ 1.05 - 2
Cleaning Solvents ................... 1.05 - 2
General ............................ 1.05 - 2
Liquid Nitrogen/Dry Ice ............... 1.05 - 2
Components .......................... 1.05 - 2
Heated Or Frozen ................... 1.05 - 2
Interference Fit ...................... 1.05 - 2
COOling System ....................... 1.05 - 2
Electrical ............................. 1.05 - 3
General ............................ 1.05 - 3
Ignition ............................. 1.05 - 3
Equipment Repair And Service .......... 1.05 - 1
Exhaust .............................. 1.05 - 3
Fire Protection ........................ 1.05 - 3
Fuels ................................ 1.05-3
Gaseous ........................... 1.05 - 3
A-7
APPENDIX A
General ............................ 1.05 - 3
Liquid .............................. 1.05 -
Intoxicants And Narcotics ............... 1.05 -
Pressurized Fluids/Gas/Air .............. 1.05 -
Protective Guards ..................... 1.05 -
Safety Tags And Decals ................ 1.05 -
Sodium Cooled Valve .................. 1.05 -
Springs .............................. 1.05 -
Tools ................................. 1.05 -
Electrical ........................... 1.05 - 4
Hydraulic ........................... 1.05 - 4
Pneumatic . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 - 4
Weight ............................... 1.05 - 5
Welding .............................. 1.05 - 5
General ............................ 1.05 - 5
On Engine .......................... 1.05 - 5
Serial Number And Engine Data Plate ...... 1.15 - 3
Service Tools List ........................ 1.15 - 8
Sour Gas & Alternate Fuel Gas
Recommendations ................... 5.30 - 5
Fuel Coalescer Recommendations ....... 5.30 - 6
Recommended Lube Oils ............... 5.30 - 5
Spark Plugs ............................ 5.10 - 1
Carrier Installation - GL ................ 5.1 0 - 3
Carrier Installation - CSA ............... 5.10 - 4
Carrier Removal - CSA ................ 5.10 - 3
Carrier Removal - GL . . . . . . . . . . . . . . . . . . 5.10 - 1
Extension Repair ..................... 5.10 - 10
Inspection ............................ 5.10 - 7
Installation ............................ 5.10 - 8
Removal ............................. 5.10 - 5
Specifications ........................... 1.20 - 1
Gear Tooth Wear - General ............. 1.20 - 1
Timing Gears ......................... 1.20 - 1
Speed Governing System Components ..... 5.00 - 1
Speed Governing System Description . . . . . . 5.00
Control Panel ......................... 5.00
Governor Linkages .................... 5.00
Magnetic Pickup ....................... 5.00
Overspeed Governor ................... 5.00
Woodward EG-3P Electronic Governor ... 5.00
Woodward UG-8 Dial Governor ......... 5.00
Woodward UG-8L Governor ............ 5.00
Split Ring Washer Usability Criteria ....... 1.15 - 19
Surge Tank ............................. 6.10
Assembly .............................
Cleaning And Inspection ................
6.10
6.10
Disassembly .......................... 6.10
Installation ............................ 6.10
Removal ............................. 6.10
A-B
3
T
4 Thermocouples ........................ 5.35 - 16
4 Cleaning And Inspection ............... 5.35 - 19
4 Exhaust Installation ................... 5.35 - 18
Replacement. ........................ 5.35 - 16
1
4 Torque Specifications ................... 1.15 - 12
4 Connecting Rod Capscrew Torquing
Procedure (P/N Series 205407 And
4
205507) ......................... 1.15 - 14
Critical Engine Torque Values .......... 1.15 - 13
Cylinder Head Torquing Procedure ...... 1.15 - 14
General Torque Recommendations ..... 1.15 - 16
General Torquing Sequence Procedure .. 1.15 - 12
Main Bearing Cap Torquing Procedure .. 1.15 - 15
Thread Lubrication For
Torque Fasteners ................. 1.15 - 12
Troubleshooting ......................... 7.00 - 1
Troubleshooting Low Lube Oil Pressure ... 5.30 - 24
Tube Clips And Clamps Installation ....... 5.45 - 17
Turbo Exhaust Inlet Elbows .............. 5.35 - 10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.35 - 11
Removal ............................ 5.35 - 10
Turbo Oil Supply/Drain Tubes ............ 5.30 - 43
Installation ........................... 5.30 - 43
Turbochargers .......................... 5.20 - 1
Cleaning And Inspection ................ 5.20 - 3
Installation ............................ 5.20 - 8
)
Removal ............................. 5.20 - 1
v
Valve Adjustment Procedure .............. 4.10 - 1
Valve Lifter Housing Removal ............ 2.05 - 13
Valve Lifters ........................... 3.05 - 15
Hydraulic Lifters ...................... 3.05 - 16
Roller Type Lifters .................... 3.05 - 15
Venturi - GSI .......................... 5.40 - 12
Cleaning And Inspection ............... 5.40 - 12
Installation ........................... 5.40 - 12
- 1 Removal ............................ 5.40 - 12
- 2 Venturi Extractor - GSI/GL .............. 5.40 - 12
- 2 Assembly ............................ 5.40 - 15
- 2 Cleaning And Inspection ............... 5.40 - 14
- 2 Removal ............................ 5.40 - 12
- 1 Venturi Extractor Compressor
- 1 Discharge Tubes .................... 5.40 - 22
- 1 Installation ........................... 5.40 - 23
Removal ............................ 5.40 - 22
Vibration Damper Removal ............... 2.05 - 5
- 2
-
-
4
4
w
- 3 Warning Tags And Decal Locations ........ 1.00 - 1
- 4 Wastegates ............................ 5.35 - 20
- 2 Bleeding Air .......................... 5.35 - 20
FORM 6248 First Edition
 APPENDIX A

Wastegates - PIN Series 208372 ......... 5.35 - 20 Removal ............................ 5.25 - 31

Assembly ............................ 5.35 - 24 Water Pump Inlet Elbows And
Calibration ........................... 5.35 - 25 Water Header ...................... 5.25 - 26
Cleaning And Inspection ............... 5.35 - 23 Installation ........................... 5.25 - 27
Disassembly ......................... 5.35 - 21 Removal ............................ 5.25 - 26
Removal ............................ 5.35 - 20
Waukesha Cogeneration Installations ...... 5.30 - 5
Wastegates - PIN Series 295645
(Draw Thru Only) ................... 5.35 - 28 Waukesha Engine Preservative Oil ........ 7.10 - 5
Calibration Procedure Test ............. 5.35 - 30 Preservative Oil Usage . . . . . . . . . . . . . . . . . 7.10 - 5
Calibration Setup ..................... 5.35 - 29 Use Of Other Preservative Oils And
Disassembly ......................... 5.35 - 29 Materials .......................... 7.10 - 6
Installation ........................... 5.35 - 31 Wiring Harness ........................ 5.10 - 13
Removal ............................ 5.35 - 28 Inspection ........................... 5.10 - 14
Water Manifold ......................... 5.25 - 31 Installation ........................... 5.10 - 15
Installation ........................... 5.25 - 32 Removal ............................ 5.10-13

FORM 6248 First Edition A-9

APPENDIX A

A-l0 FORM 6248 First Edition

 WAUKESHA ENGINE, DRESSER INC. - EXPRESS LIMITED WARRANTY COVERING
PRODUCTS USED IN CONTINUOUS DUTY APPLICATIONS
INTRODUCTION

jCONTINUOUS DUTY DEFINITION: The highest load and speed which can be applied, subject to Waukesha's approved ratings in effect at time of sale.

I. TERMS OF EXPRESS LIMITED WARRANTY

A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine. or
Enginator®, or product (hereinafter referred to as "Products-) manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as the direct
result of a warrantable defect in a Product during the tenn of coverage.

II. T1ERM LIMITATIONS OF EXPRESS LlMITlED WARRANTY

A. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:
1. 12 months after the initial new Products start~up date; or
2. 24 months after the original shipment date of the covered Products by Waukesha Engine.
B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft forging will
be free from defects in material or workmanship. This additional warranty only covers failures of the specific items noted within this subparagraph.
This coverage shall expire upon the earlier of the following:
1. 60 months after the Initial new Products start·up date; or
2. 25,000 hours of operation of the covered Products; or
3. 72 months after the original shipment date of the covered Products by Waukesha Engine.
NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.

III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY

Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha's election, of covered defective parts and all reasonable labor required regarding a warranted failure during the express
limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor.
B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractor or distributor.
C. Replacement of lubricating oil, coolant. filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a warranted
failure.

IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LlMITlED WARRANTY

Owner shall be responsible for:
A. The operation and maintenance of the Products within the guidelines established by Waukesha.
B. Making the Products available to Waukesha or Waukesha's authorized contractors or distribu~tors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (8) above.
H. Loss of revenue and loss oflor damage to real and/or personal property.

LIMITATION OF WAUKESHA'S OBLIGATIONS

The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance practice
not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resuhing from unauthorized modifications or repairs of the Products; or
C. Any failure resuhing from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start·up reports; or
F. Repairs of a covered failure perfonned with non~genuine Waukesha parts; or
G. Repairs of a covered failure perlonned by non-authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.

VI. APPLICABILITY AND EXPIRATION

The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of no further
effect upon the dates of eXpiration of the applicable warranty periods.

THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS'EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH
CLAIMS ARE BASEDON BREACH OF CONTRACT. TORT (INCLUDING NEGUGENCE AND STRICT LlABILITY),OR OTHER THEORIES, AND THE FOREGOING IS
EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED. IMPLIED. AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.

Notwithstanding the preceding, In no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement

Any action arlslng hereunder or relating hereto, whether baeed on breach of contract, tort (Including negligence and strict liability), or other theories must be
commenced within two (2) years after the cause of action accrues or it shall be barred.

BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products andlor services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for negotiation,
either party may initiate arbitration as herein after provided.
(b) Any dispute arising out of or related to this agreement or the products anellor services provided hereunder which has not been resolved by the
negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbltratton Association in accordance with
its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having Jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall coneist of three arbitrators. The arbhrator(8) shall have no authority to
award punitive or other damages not measured by the prevailing party's actual damages and may not, in any ewnt, make any ruling, finding or award that
does not conform to the terms and condl..f:1on 01 this agreement The law of Texas shall govern.
)
,,(d) The arbhration proceeding shall be conducted in English. in Dallas, Texas.

See form M464 for the most current warranty terms. EffectIve February 22, 2006

W-l
 WAUKESHA ENGINE, DRESSER, INC. EXPRESS LIMITED WARRANTY
FOR PRODUCTS OPERATED INEXCESS OF CONTINUOUS DUTY RATINGS

INTRODUCTION
This warranty only applies to engines which Waukesha Engine has approved to operate in excess of the continuous duty rating.
APPLICATIONS COVERED BY THIS WARRANTY
Standby Service Applications: This rating applies to those systems used as a secondary or backup source of electrical power. This rating is the output the system will
produce continuously (no overload), 24 hours per day for the duration of the prime power source outage.
Intermittent Service Applications: This rating is the highest load and speed that can be applied in variable speed mechanical system applications only (i.e., blowers, pumps,
compressors, etc.). Operation at this rating is limited to a maximum of 3500 hours/year. For continuous operation tor any length of time between the continuous and
intermittent ratings, see the Peak Shaving Application rating procedure.
Peak Shaving Applications: The rating for a peak shaving application is based on the number of horsepower-hours available per year at site specific conditions. All
applications using a peak shaving rating require a signed Special Application Approval (SAA) from Waukesha'S APplication Engineering Department.
I. TERMS OF EXPRESS LIMITED WARRANTY
A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine, or
Enginatol®, or product (hereinafter referred to as ·Products") manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged
as the direct result of a warrantable defect in a Product during the term of coverage.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
A. .This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following:
1. 60 months or 3500 hours, whichever occurs first, after the initial new Products start-up date; or
2. 72 months after the original shipment date of the covered Products by Waukesha Engine.
B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft
forging will be free from defects in material or workmanship. This additional warranty only covers failure of the specific items noted within this subparagraph.
This coverage shall expire upon the earlier of the following:
1. 60 months after the initial new Products start-up date; or
2. 25,000 hours of operation of the covered Products; or
3. 2 months after the original shipment date of the covered Products by Waukesha Engine.
NOTE: No damage from other sources, such liS damage from the loss of II crankshaft bearing. shillI be
III. WAUKESHA'S RESPONSIBILInES UNDER THE EXPRESS UMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha's election. of covered defective parts and all reasonable laborrequlred regarding a warranted failure during the express
limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor.
B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractors or distributor.
C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that arecontaminated and/or damaged as a direct result of a warranted
failure.
NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMS BROUGHT
PURSUANT TO SUBPARAGRAPH II (B).
IY. OWNER·S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation of the product within the allowable HP-HRlYR rating granted by the specific SpecialApplication Approval for the product.
B. The operation and maintenance of the Products within the guidelines established by Waukesha.
C.
D.
Making the Products available to Waukesha or Waukesha's authorized contractors or distributors forany warranty repair, during normal busineSS hours.
All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule. )
E. All costs incurred as the result of removal or reinstallation of the Products as may be required to effectany warranted repair.
F. All administrative costs and expenses resulting from a warranted failure.
G. Any costs of transportation, tOWing, repair facilities, or associated costs.
H. All labor, travel, mileage. and other related costs and expenses associated with a claim made pursuantto subparagraph II (8) above.
I. Loss of revenue and loss oflor damage to real and/or personal property.
V. LIMITATION OF WAUKESHA·S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, instatiation, application, or maintenance practice
not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products: or
C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Products for which Waukesha did not receive properly completed start-up reports; or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of a covered failure performed by non-authorized contractors or distributors; or
H. Failure to make Products available to Waukesha or its authorized representatives; or
1. Failure to supply documents such as drawings and specifications relating to the specific application of the Products.
VI. APPLICABILITY AND EXPIRATION
The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha snail expire and be of no
further effect upon the dates of expiration of the applicable warranty periods.
THE FOREGOING SETS FORTH WAUKESHA·S ONLY OBLIGATIONS AND OWNERS· EXCLUSIVE REMEDY FOR BREACH OF WARRANTY. WHETHER SUCH
CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGUGENCE AND STRICT UABIUTY), OR OTHER THEORIES, AND THE FOREGOING IS
EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED
WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.

Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in
contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement

Any action arising hereunder or relating hereto, whether based on breach of contract, tort including negligence and strict liability), or other theories must be
commenced within two (2) years after the cause of action accrues or it shall be barred.

BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided
hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for negotiation, either
party may initiate arbitration as herein after provided.
(b) Any dispute ariSing out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the negotiation
procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance with its Commercial
Arbtb'atlon Rules and judgment on the award rendered by the arbitrator(s) may be entered In any court having jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbltrator(s) shall have no authority to award
punitive or other damages not measured by the prevailing party's actual damages and may not, In any event, make any ruling. finding or award that does not
conform to the terms and condition of this agreement The law of Texas shall govern.
(d) The arbitration proceeding shall be conducted In English, in Dallas, Texas.
See Form 467 for the most current warranty terms. Effectiw February 22, 2006

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 WAUKESHA ENGINE, DRESSER INC. - EXPRESS LIMITED WARRANTY FOR GENUINE WAUKESHA SERVICE PARTS AND
WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS USED IN A CERTIFIED OVERHAUL OF A WAUKESHA PRODUCT

INTRODUcnON
This warranty only applies to Genuine Waukesha Service Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks) (hereinafter
referred to as 'Service Parts") sold by Waukesha Engine and used for a certified overhaul of Waukesha Product
I. TERMS OF EXPRESS UMITED WARRANY
A. Waukeshii.Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine, or
Enginato(6" or product (hereinafter referred to as 'Products") manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine further warrants that it will repair or replace AT ITS ELECTION AND EXPENSE, any component of the Waukesha product damaged as the direct
result of a warrantable defect in a Genuine Waukesha Service Part during the term of coverage.
II. TERM UMITA110NS OF EXPRESS UMITED WARRANTY
A. This coverage shall commence upon the initial start-up date of the overhauled Product and shall expire upon the earlier of the following:
1. 12 months after the overhauled Product start-up date; or
2. 24 months after the purchase date.
B. Notwithstanding the foregoing, Waukesha further warrants that the intake valves, exhaust valves, intake valve seats, exhaust valve seats, Intake valve guides,
exhaust valve guides, piston rings, cylinder liners, pistons, main bearings, and connecting rod bearings used in the certified overhaul will be free from defects in
material or workmanship. This additional warranty term only covers failures of the specific items noted within this sub-paragraph.
This coverage shall expire the earlier of the following:
1. 18 months after the overhauled Product start-up date; or
2. 24 months after the purchase date.
III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha's election, of covered defective Service Parts and progressive damage as explained in Paragraph 1B of this warranty.
B. Labor time to repair or replace the defective part as established by the Waukesha Labor Guide Manual. All reimbursable labor costs shall be provided by
Waukesha's authorized distributor.
C. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service Part from
Waukesha.
D. Reimbursable travel time and mileage coverage shall expire the earlier of 6 months after the overhauled Product start-up date or 24 months after the purchase date.
IV. OWNER'S RESPONSIBIUTIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible tor.
A. The operation and maintenance of the Products/Service Parts within the guidelines estabUshed by Waukesha.
B. Making the Products/Service Parts available to Waukesha or Waukesha's authorized distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All additional labor time in excess of Waukesha's Labor Guide for the warrantable repair.
H. Loss of revenue and loss of/or damage to real and/or personal property.
V. UMITA110N OF WAUKESHA'S OBLIGATIONS
The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, maintenance, or assembly
practice not in accordance with guidelines or specHications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; or
C. Any failure resulting from overload, overspeed, overheat, accident; or
D. Failure of owner to prompUy provide notice of a claimed defect; or
E. Failure of Service Parts for which Waukesha did not receive proper documentation conceming the certified overhaul delivery and the start up date of the Product
from an Authorized Waukesha Engine Distributor, or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of a covered failure performed by non-.authorized contractors or distributors; or
H. Failure to make Products and Service Parts available to Waukesha or its authorized representatives; or
I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or
J. Any failure of Service Parts resulting from misapplication or improper repair procedures; or
K. Any failure or damage resulting from the improper or extended storage of a Service Part; or
A. Freight, Customs, Brokers Fees, and Import Duties if appropriate documentation is not provided.
B. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters, air filters, etc. These items are not considered defective if in need of routine
replacement, rebuild or maintenance during the term of the warranty.
VI. APPLICABIUTY AND EXPIRA110N
The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shall expire and be
of no further effect upon the dates of expiration of the applicable warranty periods.
VII. WARRANTY ADMINISTRATION
This warranty is administered exclusively by an Authorized Waukesha Distributor. The certified overhaul invoice and/or start-up report must be provided to the Distributor
to determine whether the warranty is applicable.
Contact the nearest Authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest Authorized Distributor is available by
contacting Waukesha Engine at (262) 547-3311.
THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLlGA110NS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH
CLAIMS ARE BASED ON BREACH OF CONTRACT. TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING IS
EXPRESSLY IN UEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED,IMPLlED, AND STATUTORY, INCLUDING WITHOUT LIMITA110N, THE IMPUED
WARRANTIES OF MERCHANTABIUTY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, In no event shall Waukesha be liable for any direct. special, incidental, or consequential damages (whether denominated in
contract, tort sb'ict liability, negligence, or other theories) arising out of this agreement or the use of any Products provided under this Agreement
Any action arising hereunder or relating hereto, whether based on breach of contract, tort (Including negligence and strict liability), or other theorias must be
commanced within two (2) years after the cause of action accrues or R shall be barred.
BINDING ARBITRA110N
a) Buyer and Sellar shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the Products and/or services provided
hereunder, promptly by negotiation between aX8Cutivas. H the mattar has not been resolved within sixty (60) days of a party's request for negotiation, aRher
party may initiate arbitration as heretn after provided.
b) Any dispute arising out of or related to this agreement or the ProduC18 anellor services provided hereunder which has not been resolvad by the negotiation
procedure described above, shall be aetlled by binding arbitration administered by the American Arbitration Associatton In accordance with Its Commercial
Arbitration Rules and Judgment on the award rendered by the arbitrator(s) may be entered In any court having jurisdiction thereof.
c) Unless Buyer and Seller otherwise agree in writing, the arbRratlon panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to award
) punitive or other damages not measured by the prevailing party's actual damages and may not, in any evant, make any ruling, finding or award that does not
conform to the terms and condition of this agreement. The law of Texas shall govern.
d) The arbHration proceeding shall be conducted in English, in Dallas, Texas.
Enginator® is registered trademark of Dresser. Inc. Copyright © 2001 Dresser, Inc.
See Form 3245 for the most current warranty terms; Effective June 25, 2003.

W-3
 WAUKESHA ENGINE, DRESSER, INC. - EXPRESS LIMITED WARRANTY FOR
GENUINE WAUKESHA SERVICE PARTS AND WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS
INTRODUCTION
This warranty only applies to Genuine Waukesha ServICe Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks) (hereinafierrefened to
as "Service parts') sold by Waukesha Engine and used for repair, maintenance, or overhaul of Waukesha Products.
I. TERMS OF EXPRESS LIMITED WARRANTY
A. Waukesha Engine warrants that it will repairer replace. AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine, or Enginatol®, or
product (hereinafter referred to as 'Products") manufactured by Waukesha, which proves to have had a defect in material or workmanship.
B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as the
direct result of a warrantable defect in a Product during the term of coverage.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY
This coverage shall commence upon the date the Service Part is installed and shall expire upon the earlier of the following:
A. 12 months after the date the part is installed; or
B. 24 months after the purchase date from an authorized Waukesha Distributor.
III. WAUKESHA·S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for:
A. The repair or replacement, at Waukesha's election, ot covered detective Service Parts and progressive damage as explained in Paragraph 1B of this warranty.
B. Labor time to repair or replace the defective part as established by the Waukesha labor Guide Manual. All reimbursable labor costs shall be provided by Waukesha's
authorized Distributor.
C. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service Part from
Waukesha.
IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Owner shall be responsible for:
A. The operation and maintenance of the ProductslService Parts within the guidelines established by Waukesha.
B. Making the ProductslService Parts available to Waukesha or Waukesha's authorized Distributors for any warranty repair, during normal business hours.
C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule.
D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repairs.
E. All administrative costs and expenses resulting from a warranted failure.
F. Any costs of transportation, towing, repair facilities, or associated costs.
G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty.
H. All additional labor time in excess of Waukesha's labor Guide for the warrantable repair.
I. Loss of revenue and loss oflor damage to real andlor personal property.
V. LIMITATION OF WAUKESHA·S OBLIGATIONS
The obligations of Waukesha under this elqlress limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for:
A. Anyfailure resulting from owner or operator abuse or neglect, including but not by wayof limitation, any operation, installation, ap~ication, maintenance, or assembly practice
not in accordance with guidelines or specifications established by Waukesha; or
B. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; or
C. Any failure resulting from overload, overspeed, overheat, accident; or
D. Failure of owner to promptly provide notice of a claimed defect; or
E. Failure of Service Parts for which Waukesha did not receive proper documentation conceming the Service Parts purchase date from an authorized Waukesha Engine )
Distributor; or
F. Repairs of a covered failure performed with non-genuine Waukesha parts; or
G. Repairs of a covered failure performed by non-authorized contractors or distributors; or
H. Failure to make Products and Service Parts available to Waukesha or its authorized representative; or
I. Failure to supply documents such as drawings and specifications relating to the specific application at the Products; or
J. Any failure of Service Parts resulting from misapplication or improper repair procedures; or
K. Any failure or damage resulting from the improper or extended storage of a Service Part; or
L. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; or
M. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters,airfilters, etc. are not considered defective if in need of routine replacement, rebuild,
or maintenance during the term of the warranty.
VI. APPLICABILITY AND EXPIRATION
The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shall expire and be of no
further effect upon the date of expiration of the applicable warranty period.
VII. WARRANTY ADMINISTRATION
This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the distributorto determine whether
the warranty is applicable.
Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor is available by contacting
Waukesha Engine at (262) 547-3311.
THE FOREGOING SETS FORTH WAUKESHA·S ONLY OBLIGATIONS AND OWNERS· EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER
SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE
FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT
LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, in noevent shall Waukesha be liable for any direct. special, incidental, orconsequential damages. (whether denominated in contract, tort
strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement.
Any action arising hereunder or relating hereto, whether based on breach of.contract, tort (including negligence and strict liability), orothertheories must becommencad
within two (2) years aflerthe cause of action accrues or it Bhall be barred.
BINDING ARBITRATION
(a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/Or services provided
hereunder, promptly by negotiation between executives. H the matter has not been resolved within sixty (60) days of a party's request for negotiation, either
party may Initiate arbitration as hereinafter provided.
(b) Any dispute arising out of or related to this agreement or the products and/or services provided hereunder wh;ch has not been resolved by the negotiation
procedure described above, shall be settted by binding arbitration adminiatered by the American Arbitration Association in accordance with Its Commercial
Arbitration Rules and judgment on the award rendered by the arbitrator{s) may be entered In any court having jurisdiction thereof.
(c) Unless Buyer and Seller otherwise agree In writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to award
punitive or other damages not measured by the prevailing party's actual damages and may not, In any event, make any ruling, finding or award that does not
conform to the terms and conditions of this agreement. The law of Texas shall govem.
(d) The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M..463 for the most current warranty termsj effective February 22, 2006.

W-4