Documente Academic
Documente Profesional
Documente Cultură
,]
ELECTRO-MOTIVE
Service
Department
Publication
La Grange, Illinois 60525
FOREWORD
This manual contains maintenance information for 8, 12, 16, and 20-cylinder
Model 645E7C/F7B engines and procedures intended as a guide for personnel
engaged in the operation of a marine propulsion unit or a marine generating
unit. The information contained in the engine maintenance portion of this
manual is applicable to all the above model engines unless otherwise specified.
The illustrations used in the engine maintenance portion of the manual, for the
most part, depict a 16-cylinder engine as representative of the location and
relative shape of various components and accessories.
This information was compiled for a typical marine propulsion unit or a
typical marine generating unit with basic equipment and frequently requested
extras. The equipment selected for coverage was chosen as representative and
does not imply that the equipment is part of any specific purchase order.
Units of measurement appearing in this manual are shown in metric units and
U.S. standard units. A conversion table is provided to convert U.S. standard
to metric units.
Special tools, referred to in the text and shown in many of the illustrations, are
not supplied with the engine, but are available on order.
File numbers contained in this manual represent detailed drawings for the
construction of fabricated tooling. These drawings are available from ElectroMotive Service Department.
References, specifications, and a list of service equipment are presented as
Service Data at the end of most sections.
Clearance and dimensional limits listed in Service Data are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing
tolerances.)
. M i n i m u m , m a x i m u m , a n d tolerance m e a s u r e m e n t s are provided as
service limits. At time of rebuild or any time unscheduled maintenance is
performed, the service limits should n o t be exceeded. Engine components
within these limits may be reused with the assurance that they will perform
satisfactorily until the next scheduled overhaul.
112El182
Exhaust
Outlet
Ada ~ter
Water ExpansionTank
. .
\
Lube Oil
Exhaust Manifold
\
Cooler
n\ \
j
Clutch-,[~ll / ~
Control [ 15111
Panel ~'~1.,
Ill d
Oil Level Gauge. . . .
~)OOOO
OOO@'@
~ ' - -o ~ o
~
- ~
~
~
.'~
/
LReduc~ii(~uGmepr
~
-.
E~ I1~
n
.11
q
,
~
~k
~_
"~'~'//.Y.~_~----'h
~
'z- IJ
~~~Emergency
~
~
~~" Fuel Cutoff
] [ [ ~ ~ F I.I /
)
'.;....."-,....
i ~i~J~-D
~ u b e
O,1 Strainer I - - - \ q Fresh Water
L~/~/Z__~
"~ : ~ T ~L
~ [J
-I-g-~Cooler
Pneu~at'c
/
Lube O~ Ciirc1~ting
Fuel Stra.ner \
Clutch
/
~'ump ~ p
I
Fuel Supply
Air Starting Motor
)
Connection 24,,,
112El182
24120
Exhaust Outlet
L~~~ ~ _~
~
' ~ -~ '
Air Intake Filter ~ /
Exhaust Manifold
\
{I
Generator
El ~ '~
t
l ~1~<~
/ , / U~
Water
Expansion
Tank ',
~
Filter
"J~
- Connection
11 2E1 1 82
Lube Oil
Cooler
\
Lube Oil
Emergency
Fuel Cutoff
24118
METRIC CONVERSION
ELECTRO-MOTIVE
Multiply
by
Microinch
Inch
Foot
Yard
Mile
.025 4
25.4
0.304 8
0.914 4
1.609
Multiply
ACCELERATION
LENGTH
micron ( ~, )
millimeters (mm)
meters (m)
meters
kilometers (km)
millimeters 2 (mm 2)
centimeters 2 (cm 2)
meters 2 (m 2)
meters2
29.574
16 387.
16.387
0.016
0.028
0.946
3.785
0.764
Ft 3
Quart
Gallon
Yard 3
4
3
4
4
6
oF
-40
C
-20
kilowatts (kW)
0.249 1
6.895
kilopascals (kPa)
kilopascals
E N E R G Y OR WORK
BTU
1 055.
Foot-pound
1.355 8
Kilowatt-hour 3 600 000
or 3.6x106
joules (J)
joules
joules (J = one W's)
LIGHT
Footcandle
10.764
lumens/meter2 (Im/m 2)
FUEL PERFORMANCE
newtons (N)
newtons
newtons
Miles/gal
Gal/mile
0.425 1
2.352 7
Miles/hour
1.609 3
kilometers/liter (kin/I)
liters/kilometer (I/kin)
VELOCITY
TEMPERATURE
-40
newton-meter
kilogram-meter
newton-meters (N-m)
kilogram-meters
newton-meters
kilogram-meters
0.746
Inches o f water
Pounds/sq. in.
FORCE
Degree Fahrenheit
06
2
98
52
8
25
PRESSURE OR STRESS
grams (g)
kilograms (kg)
kilogram
tonne (t)
9,807
0.278
4.448
meter/sec 2 (m/s 2)
meter/sec2
POWER
centimeter 3 (cm 3)
mm 3
cm 3
liters
meter 3 (m 3)
liters
liters
meters 3 (m 3)
28.350
0.453 6
907.18
0.907
Kilogram
Ounce
Pound
0.007
0.069
0.112
0.011
1.355
0.138
Horsepower
MASS
Ounce
Pound
Ton
Ton
Ounce-force-inch
Pound-foot
VOLUME
Ounce
Inch 3
0.304 8
0.025 4
Pound-inch
645.2
6.45
0.092 9
0.836 1
Foot 2
Yard 2
Foot/sec2
I nch/sec 2
TORQUE
AREA
Inch 2
to get equivalent
number of:
by
kilometers/hr. (kin/h)
32
80
120
I I I I I I I 41I 1 11 11 I 11
i
,
I
I ~ ~ i
i
i
i
0
20
40
,11~0,
,
60
F
23.2
I
l
,2(~0 I
,
80
100
oC
The comparative
dimensions of an inch
and a millimeter, a liter and a quart, and
a k i l o g r a m a n d a p o u n d are s h o w n .
1 Liquid Quart
0.946 4
Liter
1 Pound
1 Kilogram
LJ
= 0.453
6 kg
I nches
, ,,
I,
10
55E7821
II
,,,
I,
20
30
40
, , , I , ,
50
60
, ,,I,,
Millimeters
70
80
,,
90
100
,!
110
,,
3.20
, , , I,,
130
140
150
.... t .... I .... I,,,,I .... , .... I .... I .... I .... i,,,,1 .... ,....I .... , .... I .... I .... I .... I .... I .... I .... I,,,. .... I .... A.... I .... L.... I .... i .... I .... I .... I,,
CONTENTS
INTRODUCTION
PRESTART PROCEDURE
OPERATION
ENGINE INFORMATION
C R A N K C A S E A N D OIL P A N
CYLINDER LINER
AIR I N T A K E A N D E X H A U S T S Y S T E M S
L U B R I C A T I N G OIL S Y S T E M
COOLING SYSTEM
10
FUEL SYSTEM
11
GOVERNOR
12
13
14
15
P R O P U L S I O N UNIT
GENERATING UNIT
TROUBLESHOOTING
112El182
16
SECTION B
PRESTART PROCEDURE
CONTENTS
112El182
PAGE
B-1
B-2
PRELUBRICATION OF ENGINE
B-2
B-2
B-3
P R E P A R A T I O N FOR STARTING
ENGINE
B-5
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
PRESTART PROCEDURE
TURNING ENGINE
MANUALLY
S o m e of the f o l l o w i n g p r e s t a r t checks and
procedures require a manual turning of the engine.
There are several methods to do this. Crankover
t o o l 9561844 with the i n c l u d e d b a r r i n g lever or
electric drive unit, Fig. B-l, or with optional air
drive kit 9560333, Fig. B-2, can be used as jacking
gear to rotate the engine.
/
Electric Drive
Crankover Tool
28804
20220
Remote Control
CAUTION
Ensure the override valve is closed when the
turning operation is completed or the engine
will crank when the main air line shutoff is
opened.
28805
Attach a j u m p e r wire
Engine Start switch to
This will energize t h e
allowing air to m o v e
forward.
B-!
Section B
P R E L U B R I C A T I O N OF
ENGINE
PRELUBRICATION PROCEDURE
FOR UNIT WITH ACCESSORY
RACK (E7C/F7B Models)
I. Remove the pipe plug at the main lube oil pump
discharge elbow, Fig. B-5, and connect an
e x t e r n a l s o u r c e of clean, w a r m oil at the
d i s c h a r g e elbow. P r e l u b r i c a t e e n g i n e at a
minimum of 69 kPa (10 psi) for a period of not
less t h a n 3 and not m o r e t h a n 5 m i n u t e s
(approximately 57 lpm [15 gpm] usinga 1.1 to
!.5 kW [1-1/2 to 2 hp] motor).
Main~Lube oii ~
~
~Piston Cooling Oil ~,
~
Oil Pump~
, Discharge_Elbow _~
27186
ENGINE ADJUSTMENTS
AFTER E X T E N D E D
SHUTDOWN
Before starting an engine that has been overhauled,
or an engine that has been inoperative for a long
period of time, refer to the applicable sections of this
manual for procedures of the following checks and
adjustments.
20978
B-2
112El182
Section B
. On new or overhauled engines remove the pipe
plug at the piston cooling oil pump discharge
elbow, Fig. B-5, and connect an external source
of clean, warm oil at the discharge elbow.
Check for unrestricted flow of oil at each piston
cooling tube.
"P7
sL;bieeOri'r~ r ~
~'~ ~
s.uto,,
SvhUtO'~ff t
Priming ~ ~
Pump
~Line
NOTE
!6
3618
Fig.B-7 - Test Valve Wrench
PRELUBRICATION PROCEDURE
FOR UNIT WITHOUT
ACCESSORY RACK
( E 7 C A / F 7 B A Models)
NOTE
182
B-3
Section B
Prelube Valves
Scavengir)g
Lube Oil
Strainer -
Oil Pan
Priming~
Pump
[ ~
Lin; Strainer
NOTE
Open lube oil system priming valve to prime accessories and piping and to fill
strainer. Close to prelubricare engine.
Bypas~s
Relief Valve
Coo e
22097
NOTE
If unit does not have a permanent connection
to the main lube oil pump discharge elbow,
remove pipe plug from the elbow and connect
an external oil source at that opening.
B-4
112El182
Section B
7. Check oil level in strainer housing and, if
required, add oil to strainer housing until it
overflows into the oil pan.
8. Replace and securely close all handhole covers
and engine top deck covers.
NOTE
When an engine is replaced due to mechanical
breakdown, it is important that the entire oil
s y s t e m , s u c h as oil c o o l e r s , f i l t e r s , a n d
s t r a i n e r s , be t h o r o u g h l y cleaned b e f o r e a
r e p l a c e m e n t e n g i n e or the r e c o n d i t i o n e d
engine is put in service. A recurrence of trouble
may be experienced in the clean engine if other
system components have been neglected.
In some cases engines have been removed from
service and stored in the "as is" condition by
draining the oil and applying anti-rust compound.
When these engines are returned to service, care
must be taken to see that any loose deposits are
flushed out before adding a new oil charge. The
entire engine should be sprayed with fuel to break
up any sludge deposits and then drained, being
careful that the drains are not plugged. Fuel should
not be sprayed directly on the valve mechanism or
bearings, as lubrication will be removed or dirt
forced into these areas. The surfaces should then be
wiped dry before new oil is added to the engine.
22847
PREPARATION FOR
STARTING ENGINE
NOTE
G o v e r n o r oil level will rise after engine is
started and the oil temperature increases.
...................3f-
CAUTION
D o n o r continue to operate an engine requiring
periodic addition of coolant. Locate and repair
leak.
i??:
3. C h e c k s t a r t i n g air p r e s s u r e . S h o u l d be a
minimum of 1 034 kPa (150 psi) for 8-cylinder
engines and I 379 kPa (200 psi) for all o t h e r
engines.
Sight
20108
Section B
7. Ensure overspeed trip lever, Fig. B-11, is in
running (latched) position.
NOTE
If unit is equipped with a motor driven fuel
priming pump, operate motor to prime the
engine.
Sh utdown
Lever ~__~l~TripQped
Tripped
Position ....~Latche~
Running
,fsition
Overspeed ~
/v
\ So~#li~h
'~,~__
/ /
/ / NOTE
27196
.~ctrical
nnector
anual
)eed
Jjusting
mob
20111
put Air
Inal Connection
.=Oil
ire Connection
NOTE
A new engine, engine that has been overhauled,
or an engine that has been inoperative for more
than 48 hours will require prelubrication.
Refer to Prelubrication Of Engine portion of
this section. If engine requires prelubrication,
recheck oil level, as an appreciable quantity of
oil may have been transferred to the external
system (cooler, filter, strainer). Add oil if
required.
ain Cock
18536
B-6
55E782
Section B
NOTE
Engineroom speed and clutch control air valve
and control air transfer valve are furnished as
individual components for installation in the
engineroom by the customer.
CAUTION
Ensure the strainer housing is full before
s t a r t i n g the engine. If s t r a i n e r h o u s i n g is
empty, serious engine damage can occur.
112El182
B-7
SECTION C
OPERATION
CONTENTS
PAGE
C-1
C-2
C-2
C-3
SERVICE D A T A
SYSTEM P R E S S U R E
AND T E M P E R A T U R E S
112E385
C-15
SECTION
645E7C/F7B
Marine Engine/Systems
ELECTRO-MOTIVE
OPERATION
This section contains recommended procedures for
operation of the unit with basic accessories supplied
with the engine. As these accessories can be installed
by the user and can vary in accord with a specific
application, the operation procedures must be
considered "typical."
NOTE
A normal engine start should include the 60
second operation of the turbo lube pump prior
Injector
Control
Lever
Injector
Control
Lever
27462
C-I
Section C
. Check lubricating oil pressure. If pressure is not
indicated on the gauge within 30 seconds, stop
the engine and determine cause.
IMPORTANT
E n g i n e o p e r a t i o n at less t h a n 50% l o a d
increases t u r b o c h a r g e r gear train wear and
adds to maintenance requirements.
R U N N I N G THE ENGINE
CAUTION
Do not increase engine speed beyond idle until
fresh water temperature is 49 C (120 F).
1. Increase the engine speed slowly to full speed by
means of the governor manual speed adjusting
knob or the remote speed control.
CAUTION
If a turbo lube pump should fail to operate
when engine is shut down, as indicated by the
low turbo oil pressure alarm, restart the engine
immediately and allow it to idle for 15 minutes
at n o l o a d , to p r e v e n t d a m a g e to t h e
turbocharger.
NOTE
If engine has been repaired or overhauled, it is
good practice to run the engine slowly with
frequent inspections to ensure that the renewed
parts are satisfactory. Check pressures and
temperatures carefully during this run.
C-2
75E480
Section C
3800
3600
3400
RATING CONDITIONS:
Air Intake Temperature . . . . . . . . . . .
32.2 C (90 F)
Diesel Fuel (HHV)
.....
45.64 MJ/kg (19,620 BTU/LB)
Fuel Temperature
..............
32.2 C (90 F)
Inlet Depression . . . . . . . . . . . . . .
152 mm (6") H20
Exhaust Back Pressure
..........
127 mm (5") H20
20-Cylinder
NOTE
3200
3000
6-Cylinder
2800
2600
2400
12-Cylinder
w 2200
0
w 2000
0
m 1800
w
Z
z 1600
W
1400
1200
1000
800
600
Engine Brake Horsepower- 'Continuous Rating
~!
400
rp~ P ei-~-~-ri_t
I
o-r Sepower ~i~ ~.......
Cube Curve
~:~
200
300
400
500
600
ENGINE SPEED
700
-
800
900
RPM
27463
Fig.C-2
112El182
e)teJe/UO!I!sod
'~9~'L ~
009 L
00# L
00;~ L
speed S e u ! 6 u 3 sno!Je A ~ dH
)t9el3 Jo]oe[ul e u ! 6 u 3 9 L 3 1 z 9 - 8
000 t
kI3/V~Od3S~IOH 3 N V W 8
008
Iopo~
00#
00~
. . . . . . . . . . . . . . . . . . . . . . . . . .
.:.aON
......::..:::.:.~
CN
~o
- 8-9'6!4
3NIDN3
009
/.:: i !.i!.ixi
L'L
9"L
't
- i::::::::!:i.i::.!::i
::: ......: ~ ~ 6 ~ : ; : ; 7 : :
::I.Y-: "~.',.'. ":' :' :' ": ":!. ' : ~o~oa:[u
: : i O~N~;,~f Lu~:LZ~ : : ;" " " ~:a~risseJ~de8 ~s~ne~x 9
:": i:i::i-:i::O~iH::~;;igi~::~ii~6:~ i!:i" : :! :!:'i::i"i ::": "!':::::::. : :U:6i:sse~dad ;la]~i~f; :
! i ~; :.t81/n~a
;o~9!6 #)~6~/~: # 9 17 ", (:AN#)lOna iese!.O
::::::! :i :i:(~:~(J6} 9 ~:~"~8:: ':~"
" ""
: e~.m~Jed~ai
~o~.e~u I!~,:v
!X:
.:
SNOI&IGNOD N l l ~ U
IL }.I:I',
.......
~L
z
._
m
c3
~"t~ 0
>
C~
:.i.:.~i..,..,-,'~. . " -
{J
,: .....
....
.....
:.,
.~'. ! . . . . . . . . .
~ , : ~ , i : ~ . . i
LL ~
: .> :- -.:
O'L
:
t
m
O3
i.
009i
6"0
008i
IAIaWOOL : ~
..................
:,..-..-~..:~::~ :::.--:..:::.::..::
~ .:-.:: ~. ..::...-..ii..i......... :...................
:~
i-......:.:.- i..:.-.,.:..;-;.:
............
Gm-!.;~4-!.:!
Y: ~ ~
": :"
8o
0
::" t
"
:": Y
.............
L'O
e~teJS/UO!~!SOcl
s p e e d S e u ! 6 u = l s n o ! J e A ~,V clH
~lOe~l J o ~ o e [ u l e u ! 6 u 3 0 L 3 1 7 9 - ~ L
lapOlAI - # - 0 " 6 ! 4
O
o~
~9~z
008;[
00#;[
I=I=tN~Ocl3SI=IOH
000;[
3)IVEI8
009 L
=tNIDN3
00;[ L
008
001;'
::::;:iT:::Ti L" I.
:;S'"
i'
" :.t ..~:.:..
: "
'.i~:[..~-':4..i
.::..i ..::.i~.:i.i
~.4. ~.i.[.~..i..~ i..~..i.L.i.: ~ ~ : 4 !.i I : ~ : : ! {.{ : . : . i { . , 4 . ; . ~ .}.i.i.;. i . = . : : . . ~ : :
~:'
:i[:
: ,~ : ~ ! i ~ : ,~ .
'
[ ;.
!
::
~i[
~[
~ . ! ! ! ~ ~~
:[!
.... ~.:i.[.:.!.
i ..... ~ " [ : i
: ~ ~ : ' ~
'[:
!i~
:I:':
:
+ " :
"~~~':":'!'i!
":"!"["
" ' i 'i
: ~ : : : ~ ~I : !i : i :[:
:! ,~~:~ !"!['t+ {'~!'i'!":'!!'i~[!~~!!1I
.~u.oO:
~:
i ~~. . . . . . . .
:~.,
'"
....
~
; i [ : 4 .[. i.4. ~ .. i ~....~-:.i.{-.+.... ~ . 4 . - : . . . . . . . : . ~. ; [. ! : . ~ .: ] :-t ~ : -!-! - 4 : [ . . . . . . . . i"'!" ' " : " { " [ - ' 4 ' ! .......... +'#"i ' : " f " ' ' [ " + + .....
!~ ~i:i
~!]!~i!::'::i
~:"!~[:::
!!:~:!
i!~:
:',! :[~i:
~11~"!~~'~it'?::'!"!
~'::''~:'~'~:~:'.U::I:.L:.!.:
.i..i . . . . .
]. ~.~:.:.:.~.;.i.l;~;,:;,:.
:i~::~i
]
~
; [ : : .:. ; . ~ : i. i ~ . : . , . : ~, . ~ . ~ . ~ . ~ { . { ~ . 4
~ . : : . . ~ : ~ ]i l ; : ! h.......
[ ~ i : .~~;
!:/:!i:ii!
::I::I' !::i :::!:~ii:i
i.ii~ ii::.i
~ .........................................
~..Lt:i.Lt i t fte:~
~j(J7 Srtq:~~:lle:q: ~o~u
. : . . . i.+.+ .. ~--..4.-...;.- ..~.-~~ - - 4 - -..: .4. o.~
[....[ . : j . q . ~ ;
~o[~i ~U~!~:~ :;::~ ;.!:~:i..i..!: ; :::t:~ ' i.i .f:. . . i ~.':!' ! ~:"~
[: ~. .[::
~: ..... ~!........
~: ~i [4I "........t . .i!. . . .~. ~ :[ . .,:. . ............
, {[:T t:~; t l '~.[;" ~i*[Ji~
. . . . . . . "'i'7 ' - : i ' '
F: ~ '!i:
i : :~
"T :
":
i
~.i.ilq
L
:
L..:~.L
~
.... f : '
"
::~i!; .. ~ . , . : . . z 4 :
~
: ~ :
:i:
~ ~.
, :;
: : i
~.
t+
. . . . ;. . . . .
' - "
;..
"
:.:
~..:.:...:.
:_.~...:.::.;
............ ':. . . . . . . . .
:: i
' .................
......::
~.;...,.:~ .......
~,:.~+., ........
"
" . . . . . . .
~::....;...
:! !:
~.....'.i.~ . . . .
,..~.BI'~
::
~ :
........ [ ........
:.
.;4;.:-4:
; ............
~. . . . . . . .
................................
:.-~.....~..,..,.~,.....i..~--..~-.~.-~.;
;,
: i~ : : ~ i : : ~ ,t
;[
..................
~.
i ........
~-.i.
: i:
'
-..~
: :
:.::
. . . . . . .
.;...~
...i....i
!.i ...........
........
:....:i
............... ! . . . - : . - : , :
:...[.~..:..-..i-[.
i-!
i i
~ .i
.....
i.~ . ;
:'.~':~:
t :.:
,.:
. i~
~ ; ! ~ " :
: .....
I!
L[ : - [
:,
~.
~..
~ :.;.:
~
~
[:i.~i
.;..4-..:..~..-~..
t ...........
::;::::
~:::;;: ~:
.~. ~.
; ;
.:..~.......
+.:
: ~ ! ( !
........
:~...:I.~...:..-.I.~...:....:
,. . . .
....
t"--~ ' = ~ ~ ! h ~ t
~ *
::-;::::[:~-:
~'L
4.;
,~',~.._..w~+uu~
:.;
.....
33
:I>
('3
2~
.:..i.
::.::~:i::i.:::;:.
.~ .... !
~ : . ,: ........
~..... ~........".-~.~ ........................
33
~.;
.[-.-- !:~-i.~--~.!
!.!:
~ iq! ! ;:!
: : !~ :i:i[ i : ! : i i ::!.!::::!.':.:.
:::i:~:i
::::::::::::::::::::::
~:+:~:Li..;.:..',::::.i::.:-:.:~..;:!:.i.:.;::~-..::.:4..i::::~:~::L::
i ::::::::::::::::::::::::::::::::::::::::::::::
.!.::
......~:.._:::..:.[..:!..
..:.::~ ,.~"~:
.t::~::!:_:a
:
:
: : ~-,i: ~ ~ ~.~..~.: ..:.......... ;
~..:..: .........:......... ~
:
::............
: ............
!..: .......... :.,.....
....... : .........
:.:.:.:.:..:.....:.............
:..............
#'L
.:~..~.....~ ......
.......
:..~..~'~..,..~.~.~.~J~-~.-.~.-.;.F..i.-;
'ii+i
i...~..:..~..~.-'~ ' ~ ~ t ~ t ~ *
t:-t
":~ ~:
t..
1"13
C3
-'4
::::::::::::::::::::::
' ~ ! '~"~' . t ' " i ' :'-F ~ ':"~' ' , - ' '
.~..~
.~a-'ul~:!.............
: i.!,..-,.
..i.i..;.!
.LL~:~:.I::
:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
i:.i[!.!i.~
~ iL:::
!.:.i -.
:--...I.
-.-..
:.
,,
: . . . . . . . . :i-:i:.~:!.~:.:!:.ff:~
.. ~ :~.]:.~
.. ~,::
"]BS~I:C]
: i-
i;.
..........
.;....~-;~O:].Oa.[IJ:
,-.~-.,..~--~- ;~,
Fi-.~.-~-.~.f-!-~.~---[-:-+++--!~++-+-~.~--~-.it !: :t: : f :! ! [ t ~t
:i:.:
:i-::~ :: ii~:
" :.y: i
:i:i:hL:' ~: J i!
.:.~-J:._I.L.L ; _~.L:
: !:, :: ~..~ _ ;
~....~....._:..:.
........~ ............
: :
[:~: ':::: :
: ! ~ .....:..~.:.i..i..!...., }.
~ ......:..:
r-"
m
z
53
.....................................
!...q.+.-.-:-..,
..........
--4
I
,-,--- : :::::::::::::::::::::::::::::::: ...................
: .....
:. : " :
::':.
::
................................
::~:.!~.:.t::L:::.:.[ ~..
. . . . .
.-
. . . .
. . . . . . . . . . . .
: -~... ~.~.i008...~.:.,.,
' '~:~
'
~w.
~,. ........
'~":~
.i.......
i i.. i ~ ........
~ ...........::
~ : ~
~'
~:'
~ ~,
('3
-r"
~:14:
:.!.:i.t.:::i..L.:::::!.:
L!::::t!.:::~:~::::.::: :::::i: i:::::: :!!:: ~
~ ........;...:..: ....... i.;.:.,...:.....~ .,..: : ....... ~. +~
~ .
.......
!-!I !:!L;:!:~.:;::~.~.:~::
:;:
.:........... ~.+..~-..4.4
. : o ~ ~:
rn
..............
O3
/!;i
: :::::::.:U... : ":'.'": . . . . . .
! ~:~
: .................. ..............................
..
: :::::::.:i.i..i
. . . . . . . . . . . . . . . . . . . .
...................
t:. :: .,~ :
.......
........ 7 -
: ~:
......................
"
"
':.; :.!:.:i::
"..............
"
~...........
:.::
:::::::::::::::::::::: : .. ::;:Li:!::!:!-l
60
. : . :~.
i !i i ':i.;::::i
". . . . . . . . . . . . . . . . .
...................
..........
, : ~ , :
i :.,~.:::
: :: ::-:-: ...........
: .\::.:-
::'::::~,i::i
:::':: ....................................
:::.-::
:i.i::"
.....................
.....
!.......
8o
......
c,4
O3
IJ,J
'd
:L21 ::.:[:[IJ:."::::L[ KI:'ILiH:::':::]
L'O
M
o3
~N
99t'LE
009g
i::!:::!:7:
OOZE
O08E
00#E
:
: ; : : - ~ .
EFIAAOd3SEIOH 3 ~ V W 8 3 N I S N 3
000~
009 L
::::::2:
': ............ : . . ,
'sJinoq:si~oii~uii~io~::::: . . . .
':
,oAS-p.(e~ue;+.~y oq
{,
J!!!:...i~O:.i..:.;:q i . O ~ D : 0
(AHH) j e r ~ i # s e i o , .
:: ........... ~..,:
;~. :.: : S N O I I a N O g : D N G v E 1
OO8
,.'-.:"
i:
00~
00#
~ .....
ii :
:
i~ ~! :
t'! i'
: :
I/:l?lAI:lz.9iZi
.....
i --:
:f::] 9 ' L
. !:,
iT:f:i:!:
. ............
r-
: i i;~ ~. ~:.i:~
+
: ::i: 2 i:+ :
z
g" L
C3
!/i/:?i:?: ?:
'::
;.
"1m
03
L'L
!:i::{i::::
L.,.
!. ;.,!
6"0
!.
LES:
+
:L:+.
8'0
:'.y-
U !::: :!::!:,
]:
;{:!-!:;
rE:!: E;::
_.:,
....
:~
L'O
~5
C/3
co
96L~
00##
000#
009~
ill !
00;~ I.
,:~-~
008
0017
8L
i:!;ili
.........!i!.
L'L
..........
.... i
!iii~!.
9"I,
i!!i.:.i.~
~!i!il I
(_.
r1-1
17'L 0
oo
lrn
Z
G3
--I
"1-
~:i..~:!
L'L
Z
0
"I=
m
O ' L o3
6"0
.i'.-i~.::
:~:i[
,:i .IAIdI=I
L'O
~4
O0
,7,
O*4
Section
4000
3800
~.~ i.:,.
i.i...!..;..~,..:.:.
.................................
The-standa.td
overload!~ating
:~:--:-'
:.:i.i:!:i:
.... = :.m
. . .m. (~5' .-) H ~"~~.IL.: ~1~27
O . . .i i : .:
~.
~.~. . . . . . . . . . . , . ~ . . . :
~.:.:.:
~.~....,~,
:.:.:.
.ofitheiengine!-petmits!an
~:!."
/
~.
! .~ ! :i i
i ;..,i :
3400
3200
3000
bg:Ut,O!
2800
i i i: i.:i" ~/i
~~- ~~
......... :
,,,= 2400
0o. 2200
::: :.::
6-Cylinder
- L:
::. :: i ~ ~:i. i i :.:.: i.:: !:i :i::i. !::i::~.::?: !:.i: i-i ii: i:!..!.i::i :,.:~-:-:i:i. . ~-:
2600
i.'::
f .....
.i ":.
!i.i.:i!~:
. !i :i :i.i:i ..
iil '::~)i:
~! :: :~.:i:::/!4: :;:
::
i: i: ! :.it ~i
i~2:c~!:!nd.r!
: :
,.-~ ....
!::i:i ii:!/:::.:-~-::!.
~' .i. : :i..:: :.:. :. ii .~:::_ . ::.: .i.i.:. ~ i:.!:i ::: :. :::i: .i::/:: .':.".l..::i:. .
iii
2000
.:i =====================
!. i: !. !::!:i i i i!!:i~:.'~.:i-:::-:...i:i/i.ii~..:-.i-:::
o
uJ
..,Z 1600
1400
:i >:-:
:: !: !
: i~
i:i-
/ ~.::~-ii!
;..,/~~~
' i!"'
.-" ?
.......... ; _.
.:
"
: :i :~;
-.........................
. . . . . . . .
,ooo
. . . . . .
:.:---
: !
',
:.-.
: ~ :
:: :~: :~:::: : : : : ~ ~: i / :
800
!-.
: .... ~:- /i).;/i
: ...........
: "Z:~i. ~'~ ~ .:._~.;i :~
400
...........
.......................
....................................
!ii i,
:::
Cube
: :
i.:i;
~i.i(7~
Curve ............
200
300
400
500
600
ENGINE
SPEED
700
800
900
- RPM
28926
Fig.C-7
112E385
- Model
645F7B
Engine
C-9/C-IO
HP/Engine
RPM
Curves
m
oa
oo
Ol
0,7
900 RPM
800 RPM
0.8
U~
uJ
"1-
(J
700 RPM
0,9
600. RPM
Z
m
i
"!I-
1.0
....
LU
,.I
1 ,/
1,1
O
<{
i..i. .......500.RJ
1,2
.~. .":D~t
/
'
ii.ii:,i
re
O
I-
(J
iii
1,3
Z
m
RATING.: .CiQND,1T[QN,I~;
1.4
. 32.27C(907
F)
(19;620iBTU/~B]
't.S.Z.mmi(s~,)~H~O
1.5
1 2 7 m m! (5"~ H~0
i,~;.,i!,i,i., 5 2 2 6 2 ~ 0
1.6
1,7.
operation;
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
E/3
&
O
400
Ill
Eo
G0
ol
800
1200
1 ~UU
2000
7400
ENGINE BRAKE HORSEPOWER
Z~dUU
3ZUU
J~O0
27572
I1"1
01
iii
"I"
Z
m
i
-r
I-Q9
Z
LU
._1
,~
v
r~
LLI
400
800
1200
1600
2000
2400
2800
ENGINE BRAKE HORSEPOWER
3200
3600
4000
4400
27597
Section C
SERVICE D A T A
OPERATION
SYSTEM PRESSURES AND TEMPERATURES
(at rated load and speed)
LUBRICATING OIL SYSTEM
Pressure At Normal Operating Temperature
At Governor Connection (nominal)
.......................
Temperature
To Engine (from cooler)
F r o m Engine (to cooler)
Temperature Differential
..............................
..............................
................................
Alarm Settings
LOS, Lube Oil Switch
Rated Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TOS, T u r b o Lube P u m p L o w Oil Pressure (rising pressure)
H O S , High Oil Temperature Switch (into engine)
......
74-93 C (165-200 F)
85-107 C (185-225 F)
12-15 C (22-28" F)
..............
..............
2284-13.8
2344-21
290-t-13.8
2834-13.8
Temperature
To Engine
......................................
F r o m Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temperature Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F r o m Fresh Water Cooler To Lube Oil Cooler
.................
Fresh Water Temperature Rise Across Lube Oil Cooler
...............
Alarm Setting
ETS, Engine Water Temperature (from engine)
With Accessory R a c k
..................................
Without Accessory R a c k . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112E385
C-15
334-2
344-3
424-2
414-2
900 R P M
kPa
PSI
290-t-13.8
296-1-28
365-t-21
3594-13.8
42-t-2
43-t-4
533
524-2
68-77 C (155-170
74-82 C (165-180
4.5-6 C (8-11
66-74 C (150-165
1.5-3 C (3-5
F)
F)
F)
F)
F)
98 C (208 F)
88 C (190 F)
Section C
R A W WATER SYSTEM
Design Temperature
To Fresh Water Cooler (max.)
...............................
29.4 C (85 F)
800 R P M
oC
oF
900 R P M
oC
oF
9-12
15-18
17-20
20-24
5-6.6
7.8-9.4
8.8-10.5
10.6-12.8
800 R P M
kPa
PSI
Pressure Rise Across Raw Water P u m p At 900 R P M
(maximum suction 27.6 k P a [4 psi] at pump inlet)
With Gear Cooler
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . .
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . .
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . .
Without Gear Cooler
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-12
14-17
16-19
19-23
900 R P M
kPa
PSI
14813.8
148+13.8
1175:13.8
1175:13.8
21.55:2
21.5-t-2
174-2
175:2
186-t-14
186+14
1525:14
1525:14
27-t-2
27+2
22-1-2
22-t-2
162+14
162+14
145+14
145+14
23.5+2
23.5+2
21+2
21+2
207+14
207+14
179+14
179+14
30+2
30+2
26+2
26+2
FUEL SYSTEM
At Filter Input (from pump)
...........................
C O M P R E S S E D AIR SYSTEM
Clutch Air Pressure
To Clutch (at reservoir)
.............................
C-16
112E385
SECTION D
ENGINE INFORMATION
CONTENTS
PAGE
DESCRIPTION
D-1
OPERATION
D-3
ARRANGEMENT
D-3
D-4
PAINTING
D-5
SERVICE D A T A
SPECIFICATIONS
D-7
CAPACITIES
D-8
WEIGHTS
D-8
T O R Q U E VALUES
56E678
D-11
Exhaust
Discharge Manifold
-Liftina Shackle Base
Exhaust Valve
Rocker Arm
Exhaust Valve Bridge
Injector Rack
Cylinder
Test Valve
Thrust Washer
Fuel Injector
Pi:ston Carrier
Piston Pin
Cylinder Liner
Air Box
Air Box
Handhole Cover
Piston Cooling
Oil Pipe
Piston Cooling
Oil Manifold
Oil Pan
Handhole Cover
Oil Pan
Oil Level Gauge
Crankshaft Counterweight
DIVISION
56E476
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
ENGINE INFORMATION
DESCRIPTION
645
EorF
Type of crankcase
7B or 7C
R 12-645E7C or
R 12-645 F7 B
L16-645E7C or
L 16-645 F7 B
CODE
R or L
8, 12,
16, 20
112E1182
D- l
Section D
Front End
Rear End
Front End
RearEnd
27468
112El182
Section D
OPERATION
C)v~.rrlmnina C.lutch
ngine
- Train
jector
haust
Ive
Wat,
Outl
Liner Air
Intake Ports
Afterc~
Piston
27522
Fig.D-2 - S c h e m a t i c I l l u s t r a t i o n Of
Engine Operation
112El182
ARRANGEMENT
Cylinder location and the designation of the ends
and banks of the engine, as referred to throughout
D-3
Section D
the manual, are shown in Fig. D-3. The governor,
water pumps, and lube oil pumps are mounted on
the "front" of the engine. The turbocharger and
flywheel are located at the coupling end or "rear" of
the engine. Left and right will be in respect to
looking toward the "front" of the engine when
standing at the "rear".
Left
Bank
@Q
@@
@
@@
@@
Right
Bank
Engine Air
Inlet &
Flywheel
Rear End
16181
SERIAL N U M B E R S
56E678
Section D
SCAVENGING OIL P U M P - serial number is
located at end cover and is preceded by the letter "S"
to identify it is the scavenging pump.
FUEL I N J E C T O R S - serial number is located on
the same side as the injector rack, and is provided by
injector manufacturer.
PAINTING
If an engine is to be removed from service and
completely overhauled and the interior repainted,
the parts to be painted must be cleaned in a vat of
caustic solution to remove old paint, grease, and oil
from the pores of the metal. The caustic solution
must be thoroughly removed by washing the parts in
clean hot water, and drying with an air hose.
585678
D-5/D-6
Section D
SERVICE DATA
ENGINE INFORMATION
The following i n f o r m a t i o n pertains only to a basic engine without regard to specific requirements or
applications.
SPECIFICATIONS
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
230.19 m m (9-1 / 16")
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
254.0 m m (109
Angle between banks
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
Compression ratio
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16:1
Displacement per cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10 570 cm 3 (645 cu. in.)
Firing Order
Left-hand rotation 8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
l, 5, 3, 7, 4, 8, 2, 6
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1,12,7,4,3,10,9,5,2,11,8,6
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I, 8, 9, 16, 3, 6, 11, 14,
4, 5, 12, 13, 2, 7, 10, 15
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1, 19, 8, 11, 5, 18, 7, t5, 2, 17,
I0, 12, 3, 20, 6, 13, 4, 16, 9, 14
Right-hand rotation 8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I, 6, 2, 8, 4, 7, 3, 5
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1,6,8,11,2,5,9,10,3,4,7,12
1.6-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1, 15, 10, 7, 2, 13, 12, 5,
4 , 1 4 , II, 6, 3, 1 6 , 9 , 8
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1, 14, 9, 16, 4, 13, 6, 20, 3, 12,
10, 17, 2, 15, 7, 18, 5, 11, 8, 19
E x h a u s t valves (per cyl.)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4
Main bearings 8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
Governor (Woodward)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P G A or UG8
Scavenging
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. ..........
Uniflow
Type o f scavenging blower
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbo-Centrifugal
C o o l i n g system
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurized
Fresh water pumps
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Centrifugal
Lubricating oil system
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full pressure
Oil Pumps M a i n oil p u m p and piston cooling p u m p
. . . . . . . . . . . . . . . .
T w o pumps in one h o u s i n g
siamesed inlet, double discharge
Scavenging oil p u m p
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Helical gear type
Fuel injection
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unit injector with needle valve
Fuel p u m p
.............
. . . . . . . . . . . . . . . . . . . . . . .
Positive displacement
Engine starting 8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Single air m o t o r
12, 16, 20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dual air m o t o r s
Starting air pressure
. . . . . . . . . . . . . . . . . . . . . . . . . .
1 034-1 379 k P a (150-200 psi)
Air starting control solenoid
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
120 volt A C / D C
Idle speed - UG8 governor
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
325 R P M
P G A governor
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
350 R P M
Full speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
900 R P M
112El182
D-7
Section D
CAPACITIES
800 R P M
Oil P u m p s
Main lube oil 8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
900 R P M
LPM
GPM
LPM
GPM
352
531
622
773
93
140
164
204
397
594
700
867
105
157
185
229
163
223
311
368
43
59
82
97
182
250
348
413
48
66
92
109
Scavenging 8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
689
940
1 313
1313
182
248
347
347
776
1 056
1 476
1 476
205
279
390
390
7
15
1.9
4.0
8
17
2.1
4.5
1 760
2 688
3 596
3 710
465
710
950
980
1 987
3 028
4 049
4 164
525
800
1070
1100
11
11
Fuel P u m p
8-Cyl.
12, 16, & 20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fresh Water P u m p
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Soak Back P u m p
..................................
WEIGHTS
The weights as listed below are approximate m a x i m u m weights for the numbered cylinder engine shown. The
weights are provided as an aid in determining the handling procedure to be used. Weights represent
k i l o g r a m / p o u n d s per unit, as described.
DESCRIPTION
Engine assembly
( w / o accessory rack) . . . . . . . . . .
Crankcase
(includes bearings & caps)
.......
Oil pan
....................
Crankshaft
..................
Torsional damper
..............
Accessory drive gear
..............
Crankshaft gear . . . . . . . . . . . . . . . . .
Ring gear
...................
Coupling disc . . . . . . . . . . . . . . . . .
8-Cyl.
kg
L__bb
12-Cyl.
kg
Lb
16-Cyl.
kg
Lb
20-Cyl.
kg
Lb
5790
1350
1710
375
92
112
290
325
D-8
3561
710
944
170
42
51
132
147
7851
1566
2080
375
92
112
290
325
5 3 1 9 11,727
953 2100
1442
3180
170
375
44
98
51
112
132
290
147
325
6 4 7 4 14,273
1 315 2900
1 531
3375
170
375
44
98
51
112
67
147
177
390
112E385
Section D
SERVICE D A T A
DESCRIPTION
8-Cyl.
kg
Lb
112E385
(CONT'D)
12-Cyl.
kg
Lb
16-Cyl.
kg
Lb
20-Cyl.
kg
Lb
408
363
145
127
42
50
25
122
89
340
94
62
170
132
42
110
50
53
40
109
35
185
165
66
58
19
23
11
79
40
154
43
28
77
60
19
50
23
24
18
49
20
408
363
145
127
42
50
25
172
89
340
94
62
170
132
42
110
50
53
40
109
45
185
165
66
58
19
23
11
100
40
154
43
28
77
60
19
50
23
24
18
49
31
408
363
145
127
42
50
25
220
89
340
94
62
170
132
42
110
50
53
40
109
68
185
165
66
58
19
23
11
120
40
154
43
28
77
60
19
50
23
24
18
49
40
408
363
145
127
42
50
25
265
89
340
94
62
170
132
42
110
50
53
40
109
87
136
164
170
203
49
1800
81
167
199
73
75
28
190
32
74
45
58
66
74
78
92
22
816
37
76
90
33
34
13
86
14
34
20
26
146
164
172
203
49
1800
81
167
199
73
75
28
190
32
74
45
58
89
101
104
92
22
816
37
76
90
33
34
13
86
14
34
20
26
197
222
230
203
49
1800
81
167
199
73
75
28
190
32
74
45
58
89
101
104
92
22
816
37
84
90
33
34
13
86
14
34
20
26
197
222
230
203
49
1800
81
185
199
73
75
28
190
32
74
45
58
D-9/D-10
Section D
SERVICE DATA
(CONT'D)
TORQUE VALUES
NOTE
W h e n t o r q u e values are listed as "initial" and
"final", torquing procedures in the m anual text
M U S T be followed.
TOP DECK
Camshaft stubshaft bearing bracket bolts 5 /8 " hex head (lubricated)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1/2" socket and hex head
...................................
Cylinder head crab nuts (studs and nuts lubricated)*
Initial
..............................................
Final
.............................................
Injector crab nuts (lubricated)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder head-to-liner nuts (lubricated)*
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Final
..............................................
T o p deck head frame bolts
(300M bolts with har de ne d washers)
...............................
Overspeed trip mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injector fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Camshaft bearing blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R o c k e r ar m shaft nuts (lubricated)*
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Final
..............................................
Fuel manifold blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder test valve packing nut
..................................
W ater outlet elbow-to-head bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ex h au s t manifold-to-crankcase (lubricated)**
Initial
...............................................
Final
..............................................
Ex h au s t manifold c o n n e c t o r bolts
...............................
E x h a u s t manifold inspection cover (when equipped)
.....................
N.m
FT-LBS
190
102
140
75
542
3 254
68
400
2400
50
95
325
70
240
54
32
54
43
40
24
40
203
407
54
88
41
150
300
40
65
30
68
176
108
108
50
130
80
80
88
88
88
88
88
88
88
88
88
88
88
41
47
54
65
65
65
65
65
65
65
65
65
65
65
30
35
40
32
ACCESSORY END
Accessory drive housing-to-crankcase and oil pan (w/sealing compound)~
Overspeed trip housing-to-crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fresh water p u m p m ount i ng bolts
................................
Fresh water p u m p elbows
.....................................
Scavenging oil p u m p m o u n t i n g bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenging oil p u m p elbows
...................................
Lube oil p u m p m o u n t i n g bolts
..................................
Lube oil p u m p elbows
.......................................
Oil strainer housing m ount i ng bolts
...............................
G o v e r n o r drive housing m ount i ng bolts
. . . ..........................
Governor-to-drive housing
....................................
Overspeed trip eover-to-overspeed trip housing
.........................
Fuel manifolds-to-filter
......................................
Oil strainer elbows-to-strainer housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112E385
D-11
..........
~ n
N'm
FT-LBS
54
40
136
678
88
100
500
65
102
23
47
47
47
75
17
35
35
35
122
23
90
17
N-m
37
FT-LBS
27
122
37
23
251
88
88
50
43
90
27
17
185
65
65
37
32
122
23
90
17
238
88
81
88
32
88
61
176
122
47
47
122
23
41
175
65
60
65
24
65
45
130
90
35
35
90
17
30
T U R B O C H A R G E R END
Piston cooling manifold flange-to-crankcase ...........................
Idler gear stubshaft bracket-to-crankcase I/2"
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3/8"
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5 / 1 6 " ( d o w e l bolts)
..................................
: ......
N o . 1 idler g e a r t h r u s t p l a t e - t o - c r a n k c a s e
...........................
C a m s h a f t dri'~e h o u s i n g - t o - c r a n k c a s e
..............................
C a m s h a f t drive housing-to-crankcase lockwire anchor bolts
..................
Oil m a n i f o l d - t o - o i l m a n i f o l d
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil m a n i f o l d - t o - c r a n k c a s e
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C a m s h a f t drive g e a r a n d c o u n t e r w e i g h t - t o - c a m s h a f t s t u b s h a f t
1/2-
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5 / 1 6 " ( d o w e l bolts)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T u r b o c h a r g e r m o u n t i n g bolts 3/4"
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
~1/2"
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air ducts-to-turbocharger
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air ducts-to-crankcase
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary drive-to-turbocharger - 3/8" . .............................
Auxiliary drive-to-camshaft drive housing - 1/2"
........................
Aftercooler- to-air duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A f t e r c o o l e r SUl~port p a d b o l t s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger-to-manifold (lubricated)**
............................
Water piping-to-aftercooler
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water piping-to-engine
.........................
., . ~. ,,. . . . . . . . . .
Oil s e p a r a t o r e x p a n s i o n j o i n t b o l t s
...............................
Oil s l i n g e r - t o - c r a n k s h a f t g e a r
....................................
Oil r e t a i n e r - t o - c a m s h a f t d r i v e h o u s i n g
..............................
D- 12
112E385
Section D
SERVICE D A T A
(CONT'D)
......
475-542
1 017
350-400
750
136
610
610
16.4
100
450
450
12
(145
in.-lbs)
14
258
102
27
10
190
75
20
41
20
678
814
407
33
2 440
1 830
400
27-41
617
881
30
15
500
600
300
24
1800
1350
295
20-30
455
650
EQUIPMENT
LIST
112E385
D-13
Part No.
8187781
8187782
8122047
8133054
8079447
SECTION 1
C R A N K C A S E A N D OIL PAN
CONTENTS
PAGE
CRANKCASE
CONTENTS
PAGE
OIL PAN
DESCRIPTION
1-1
CLEANING
1-1
INSPECTION
1-2
DESCRIPTION
1-6
CLEANING
1-6
INSPECTION
1-6
1-2
APPLICATION
1-2
REMOVAL
1-3
CRAB BOLTS
DESCRIPTION
1-4
MAINTENANCE
1-4
t-4
MAINTENANCE
1-4
1-5
112E385
DESCRIPTION
1-7
MAINTENANCE
1-8
1-8
MAINTENANCE
1-8
1-9
MAINTENANCE
1-9
HEAD F R A M E APPLICATION
1-9
SERVICE DATA
REFERENCES
1-11
SPECIFICATIONS
1-11
EQUIPMENT LIST
1-11
SECTION
645E7C/F7B
Marine Engine/Systems
ELECTRO-MOTIVE
C R A N K C A S E A N D OIL PAN
CRANKCASE
DESCRIPTION
MAINTENANCE
CLEANING
The crankcase should be cleaned to remove foreign
material, after any work has been done on the
interior of the engine, or if damage has occurred in
the engine. This can be done by using a spray gun
and solvent. The equipment near the engine should
:m
m:
==i.,,:
Water Outlet
,--End Plate
1-1
Section 1
provide a wear surface at the lower liner pilot.
Seals held in grooves in the lower liner pilot,
prevent air passage between the insert and the liner.
328
MAINTENANCE
When the inside diameter of the insert, installed in
the crankcase, reaches the m a x i m u m limit, the
insert should be removed and a new one installed.
INSPECTION
Periodic inspection of the crankcase should be
performed to detect minor discrepancies which, if
not corrected, could result in major crankcase
failure. Early detection and repair of the crankcase
is essential since major repairs usually cannot be
performed in the field. In instances where extensive
welding is required, the crankcase must be stress
relieved and remachined where necessary. Therefore,
it is r e c o m m e n d e d t h a t a c r a n k c a s e r e q u i r i n g
rebuild or r e c o n d i t i o n i n g be r e t u r n e d to the
manufacturer for repair.
INSERT APPLICATION
DESCRIPTION
A replaceable cast iron insert, Fig. 1-3, is used
in each lower liner bore o f the c r a n k c a s e to
112El182
Section l
10250
a. Insert Application
I.
2.
3.
4.
10249
6222
b. Insert Removal
5.
6.
7.
8.
9.
c. Hydraulic Jack
lO-Ton Ram
Insert Plate
Insert
Holding Studs
Upper Plate
10.
11.
12.
13.
Ram Plate
Pulling Studs
High Pressure Hose
Hydraulic Pump
ram.
REMOVAL
1-3
Section 1
CRAB BOLTS
DESCRIPTION
M A I N B E A R I N G STUD
BOLTS A N D CAPS
DESCRIPTION
The main bearing stud bolts are shown in Fig. 1-6.
Each "A" frame has four 1-1/4"-12-UNR coated
main bearing studs except the center "A" frames (16
& 20-cyl.), which have two each. They pass through
the "A" frame and main bearing caps, Fig. 1-6. A
t r a n s v e r s e hole at the u p p e r end of each stud
accommodates a bolt which passes through the stud
and slots in the upper nut. Semicircular or D-shaped
nuts are used at the upper end of the stud.
MAINTENANCE
The 1 - 3 / 4 " - 1 2 - U N R crab bolts can be r e m o v e d
t h r o u g h the air box by r e m o v i n g the crab bolt
retainer plate bolt and retainer plate. The retainer
plate and bolt are easily accessible only after liner
has been r e m o v e d . M i n o r d a m a g e to crab bolt
threads may be cleaned up using a thread file. Crab
nut threads may be cleaned up using a 1-3/4"-12 tap.
W h e n e v e r crab bolt t h r e a d s are e x p o s e d , they
should be covered with thread protectors.
CAUTION
To prevent damage to crab bolts having UNR
(rolled threads), only the proper thread file
should be used, as listed in the Service Data.
MAINTENANCE
)
28928
1. Crab Nut
2. Hardened Washer
3. Crab
4. Crab Bolt
22828
5. Cylinder Head
6. Retainer Bolt Nut
23023
7. Retainer Plate
8. Retainer Bolt
112E385
Section 1
Semi-Circular Nuts.
:rame
".../
Washe
/
K,LNut
"'A" Frame
Stud Bolts
20391
NOTE
D i m e n s i o n a l wear limits are c o n t a i n e d in
Service Data at the end of the section.
1. Place the crankcase on its side.
2. Be sure that the crankcase "A" frame bores and
serrations are clean.
3. Lubricate the studs, nut seats, and hardened
washers with Texaco Threadtex No. 2303.
CAUTION
Use of the hardened washer under the main
bearing cap nut is mandatory to ensure proper
bolt stretch and to retain nut torque. Damaged
nut seat areas on the caps must be cleaned by
spot-facing or by taking a cut (1.59 mm [1/16]
m a x i m u m depth) parallel to the serration
surface.
75E480
]-5
Section 1
NOTE
No one nut on any one cap should be torqued
to 1 017 N.m (750 ft-lbs) until all the nuts on
that cap have been torqued to 475-542 N.m
(350-400 ft-lbs).
OIL P A N
DESCRIPTION
NOTE
A procedure using stud stretch measurements
as the criteria for monitoring torques when the
engine is disassembled on its side is available
from your E M D service representative.
10
0o
18302
b.
MAINTENANCE
CLEANING
INSPECTION
1-6
75E480
Section 1
Seal Groove
19103
TOP VIEW
Soak Back
Filter Mountina
Oil Gauge
14051
SIDE VIEW
F i g . l - 8 - Typical Oil Pan (1 6-Cylinder)
C R A N K C A S E TO OIL
PAN SEAL
DESCRIPTION
A round silicone seal core placed in a groove, Fig. 1-10,
in the oil pan mounting rail effectively prevents any
leakage at the junction of the crankcase and oil pan.
20989
75E480
|-7
Section 1
MAINTENANCE
The air box drains should be cleaned at the intervals
specified in the Scheduled Maintenance Program.
1. Disconnect any external piping connected to
the drain flange.
2. Remove the drain flange f r o m the oil pan, and
clean with brush and solvent.
3. Remove air box handhole covers nearest the
drain holes.
17967
Fig.1-10
- Crankcase
To
Oil Pan
Seal
MAINTENANCE
I n s t a l l seals in the g r o o v e s w i t h o u t t w i s t i n g or
stretching, and without lubricant. The individual
seals f o r e a c h m o d e l e n g i n e are l o n g e r t h a n
required, but do not cut off seal ends at this time.
CAUTION
Do not pull or stretch the ends of seal cord.
25.4 mm (1 ")
j Heat &
L
Cut Here
i
OLD HEAD
NEW HEAD
21616
Fig.1-11 - Snake M o d i f i c a t i o n
DESCRIPTION
. M o u n t d r a i n f l a n g e to oil p a n , r e c o n n e c t
external piping, if used, and reinstall air box
handhole covers.
l-8
112E385
Section 1
TOP D E C K H E A D
F R A M E A N D COVER
DESCRIPTION
Top deck cylinder head frames are mounted on the
crankcase to protect and enclose the fuel lines and
linkage, c a m s h a f t assemblies and r o c k e r a r m
assemblies. The fabricated frames provide a flat seal
surface for the top deck covers. The covers are held
in place by easily released latches, making the top
deck o p e r a t i n g m e c h a n i s m readily accessible.
Support arms are provided to hold the cover open in
any one of several positions. Special hinges provide
easy removal of the cover for top deck maintenance.
L _
~-~
Long Seal
Upper
Corner
Short
/
Seal
- ~ -) (If Used)
L I ~ ~ ......
MAINTENANCE
Replace top deck cover seals at intervals stated in
the applicable Scheduled Maintenance Program, or
earlier if the seals are damaged or deteriorated.
r-
--~--
---u--
Cover Assembly
/
~ )
25.4 mm Long
,J
"'V'" Notched
(1 ")
Seal
Tool
VIEW "A'"
SECTION B-B
Square and butt ends of
seal(s) as shown.
Do not stretch seal(s)
when applying.
28929
HEAD FRAME TO
CRAN KCASE APPLICATION
N OT E
It is important to keep the seal compressed so
t h a t the total length fits into the groove
without stretching.
NOTE
When applying end housing gaskets, coat all
sealing surfaces with a generous amount of
gasket sealing compound to ensure an oil tight
seal.
~-I B
__
%
/1'
",.
1-9
Section 1
4. T o r q u e all h e a d f r a m e m o u n t i n g bolts to
specified value in the following order:
NOTE
Use of special 1/8" thick hardened washers
u n d e r h e a d f r a m e bolts r e q u i r e d for p r o p e r
torque retention.
l-lO
112E385
Section 1
SERVICE DATA
C R A N K C A S E A N D OIL PAN
REFERENCES
C r a n k c a s e M a i n Bearing Steel B o r e A l i g n m e n t Q u a l i f i c a t i o n
Crankcase Lower Deck Repair
....................................
M.I. 100
M.I. 315
...................
M.I. 316
SPECIFICATIONS
Clearance a n d dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
. M i n i m u m , m a x i m u m , a n d tolerance measurements are p r o v i d e d as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
c o m p o n e n t s within these limits m a y be reused with the assurance that they will p e r f o r m satisfactorily
until the next scheduled overhaul.
U p p e r liner pilot b o r e New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
307.19-307.26 m m (12.094"-12.097")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
307.44 m m (12.104")
L o w e r liner pilot insert b o r e (installed in crankcase) Min ............................................
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
263.58 m m (10.377")
263.80 m m (10.386')
209.652 m m (8.2540")
209.474 m m (8.2470")
0.038 m m (.0015")
E Q U I P M E N T LIST
P a r t No.
C r a b stud t h r e a d p r o t e c t o r s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C r a b n u t tap 1-3/4"-12
........................................
M a i n b e a r i n g n u t tap 1-1/4"-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H y d r a u l i c j a c k (9 012 kg [10 ton])
..................................
G a s k e t sealing c o m p o u n d (.47 liter [1 pt.])
.............................
M a i n b e a r i n g nut offset r a t c h e t w r e n c h
...............................
S p r a y gun (for engine cleaning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33E385
1-11
8034600
8050688
8060387
8078281
8178639
8191591
8193041
Section 1
EQUIPMENT
LIST (ConCd)
Part No.
1-12
8078281
8275380
8307731
8366747
8377322
8425725
8474807
8487487
9549346
9551713
112E385
SECTION 2
CYLINDER HEAD A N D A C C E S S O R I E S
CONTENTS
PAGE
CYLINDER HEAD
CONTENTS
PAGE
DISASSEMBLY
2-12
2-12
DESCRIPTION
2-1
INSPECTION
MAINTENANCE
2-1
LASH ADJUSTERS
VALVE A N D S P R I N G R E M O V A L
2-2
DISASSEMBLY
2-13
VALVE GUIDES
2-3
CLEANING
2-13
CLEANING
2-3
INSPECTION
2-13
C Y L I N D E R H E A D LEAK TEST
2-3
ASSEMBLY
2-13
INSPECTION
2-4
2-13
2-4
2-4
FIREFACE REFINISHING
2-4
VALVE SEAT G R I N D I N G
2-5
VALVE B R I D G E A S S E M B L Y
2-14
ROCKER A R M ASSEMBLY
DESCRIPTION
2-15
MAINTENANCE
2-15
E X H A U S T VALVES
ROCKER A R M SUPPORT ASSEMBLY
DESCRIPTION
2-8
MAINTENANCE
2-8
CLEANING
2-9
INSPECTION
2-9
G R I N D I N G VALVES
2-10
DESCRIPTION
2-16
MAINTENANCE
2-16
C Y L I N D E R TEST VALVE
DESCRIPTION
2-16
MAINTENANCE
2-17
2-10
E X H A U S T VALVE I N S T A L L A T I O N
2-10
VALVE STEM H E I G H T C H E C K
2-10
DESCRIPTION
2-17
2-10
MAINTENANCE
2-17
C Y L I N D E R H E A D SEAT R I N G
SERVICE D A T A
E X H A U S T VALVE B R I D G E ASSEMBLY
DESCRIPTION
2-11
SPECIFICATIONS
2-19
CLEANING
2-11
E Q U I P M E N T LIST
2-21
112E385
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
CYLINDER HEAD A N D A C C E S S O R I E S
CYLINDER HEAD
DESCRIPTION
Fig. 2-2 shows the rocker arms, exhaust valves,
valve bridges with springs, valve guides, overspeed
trip pawl, fuel i n j e c t o r , and o t h e r r e l a t e d i t e m s
making up a complete cylinder head assembly.
MAINTENANCE
NOTE
P r o c e d u r e s for disassembly, assembly, and
qualification of cylinder head components are
c o n t a i n e d in this section. P r o c e d u r e s for
removal and installation of a cylinder head or
o f a c o m p l e t e c y l i n d e r p o w e r a s s e m b l y are
contained in Section 5.
28177
27027
112E385
2-1
16495
Section 2
RockerArm
OverspeedPawl-----._~~~ [ I
SupportCap~
~
RockerArm Shaft~
;
ShaftSupport
.~!1 ,~
InjectorCrab
ValveBridge
~
~ "
I
~
!
27025
Injector
ValveLcks
Seat And { I i
Spring
SINGLE
l
CylinderHead
ExhaustValve
27029
MULTIPLE
Fig.2-3- CompressingValveSprings
2. Compress the springs sufficiently to remove the
valve locks and spring seats, and then remove
the springs.
27028
Fig.2-2- CompleteCylinderHead
Assembly,ExplodedView
EXHAUST VALVE A N D
SPRING R E M O V A L
NOTE
Valve springs can be removed and replaced
without removing the cylinder head from the
engine. If this is done, the piston must beat top
center to prevent the valves from falling into
the cylinder when the valve locks are removed.
2-2
I07E682
Section 2
. Using valve guide cleaner and a 115 volt drill,
clean guide as shown in Fig. 2-5. Any evidence
of galling inside of guide m u s t be e n t i r e l y
removed by reaming, or the guide should be
r e p l a c e d . The I.D. of the guide s h o u l d not
exceed the limit when measured at the bottom
and 12.7 mm (1/2") from top and bottom.
VALVE GUIDES
Cast iron valve guides are press fit in the cylinder
head and can be pressed in or out without damage
by using a valve guide installing or removing tool.
Although the valve guides generally do not require
reaming after assembly, it is recommended that a
plug gauge be inserted after guide installation to
ensure minimum diameter.
CLEANING CYLINDER
HEAD
CAUTION
Do not use any form of blast cleaning (glass,
sand, or shot) on the fireface of the head as
blasting tends to remove sharp edges of the
p h o n o g r a p h grooves of the gasket surface,
reducing its sealing effectiveness.
. Remove loose material from stud holes using
stud hole cleaner and 115 volt drill, Fig. 2-4.
2,880
C Y L I N D E R H E A D LEAK T E S T
Seal all water passages in the head and apply 586 to
655 kPa (85 to 95 psi) air pressure to the passages.
Immerse the head in water maintained at 71 C
(160 F) for two minutes. Using this method, the
leaks are easily d e t e c t e d and m i n o r leaks are
opened-up by the hot water for easy detection.
NOTE
When performing the cylinder head leak test, a
scrap i n j e c t o r should be installed using an
i n j e c t o r crab, spherical w a s h e r and nut.
Torque nut to 81 + 14 N.m (60 + 10 ft-lbs)
before immersion into the hot water.
21889
2-3
Section 2
INSPECTION
Inspect cylinder head for cracks using magnaflux
p r o c e d u r e s . S m a l l m a g n a f l u x i n d i c a t i o n s in the
blend between the injector hole and the fireface may
be removed by machining or grinding.
Scratches or nicks in the sealing areas for the head
gasket or the grommet sealing areas require fireface
r e f i n i s h i n g . Small s c r a t c h e s or nicks in the
p h o n o g r a p h finish area outside the sealing areas for
t h e h e a d g a s k e t or g r o m m e t s do n o t r e q u i r e
refinishing.
MaX.dR~~
ax'('l'03'~
M
(5/16") R
28628
5 0 . ~ ,
(1 9 ~
ii
i'r
161.92 mm +0.10
-0.36
+.004)
(6.375" -.014)
NOTE
24122
INJECTOR HOLE R E W O R K
1. Blend c h a t t e r m a r k s a n d g o u g e s s m o o t h at
i n j e c t o r h o l e to f i r e f a c e s u r f a c e , l e a v i n g no
sharp corners on injector seat side or fireface
side of the blend.
FIREFACE A N D FLANGE S E A T I N G
SURFACE REFINISHING
NOTE
To minimize the depth of cut, care should be
taken to set up off the fireface rather than
locating off the top of the flange.
2-4
78E784
Section 2
. The distance between the underside of the
flange and the gasket surface of the fireface
must be maintained, Fig. 2-6. To hold this
dimension within specification, it will generally
be n e c e s s a r y to m a c h i n e the fireface and
underside of the flange simultaneously because
of the tight requirement of parallelism between
the underside of the flange and the fireface,
Fig. 2-7. However, the cut on the underside of
the flange should be a minimum within the
allowable range of the fireface to flange dimension.
. Sharp edges in the c h a m f e r blend from the
injector hole to the fireface must be blended
s m o o t h by h a n d using e m e r y cloth. D e e p
scratches or gouges should be reworked in
accordance with "INJECTOR HOLE REWORK."
. When the fireface and flange underside are
r e m a c h i n e d , the fillets b e t w e e n the f l a n g e
underside and the barrel section must be rerolled to p r o v i d e a n e c e s s a r y c o m p r e s s i v e
preload. The fillets are rolled using a 0.085"
radius roll at an angle of 28 to the heavy
flanges. Sufficient force must be applied to the
roll to displace the fillets to a depth of 0.05 mm
(0.002'3 to 0.08 mm (0.003") in two equal length
arcs centered at the 3 o'clock and 9 o'clock
positions, as shown in Fig. 2-8.
Original Finish
NOTE
If necessary, fillet may be rerolled a full 360
around head with heavier displacement allowed
outside areas prescribed for arcs centered at
the 3 o'clock and 9 o'clock positions, provided
these two arcs meet the proper displacement
specifications.
VALVE SEAT G R I N D I N G
To ensure uniform seat width and proper location of
the seating area relative to the seat on the exhaust
valve, while holding the specified concentricity to
the valve guide bore, the valve seat I.D., O.D., and
seating surface must be g r o u n d relative to the
centerline of the valve guide bore.
Reworked Finish
b.
M o u n t g r i n d i n g wheel a n d h o l d e r on
dressing tool pilot, Fig. 2-10.
c.
d.
e.
NOTE
Use separate dressing tool for each wheel to
maintain seat angle accuracy.
a.
107 E1283
Section 2
Top
9
O'Clock
3
)'Clock
Grindif
a
. . . . .
il
i
iiI
- - , - - + a - -
Dressin
3288
f--,,19.1 mm (0.75")To
(C)25.4 m m (1.00")
"-"Transition Zones
4 4 . 5 m m (1.75") To
4 7 . 6 m m (1.88")
Half Arc Length
, ~ x O . 0 5 m m (0.002") To
~)0.08
m m (0.003")
Displacement
Seat I.D.
Seat O.D.
(.0005").
Seat Surface
. R e m o v e 3 0 g r i n d i n g wheel and a p p l y 65
grinding wheel and holder over pilot and lifting
spring.
Fig.2-9 - Valve S e a t G r i n d i n g
Wheels And Holders
2-6
107E682
Section 2
21894
NOTE
. C h e c k v a l v e seat f o r p r o p e r d i m e n s i o n s ,
Fig.2-15. If seat O.D. is too small, regrind seat
with 30 grinder until O.D. is proper dimension. Then grind seat I.D. with 65 grinder until
proper seat width is obtained.
If seat O.D. is too large, regrind O.D. with 20
grinder until proper O.D. dimension is obtained.
If seat width is too small, grind seat with 30
grinder and O.D. with 20 grinder alternately
until p r o p e r seat O.D. and seat w i d t h are
obtained.
21895
2-7
Section 2
Surface Square
To Valve
Gu
E X H A U S T VALVES
VALVESEATIN HEAD
DESCRIPTION
The l o n g stem e x h a u s t valves, Fig. 2-17, are
fabricated f r o m a forged n i c k e l - c h r o m i u m alloy
steel head and a tip hardened steel stem by means of
friction welding. Single bead valve locks hold the
valve in a tapered spring seat. Precision valve guides
ensure proper valve seating.
Va
VALVE IN GROUNDHEAD
21897
- -
Stem
Radius~ ; J ~
Face ~
C U P ~ F l a t
12517
MAINTENANCE
Handle valves carefully to avoid nicks and scuffs
that might make the valve unfit for use. Piling valves
on top of each other may cause nicks on the outside
21898
75E480
Section 2
diameter of throat radius which can lead to valve
failure. Before the valves can be reused, they must be
reconditioned within the dimensional limits listed in
the Service Data at the end 61" this section.
CLEANING
T h o r o u g h l y c l e a n t h e e x h a u s t valves using a
suitable solvent to remove surface oil and loose
carbon. If necessary, use glass bead and v a p o r
blasting to remove hard carbon deposits from the
valves. Grit for vapor blast must be maintained at a
small enough size so the surface finish of the valve
stems is not roughened beyond 0.635 #m (25 #in.). If
glass bead blasting is not available, wire brushing
may be used as an alternative.
INSPECTION
Exhaust valves must be qualified by visual and
Zyglo inspection prior to reconditioning. Acceptable c o n d i t i o n s w h i c h allow valve reuse, a n d
rejectable conditions which are cause for scrapping
the valve are listed below. The valve surfaces
referenced are identified in Fig. 2-17.
16653
Acceptable Conditions:
1. Light pitting on the valve face that can be
cleaned up within the m a x i m u m allowable
valve face limit.
2. Protruding nicks and gouges in the valve stem
must be removed before the valve face is ground
in order to avoid scuffing of the valve guide and
to ensure proper valve face runout. Belt sanding
or buffing m a y be used to polish off protrusions, provided that the surface finish of the
stem is maintained at or below 0.635 # m (25
/,tin.) with a circumferential lay.
Rejectable Conditions:
1. Indications found in the cup area, Fig. 2-18, are
defects which require rejection of a valve.
2. Any cracks found on the outside diameter of
rim section of the valve, Fig. 2-19, are cause for
rejection.
Since rim cracks usually extend some distance
into the valve face, they usually lead to failure.
The face area, Fig. 2-19, is the critical area of the
valve. Grinding cracks, channeling, and thermal cracks are cause for valve rejection.
78E779
5251
F i g . 2 - 1 9 - Face A n d Rim D e f e c t s
2-9
Section 2
E X H A U S T VALVE INSTALLATION
GRINDING
VALVES
F o l l o w i n s t r u c t i o n s s u p p l i e d w i t h t h e 115 volt
grinder for grinding valves. A complete listing of the
equipment required for the machines is contained in
the Service Tool Catalog.
27031
15948
2-10
33E385
Section 2
Valve Bridge
Brid
Spri
Spring
Seat
Hydraulic
Lash Adjuster
~prlng / Assembly
Lock Ring
~Plunger
(~Lock
Ring)/ 17930
Valve Bridge
Ball Check
21899
10493
Exhaust Valve
EXHAUST VALVE
BRIDGE ASSEMBLY
DESCRIPTION
lash adjuster, past the ball check, and into the body.
When the rocker arm depresses the valve bridge, a
slight movement of the plunger in the lash adjuster
seats the ball check, trapping the oil. Since the oil is
practically incompressible, further movement of the
rocker arm causes the lash adjuster plunger to force
open the exhaust valve.
CLEANING
78E779
2-11
Section 2
DISASSEMBLY
INSPECTION
14627
13752
Fig.2-25
33E385
Section 2
LASH A D J U S T E R
DISASSEMBLY
1. Depress lash adjuster plunger and remove
locking ring, Fig. 2-23.
Ram L,
Rotati~
CLEANING
Oil Loading T o o l J
9793
INSPECTION
I. Inspect the body for scores, scratches, or galled
areas on the machined outside diameter, and
replace if any are found.
9774
9773
ASSEMBLY
Assemble lash adjuster in an area free of dirt, lint,
and metal particles.
Q U A L I F Y I N G LASH A D J U S T E R
TEST S T A N D O P E R A T I O N
Section 2
. Time for 1.52 mm (.060") travel (leak down
time) will be automatically recorded on the time
clock. The "leak d o w n time" should be within
limits of 20 seconds minimum and 40 seconds
maximum, based on a normal temperature of
24 C (75 F) for the oil and lash adjuster. If the
temperature of the oil and lash adjuster is other
t h a n 24 C (75 F), t h e limits s h o u l d be
determined by the following:
c h e c k e d w i t h t h e 9.52 m m (.375") g a u g e b l o c k
s u p p l i e d w i t h t h e test s t a n d , a n d it s h o u l d be
checked often enough to be sure it has not changed.
This check is to be made by placing the gauge block
on top of the rotating cup with the step facing up,
a n d t h e n l o w e r i n g the r a m b y t u r n i n g t h e r a m
release. The time clock on the test stand should start
the very m o m e n t the ram load contacts the gauge
block. If the timer does not start, or starts t o o soon,
t h e r a m s h o u l d be r e a d j u s t e d . This is d o n e b y
loosening the ram locknut, turning the ram tip up or
d o w n to the proper adjustment, and retightening the
locknut. The time clock start and stop switches are
permanently set so that the time for the 1.52 m m
(.060") travel is automatically recorded on the time
clock. If a switch has to be replaced, the 1.52 m m
(.060") between the switch positions should be set by
inverting the gauge block which has a 1.52 mm
(.060") step on it.
TEST P R O C E D U R E
. Place the lash adjuster assembly in oil loading
tool and immerse it into a container of lash
adjuster test oil that is deep enough for the hole
in the lash adjuster to be well below the oil level.
oF
60
65
70
75 (Base)
80
85
90
95
100
Min. Leak
D o w n Time
Seconds
Max. Leak
D o w n Time
Seconds
25.8
23.2
21.4
20.0
19.0
18.0
17.2
16.6
16.2
70.6
54.8
45.2
40.0
36.0
32.6
30.2
28.4
27.8
A S S E M B L Y OF VALVE BRIDGE
. R e t r a c t t h e s p r i n g - l o a d e d p l u n g e r in t h e oil
loading tool and allow the ball check to seat in
t h e l a s h a d j u s t e r . T r y to d e p r e s s t h e lash
adjuster plunger two or three more times to
e n s u r e t h a t the ball c h e c k is s e a t i n g . T h e
assembly should feel firm, without any "give" to
it.
NOTE
3816
Be s u r e t h e lash a d j u s t e r b o d y is r o t a t i n g
around the plunger.
33E385
Section 2
shaft f o r e v i d e n c e o f h e a t d i s c o l o r a t i o n ,
excessive wear, shelling or scuffing due to lack
of lubrication and for fatigue cracks. Check
machined notch (recess) on injector r o c k e r
arms for excessive wear step from trip pawl
engagement.
Cam Follower R o l l e r - - . . ~
Floating B u s h i n g ~ . , . ~
.'am
:ollower
~in
~,
Taper
Pin
....../
Inj
Rocker Arm
lS682
NOTE
Injector rocker arms with excessive wear steps
should be replaced with a new part. No attempt
should be made to rework or salvage arms with
excessive wear steps.
MAINTENANCE
Remove adjusting screw and cam follower races,
bushings, and pin and thoroughly clean all parts in
fuel oil or similar solvent. Do not clean inner and
o u t e r races and bushings in a caustic solution.
Handle parts with care to avoid nicking the bearing
surfaces.
EXHAU ST
INJECTOR
Fig.2-29 - Rocker A r m s
107E1283
Inner
Race
Adjt
Scr~
2-15
1837o
Section 2
ROCKER ARM
SUPPORT ASSEMBLY
DESCRIPTION
C Y L I N D E R TEST VALVE
DESCRIPTION
Cylinder test valves. Fig. 2-32, are provided on the
engine at each cylinder. Any time maintenance or
inspection is performed, the valves are opened to
relieve compression, reducing the effort required to
rotate the crankshaft. With the test valves open, fuel
and coolant leaks can be detected by fluid discharge
at the valves while the engine is being barred over.
ocker
Arm
Oil
Line
/ ~
':~/ ~ ~
I~
i/ ~ , ~
~.: ~
Rocker Arm
Shaft
Shaft
Support
Cylinder H e a d
Crankcase....~/ Compression
/
.~-~ ............7,
/ Relief Vent
./ Seal_
J l
/
Cap
~ ~Suhaf~ort
~~
PP
23040
....\
Packi'ng Nut
MAINTENANCE
Thoroughly clean shaft, support caps, and support
in suitable solvent. Check that oil passages in shaft
and oil line are clean and free from obstructions.
C h e c k shaft diameter at wear step for p r o p e r
dimensions, and check for cracks, scratches, or
galling in the bearing areas.
Check the shaft support for the correct height
dimension between the base and b o t t o m of the bore.
Holding this dimension with the limits will ensure
that the height mismatch between supports for any
o n e c y l i n d e r will be 0.15 mm (.006") or less.
Mismatch greater than0.15mm (.006") can lead to
camshaft lobe distress and broken rocker arm studs.
3618
2-16
78E779
Section 2
MAINTENANCE
1. If a cylinder test valve is leaking, check that
packing nut, Fig. 2-32, has been torqued to the
specified value. If nut has been overtightened,
change seal, Fig. 2-32, and correctly t o r q u e
packing nut. Should valve continue to leak,
remove the valve from the engine and ream the
valve seat as shown in Fig. 2-34.
132.56 mm
Min.---]
~(5-7/32")
II}f
h-r4
74_11
ILt t
~4~71
mm ( 3 / 1 6 " ) M i n . J L
3.18mm
x 45
Chamfer Max.
////////////~~
-
CYLINDER
HEAD
SEAT
RING
DESCRIPTION
3468
107E682
MAINTENANCE
Inspect head seat ring for proper dimensions. If ring
does not meet required specifications, it should be
replaced with a new ring.
2-17/2-18
Section 2
SERVICE D A T A
C Y L I N D E R HEAD A N D A C C E S S O R I E S
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
. M i n i m u m , m a x i m u m , and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits m a y be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul.
Cylinder Head
V a l v e seat a n g l e
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3 0 0 0 0 ' - 3 0 15'
V a l v e seat w i d t h
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.36-3.18 m m (.093"-.125")
V a r i a t i o n o f seat w i d t h o n a g i v e n s e a t - M a x . . . . . . . . . . . . . . . . . . . . .
0.38 m m (.015")
D i a m e t e r at t o p o f valve seat ( g r o u n d )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
61.90 m m (2.437")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
60.33 m m (2.375")
V a l v e seat r u n o u t m a x . ( m e a s u r e d at c e n t e r o f seat)
................
0.10 m m (.004")
V a l v e flat t o h e a d
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.00-0.76 m m (.000"-.030")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.36 m m (.093")
V a l v e lift
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17.48 m m (.688")
F i r e f a c e s u r f a c e ( r e f i n i s h e d - c i r c u m f e r e n t i a l lay)
...........
2 # m - 3 ~zm (80 # i n . - 1 2 0 gin.)
Exhaust Valves
S t e m d i a m e t e r ( m e a s u r e d w i t h i n 12.7 m m ( 1 / 2 " ) o f w e l d a n d 12.7 m m ( 1 / 2 " ) b e l o w P / N stencil o n stem)
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15.786-15.812 m m (.6215"-.6225")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15.761 m m (.6205")
Diameter of head
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63.50 m m (2.500")
V a l v e face a n g l e
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30000'-2945 '
V a l v e seat r u n o u t - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.05 m m (.002")
V a l v e r i m t h i c k n e s s - M i n . ( m e a s u r e d at O . D . )
. . . . . . . . . . . . . . . . . . .
2.77 m m (.109")
V a l v e face w i d t h - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.71 m m (.343")
Valve Springs
Free length (approximately)
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
104.78 m m (4.125")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
100.79 m m (3.968")
Length - valve open
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
68.28 m m (2.688")
Length - valve closed
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
85.72 m m (3.375")
P r e s s u r e to c o m p r e s s s p r i n g to 68.25 m m (2.687") length.
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
96.6-102.1 k g (213-225 lbs)
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
79.4 k g (175 lbs)
V a l v e b r i d g e s s p r i n g - s a m e as v a l v e spring. S p r i n g m u s t n o t s h o w a n y set a f t e r b e i n g c o m p r e s s e d w i t h
coils t o u c h i n g :
V a l v e s p r i n g seat t h i c k n e s s - M i n . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.68 m m (. 145')
33E480
2-19
Section 2
Rocker Arm
Rocker arm shaft diameter - Min . . . . . . . . . . . . . . . . . . . . . . . . .
R o c k e r a r m b u s h i n g inside d i a m e t e r - M a x . . . . . . . . . . . . . . . . . . .
Press bushing to rocker arm
. . . . . . . . . . . . . . . . . . . . . . . . . .
Inner race outside diameter - Min . . . . . . . . . . . . . . . . . . . . . . . . .
F l o a t i n g b u s h i n g inside d i a m e t e r - M a x . . . . . . . . . . . . . . . . . . . . .
Floating bushing outside diameter - Min . . . . . . . . . . . . . . . . . . . . .
C a m f o l l o w e r r o l l e r inside d i a m e t e r - M a x . . . . . . . . . . . . . . . . . . . .
I n j e c t o r r o c k e r a r m recess w e a r step - M a x . . . . . . . . . . . . . . . . . . .
Rocker
Shaft
Shaft
Shaft
. . . .
57.05 m m (2.246")
. . . .
57.25 m m (2.254")
0 . 0 5 - 0 . 1 0 m m (.002"-.004")
. . . .
26.62 m m ( 1 . 0 4 8 ' )
. . . .
26.80 m m (I .055")
. .
36.665 m m (1.4435")
. .
36.843 m m ( 1 . 4 5 0 5 ' )
. . . .
0.794 m m (.0313)
Valve Guide
I n s i d e d i a m e t e r ( n o t installed) - N e w
.................
15.938-16.015 m m (.6275"-.6305")
( I n s t a l l e d in h e a d ) - M i n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15.900 m m ( . 6 2 6 0 ' )
M a x . limit - 12.7 m m ( 1 / 2 " ) f r o m b o t t o m a n d t o p
.................
16.08 m m ( . 6 3 3 ' )
Valve stem to guide clearance - Max . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.25 m m ( . 0 1 0 ' )
P r e s s fit in h e a d . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.013-0.051 m m (.0005"-.0020")
Cylinder Head Seat Ring
Thickness standard - New
. . . . . . . . . . .
Minimum thickness
. . . . . . . . . . . . . . .
Uniform thickness within
. . . . . . . . . . . .
M a x i m u m w e a r step
. . . . . . . . . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
4.83-4.93 m m (.190"-.194")
. . . . . . .
4.67 m m ( . 1 8 4 ' )
. . . . . .
0.06 m m (.0025")
. . . . . . .
0.08 m m ( . 0 0 3 ' )
Valve Bridge
R e f e r t o Fig. 2-26 - circled n u m b e r s c o i n c i d e w i t h c a l l o u t s o n i l l u s t r a t i o n .
( ~ ) D i s t a n c e b e t w e e n r o c k e r a r m g u i d e ears Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
( ~ ) L a s h a d j u s t e r s o c k e t d i a m e t e r ( m e a s u r e d w i t h i n 6.35 [ 1 / 4 " ] i n t o s o c k e t ) New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22.195-22.220
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
O Lash adjuster body diameter Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M a x . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . .
Valve bridge shank length Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
( ~ ) S h a n k d i a m e t e r f r o m s h a n k e n d t o 63.5 m m (2.50") a b o v e t h e s h a n k e n d Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
( ~ S h a n k d i a m e t e r f r o m 9.53 m m ( 3 / 8 " ) t o 25.4 m m (1'~ a b o v e s h a n k e n d Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
( ~ ) S p r i n g seat r i m t h i c k n e s s Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
( ~ ) S p r i n g seat s p h e r i c a l r a d i u s New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M a x . w e a r step o n r a d i u s
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
( ~ ) S p r i n g seat b o r e d i a m e t e r New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15.862-15.900
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-20
23.75 m m (.935")
23.88 m m (.940")
m m (.8738"-.8748")
22.225 m m ( . 8 7 5 0 ' )
22.22: m m (.8750")
22.238 r n m (.8755")
103.18 m m (4.062")
103.96 m m ( 4 . 0 9 3 ' )
15.799 m m ( . 6 2 2 0 ' )
15.837 m m (.6235")
15.781 m m ( . 6 2 1 3 ' )
15.837 m m ( . 6 2 3 5 ' )
2.36 m m ( . 0 9 3 ' )
3.18 m m (.125")
15.82 m m ( . 6 2 3 ' )
0.79 m m (.031")
m m (.6245"-.6260")
15.938 m m ( . 6 2 7 5 ' )
33E385
Section 2
SERVICE
D A T A (C NT'D)
E Q U I P M E N T LIST (ConCd)
P a r t No.
T e s t valve w r e n c h
...........................................
Valve spring c o m p r e s s o r (single)
...................................
A d a p t e r (use with 8033783) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C r a b stud p r o t e c t o r tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve seat r e c o n d i t i o n i n g t o o l set (115 volt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve seat r e c o n d i t i o n i n g t o o l set (220 volt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve checking t r a m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electric drill, 1/4" (115 volt)
.....................................
C y l i n d e r test valve seat r e a m e r
....................................
Valve bridge spring c o m p r e s s o r
...................................
Valve bridge lock ring guide
.....................................
L a s h adjuster installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L o c k ring r e m o v e r - lash adjuster
..................................
Valve guide cleaner
..........................................
T a p e r e d pilot checking f i x t u r e
....................................
C y l i n d e r head stud hole cleaner
...................................
Valve seat seal tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V a c u u m cup (spare f o r 8213518)
...................................
Valve spring c o m p r e s s o r ( m u l t i - c r a n k type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Val,+e guide installer - r e m o v e r
....................................
Valve spring c o m p r e s s o r (multiple)
......
............................
L a s h adjuster test stand (110 V 60 Hz) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L a s h adjuster test oil (18.93 liters [5 gal.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L a s h adjuster test stand (2~0 V 60 Hz) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve seat r e c o n d i t i o n i n g t o o l set (air m o t o r ) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L a s h adjuster puller
..........................................
L a s h adjusting pulling a r m
......................................
G r i n d e r - v a l v e and tool-230 volts 60 H z single phase
........................
G r i n d e r - v a l v e and tool-230 volts 60 H z three phase
........................
........................
G r i n d e r - v a l v e and tool-115 volts 50 H z single phase
........................
G r i n d e r - v a l v e and tool-230 volts 50 H z single p h a s e
G r i n d e r - v a l v e and tool-230 volts 50 H z t h r e e p h a s e
........................
G r i n d e r - v a l v e and tool-115 volts 60 H z single p h a s e
........................
D r i v e belt f o r valve grinders
.....................................
Valve face grinding wheel with h u b
.................................
112E385 '
2-21
8032587
8033783
8034054
8034600
8035775
8041445
8042773
8045450
8064804
8070883
8070903
8072927
8080632
8141439
8173996
8211907
8213518
8213519
8215081
8224241
9546582
826~432
8276528
8299249
8332668
8394719
8395481
9310355
9310356
9310357
9310358
9310359
9310360
9310380
9310382
SECTION 3
PISTON A S S E M B L Y A N D C O N N E C T I N G R O D S
CONTENTS
PAGE
CONTENTS
PAGE
CLEANING
3-9
3-9
DESCRIPTION
3-1
3-2
3-10
3-3
3-11
PISTON CLEANING
3-5
CONNECTING ROD BEARING
3-6
DESCRIPTION
3-12
PISTON INSPECTION
3-6
CHECKING BEARINGS
3-12
C A R R I E R INSPECTION
3-7
SERVICE DATA
3-8
REFERENCES
3-13
SPECIFICATIONS
3-13
EQUIPMENT LIST
3-16
CONNECTING ROD
DESCRIPTION
112E385
3-8
SECTION
ELECTRO-M OTI VE
645E7C/F7B
Marine Engine/Systems
PISTON A S S E M B L Y A N D
C O N N E C T I N G RODS
PISTON ASSEMBLY
DESCRIPTION
The piston assembly, Fig. 3-1, consists of a cast iron
alloy piston, four compression rings, and two oil
control rings. A " t r u n n i o n " type piston carrier,
Fig. 3-2, is used with the piston assembly to allow
the piston to rotate or " f l o a t " d u r i n g engine
operation. The carrier supports the piston at the
internal piston platform. A thrust washer, Fig. 3-2,
is used between the platform and the carrier. The
carrier is held in position in the piston by a snap ring
inside the piston. Oil taken up by the two oil control
rings passes through the oil holes at the bottom of
the piston.
19409
28931
F i g . 3 - 1 - Piston
112E385
3-1
Assembly
Section 3
Zii~ii:I
~iston
2ompression Rings
..........~.~
;i!/ (!iiii~
i-hrust Washer
nsert Bearing
Piston Pin
~iston Carrier
3nap Ring
)il Rings
)il Holes
2onnecting Rod
09
View
Showing._..-.,Bearing
Surface
i-.~), L}
"N'~-'K"~'"f'L~ t t
INSERT
BEARING
Retainer _~_.-~e,,~~ PISTON
Bolt
/ ~ CARRIER
~PISTON PiN
24397
LockingClip
Bearing Retainer
27049
MAINTENANCE
PISTON A N D ROD I N S P E C T I O N
3-2
107E682
Section 3
2. Inspect cylinder wall and top of piston. A wet
piston crown would indicate a leaky injector.
Check cylinder wails to make sure there is no
scoring and inspect for water leaks.
e.
OIL PAN I N S P E C T I O N
4. V i s u a l l y i n s p e c t for t h e f o l l o w i n g r i n g
conditions at the liner ports.
a.
NOTE
Due to carbon buildup on both the fire face of
the cylinder head and the crown of the piston
during service life, lead wire readings should
not be used as a basis for power assembly
r e n e w a l or r e p l a c e m e n t due to wear. T h e
p r o p e r wear f a c t o r s c o n s i d e r e d for p o w e r
assembly removal should be side clearance of
the No. 1 compression ring and piston ring face
wear.
d. W o r n ring. R e n e w or replace p o w e r
assembly when plating is worn through on
chrome first ring. The chrome ring wear
classifications shown in Fig. 3-5, used in
conjunction with the description of each
ring wear"type,"will serve as a guide during
ring inspection.
33E385
PISTON A N D ROD D I S A S S E M B L Y
NOTE
Procedures for disassembly and qualification
of p i s t o n and c o n n e c t i n g rod a s s e m b l y
c o m p o n e n t s are c o n t a i n e d in this section.
P r o c e d u r e s for r e m o v a l , assembly, a n d
installation of the piston and connecting rod
assembly, and of a complete cylinder power
assembly are contained in Section 5.
3-3
Section 3
Type 0
tionA
neWwillOronlylikebeneWevidencedri
ThinS
g"duringClassifica-the
Type 1 '~
--Chrome Grooves 80~-Worn i
On a shallow groove ring, these classifications will be evident on the top ring
for a relatively short time. On a deep
groove ring, these classifications will be
evident for the major portion of ring
life.
- - - , T y p e 21
Faint Grooves in Chrome---
Type 2 A
No Grooves in Chrome
.....
"
~ Type 4 :.
N o Chrome
cons,dered
,n t wornC'ass'f'catin
,s
out
are to be
NOTE
When classifying chrome plated
stainless steel rings, substitute
references to "cast iron" with
"stainless steel". In addition, stainless steel rings have five grooves
instead of seven.
24849
3-4
25E 180
Section 3
I. Place piston and rod assembly on a wooden
topped work bench and remove piston snap
ring, Fig. 3-6, using snap ring remover. Care
should be taken in handling piston assembly to
avoid nicking or scraping the piston skirt.
CLEANING
Cleaning procedures should be in accord with
accepted practice or as r e c o m m e n d e d by the
supplier of cleaning material.
PISTONS
I. Remove the piston rings using ring expander as
10269A
25501
Fig.3-7
107E682
19411
Section 3
PISTON
PIN AND
INSPECTION
CARRIER
CAUTION
Abrasive material, including steel wool, should
not be used to clean piston pins or insert
bearings.
PISTON
. Inspect the piston surface for excessive scoring
or o t h e r m u t i l a t i o n which would reject the
piston.
112E385
Section 3
W h e n a w e a r step, in excess of m a x i m u m
allowable, is found in the top compression ring
groove, the groove may be recut to remove the
wear step, provided the finished width does not
exceed 5.10 mm (.201') for use with a standard
ring.
. R e m o v e u n d e r c r o w n deposits. Pistons t h a t
have been found dimensionally and structurally
satisfactory to reuse, should also have the heat
dam area thoroughly cleaned of undercrown
deposits. U n d e r c r o w n cleaning should be
accomplished using a sand or grit blast cleaning
in conjunction with liquid cleaning.
NOTE
No tin plating is permitted in any of the ring
grooves or on the interior surface of the piston
above the snap ring groove. Tin plating may be
applied to the 10 d r a i n hole surfaces
immediately below the lower ring grooves.
15069
Fig.3-1
CARRIER
In this assembly, Fig. 3-3. a broached slot or recess
in the carrier receives a precision insert bearing. A
hardened polished piston pin runs against the insert
bearing.
Normal bearing wear does not affect the carrier.
Maximum permissible wear on the insert piston pin
3-7
Section 3
PISTON PIN
Fork
1 0 D r a i n Hole
Surfaces
Upper E
Bolts
28933
ide Rod
~
~~'~
Upper B e a r i n g
Lower Basket
Bolts
~D J | Lower Basket
]
Bolt Nuts
3-8
112E385
Section 3
The fork rods are installed in the left bank of
left-hand rotation engines and in the right bank of
fight-handed rotation engines. Serrations on the
sides of the rod at the b o t t o m m a t c h similar
serrations on the fork rod basket, Fig. 3-13. The rod
basket consists of two halves, held together at the
bottom by three bolts and self-locking nuts. The
f o r k rod and basket are bolted t o g e t h e r at the
serrations. Fork rods and baskets are not interchangeable since they are line bored as an assembly.
Both the fork rod and basket are stamped with an
identical assembly serial number for matching and
identification purposes.
MAINTENANCE
CLEANING
Cleaning p r o c e d u r e s should be in accord with
a c c e p t e d p r a c t i c e or as r e c o m m e n d e d by the
supplier of cleaning material.
The glazed finish and the bearing pattern oil stain
usually found on the blade rod slipper surface is
c o n s i d e r e d n o r m a l , and r e m o v a l should not be
attempted.
10126A
CAUTION
INSPECTION
FORK ROD
1. After all parts are clean, check the tapped holes
in the fork rod. If threads are worn, the bolts
holding the basket may loosen during operation
and damage the engine.
. F o r k rod s e r r a t i o n s should be c h e c k e d f o r
nicks, burrs, and cleanliness. Cheek tightness of
upper bearing locating dowels. Step dowels are
available in the event oversize dowels are
required. Inspect for cracks in serrations and
rod visually and by magnaflux.
Section 3
d. Damaged or distorted basket.
e.
f.
g.
F o r k c o u n t e r bore exceeds m a x i m u m
depth.
R o d twisted, bent, o u t - o f - p a r a l l e l , or
damaged beyond repair.
BLADE ROD
1. The blade rod is checked in a 7.692" diameter
mandrel to observe slipper surface for "open"
or " c l o s e d " ends. Blade s u r f a c e should be
smooth. Rod should be scrapped if this surface
shows heat discoloration.
NOTE
The flame hardening process produces a blue
black color on the top side of th.. blade rod
slipper foot. This discoloration is normal and
has not been caused by overheating during
o p e r a t i o n . The slipper surface, however,
should show no discoloration.
. To ensure proper clamping between the piston
pin and rod saddle, protrusions in the saddle
caused by nicks or fretting must be removed.
Use grade 150 abrasive p a p e r or a fine
cylindrical stone.
19245
c.
3-10
112E385
Section 3
d. Out-of-parallel exceeds limit along saddle
length.
e.
b.
c.
28287
112E385
3-11
Section 3
DESCRIPTION
Connecting rod bearings consist of upper and lower
shells, Fig. 3-13. They are semicircular in shape and
have a steel back with a layer of lead bronze bearing
material covered by a lead tin coating on the inside
diameter. The upper bearing has, in addition, a
bearing surface in the center of the outer diameter
consisting of a layer of bronze bearing material with
a pure lead-flash overlay. This provides a bearing
surface for the slipper of the blade connecting rod.
NOTE
After b e a r i n g s have once been used, t h e y
should not be used on any other journal.
Check upper bearing step thickness as shown in
Fig. 3-17. This will i n d i c a t e blade r o d b e a r i n g
surface wear. Step thickness should not be less than
minimum limit.
MAINTENANCE
CHECKING CONNECTING
ROD BEARINGS
The c o n n e c t i n g rod b e a r i n g s s h o u l d be c h e c k e d
whenever the piston and rod assembly is removed
from the engine. To make this check, apply bearings
to fork rod and basket in which they are to be used.
Torque upper basket bolts and lower basket (split
line) bolts to specified values. Measure bearing bore
at three points 60 apart. This is similar to the
procedure used when checking fork rod basket bore,
Fig. 3-15. The average of these three readings must
19575
3-12
112E385
Section 3
SERVICE D A T A
PISTON A S S E M B L Y A N D C O N N E C T I N G R O D S
REFERENCE
R e m o v a l O f U n d e r c r o w n Deposits F r o m Engine Pistons
...................
M.I. 1759
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits may be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul
Connecting Rod
C o n n e c t i n g r o d b a s k e t b o r e (See text) New
..................................
193.62-193.68 m m (7.623"-7.625")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
193.70 m m (7.626")
M a x . difference o f any two readings at each end o f b o r e ( o u t o f r o u n d )
......
0.23 m m (.009')
Blade r o d b e a r i n g seat d i a m e t e r (See text) - N e w
..........
195.38-195.40 m m (7.692"-7.693")
10.16 m m (.400")
7.87
8.51 mm
m m (.310")
(.335")
C o n n e c t i n g r o d length - N e w . . . . . . . . . . . . . . . . . . . .
584.15-584.25 m m (22.998"23.002")
( G e n e r a t e d b o r e eenterline d i m e n s i o n ) Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
583.95 m m (22.990")
Min. r e w o r k
...................................
583.69 m m (22.980')
S a d d l e end f o r p i s t o n pin
Twist in length o f saddle - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Parallelism in length o f saddle - M a x . . . . . . . . . . . . . . . . . . . . . . . . . .
0.15 m m (.006")
0.10 m m (.004")
0.18 m m (.007")
0.08 m m (.003")
C o n n e c t i n g R o d Bearings
Bearing inside d i a m e t e r (Average o f t h r e e 60 m e a s u r e m e n t s )
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
165.268-165.354
mm
(6.5066"-6.5100")
3-13
Section 3
Piston
R e f e r to Fig. 3-9 - circled n u m b e r s coincide with callouts o n illustration.
(~)
P i s t o n skirt d i a m e t e r New
.................................
229.84-229.90 m m (9.049"-9.051")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
229.77 m m (9.046")
Out-of-round - Max ...................................
0.13 m m (.005")
( C h e c k d i a m e t e r below the oil ring grooves and at 63.5 m m to 69.8 m m [2.50" to 2.75'1 below the
c o m p r e s s i o n ring grooves. T a k e two readings 90 to each o t h e r , at each location.)
(~)
(~)
(~)
(~)
(~)
168.30 m m (6.626")
168.81 m m (6.646')
5.31-5.38 m m (.209"-.212")
. .
5.49 m m (.216")
5.72-5.79 m m (.225"-.228")
. . .
5.89 m m (.232')
W e a r step - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.08 m m (.003")
(g)
C o m p r e s s i o n ring to land clearance No. 1 g r o o v e c h r o m e sided ( c h r o m e face and barrel face) New .................................
0.102-0.216
M a x . limit f o r ring installation . . . . . . . . . . . . . . . . . . . . . . . . . . .
No. 2 and 3 g r o o v e ( c h r o m e face a n d filled face) New .................................
0.190-0.305
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
No. 4 g r o o v e , t a p e r f e r r o x ring New .................................
0.190-0.292
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P i s t o n to liner clearance M e a s u r e d 152.40 m m (6") b e l o w liner gasket face New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.216-0.330
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(~)
3-14
m m (.0040"-.0085")
0.30 m m (.012')
m m (.0075"-.0120")
0.38 m m (.015')
m m (.0075"-.0115")
0.38 m m (.015")
m m (.0085"-.0130")
0.56 m m (.022")
112E385
Section 3
SERVICE DATA
(CONT'D)
NOTE
M a x i m u m p i s t o n to liner c l e a r a n c e o f 0.56 m m
(.022") d e t e r m i n e s the m a x i m u m w e a r limit o f
a liner at the 152.40 m m (6') dimension. I f
pistons are selectively fitted to liners, a liner at
230.45 m m (9.073") c o u l d be used w i t h a
229.90 m m (9.051") piston. I f pistons and liners
are n o t selectively fitted, t h e n the m a x i m u m
w e a r limit o f the liner at the 152.40 m m (6')
d i m e n s i o n w o u l d be 230.340 m m (9.0685') as
the m i n i m u m w e a r limit o f a used p i s t o n is
229.77 m m (9.046').
6.38-6.45 m m (.251"-.254")
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P i s t o n rings
T o p c o m p r e s s i o n ring gap (new ring in
9.062" gauge) - C h r o m e face
......................
T o p c o m p r e s s i o n ring gap (new ring in
9.062" gauge - Barrel face . . . . . . . . . . . . . . . . . . . . . . . .
S e c o n d and third c o m p r e s s i o n ring gap
.................
F o u r t h c o m p r e s s i o n ring gap
.......................
Carder
C a r d e r height (top o f p l a t f o r m to b o t t o m o f carrier)
0.05-0.15 m m (.002"-.006")
1.02-1.52 m m (.040"-.060")
0.89-1.27 m m (.035"-.050")
0.89-1.27 m m (.035"-.050')
0.89-1.27 m m (.035"-.050")
Min
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
158.34 mm
(6.234")
Max
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
158.72 mm
(6.249")
0.05 m m (.002')
112E385
3-15
0.08 m m (.003")
Section 3
E Q U I P M E N T LIST
Feeler gauge set
............................................
l?~StQtt cooling pipe cleaning tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque wrench, (19.05 mm [3/4"] drive 0-407 N.m [0-300 ft-lbs]) . . . . . . . . . . . . . . . . .
Snap ring remover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque wrench extension (used with torque wrench 8157121) . . . . . . . . . . . . . . . . . . .
Wire holder (has contour of piston crown to hold small
length of lead wire for piston to head clearance)
.........................
Wire, (lead, 3.18 mm [1/8'1 dia., used with holder 8243220 or alone,
2.27 kg [5 lb] spool) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Connecting rod checking fixture
...................................
F o r k connecting rod basket thread gauge
..............................
Piston ring groove gauge
Standard 4.93-5.16 mm (.194"-.203")
...............................
.40 m m (1/64") O.S. 5.33-5.56 mm (.210"-.219")
.........................
.79 mm (1/32") O.S. 5.72-5.94 mm (.225"-.234")
.........................
Piston ring expander
.........................................
Piston carrier holding fixture (2 mandrels)
.............................
Piston carrier holding fixture (single mandrel)
...........................
3-16
Part No.
8067337
8087086
8157121
8171633
8210136
8243220
8243661
8257730
8265955
8275503
8331113
8331043
8349892
9534635
9542253
112E385
SECTION 4
C Y L I N D E R LINER
CONTENTS
PAGE
DESCRIPTION
4-1
I N S P E C T I O N 1N E N G I N E
4-1
CLEANING
4-1
4-2
OVERSIZE LINERS
4-3
4-3
SERVICE DATA
107E682
SPECIFICATIONS
4-5
EQUIPMENT
4-6
SECTION
E L E C T R O - M OTI V E
645E7C/F7B
Marine Engine/Systems
CYLINDER LINER
DESCRIPTION
MAINTENANCE
INSPECTION IN ENGINE
The air box handhole covers provide access to the
c y l i n d e r liner u p p e r bores while the oil pan
handhole covers provide access to the lower bores.
. Open the cylinder test valves and bar engine
over to position the piston either below the
ports for upper bore inspection or near top dead
center for lower bore inspection.
ot Stud
d acket
NOTE
Procedures for qualification of the liner are
c o n t a i n e d in this Section. P r o c e d u r e s f o r
removal and installation of the liner, and of a
complete cylinder power assembly are contained
in Section 5.
.=t Ports
:er Inlet
CLEANING
3rooves
Fig.4-1 - C y l i n d e r L i n e r
112E385
4-1
Section 4
When the cylinder head is removed, but the liner
remains installed in the engine, use the T-handle
with the tool and manually clean counterbores so
deposits will not enter cylinder.
M E A S U R I N G LINERS FOR W E A R
The cylinder liner should be measured in planes
parallel and at right angles to the crankshaft.
Wipe the interior of liner clean before measuring
bore, and check for physical defects that would
require rework on the liner. A liner bore gauge,
Fig. 4-4, or standard inside micrometers may be
used to measure liner bore diameter. The gauge is of
a special design for liner bore measurement, and will
provide accurate measurement when used carefully.
It has a three-pronged centering and measuring end
that fits the liner bore. A dial indicator, mounted on
an upright that extends d o w n to the m e a s u r i n g
prongs, gives instant reading of bore diameter. The
upright allows the gauge to be raised and lowered in
the bore with visual measurement shown on the dial.
A master gauge is used to calibrate the bore gauge.
16499
Fig.4-2 - W a t e r
Water Seal
Inlet Deflector
Heat Dam
Liner
14466
NOTE
Refer to dimensional wear limits in Service
Data at the end of the section.
Fig.4-3 - W a t e r Seal
78E779
Section 4
locator as a guide. Take two readings 90 apart to
determine wear and out-of-round. Should the outo f - r o u n d e x c e e d t h e limit, t h e liner m u s t be
condemned, regardless of other wear measurements
which still m a y be within limits.
Using the m a x i m u m piston to liner clearance as a
guide, worn liners may be used again, providing
t h e y are n o t o v e r o u t - o f - r o u n d limit, a n d are
matched with pistons having a diameter which will
not exceed the limit on piston to liner clearance.
M a x i m u m piston and liner usage is obtained by
selective assembly within the clearance limit.
L i n e r s will w e a r t a p e r e d , with m a x i m u m w e a r
normally occurring approximately 152.40 m m (6")
below the liner gasket face. Check that wear, taking
two readings 90 apart, is within specified limit. No
liner should be reapplied if the bore diameter at
point of m a x i m u m wear exceeds the allowable limit.
OVERSIZE LINERS
11547
F i g . 4 - 4 - L i n e r Bore G a u g e
C y l i n d e r liners u s e d in t h e s e e n g i n e s h a v e laser
hardened upper bore and port areas for m a x i m u m
scuff resistance. Reboring these liners to oversize
would result in removal of this hardened material
m a k i n g t h e m u n s u i t a b l e f o r use w i t h p i s t o n s
d e s i g n e d for a p p l i c a t i o n in h a r d e n e d bores.
Therefore, no oversize components are cataloged to
fit t h e s e liners if r e b o r e d . L i n e r s w o r n to an
a d v a n c e d c o n d i t i o n s h o u l d be s c r a p p e d and
replaced with new or servicable used liners.
M A R K I N G USED LINERS
A N D PISTONS IN STOCK
It is suggested that used pistons and liners, which are
not going back into an engine immediately, but are
to be p l a c e d in s t o c k , be t h o r o u g h l y c l e a n e d ,
inspected and checked for size. The dimensions as
checked can be chalk marked on the outside of the
liners and on the crown of pistons. This will allow
suitable liner and piston combinations to be selected
with a minimum of delay.
28934
112E385
4-3/4-4
Section 4
SERVICE DATA
C Y L I N D E R LINER
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
. M i n i m u m , m a x i m u m , a n d tolerance measurements are p r o v i d e d as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits s h o u l d not be exceeded. Engine
c o m p o n e n t s within these limits m a y be reused with the assurance that they will p e r f o r m satisfactorily
until the next scheduled overhaul.
C y l i n d e r liner b o r e (except t h r o u g h p o r t relief zone) New .................................
230.111-230.175 m m (9.0595"9.0620")
230.454-230.543 m m (9.0730"-9.0765")
230.340 m m (9.0685")
0.216-0.330 m m (.0085'-.0130')
0.56 m m (.022")
NOTE
M a x i m u m p i s t o n to liner clearance o f 0.56 m m
(.022") d e t e r m i n e s the m a x i m u m w e a r limit o f
a liner at the. 152.40 m m (6") dimension. I f
pistons are selectively fitted t o liners, a liner at
230.45 mm (9.073") could be used with a
229.90 m m (9.051") piston. I f pistons a n d liners
are n o t selectively fitted, t h e n the m a x i m u m
w e a r limit o f the finer at the 152.40 m m (6")
d i m e n s i o n w o u l d be 230.340 m m (9.0685") as
the m i n i m u m w e a r limit o f a used p i s t o n is
229.77 m m (9.046").
C y l i n d e r liner b o r e o u t - o f - r o u n d ( m e a s u r e at two p o i n t s 50.8 m m [2'1 & 152.40 m m [6"] b e l o w t o p o f liner 90 a p a r t ) Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.13 m m (.005")
C y l i n d e r liner b o r e (top limit o f p i s t o n ring travel) Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
230.63 m m (9.080")
L e n g t h o f studs a b o v e t o p o f liner
241.30 m m (9-1/2")
............................
112E385
4-5
Section 4
263.58 m m (10.377')
263.80 m m (10.386")
C r a n k c a s e l o w e r insert b o r e New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
281.00-281.10 m m (11.063"-11.067")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
281.13 m m (11.068')
C y l i n d e r liner stud t o r q u e Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E Q U I P M E N T LIST
C y l i n d e r liner lifter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L i n e r bore g a u g e
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gauge locator
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M a s t e r g a u g e (used with 8275258)
..................................
C l e a n i n g t o o l (water seal c o u n t e r b o r e ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
Part No.
8116358
8275258
8278541
8374970
File 686
112E385
SECTION 5
CYLINDER POWER A S S E M B L Y
CONTENTS
PAGE
C O M P O N E N T BY C O M P O N E N T
REMOVAL
5-I
UNIT REMOVAL
5-5
C O M P O N E N T BY C O M P O N E N T
INSTALLATION
5-7
UNIT INSTALLATION
5-14
5-19
ADJUSTING HYDRAULIC
LASH A D J U S T E R S
5-20
TIMING INJECTOR
5-20
SERVICE DATA
112El182
S PECI FICATION S
5-23
E Q U I P M E N T LIST
5-23
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
COMPONENT BY
COMPONENT REMOVAL
. After draining the cooling system, remove the
top deck cover over the affected cylinder. It is
advisable to remove the front latches first, then
the rear latches.
. R e m o v e the air b o x and oil pan h a n d h o l e
covers for the cylinder being removed and the
o p p o s i n g c y l i n d e r on the o t h e r side of the
engine.
3. Remove the piston cooling oil pipe.
. Remove the bolts holding the water inlet tube to
the cylinder liner and remove the saddle strap
nuts holding the tube to the water manifold.
22834
Section 5
15. Remove the injector adjusting link assembly by
removing the two spring retainers and the two
clevis pins.
17. Using the injector pry bar, Fig. 5-4, remove the
injector from the tapered well in the cylinder
head. Protect the injector from dirt and damage
by using an injector holding rack.
23961
F o r f u r t h e r b r e a k d o w n of the valve b r i d g e
assemblies, refer to " E x h a u s t Valve Bridge
Assembly" in Section 2.
14. Remove the fuel line assembly, Fig. 5-3. Also
remove the fuel line from the opposite cylinder
on the opposite bank of the engine. Care should
be taken that the spherical seats on fuel line are
n o t s c r a t c h e d or n i c k e d as this c o u l d cause
leakage.
28228
27470
5-2
112E385
Section 5
20. Place a piston holding tool, Fig. 5-5, in the
injector well on the opposite cylinder, opposite
bank of the engine and thread the rod into the
piston pulling eyebolt hole in the crown of the
piston.
27035
22111
NOTE
For further breakdown of the cylinder head,
refer to "Exhaust Valve And Spring Removal"
in Section 2.
107E682
Section 5
39. Using a suitable lifting device, raise the piston
and fork rod assembly and apply fork rod
support, Fig. 5-9, to the outboard side of the
f o r k rod using two basket bolts. R o t a t e
crankshaft in normal direction so that support
will rest in oil pan. Protect upper bearing and
continue rotation to position blade rod for
removal.
d
lrom ~llglRe [o Clearly snow
tool application.
18440
6383
40. Lift the piston and blade rod assembly until the
protective boot can be applied.
41. Remove the upper connecting rod bearing shell.
13315
78E779
Section 5
. Disconnect the rocker arm oil line, Fig. 5-1, at
the camshaft bearing block. Also disconnect the
line on the opposite cylinder, opposite bank.
Remove the gaskets between the oil lines and
the blocks.
NOTE
UNIT REMOVAL
17. Using the injector pry bar, Fig. 5-4, remove the
injector from the tapered well in the cylinder
head. Protect the injector from dirt and damage
by using an injector holding rack.
76El179
Section 5
22. Remove the bolts from the other basket half
while holding the basket and lower connecting
rod bearing shell.
23. Remove the bolts, basket, and bearing while
maintaining the same relative upright position
to prevent dropping the bearing shell or the
basket into the oil pan.
24. Install connecting rod positioning clamp on the
rod up far enough so that when the rod is lifted
it will not strike the cylinder liner.
If a power assembly containing a blade rod is to be
removed, the following Steps apply:
25. Screw the piston holding tool, Fig. 5-5, into the
threaded hole in the crown of the piston and
fork rod assembly.
22113
28. Remove the crab nuts from the crab bolts using
an air torque multiplier set or equivalent. Place
the dirve socket on the crab nut above or below
the c r a b nut to be r e m o v e d . P o s i t i o n the
multiplier so that the output is over the drive
socket.
29. Install the air m o t o r and set the p r e s s u r e
between 310-345 kPa (45-50 psi). Squeeze the
air valve and the crab nut should break loose. If
the wrench stalls out, increase the air pressure
until the crab nut breaks loose.
27036
112El182
Section 5
35. Remove the crab nuts from the crab bolts using
an air torque multiplier set or equivalent. Place
the drive socket on the crab nut to be removed
and the anchor on the crab nut above or below
the c r a b nut to be r e m o v e d . P o s i t i o n the
multiplier so that the output is over the drive
socket.
C O M P O N E N T BY
C O M P O N E N T INSTALLATION
The power assembly components to be installed
should be either new, remanufactured, or otherwise
qualified parts. Prior to component installation, the
crankcase upper and lower pilot bore should be
checked and the dimensions should be within the
tolerances shown in the Service D a t a pages of
S e c t i o n 4. In the case o f the l o w e r b o r e , the
dimension is taken with the lower liner bore insert
installed; ifa rebuilt or remanufactured liner a n d / o r
piston is used, the piston to liner clearance will have
to be measured as described in the Service Data
pages of Section 3.
CAUTION
Be sure the spring is fully seated in its groove in
the back of the ring. Attempting to install the
piston and ring assembly into the liner with the
spring not fully seated, or with a loop of spring
protruding between the ring groove and ring,
will result in a badly kinked spring or broken
ring.
. Using the ring expander, apply the d o u b l e
hook scraper oil control ring in the next groove
up.
. Apply the compression rings to the piston
beginning with the bottom compression ring
and ending with the No. I compression ring,
Fig. 5-13. A ring marked " T O P G R O O V E
ON LY" must be installed in t he No. I compression
groove only,
. The compression rings must be staggered so that
the gaps of the first and second ringsare 180 to
each other; the third, 90 to the secon~I ring, and
the fourth ring 180 to the third. The oil
control ring gaps should be 180 to each other.
22115
5-7
Section 5
Con
Mo~
Bear
Reta
19411
Bolt
~
i-tol'e...........
Identification ~
27328
NOTE
If retainer bolt holes in carrier require retapping
for any reason, use 1/4"20-SL (spiralock) tap
only to a depth of 11.1 mm (7/16").
NOTE
Locking clip is installed with tab upward, away
from carrier. Tab bends to conform to edge of
slot in carrier when retainer bolt is tightened to
prevent rotation of clip. Retainer bolts and
locking clips are both designed for one time use
only. They should be discarded and replaced
with new items whenever carrier is disassembled.
18. Apply Texaco Threadtex No. 2303 to the rodto-piston pin bolts and thrust faces of rod and
spacer. Place the connecting rod on the piston
pin and apply the r o d - t o - p i s t o n pin bolt
assemblies. Tighten bolts snugly (approximately
14 N'm [10 ft-lbs]) and perform a "finger
tightness check." If a spacer can be rotated
when a twisting effort is applied with a finger
grip, the bolt assembly should be removed and
inspected for the cause of not clamping.
114E284
Section 5
t;,
ii!ii!
30. Apply the liner lifter, Fig. 5-17, over the liner
studs and secure with the stud nuts.
27038
10269A
Fig.5-1 6 -
Ring
28. P e r f o r m a p r e - i n s t a l l a t i o n i n s p e c t i o n of the
cylinder liner. Inspect liner water seal counterbores for nicks which may cut the water seals.
112E385
5-9
Section 5
43. If a p p l i c a b l e , r e m o v e f o r k r o d s u p p o r t and
lower the fork rod until the rod makes contact
with the bearing surface. The fork rod dowels
should enter the bearing dowel holes without
binding.
44. Be sure that the serial number on the b a s k e t
matches the serial number on the connecting
rod, Fig. 5-18.
Rod Ser
Number
Basket
Serial
Number
18036
28935
locknuts.
NOTE
112E385
Section 5
54. Remove the piston ring compressor and guide
from the engine. Remove the piston pulling
eyebolt.
Notch
24116
Fig.5-1 9 - H e a d - T o - L i n e r G a s k e t
22839
Section 5
wrench, final torque the crab nuts to 3 254 N.m
(2400 ft-lbs). If a 12:1 power wrench is used with
a 300 ft-lb capacity hand torque wrench, the
pointer should indicate 200 ft-lbs for the final
pass. T o r q u e o u t b o a r d nuts first, t h e n the
inboard nuts.
NOTE
On any one crab plate, do not t o r q u e the
inboard nut to full torque until the outboard
nut has been torqued to full torque.
69. Install the overspeed trip m e c h a n i s m , and
torque the bolts to specified value.
70. Uncover the injector well and install the injector
into the cylinder head. Check that the locating
dowel is properly seated.
71. Lubricate the threads on the injector stud and
nut. Place the injector crab over the crab stud.
Place the spherical side of the washer into the
spherical seat of the crab. Apply and snug down
the nut.
72. Be sure that the injector crab is not cocked at an
angle so that it would prevent the entry of the
injector timing tool, and torque the crab nut to
specified value.
28682
Fig.5-22 - H e a d - T o - L i n e r Nut
Tightening Sequence
NOTE
At time of installation, valve bridges are an
assembly. For buildup, refer to "Valve Bridge
And Hydraulic Lash Adjuster" in Section 2.
NOTE
Crabs used at center intermediate positions on
12-cylinder engines are wider than those used
at other intermediate positions.
NOTE
On any one crab plate, do not t o r q u e the
inboard nut to 542 N-m (400 ft-lbs) until the
outboard nut has been torqued to 542 N-m
(400 ft-lbs).
112E385
Section 5
83. Take a new gasket and shape it to fit around the
water manifold. Insert the gasket between the
tube flange and manifold making sure the sides
of the gasket are flush with the sides of the
flange, and that the ends of the gasket are within
the clamping radius of the flange.
84. Torque the strap nuts to specified value.
85. Prior to torquing the tube to liner bolts, remove
the bolts and washers from the flange. If the
tube moves, it must be repositioned on the
water manifold: if no movement is detected, the
tube to liner bolts and washers may be reapplied
and torqued to specified value.
86. Using a new gasket, place the piston cooling oil
pipe against the piston cooling oil manifold.
22116
87. Place the nozzle end of the pipe into the liner
bore so that the dowels on the pipe align with
the dowel holes in the liner.
79. Use a new gasket and attach the rocker ann oil
line to the camshaft bearing bracket. Refer to
the procedures in this section for injector timing
and adjustment of the hydraulic lash adjusters.
18030
81. P o s i t i o n s a d d l e s t r a p s a r o u n d the w a t e r
manifold and then through the inlet tube flange.
82. After the
tightened
seated in
liner, and
114E284
a.
Section 5
Measure
Here
19036
\
Piston Carrier
b.
C.
d.
UNIT INSTALLATION
Left and right banks of the engine are determined by
looking torward the "front" (governor end) of the
engine when standing at the "rear"(coupling end) of
the engine. In a left-hand rotating engine (basic),
power assemblies with blade rods are installed in the
right bank with the "long toe" of the slipper foot
facing the center of the engine. The power assemblies with fork rods are installed in the left bank.
NOTE
It is important that the thinner of the two
compressed areas be measured to provide the
minimum piston to head clearance.
e.
33E385
Section 5
turning the hex head fasteners on the side of the
container. The cover forms the top and three
sides of the container.
22113
F i g . 5 - 2 7 - P o w e r A s s e m b l y A n d Container
. R e m o v e the card containing the applicable
seals and gaskets and, if a power assembly with
a fork rod, the small box containing the basket
bolts.
. Remove the two nuts and bolts holding the top
mounting block to the rocker arm studs, and
take off the block.
4. Remove the piston holding bolt and block.
5. Insert a clean rag into the injector well and
remove the tape from around the liner ports.
6. If the power assembly has a fork rod, remove
the c o n n e c t i n g r o d b a s k e t f r o m the m e t a l
bracket at the front of the container, Fig. 5-27.
22117
8. I n s t a l l the r o c k e r a r m s h a f t s u p p o r t s , if
required, making sure that the locating dowel
holes are properly positioned.
13. Be sure and check, ifa fork rod, that the rod and
basket serial numbers match, Fig. 5-30.
75E480
5-15
Section 5
Rod Seri
Number
Basket
Serial
Number
28230
Fig.5-31 - P o w e r A s s e m b l y I n s t a l l a t i o n
W i t h Lifting Clamp A n d Hoist
5-16
114E284
Section 5
28. Apply the other basket half to the fork rod,
tightening the rod bolts enough to mate the
serrations.
29. Apply the lower basket bolts, washers, and
locknuts.
30. Snug the four top basket bolts to approximately
14 N'm (10 ft-lbs) to firmly mesh theserrations.
Give each washer a "finger tightness check". Ifa
washer can be rotated by grasping with the
fingers, the bolt assembly should be removed
and inspected for the cause of not clamping.
31. Using the spring-loaded basket bolt wrench,
Fig. 5-34, t o r q u e the lower basket bolts to
specified value.
22842
Fig.5-33 - W a t e r D i s c h a r g e Elbow A l i g n m e n t
NOTE
The blade or fork rod opposite to the rod in the
power assembly being installed was positioned
out of the way during "'Unit Removal" by use
of a piston holding tool.
,d
IIUIII
U~llU I ~
n~,,,,r'~l~
tool application.
18440
F i g . 5 - 3 4 - Basket Bolt W r e n c h A p p l i c a t i o n
23. Lower the fork rod until the rod makes contact
with the bearing surface. The fork rod dowels
should enter the bearing dowel holes without
binding.
NOTE
Crabs used at center intermediate positions on
12-cylinder engines are wider than th~ose used
at other intermediate positions.
~l
Section 5
NOTE
On any one crab plate, do not t o r q u e the
inboard nut to 542 N'm (400 ft-lbs) until the
outboard nut has been torqued to 542 N'm
(400 ft-lbs).
NOTE
On any one crab plate, do not t o r q u e the
inboard nut to full torque until the outboard
nut has been torqued to full torque.
NOTE
At time of installation~ valve bridges are an
assembly. For buildup, refer to "Valve Bridge
And Hydraulic Lash Adjuster" in Section 2.
45. Lubricate the shaft studs with Texaco Threadtex
No. 2303 and install the rocker arm shaft
assembly, Fig. 5-23. Apply the shaft caps with
the short toe facing out.
114E284
Section 5
59. Check proper alignment of the piston cooling
oil pipe by placing the alignment gauge into the
nozzle of the pipe, Fig. 5-25. Bar over the engine
to bottom dead center of the cylinder being
checked. At the same time, rotate the gauge to
make sure it does not bind in the carrier hole.
e.
POWER A S S E M B L Y P A C K A G I N G
WARNING
Failure to comply with the proper packaging
procedures, when returning power assemblies,
can result in injury to personnel or costly
damage to components.
d. Bar the engine over one complete revolution to compress the lead wire. Remove the
wire f r o m the engine and m e a s u r e the
inboard portion of both compressed ends of
the wire, Fig. 5-35.
Measure
Here
~ ~
W i t h i n the m a x i m u m c l e a r a n c e and
m i n i m u m c l e a r a n c e , the d i f f e r e n c e in
micrometer readings should not exceed
0.13 m m (0.005"). If it does, r e p e a t the
process as the wire m a y have c h a n g e d
position.
19036
F i g . 5 - 3 5 - Lead W i r e M e a s u r e m e n t
NOTE
It is important that the thinner of the two
compressed areas be measured to provide the
minimum piston to head clearance.
33E385
5-19
Section 5
4. Remove hoist and lifting clamp assembly.
ADJUSTING HYDRAULIC
LASH A D J U S T E R S
Application of properly operating lash adjusters,
correct setting, and subsequent inspection at regular
maintenance intervals is very important to valve
operation. Improperly set or defective lash adjusters
cause the exhaust valves to be subjected to increased
stress which leads to ultimate failure and probable
damage to the engine.
After complete cylinder head assembly or power
assembly has been installed, the lash adjusters must
be set.
. Open cylinder test valves and rotate crankshaft
so that piston is at or near top dead center of the
cylinder being set.
24877
T I M I N G THE INJECTOR
. Bar e n g i n e o v e r in t h e n o r m a l d i r e c t i o n o f
r o t a t i o n until f l y w h e e l p o i n t e r i n d i c a t e s the
correct crankshaft position in degrees relative
to top dead center of the cylinder being timed.
Refer to setting instructions on Injector Timing
P l a t e ( l o c a t e d on r i g h t r e a r side of e n g i n e
crankcase) and see Table 1 in Section 7 for top
dead center settings.
5-20
112E385
Section 5
3. L o o s e n l o c k n u t and t u r n the r o c k e r a r m
adjusting screw until the shoulder of the gauge
just passes over the injector follower guide.
NOTE
Injectors cannot be timed if the overspeed has
been tripped. It must first be reset and the
engine crankshaft barred over at least one
revolution.
4. Tighten adjusting screw locknut while holding
adjusting screw in position with a screwdriver.
5. Recheck setting.
112E1182
5-21/5-22
Section 5
SERVICE DATA
CYLINDER POWER ASSEMBLY
SPECIFICATIONS
Clearance a n d dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
2. M i n i m u m , m a x i m u m , a n d tolerance measurements are p r o v i d e d as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
c o m p o n e n t s within these limits m a y be reused with the assurance that they will p e r f o r m satisfactorily
until the next scheduled overhaul.
Carrier to piston snap ring clearance Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max ..............................................
0.05 m m (.002")
1.07 m m (.042')
0.51 m m (.020')
1.73 m m (.068")
0.13 m m (.005')
EQUIPMENT LIST
Part No.
Test valve wrench
...........................................
Crab stud protector tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injector timing gauge
.........................................
Piston pulling eyebolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injector prybar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F o r k rod support
...........................................
Cylinder head carrying basket
....................................
Blade rod protector boot
.......................................
F o r k rod protector boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piston cooling pipe alignment gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder head removing fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piston cooling pipe cleaning tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lash adjuster m i n i m u m clearance gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder liner lifter
..........................................
Torque wrench 19.05 m m (3/4") drive (0-407 N-m [0-300 ft-lb]) . . . . . . . . . . . . . . . . . .
Snap ring remover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque wrench extension (use w / t o r q u e wrench 8157121) . . . . . . . . . . . . . . . . . . . . .
Basket bolt wrench
..........................................
Wire holder (has contour of piston crown to hold lengths
of lead wire for piston to head clearance check)
.........................
Wire (lead 3.18 m m [1/8"] dia. use with holder 8243220)
2.27 kg (5 lb) spool
.........................................
112E385
5-23
8032587
8034600
8034638
8040413
8041183
8052958
8060247
8062033
8062034
8071720
8075894
8087086
8107788
8116358
8157121
8171633
8210136
8236718
8243220
8243661
Section 5
5-24
8278929
8307731
8349892
8352873
8417858
8417859
8417881
8425724
8431626
9333846
9534635
9542253
9551713
9566330
112E385
SECTION 6
C R A N K S H A F T A S S E M B L Y A N D A C C E S S O R Y DRIVE GEAR TRAIN
CONTENTS
PAGE
CONTENTS
MAINTENANCE
CRANKCASE
DESCRIPTION
6-1
INSPECTION
6-1
INSTALLATION
6-2
MAIN BEARINGS
DESCRIPTION
6-3
SCHEDULED RENEWAL
6-3
INSPECTION
6-3
6-4
PAGE
6-8
GOVERNOR DRIVE
GEAR AND STUBSHAFT
DESCRIPTION
6-9
MAINTENANCE
6-9
INSTALLATION
6-9
6-10
6-12
MAINTENANCE
6-12
T H R U S T COLLAR
DESCRIPTION
6-5
MAINTENANCE
6-5
DIGITAL T A C H O M E T E R
MAGNETIC PICKUP
6-13
6-13
MAINTENANCE
6-13
6-6
6-7
MAINTENANCE
6-7
112E385
6-8
REFERENCES
6-15
SPECIFICATIONS
6-15
EQUIPMENT LIST
6-16
SECTION
ELECTRO-MOTIVE
645E7C/F7B
:Marine Engine/Systems
CRANKSHAFT ASSEMBLY AND
A C C E S S O R Y DRIVE GEAR TRAIN
GENERAL
MAINTENANCE
CRANKSHAFT
DESCRIPTION
INSPECTION
Whenever the main or connecting rod bearings are
removed, the crankshaft journals should be inspected.
Check for scoring and cracks, and signs of distress,
as will generally be evidenced first in the bearings.
When the crankshaft is removed from the engine, it
should be visually and dimensionally inspected, and
magnaflux inspected if possible.
8-Cylinder
'
~!
:E
12-Cylinder
:,
~ ......
~5
"
16-Cylinder
- ~ ' 1;~ "=~..~21 ~ : '
-,
,,
20-Cylinder
Fig.6-1 - Engine Crankshaft
112El182
6-1
_alff-
~-
~s68o
Section 6
Main Bearing
Main Bearing
Connecting Rod
Crankshaft
20798
INSTALLATION
NOTE
See " M a i n Bearings" for q u a l i f i c a t i o n of
bearings.
2. Inspect the crankshaft and be sure it is clean. Oil
the crankshaft journals and main bearing shells,
using clean oil.
6-2
78E779
Section 6
5. Remove the hoist or crane hooks.
MAINTENANCE
SCHEDULED RENEWAL
Lower main bearings should be renewed at the
intervals specified in the Scheduled Maintenance
Program.
NOTE
No one nut on any one cap should be torqued
to 1 017 N.m (750 ft-lbs) until all nuts on that
cap have been torqued to 475-542 N.m (350400 ft-lbs).
INSPECTION
UPPER MAIN BEARINGS
MAIN BEARINGS
Inspection of upper main bearings is not recommended; however once the upper main bearings are
removed, they should not be reinstalled.
DESCRIPTION
The main bearing shells, Fig. 6-4, are precision type
steel-backed lead-bronze, with a thin layer of leadtin. Tangs in the bearings locate them in the proper
axial position and prevent bearing turning. Upper
and lower bearing shell halves are not interchangeable.
INSPECTION SAMPLE
Unless evidence is present calling for other action,
inspection of main bearings should be limited to the
following "selected" lower bearings, which experience has shown to be the most critical. See Fig. 6-1
for main bearing numbering location.
20394
Number of
Cylinders
8
12
16
20
6-3
Bearing Number
To Be Inspected
2,4
2,6
2,6,9
2,5,8,11
Section 6
DISQUALIFICATION CRITERIA
INSPECTION PROCEDURE
NOTE
The lead-tin overlay on the bearings must be
present to provide an adequate safety margin
against temporary marginal lubrication or
corrosive c o n d i t i o n s . E x p o s e d b r o n z e in
healed dirt cuts does not affect b e a r i n g
operation, but exposed bronze due to wear
does cause a bearing to lose its protection
against temporary marginal lubrication conditions.
REMOVAL
AND
APPLICATION
CAUTION
Dirt impregnation or scratches are evidence
that bearing oil is not properly filtered. The
f i l t r a t i o n system s h o u l d be checked, a n d
scheduled pressure monitoring of lube oil filter
condition established.
6.-.4
75E480
Section 6
direction of rotation on left-hand rotating engines.
Right-hand rotating engines must be turned in
the same direction as normal crankshaft rotation
to remove the upper main bearings. Upper main
bearings on journals without oil holes or which
are fretted (or welded) to the " A " f l a m e bore
can be removed by using upper bearing removal
tool.
New upper main bearings are to be fitted by hand
between the crankshaft and steel bore. If the
bearings can not be hand fitted, the reason must
be found and corrected. The engine may have to
be removed and the crankcase remanufactured.
To apply the main bearings, see the instructions for
installation of crankshaft.
10215
T h e t h r u s t surfaces are l u b r i c a t e d by m a i n
bearing leak-off oil and are installed with their
" t h u m b print" oil depressions away from the
"A" frame in which they are placed.
MAINTENANCE
T h r u s t collars w h i c h e x c e e d c l e a r a n c e limit
should be replaced.
G E A R TYPE T O R S I O N A L
DAMPER
DESCRIPTION
THRUST
COLLAR
DESCRIPTION
The two thrust collars, Fig. 6-5, are solid bronze
and are semicircular in shape. One face of each
collar has "thumb print" oil depressions to ensure
75E480
6-5
Section 6
Front
Plate
Intermediate
Ring
Spider
Rear
Plate
\
0
Q 41
U
0
Fig.6-6 - Gear Type Damper, Exploded V i e w
22844
D I S A S S E M BLY
. Scribe a line across the f r o n t o u t e r plate,
intermediate ring, and rear outer plate. Also
mark the relationship of the spider to the rear
o u t e r plate after the f r o n t o u t e r plate is
r e m o v e d . These m a r k s will be used d u r i n g
reassembly of the unit.
2. Using 1-1 / 8" thinwa11 sockets, remove nine 3 / 4"
bolts, washers and nuts from damper.
INSPECTION
. Inspect vent holes and gear tooth pockets of
intermediate ring for sludge or other obstructions.
Remove debris from vent holes using a wire or
t h i n m e t a l rod. C l e a n d e p o s i t s f r o m t o o t h
pockets with a suitably pointed wooden stick.
. Inspect axial oil feed holes and I.D. circumferential oil groove in the spider. Clean oil holes
u s i n g a wire or t h i n m e t a l rod. C l e a n
c i r c u m f e r e n t i a l oil g r o o v e with a p o i n t e d
wooden stick.
MAINTENANCE
The damper requires no maintenance other than
inspection at the time of normal overhaul. However,
the damper should be checked for free movement at
intervals specified in the a p p l i c a b l e S c h e d u l e d
Maintenance Program. This check can be performed
112E385
Section 6
ASSEMBLY
1. Place front plate with stamped serial number
and part number facing down.
2. A p p l y a liberal c o a t i n g of e n g i n e oil or
commercial molybdenum disulfide solution to
all contact surfaces between the spider and the
i n t e r m e d i a t e ring, a n d t h e i n n e r a n d o u t e r
plates.
CAUTION
A p p l y T e x a c o T h r e a d t e x No. 2303 to bolt
threads only. Excessive use of this material
m a y cause it to a c c u m u l a t e in gear t o o t h
pockets and restrict spider movement. Do not
use this material as a lubricant coating for
contact surfaces.
7. Install 5/8" washers and nuts and torque to
203 N ' m (150 ft-lbs).
8. Apply Texaco Threadtex No. 2303 to threads of
nine 3/4" bolts and install bolts and washers in
remaining holes of rear plate and secure with
w a s h e r s a n d n u t s t o r q u e d to 325 N ' m
(240 ft-lbs).
Ac,
Dri
INSTALLATION
Install damper on crankshaft with side of spider
stamped " F R O N T " facing away from engine. An
"O" stamped above one of the mounting holes is to
be applied in line with the number one crank pin.
Apply Texaco Threadtex No. 2303 to mounting bolt
threads and all spider hub thrust faces and install
eight mounting bolts and hardened washers. Torque
to specified value.
22286
MAINTENANCE
Unless a c o m p l e t e e n g i n e d i s a s s e m b l y is b e i n g
undertaken it is unlikely that the entire gear train
would be removed from the engine at one time.
NOTE
W h e n applying Texaco Threadtex No. 2303
to s p i d e r h u b t h r u s t faces, use care to
prevent material from accumulating in I.D.
circumferential oil groove.
112E385
Oil Pump
Gear
Section 6
BOLT-ON STUBSHAFT
A C C E S S O R Y DRIVE GEAR
DESCRIPTION
GEAR
MAINTENANCE
REMOVAL
The following removal procedures apply to gears
m o u n t e d on s t a n d a r d c r a n k s h a f t s and to gears
mounted on bolt-on stubshafts.
HOB
STANDARD CRANKSHAFT
DISC
The disc m a y be re-used p r o v i d i n g the spring
segment bores do not exceed maxiraum diameter
and are otherwise in good condition.
Gear
Disc
Oil Slinger
~'~%
Hub
Bolts
Oo
e,s
Spring Segments
With Coil Spring
22230
112E385
Section 6
SPRING SEGMENTS
S p r i n g s e g m e n t s s h o u l d be m a r k e d , p r i o r to
disassembly, as to their relative position in the gear.
. If s t u b s h a f t has n o t b e e n i n s t a l l e d , align
s t u b s h a f t m o u n t i n g b o l t holes with holes in
crankshaft and secure stubshaft to crankshaft
with eight 7/8"-14 hex head bolts torqued to
specified value.
. I n s t a l l a c c e s s o r y drive gear on c r a n k s h a f t
stubshaft and align mounting holes with holes
in stubshaft.
SPRINGS
GOVERNOR
DRIVE
GEAR AND STUBSHAFT
DESCRIPTION
P H O S P H A T E TR E A T M E N T
It is recommended that the gear, hub, discs, and
segments be phosphate treated before reassembly.
ASSEMBLY
Before reassembling the drive gear, be sure all parts
are clean and well lubricated. Place the slotted disc
on the bench with the slots facing down, and apply
the gear over the disc. Align the holes in the gear and
disc. Place a coil spring between two segments, and
w i t h the tabs d o w n , a n d the a s s e m b l y p r e s s e d
together, start it into the gear. Drive the assembly all
the way down, using a rawhide mallet, until the tabs
enter the slot in the disc. Repeat this operation for
the remaining spring assemblies. After they are in
place, install the hub in the gear bore, and apply the
top disc. Line up the dowel holes in both discs and
hub, and apply the dowels. A snug dowel fit should
be m a i n t a i n e d by r e a m i n g , a n d if n e c e s s a r y ,
applying oversize dowels. A bolt and nut should be
used to c l a m p the a s s e m b l y t o g e t h e r until it is
applied to a crankshaft.
MAINTENANCE
The governor drive gear and stubshaft require no
maintenance other than inspection at the time of
normal overhaul.
Inspect gear teeth for fatigue indications, cracks,
pits or o t h e r e v i d e n c e of failure. If possible, a
magnaflux inspection should be performed. Inspect
the gear bushings and stubshaft for gouges or other
damage and ensure that stubshaft oil passage is not
plugged.
I N STA LLATI O N
1. Position stubshaft on crankcase with oil inlet
on left side.
INSTALLATION
The f o l l o w i n g p r o c e d u r e s a p p l y to c r a n k s h a f t
mounted gears and to bolt-on stubshaft mounted
gears.
CRANKSHAFT MOUNTED
.
NOTE
3. L u b r i c a t e f o u r m o u n t i n g bolts with T e x a c o
Threadtex No. 2303. Install bolts and hardened
washers and torque to specified value.
112E385
Section 6
Gear And
Bushing
Stubshaft
Retainer
Plate
Governor
Drive Flange
~e
Stubshaft
Dowels
20785
NOTE
Since the " d u m m y " oil p u m p gear is resting on
the accessory drive gear with zero backlash, the
backlash between the " d u m m y " gear and the
g o v e r n o r drive gear is twice the n o r m a l
requirement of 0.20-0.41 m m (0.008"-0.016").
7. T i g h t e n g o v e r n o r drive s t u b s h a f t bolts to
specified value.
.
A C C E S S O R Y DRIVE
H O U S I N G APPLICATION
AND ALIGNMENT
NOTE
If the dowel holes in governor drive stubshaft
do not align with holes in crankcase, drill and
r e a m for oversize dowels as r e q u i r e d to
p r o d u c e full c i r c u m f e r e n c e fit. See p a r t s
catalog for listing of oversize dowels.
112E385
Section 6
27040
27041
Section 6
The coupling disc serves as the coupling between the
engine crankshaft and the driven shaft. Degree and
top dead center markings are stamped on the outer
rim of the coupling disc. Holes are also provided
around the circumference of the rim for insertion of
a turning bar to manually rotate the crankshaft.
MAINTENANCE
RING GEAR A N D C O U P L I N G
DISC (FLYWHEEL)
DESCRIPTION
E n g i n e c o u p l i n g discs s h o u l d be r e - q u a l i f i e d
whenever the engine, the gearbox, or the generator
a s s e m b l y is r e m o v e d . M a x i m u m t r o u b l e free
performance of the engine coupling can best be
ensured by careful magnetic particle inspection of
both discs prior to their reuse. This inspection is
p a r t i c u l a r l y i m p o r t a n t if it is k n o w n t h a t the
coupling has been subjected to unusual stress.
Engine coupling discs of the same type are interchangeable, providing top dead center pointer
location on the engines is the same. The serrated
coupling is assembled without using body bound
bolts and for this reason has no reamed holes. All
rim bolts are the same size. The coupling disc should
be applied to the crankshaft with the small "O"
Indic
Bracl
COU
Disc
28227
28936
6-12
112E385
Section 6
m a r k s on the c o u p l i n g disc a n d the c r a n k s h a f t
coincides. This will position the coupling with the
point at the 0 mark on the rim when the No. 1
piston is at TDC.
.o2s"_+.oo5"!
-ci ~ ~ , . / P i c k u
r- = -
Flywheel
Indicator
~.~
CAUTION
The coupling bolts must be applied with the
chamfered side of the head placed adjacent to
the crankshaft fillet.
Magnetic
p
\\
24236
DIGITAL T A C H O M E T E R
M A G N E T I C PICKUP
Units provided with an electronic digital tachometer
utilize a m a g n e t i c type p i c k u p m o u n t e d on the
starter motor bracket at the engine flywheel. Ring
gear teeth passing by the pickup create pulses which
are counted and processed by the tachometer to
produce a numerical display of engine RPM. The
magnetic pickup may be mounted integral with the
flywheel pointer or by means of a separate "L"
b r a c k e t at a left b a n k or right b a n k l o c a t i o n ,
depending on application.
If the m a g n e t i c p i c k u p is r e m o v e d to facilitate
engine service or rebuild, clearance between flywheel
ring gear a n d p i c k u p m u s t be c h e c k e d d u r i n g
replacement to ensure a gap of 0.025" + 0.005", as
shown in Fig. 6-13.
20821
A C C E S S O R Y DRIVE
COUPLING
DESCRIPTION
MAINTENANCE
112E385
6-13
Section 6
No. 2303. Torque the retaining bolt to 136 N ' m
(100 ft-lbs).
COUPLING APPLICATION
If the coupling has been removed, it is essential that
the proper application procedure is used to avoid
severe damage to the crankshaft of either the driven
unit or the engine.
NOTE
If the key slides in the keyway, scrap the key.
. Slide felt oil seal and oil seal retainer over barrel
end of coupling flange, then fit coupling on to
the shaft. M a k e certain that the key remains
flush with the end of the shaft.
W i t h a dial i n d i c a t o r b u t t o n r e s t i n g on the
outside diameter of the coupling flange, record
the T.I.R. of the rim to be sure it does not
exceed the limits given in the Service Data.
6-]4
112E385
Section 6
SERVICE DATA
CRANKSHAFT ASSEMBLY AND
A C C E S S O R Y DRIVE GEAR T R A I N
REFERENCES
Alignment of rotating equipment
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M . I . 1765
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
I. New limits are those to which new parts are manufactured. (Drawing tolerances.)
. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
an)' time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits may be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul.
Crankshaft
Diameter, main journal New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
190.45-190.50 m m ( 7 . 4 9 8 " 7 . 5 0 0 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
190.41! m m (7.4965")
Diameter, crankpin journal New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
165.05-165.10 m m ( 6 . 4 9 8 " 6 . 5 0 0 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
165.01! m m ( 6 . 4 9 6 5 ' )
Clearance (diametric main bearings to crankshaft) New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.190-0.368 m m (.0075"-.0145")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.521 m m ( . 0 2 0 5 ' )
Thrust Bearing Clearance
(8 & 12-Cyl.) New
. . . . . . . .
Max . . . . . . . . . .
(16 & 20-Cyl.) New
. . . . . . . .
Max . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
0.20-0.38 m m (.008"-.015'3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.76 m m (.030")
. . . . . . . . . . . . . . . . . . . . . . . . . .
0.20-0.46 m m (.008"-.018")
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.76 m m (.030")
9.35-9.37 m m (.368"-.369")
22.07-22.10 m m (.869"-.870")
Train
gears) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.20-0.41 m m (.008"-.016")
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.64 m m (.025")
76El179
6-15
Section 6
Gear bore
New
Max . .
(If h u b to
diameter
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
190.50-190.53 m m (7.500"-7.501")
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
190.55 m m (7.502")
gear m a x i m u m clearance is not exceeded)
H u b outside d i a m e t e r
Min . . . . . . . . . . . . . . . . . . . . . . . . . . .
(If hub to gear m a x i m u m clearance is not exceeded)
190.436 m m (7.4975")
51.08 m m (2.011")
62.18 m m (2.448")
0.02 m m (.001")
G o v e r n o r Drive G e a r
G o v e r n o r drive gear to stubshaft clearance
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.08-0.15 m m (.003"-.006")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.20 m m (.008")
T h r u s t clearance
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.15-0.36 m m (.006"-.014")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.51 m m (.020")
Flexible C o u p l i n g
C r a n k s h a f t pilot d i a m e t e r
Max . . . . . . . . . . . . . . . . . . . . . . . .
M o u n t i n g bolt hole d i a m e t e r
Max . . . . . . . . . . . . . . . . . . . . . . .
Thickness at m o u n t i n g bolt holes
Min . . . . . . . . . . . . . . . . . . . . .
203.264 m m (8.0025")
45.212 mm (1.780")
17.462 m m (.6875")
0.038 m m (.0015")
C o u p l i n g face r u n o u t
Max . . . . . . . . . . . . . . . . . . . . . . . . .
C o u p l i n g rim eccentricity
Max . . . . . . . . . . . . . . . . . . . . . . .
0.13 mm (.005") T . I . R .
Accessory Drive C o u p l i n g
Coupling advance
coupling-to-crankshaft
. . . . . . . . . . . . . . .
C o u p l i n g rim r u n o u t
Max . . . . . . . . . . . . . . . . . . . . . . . . . .
0.51-1.52 m m (.020"-.060")
0.25 m m (.010") T . I . R .
E Q U I P M E N T LIST
Part No.
U p p e r main bearing shell r e m o v e r
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G a s k e t sealing c o m p o u n d (.47 liter [ 1 pt.])
. . . . . . . . . . . . . . . . . . . . . . . . . . .
T h r e a d lubricant, T e x a c o T h r e a d t e x No. 2303 ( a p p r o x . 18.93 liter [5 gal.])
..........
M a i n bearing cap a p p l i c a t i o n and r e m o v a l tool
. . . . . . . . . . . . . . . . . . . . . . . .
U p p e r main bearing r e m o v a l tool
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
S e r r a t i o n gauge
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessory drive housing holding fixture
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessory drive housing j a c k i n g fixture
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessory drive housing j a c k i n g fixture
. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessory drive housing aligning gauge
L.H. water p u m p a p p l i c a t i o n
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessory drive housing aligning gauge
R . H . water p u m p application
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessory drive housing aligning gauge
Oil p u m p a p p l i c a t i o n
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-16
8055837
8178639
8307731
8487487
8488833
9081052
File 758
File 759
File 760
File 761
File 762
File 763
112El182
SECTION 7
CAMSHAFT GEAR TRAIN, AUXILIARY
DRIVE, AND CAMSHAFT ASSEMBLIES
CONTENTS
PAGE
MAINTENANCE
PAGE
C A M S H A F T GEAR TRAIN
DESCRIPTION
CONTENTS
7-1
STUBSHAFT BRACKET
APPLICATION
7-7
7-9
7-1
C A M S H A F T DRIVE GEARS
REMOVAL
7-3
7-3
LUBE OIL M A N I F O L D
APPLICATION
C A M S H A F T DRIVE HOUSING
APPLICATION
7-9
7-10
AUXILIARY DRIVE
DISASSEMBLY
7-4
DESCRIPTION
7-11
INSPECTION
7-4
MAINTENANCE
7-11
7--4
7-5
7-5
7-6
INSPECTION
7-6
7-6
INSTALLATION
7-6
C R A N K S H A F T GEAR
REMOVAL, INSPECTION,
AND INSTALLATION
112E385
7-6
CAMSHAFT
DESCRIPTION
7-12
REMOVAL
7-13
INSPECTION
7-13
7-13
COUNTERWEIGHT APPLICATION
7-14
7-14
7-17
TIMING VALVES
7-17
SERVICE D A T A
SPECIFICATIONS
7-21
EQUIPMENT LIST
7-24
SECTION
645E7C/F7B
Marine Engine/Systems
ELECTRO-MOTIVE
MAINTENANCE
Unless a c o m p l e t e e n g i n e d i s a s s e m b l y is being
undertaken, it is unlikely that the entire gear train
would be removed from the engine at one time. With
the e x c e p t i o n of the No. 2 idler gear and the
turbocharger drive gear, which are part of the spring
drive gear assembly, each gear in the train can be
removed independently.
When any of the gears are removed from the gear
t r a i n , t h e y s h o u l d be i n s p e c t e d for excessive
b a c k l a s h u p o n r e a s s e m b l y by i n s e r t i n g a feeler
gauge the entire width of the gear face. Excessive
backlash can cause improper valve operation and
i n j e c t i o n periods. Backlash clearance limits are
given in the Service Data page at the end of this
section. Clearances b e t w e e n gear s t u b s h a f t and
b e a r i n g s a n d t h r u s t c l e a r a n c e s m u s t also be
maintained within specified limits.
22952
NOTE
E n g i n e t i m i n g will n o t be d i s t u r b e d d u r i n g
idler gear removal as long as the camshafts and
c r a n k s h a f t are n o t m o v e d w h e n gears are
removed.
NOTE
Refer to "No. 1 Idler G e a r " for a b e a r i n g
clearance check without disassembly.
The turbocharger, aftercooler ducts, auxiliary drive
assembly, and coupling disc must be removed from
the engine to facilitate access to the camshaft gear
train. If removal of the No. 1 idler gear or the
crankshaft gear is required, the camshaft gears, oil
112E385
Section 7
Camshaft Stubshaft
Turbocha
Drive Ge~
Spring
Drive
Gear
Assembly
Spring
Assem
Oil Slinger
No. 2
Idler C.
Stubshaft
Bearing
ankshaft
~lecessary
shaft Gear
Clearance Measurement Point
23333
7-2
78E779
Section 7
The following p a r a g r a p h s contain the removal,
inspection, and installation procedures for each
gear in the train.
C A M S H A F T DRIVE G E A R S
REMOVAL
S P R I N G DRIVE GEAR A S S E M B L Y
INSPECTION
Inspect the gear teeth for fatigue indications, cracks
or other evidence of failure. If possible, a magnaflux
inspection should be performed.
In addition to the above, also check the camshaft
gear which mates with the auxiliary drive gear for a
wear step. Normal discoloration, due to a narrow
gear mating with a wider gear, should not be
considered as a wear step.
An accurate m e a s u r e m e n t can be made using a
0.420"-0.430" diameter roller. Place the roller on the
unworn portion of the gear tooth so it is suspended
over the worn portion. The distance between the
roller and the worn gear tooth should not exceed the
limit given in the Service Data. If wear step exceeds
the wear limit, the camshaft gear and the auxiliary
drive gear should be replaced. Pitting or gouging of
the cam gear teeth, where the auxiliary drive gear
mates, indicates misalignment. The cause should be
determined before applying replacement gears.
25744
INSTALLATION
1. Install the camshaft drive gear on the stubshaft
being sure to position it on the stubshaft so the
position markings line up with the markings on
the mating parts, as shown in Fig. 7-21.
2. I n s t a l l c o u n t e r w e i g h t on s t u b s h a f t w i t h
counterweight to stubshaft marks aligned.
3. Install d o w e l s , d o w e l r e t a i n e r plate, a n d
counterweight to stubshaft bolts. Torque bolts
to specified value.
107E682
24131
Section 7
Service Data. Also clean spider bolt holes of
lubricant and c o n t a m i n a n t s , using the same
cleaner.
DISASSEMBLY
Remove the spring drive gear assembly from
the stubshaft and check for any loose gear-tospider bolts. Discard any loose bolts. This is
n e c e s s a r y b e c a u s e l o o s e b o l t s c a u s e d by
movement of the spiders due to high loads will
have d a m a g e d threads. D a m a g e d bolts will
result in unsatisfactory clamp load.
WARNING
Any attempt to disassemble the spring assembly
w i t h o u t the proper tools can be extremely
hazardous and is not recommended.
INSPECTION
Inspect the gear teeth for fatigue indications, cracks,
pits, or other evidence of failure. If possible, a
magnaflux inspection should be performed on the
gears. Inspect the idler gear bearings to see that they
are not gouged or damaged in any way. Also check
oil holes to see that they are not plugged.
INSTALLATION
. Place the spring drive gear assembly on the idler
gear stubshaft being sure the tooth position
marks are aligned as shown in Fig. 7-21.
ASSEMBLY
7-4
107E682
Section 7
6. Bar the crankshaft slightly in one direction until
there is no further dial indicator movement, and
set the indicator to zero. Bar the crankshaft in
the opposite direction until there is no further
dial indicator m o v e m e n t , and note reading.
Multiply the reading by 1.3 to obtain No. 1 idler
gear b e a r i n g c l e a r a n c e . R e f e r to limits in
Service Data.
NO. 1 IDLER G E A R
BEARING C L E A R A N C E CHECK
WITHOUT DISASSEMBLY
The No. 1 idler gear bearing clearance can be
checked without any disassembly of the engine.
1. Remove the rear left bank oil pan handhole
cover and insert the clearance checking rod
assembly into the camshaft drive housing so
that the end with the flattened side is at the
bottom.
NOTE
It may be necessary to lock the left bank
camshaft in order to provide sufficient load on
the No. 1 idler gear to obtain full movement.
This should be done if clearance does not fall
within the limits given in Service Data.
INSPECTION
Inspect the gear teeth for fatigue indications, cracks,
pits, or other evidence of failure. If possible, a
magnaflux inspection should be performed.
INSTALLATION
See "Camshaft Gear Train Assembly" information
for complete installation procedure.
NOTE
Photo at right wastaken
without the camshaft
drive housing to illustrate
the rod assembly-to-idler
gear application.
17842
17843
7-5
Section 7
IDLER GEAR S T U B S H A F T A S S E M B L Y
REMOVAL
INSPECTION
bolts.
3. Inspect upper stubshaft seal and replace, if
necessary.
C R A N K S H A F T GEAR
REMOVAL
INSPECTION
Inspect the gear teeth for fatigue indications, cracks,
pits, or other evidence of failure. If possible, a
magnaflux inspection should be performed. Inspect
the oil slinger and oil seal retainer to see that they are
not bent or damaged in any way.
INSTALLATION
See the "Camshaft Gear Train Assembly" information for complete installation procedure.
C A M S H A F T GEAR T R A I N A S S E M B L Y
INSTALLATION
7-6
114E284
Section 7
. Install the stubshaft bracket in position and
apply the three vertically centered 1/2"-20
mounting bolts with hardened washers. Finger
tighten the mounting bolts.
20376
NOTE
The No. 1 idler gear may be used if a gauge is
not available.
8. If the backlash is not within limits specified,
gently tap the stubshaft bracket with a brass
hammer until it is in position to obtain the
proper backlash.
CAUTION
20375
7-7
Section 7
9. When the stubshaft bracket is properly aligned,
tighten the b o t t o m bolt to the proper torque
and re-check the backlash.
12. When the stubshaft bracket is properly positioned, tighten the top and center mounting bolts to
the proper t o r q u e and recheck the backlash
between the idler gear gauge and the crankshaft
gear.
NOTE
One 3/8"-24 bolt is used at the edge of the
stubshaft bracket directly below the lube oil
manifold connection to the stubshaft bracket.
NOTE
if dowel holes in idler gear stubshaft bracket
do not align with holes in crankcase, drill and
ream for o v e r s i z e d o w e l s as r e q u i r e d to
p r o d u c e full c i r c u m f e r e n c e fit. See parts
catalog for listing of oversize dowels.
17. Use an air hose to blow chips and oil out of the
dowel holes.
20377
NOTE
The No. 2 idler gear and left bank camshaft
drive gear m a y be a p p l i e d a n d b a c k l a s h
reading taken between No. 2 idler gear and
camshaft drive gear if gauge is not available.
See Service Data for limits.
CAUTION
Do not tap on m a c h i n e d s u r f a c e s o f the
stubshaft bracket.
7-8
68E480
Section 7
If a new gear is used, refer to "Exhaust Valve
Timing" at the end of this section for information
on positioning and marking of gears. Timing
procedures are not required if camshaft and
crankshaft positions have not been disturbed.
. Install the No. I idler g e a r t h r u s t plate,
hardened washers, and bolts. Tighten bolts to
the proper torque and lockwire in pairs using a
crisscross pattern.
. Use a feeler gauge to check that the No. 1 idler
gear thrust clearance is within the limit specified
in the Service Data.
4. Re-check the backlash between the crankshaft
gear and the No. l idler gear as in Step 7 of
"Stubshaft Bracket Application."
PISTON C O O L I N G F L A N G E S
A N D LUBE OIL M A N I F O L D
APPLICATION
I. If the f l a n g e s c o v e r i n g the p i s t o n c o o l i n g
manifold openings on the crankcase end plate
have been removed, install the flange gaskets,
flanges, and 3 / 8 " 2 4 bolts, Fig. 7-9. Torque the
bolts to specified value and lockwire.
20378
NOTE
Parallelism may also be checked by applying
both idler gears, then checking gear teeth mesh
and t a k i n g b a c k l a s h m e a s u r e m e n t s . See
Service Data for backlash limits.
22. After a double idler stubshaft bracket has been
applied to the crankcase rear end sheet, with all
bolts torqued, the assembly should be checked
for gaps in excess of 0.10 mm (.004 '~) which
could cause a critical loss of oil pressure. To
perform this check, run a .004" feeler gauge
around the periphery of the bracket. If the feeler
gauge can be inserted into an oil passage, the
b r a c k e t m u s t be r e m o v e d a n d t h e c a u s e
eliminated.
23. Re-check the dimension between the No. 2 idler
stubshaft and the left bank camshaft stubshaft.
NO. 1 IDLER G E A R A P P L I C A T I O N
1. Apply a light coat of lubricating oil to the No. l
idler gear stubshaft and place the idler gear on
the stubshaft so the tooth position marks are
aligned as shown in Fig. 7-21.
78E779
Section 7
. A s s e m b l e the e n d a n d c e n t e r oil m a n i f o l d
sections being sure to install a gasket between
t h e m . Use 3/8"-24 bolts with l o c k n u t s and
tighten to specified value.
. I n s t a l l the p r e v i o u s l y a s s e m b l e d m a n i f o l d
s e c t i o n and the s t u b s h a f t to the left b a n k
camshaft oil line, Fig. 7-9, being sure to place
gaskets under the manifold sections. Tighten
the 3/8"-24 bolts to specified value and lockwire.
NOTE
If the stubshaft to left bank camshaft manifold
does not have the pipe plug installed, coat the
threads with high temperature thread lubricant
and install in the manifold.
20380
C A M S H A F T DRIVE H O U S I N G
APPLICATION
1. Check the camshaft drive housing seal surfaces
for burrs and wipe free of dust and dirt.
2. Apply a coat of gasket sealing c o m p o u n d to the
camshaft drive housing. Apply the gasket in
sections to the camshaft drive housing being
sure the gasket interlocks are joined properly.
3. Apply the camshaft drive housing to crankcase
bolts to the housing and wipe the crankcase end
plate clean.
. Trim the rubber crankcase to oil pan gasket
extending from the joint at the crankcase end
plate and apply gasket sealing c o m p o u n d to the
joint area.
5. Locate the camshaft drive housing in its proper
position and snug down several of the bolts to
hold it in place.
6. Install a locating pin in each side of housing,
Fig. 7-10, to act as positioning points for a dial
indicator.
. Install the camshaft drive housing alignment
g a u g e (File 771) on t h e left b a n k c a m s h a f t
stubshaft, and sweep the left bank locating pin,
Fig. 7-10. T h e c a m s h a f t drive h o u s i n g is
properly aligned when an 0.20 m m - 0.25 m m
(0.008"-0.010") reading is obtained on the dial
indicator.
7-10
112E385
Section 7
16. Install the remaining oil manifold section, being
sure to apply the proper gasket between the
m a n i f o l d and c r a n k c a s e and b e t w e e n the
manifold section previously installed and the
one being applied. Use locknuts on the bolts
connecting the two sections, and lockwire the
manifold to crankcase bolts. If the turbocharger
filter is not installed at this time, temporary
bolts and spacers should be applied to the filter
mounting bolts.
17. Install the oil slinger and the oil slinger-tocrankshaft gear bolts. Torque bolts to specified
value.
18. Prior to installation of the oil seal retainer,
measure the distance from the inner face of the
retainer mounting flange to the inner face of the
retainer tapered flange, Fig. 7-2. Then measure
the distance from the outer face of the camshaft
drive housing to the face of the oil slinger with
the crankshaft positioned toward the rear of the
engine. The difference between the two measurements should equal the clearance specified in
Service Data. If required, add or remove oil
slinger shims to obtain proper clearance.
1. Coupling Flange
2. Dust Shield
3. Cover
4. Oil Slinger
5. Mounting Pilot
6. Drive Shaft And
Gear
7. Support Housing
8. Drain
9. Bushing
Fig.7-1 1 - A u x i l i a r y Drive A s s e m b l y
MAINTENANCE
A U X I L I A R Y DRIVE A S S E M B L Y
DESCRIPTION
83E180
7-11
Section 7
Check the backlash with a dial indicator, Fig. 7-12.
Attach a small C-clamp to the coupling flange so
that clamp contacts the outer edge of the flange.
P o s ~ o n the dial indicator with the contact point
touching the C-clamp. Remove play from gear teeth
/ by turning the coupling flange. Set the dial indicator
to zero and move flange in the opposite direction of
the previous movement and note reading on dial
indicator.
C A M S H A F T ASSEMBLIES
DESCRIPTION
The camshaft assembly, Fig. 7-13, consists of
flanged segments, front and rear stubshafts, and a
spacer is used on 12, 16, and 20-cylinder engines
between the center segments. Each segment spans
three (12-cyl.), four (8 & 16-cyl.), and five (20-cyl.)
cylinders. Segment flanges are marked as shown in
Fig. 7-13 to aid in correct assembly. At each cylinder
there are two exhaust cams, one injector cam, and
two bearing journals. Two bearing blocks at each
cylinder, equipped with steel-backed lead base
babbit lined inserts, support the camshaft.
Left Bank
++
Stubshaft
Spacer
Stubshaft
?
1
Right Bank
Long Segment
Long Segment
11150
Left Bank
t
Drive
++++
Stubshaft
Stubshaft
Spacer
?
B
Right Bank
Injector Cam
Long Segment
Long Segment
23097
LONG SEGMENT
Journal
Spacer
Stubshaft
17938
7-12
114E284
Section 7
MAINTENANCE
REMOVAL
After assembly of camshaft and stubshaft, check for
concentricity between the stubshaft and camshaft
journals and m a x i m u m runout over total length of
the shaft. Support the camshaft on precision rollers
at the n u m b e r 2 and 7 (8-cyl.); I, 6, 7, and 12
(12-cyl.); 1, 7~ 10 and 16 (16-cyl.): and 1, 9, 12 and
20 (20-cyl.) camshaft bearing journals. See Service
Data for limits.
NOTE
INSTALLATION
NOTE
Stubshafts connected to segment flanges with
" A " markings are a different configuration
than those connected to segment flanges with
"B" markings.
. If cam bearing blocks have been removed from
the engine, c h e c k b e a r i n g b l o c k pads a n d
keyways for foreign material, nicks, and burrs.
Use a fine file to smooth nicks and remove
burrs, then wipe area clean. Install all bearing
blocks, putting oiler blocks to the right hand
side of each cylinder.
INSPECTION
After removal of camshaft, wash and remove all dirt
from oil passages. Visually inspect stubshafts and
segments paying particular attention to cam lobes
and journals for pitting, chipping, excessive scoring
and heat discoloration. J o u r n a l s and cams with
light pit marks, minute flat spots, and light score
marks may be reused after blending and removal of
sharp edges by hand polishing. Check inside of
dowel bolt holes for burrs, and remove.
C h e c k s e g m e n t j o u r n a l to b e a r i n g d i a m e t r i c
clearances of all camshaft and stubshaft bearings
against limits listed in the Service Data.
ASSEMBLY
7-1 3
Section 7
7. Align bearing blocks to approximate center of
b e a r i n g j o u r n a l s (if n e c e s s a r y ) by t a p p i n g
lightly with a copper or brass hammer.
NOTE
On occasion, it may be necessary to locate and
impact more than one bearing a n d / o r change
out a bearing block and cap or stubshaft
b r a c k e t in o r d e r to allow free c a m s h a f t
rotation.
CAMSHAFT COUNTERWEIGHT
APPLICATION
Rear Camshaft
I: /v-----~.CrOU~er~neights
/
{
, ~
._.=PlgieSt r~ihghtkEdg
"
e$ ~
'\
\
~
/-
- l ~ - ~
/~,' ~
~----"---'---..a'
~"
DESCRIPTION
_ ~
Position Of No. ]
\\(~rankpin
MAINTENANCE
LOCATING TOP DEAD CENTER
If it should become necessary to check the position
of the flywheel or the flywheel pointer for top dead
center, proceed as follows:
L.H. Rotation
X 184
X = 249-1/2
X 105
X 149-1/2
R.H.Rotation
X 176
X 110-1/2
X 255
X - 210-1/2
15760
Fig.7-14 - Camshaft C o u n t e r w e i g h t T i m i n g
7-14
114E284
Section 7
L E F T - H A N D R O T A T I O N ENGINE
R I G H T - H A N D R O T A T I O N ENGINE
8-C l l n d e r
Firing
Order
Top Dead
8-Cylinder
Firing Order I Top Dead Center
Center
0o
0o
45
6
2
8
45
90
135':'
180
9O
135
180
225
7
3
5
270
315
Top Dead
Center
00
12
19
45
94
120
139
165
214
240
259
285
334
7
4
3
10
9
5
2
11
8
6
I
6
146
195
10
221
3
4
240
266
315 o
12
341
0o
45
10
22-1/2
45
67-1/2
67-1/2
90
90
112-1/2
13
12
112-1/2
157-1/2
135
180
4
14
202-1/2
11
225
247-1/2
292-1/2
3
16
292-1/2
315"
315
337-1/2
0o
Oo
14
27
36
45
36
16
63
72
72
81
13
99
108
117
108
20
135
144
144
153
12
171
180
10
180
189
216
17
2
207
225
15
7
252
18
5
261
288
297
324
333
-
270
20- Cylinder
Firing Order
Top Dead Center
dinder
Top Dead Center
I
19
8
II
5
18
7
15
2
17
I0
12
3
20
6
13
4
16
9
14
112E1182
120
337-1/2"
15
270
Table
75
101
0o
135
20-C'
8
11
22-1/2
157-1/2
180
202- I / 2
225
247-1/2
Firing Order
0
26
16-Cylinder
F i r i n g O r d e r I Top Dead Center
16-C l i n d e r
Top Dead Center
Firing Order
1
8
9
16
3
6
II
14
4
5
12
13
2
7
I0
15
315
12- Cylinder
F i r i n g O r d e r ' Top Dead C e n t e r
12-C' dinder
Firing Order
225
270
243
252
279
11
288
315
324
19
351
216
22955
Section 7
NOTE
A bar of sufficient length to prevent reapplication
of the handhole cover while the bar is in place is
recommended. A flag on the end of the bar will
caution against inadvertent rotation of the
engine with the bar in place.
0--:_0-_-:_
<
20384
20386
CAUTION
<
I
20387
20385
112El182
Section 7
If timing is incorrect, check for:
No. 1
Crankpin
/
/
180
e'
a. M a r k f l y w h e e l as i n d i c a te d in Step 5.
b. M a r k f l y w h e e l as i n d i c a t e d in Step 7.
c. D e t e r m i n e n u m b e r o f d e g r e e s as
i n d i c a t e d in S t e p 8. D i v i d e by 2.
i}. . . . .
~!~
214
70
- 35
- 144
2
70
d. R o t a t e 3 5 . P o i n t e r s h o u l d i n d i c a t e
1 8 0 . If it does not, adjust p o i n t e r to
indicate 1 8 0 .
24878
21158
Fig.7-20- Timing
Exhaust Valves
CAUTION
To prevent possible valve damage, remove or
loosen all rocker arm assemblies, except the
one on the cylinder being timed. If rocker arm
assemblies are removed, hydraulic lash adjusters
s h o u l d b e c h e c k e d f o r p r o p e r c l e a r a n c e to
valve stems. See Section 5 for instructions.
C H E C K I N G E X H A U S T VALVE T I M I N G
To check timing, place a dial indicator on the rocker
arm adjusting screw as shown in Fig. 7-20. Valve
end of rocker arm must be in its highest position, so
that the exhaust valves are closed. Press indicator
down approximately 2.54 m m (. 100") and set dial to
zero.
7-17
Section 7
4. Bar engine c r a n k s h a f t o v e r in the n o r m a l
direction of rotation until the flywheel pointer
is at 105 after top dead center for the cylinder
b e i n g c h e c k e d . Install c a m s h a f t gear and
c o u n t e r w e i g h t on stubshaft, secure in place
with mounting bolts finger tight.
7, If dowel holes still do not line up but misalignment is less than 0.190 mm (.0075"), the holes
m a y be r e a m e d for i n s t a l l a t i o n of 0.005",
0.010", or 0.015" oversize dowels.
If misalignment of dowel holes is greater than
0.190 mm (.0075") proceed to Step 17.
CAUTION
Before reaming (or drilling) dowel holes; be
certain extra measures are taken to contain any
m e t a l shavings or chips to p r e v e n t their
entering oil drains or contaminating the gear
train.
a.
Drill and tap the two dowel holes for 3/4"16 N F thread with a minor diameter of
0.7031" + 0.005" - 0.000" and pitch diameter
of 0.7094" + 0.0016" - 0.0000".
b.
C o u n t e r s i n k 1.6 mm ( 1 / 1 6 " ) on g e a r
mounting side.
c.
d.
e.
f.
CAUTION
R e p e a t S t e p 3 if c a m s h a f t to c r a n k s h a f t
relationship has been disturbed.
112El182
Section 7
Camshaft drive
gear marking
\:
Crankshaft gear to
crankshaft marking.
22270
Fig.7-21 - C a m s h a f t G e a r T r a i n M a r k i n g ( L e f t - H a n d R o t a t i o n Engine)
112El182
7-19/7-20
Section 7
SERVICE D A T A
C A M S H A F T GEAR TRAIN, A U X I L I A R Y
DRIVE, A N D C A M S H A F T ASSEMBLIES
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits may be reused with the assurance that the)' will perform satisfactorily
until the next scheduled overhaul.
Crankshaft Gear
Oil slinger to oil r e t a i n e r c l e a r a n c e
S h i m s to o b t a i n
8035526
.
8035527
.
8035528
.
. . . . . . . . . . . . . . . . . . . .
2.29-2.79 m m (.090"-.110')
required c l e a r a n c e
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil r e t a i n e r 1D to c r a n k s h a f t gear
sealing surface O D radial c l e a r a n c e
. . . . . . . . . . . . . . . . . . .
0.25 m m (.010")
0.51 m m (.020")
0.76 m m (.030")
0.38-0.51 m m (.015"-.020")
0.05 m m (.002')
Gear Backlash
C r a n k s h a f t gear to No. l idler
New
. . . . . . . . . . . . . . . . . .
0.18-0.36
No. ! idler to No. 2 idler on spring
drive g e a r a s s e m b l y
New
. . . . . . . . . . . . . . . . . . . . . . . .
0.18-0.36
No. 2 idler on spring drive g e a r a s s e m b l y
to c a m s h a f t drive - N e w
. . . . . . . . . . . . . . . . . . . . . . . . .
0.18-0.41
C a m s h a f t drive to c a m s h a f t drive - N e w
. . . . . . . . . . . . . . . . .
0.18-0.56
A u x i l i a r y drive to c a m s h a f t g e a r - N e w
. . . . . . . . . . . . . . . . .
0.25-0.56
M a x . (all gears a b o v e )
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T u r b o c h a r g e r drive to t u r b o c h a r g e r New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.15-0.35
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
m m (.007"-.014")
m m (.007"-.014")
m m (.007"-.016")
m m (.007".022")
m m (.010"-.022")
0.64 m m (.025")
m m (.006"-.014")
0.51 m m (.020")
Gear Train
(Idler gears a n d s t u b s h a f t s include sleeve a n d b e a r i n g s w h e r e applicable.)
No. 1 idler g e a r a s s e m b l y ( t h r o u g h bolted, fixed b e a r i n g s t u b s h a f t a s s e m b l y )
Idler g e a r b o r e d i a m e t e r
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
l I7.48-117.50 m m ( 4 . 6 2 5 " 4 . 6 2 6 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
117.58 m m (4.629')
107E682
7-21
Section 7
Stubshaft diameter
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
117.27-117.35 m m ( 4 . 6 1 7 " 4 . 6 2 0 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
117.14 m m ( 4 . 6 1 2 ' )
Idler gear to stubshaft clearance
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.13-0.23 mm (.005".009')
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.43 m m ( . 0 1 7 ' )
Thrust clearance
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.20-0.51 m m ( . 0 0 8 " - . 0 2 0 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.71 m m ( . 0 2 8 ' )
No. 2 idler gear assembly (part of spring drive gear assembly)
Idler gear bore diameter
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101.73-101.75 m m ( 4 . 0 0 5 " - 4 . 0 0 6 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101.83 m m ( 4 . 0 0 9 ' )
Stubshaft diameter
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101.58-101.62 m m ( 3 . 9 9 9 " - 4 . 0 0 1 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
101.52 m m ( 3 . 9 9 7 ' )
Idler gear to stubshaft clearance
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.10-0.18 mm (.004"-.007")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.30 m m (.012")
Thrust clearance
New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.14-2.11 m m ( . 0 4 5 " . 0 8 3 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.31 m m (.091")
Auxiliary Drive
Housing
Pilot diameter
New
. . . .
Min . . . . . .
Bearing diameter
New
. . . .
Max . . . . . .
Thrust dimension
New
. . . .
Min . . . . . .
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
(in s u p p o r t h o u s i n g a f t e r line
. . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . .
. . . . .
. . . . .
reaming)
. . . . .
. . . . .
. .
215.85-215.88 mm (8.498"-8.499")
. . . . . . . . . .
215.80 mm (8.496')
.
63.564-63.589 mm (2.5025"-2.5035")
. . . . . . . . . .
63.65 m m ( 2 . 5 0 6 ' )
. . . . . . . . . . . . . . . . . . . . . . . . .
164.77-164.97 m m ( 6 . 4 8 7 " 6 . 4 9 5 " )
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
164.54 m m (6.478")
Drive Shaft
Bearing diameter New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63.48-63.50 mm (2.499"-2.500")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63.462 mm (2.4985")
Thrust dimension New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
165.23-165.30 m m ( 6 . 5 0 5 " - 6 . 5 0 8 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
165.40 m m (6.512")
7-22
23E883
Section 7
SERVICE DATA
(Co t'd
Clearance
Shaft to bushingNew
. . . .
Max.
. . . . . .
Thrust New
. . . . . .
Max.
. . . . . .
.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0 . 0 6 4 - 0 . 1 1 4 m m (.0025"-.0045")
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.190 m m ( . 0 0 7 5 ' )
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.43-3.81 m m (.135"-.150")
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.11 m m (. 162")
. . . . .
63.40-63.45 m m (2.496"-2.498")
. . . . . . . . . . . . .
63.37 m m (2.495")
. . . . . . . .
0.05-0.15 m m (.002"-.006")
. . . . . . . . . . . . . .
0.25 m m (.010")
T a p e r in l e n g t h o f j o u r n a l - M a x .
Runout (journal) T.I.R. when supported on adjacent journals Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R u n o u t ( b a s e circle r e l a t i v e t o j o u r n a l ) - M a x . . . . . . . . . . . . . . . . . . . . . . . .
M o u n t i n g f l a n g e ( n o t c o n v e x ) flat w i t h i n * - M a x . . . . . . . . . . . . . . . . . . . . .
Mounting flange square with longitudinal centerline
within T.I.R.* - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.02 m m (.001")
0.05 m m (.002")
0.05 m m (.002")
0.013 m m ( . 0 0 0 5 ' )
0.02 m m (.001")
* ( C o r r e c t b y g r i n d i n g faces)
Concentricity between stubshaft and camshaft journals and
maximum runout over total length of shaft (T.I.R.) - Max . . . . . . . . . . . . . . . .
0.10 m m (.004")
D o w e l b o l t h o l e s in f l a n g e s
One hole - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.15 m m ( . 4 3 9 ' )
Three holes - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.738 m m ( . 5 0 1 5 ' )
Stubshaft journal diameter New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63.40-63.45 m m (2.496"-2.498")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63.37 m m ( 2 . 4 9 5 ' )
Diametric clearance, journal to bearing New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0 . 0 8 9 - 0 . 1 9 0 m m (.0035"-.0075")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.25 m m (.010")
Stubshaft thrust clearance New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.18-0.38 m m ( . 0 0 7 ' - . 0 1 5 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.64 m m (.025")
D i m e n s i o n b e t w e e n t h r u s t faces - M a x . . . . . . . . . . . . . . . . . . . . . . . . . .
106.55 m m (4.195")
Camshaft Timing
I d e a l t i m i n g setting, v a l v e o p e n 0.36 m m ( 0 . 0 1 4 ' ) - A . T . D . C . . . . . . . . . . . . . . . . . . . .
T i m i n g o r n e w g e a r t r a i n n o t earlier t h a n - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
or
at 0.36 m m (0.014") v a l v e o p e n i n g A . T . D . C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Limit of lag - camshaft behind crankshaft due
to worn gears - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
or
at 0.36 m m (0.014") v a l v e o p e n i n g - A . T . D . C . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flywheel pointer setting - T.D.C. of No. 1 cylinder
112E385
7-23
. . . . . . . . . . . . . . . . . . . . . . . . . . .
106
2
104
4
110
0
Section 7
E Q U I P M E N T LIST
Part No.
Feeler gauge ,~et . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gasket sealing c o m p o u n d (0.47 liter [1 pt.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
No. I idler gear clearance checking spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dial indicator
.............................................
Thread lubricant, high temperature (0.946 liter [1 qt.]) . . . . . . . . . . . . . . . . . . . . . . .
Loctite cleaner activator (0.17 kg [6 cz.])
..............................
No. 1 idler gear clearance checking bar
...............................
Camshaft stubshaft plug
.......................................
Loctite sealing c o m p o u n d (250 cc bottle)
..............................
No. 1 idler gear to crankshaft gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Idler gear stubshaft to camshaft stubshaft gauge
..........................
No. 1 stubshaft to No. 2 stubshaft gauge
..............................
Camshaft drive housing alignment gauge
..............................
Camshaft drive housing alignment wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-24
8067337
8178639
8121868
8255423
8278929
8352873
8466308
9082284
9085183
File 768
File 769
File 770
File 771
File 772
112E385
SECTION 8
AIR INTAKE A N D E X H A U S T S Y S T E M S
CONTENTS
PAGE
TURBOCHARGER
CONTENTS
TURBOCHARGER CONVERSION
PROCEDURES
DESCRIPTION
8-1
REMOVAL
8-2
A I R BOX I N S P E C T I O N
8-3
8-3
8-3
LUBE SYSTEM M A I N T E N A N C E
8-4
AIR F I L T E R I N S P E C T I O N
8-4
INSTALLATION
8-4
PAGE
8-6
8-6
OIL BATH F I L T E R A S S E M B L Y
8-7
EXHAUST MANIFOLD
DESCRIPTION
8-8
MAINTENANCE
8-9
SERVICE DATA
8-5
FINAL ASSEMBLY
8-6
ENGINE START
8-6
112El182
REFERENCES
8-11
SPECIFICATIONS
8-11
E Q U I P M E N T LIST
8-12
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
AIR INTAKE A N D E X H A U S T S Y S T E M S
TURBOCHARGER
DESCRIPTION
The turbocharger assembly, Fig. 8-1, is primarily
used to increase engine horsepower and provide
b e t t e r fuel e c o n o m y t h r o u g h the u t i l i z a t i o n of
e x h a u s t gases. As s h o w n in cross-section, the
t u r b o c h a r g e r has a single stage t u r b i n e with a
connecting gear train. The connecting gear train is
necessary for engine starting, light load operation,
a n d r a p i d a c c e l e r a t i o n . U n d e r these c o n d i t i o n s
there is insufficient exhaust heat energy to drive the
turbine fast enough to supply the necessary air for
combustion, and the engine is actually driving the
t u r b o c h a r g e r t h r o u g h the gear t r a i n assisted by
exhaust gas energy. When the engine approaches
full load, the heat energy in the exhaust, which
reaches temperatures approaching 538 C (1000 F),
is sufficient to drive the turboeharger without any
help from the engine. At this point, an overrunning
c l u t c h in t h e drive t r a i n d i s e n g a g e s a n d the
t u r b o c h a r g e r drive is mechanically d i s c o n n e c t e d
from the engine gear train.
Exh~
Duc
Con
Scr(
iliary
e
ning
Air
Inlet
Oil
Op~
eller
28412
28413
Fig.8-1 - Turbocharger A s s e m b l y
112E385
8-1
Section 8
t o r q u e , locking the cam plate to the stationary
clutch support. This locking action prevents the ring
gear from turning. Because the planet gear shafts are
driven as a part of the carrier shaft, the planet gears
rotate in the locked ring gear to drive the sun gear on
the turbine shaft. When the exhaust energy becomes
great enough to drive the turbine without help from
the engine, the torque at the sun gear, planet gears,
and ring gear reverses direction. This causes the
rollers to move to the wide end of the cam plate
p o c k e t , u n l o c k i n g the c l u t c h , p e r m i t t i n g it to
overrun, and allowing the ring gear to rotate. From
this point on, with increased load and speed, the
t u r b o c h a r g e r overruns the engine drive and the
planet gears slowly turn the ring gear.
MAINTENANCE
A t u r b o c h a r g e r lifting sling, Fig. 8-2, is
available which maintains the proper attitude
of the turbocharger during removal. Refer to
Service Data for lifting sling and eye-bolt part
numbers.
REMOVAL
1. Disconnect and remove the water lines to and
from the aftercooler assemblies.
. It is advisable to remove the aftercoolers from
the ducts rather than to remove them as an
assembly, because of the weight involved.
NOTE
P r o c e d u r e s for removal and installation of
aftercoolers are contained in Section 10 of this
manual.
3. R e m o v e the oil line clamp from the right
aftercooler duct.
4. Remove both aftercooler duct assemblies.
5. R e m o v e the a u x i l i a r y drive a s s e m b l y (if
provided).
22307
7. R e m o v e the e x p a n s i o n j o i n t b e t w e e n the
turbocharger and the engine exhaust manifold.
112E1 t 8 2
1
2.
3.
4.
5.
6.
7.
8.
9.
10.
Exhaust Duct
Turbine Inlet Scroll
Sealing Rings
Overrunning Clutch
Carrier Drive Gear
Carrier Shaft Assembly
Roller Bearing
Turbo Idler Gear
Planet Gears
Support Assembly
11.
12.
13.
14.
15.
16.
17.
18.
19,
20.
Nozzle Ring
Turbine Wheel
Compressor Diffuser
Compressor Discharge Scroll
Exhaust Diffuser
Impeller
Impeller Seal
Air Inlet Assembly
Compressor Bearing
Spherical Seat Thrust Bearing
107E682
Section 8
CAUTION
Before removing the turbocharger, be sure to
remove (if applied) two studhead bolts which
hold the a f t e r c o o l e r piping b r a c k e t to the
turbocharger.
NOTE
Engine timing will not be d i s t u r b e d d u r i n g
turbocharger removal as long as the camshafts
and crankshaft are not moved when gears are
disengaged.
P R E P A R A T I O N FOR INSTALLATION
The following Steps should be adhered to if the
turbocharger is being replaced because of a failure,
if not, some of the Steps m a y be i g n o r e d . The
t u r b o e h a r g e r should remain in the shipping
container until actual application.
29089
112E385
Trap Box
8-3
Section 8
INSTALLATION
NOTE
If camshaft to crankshaft relationship has been
disturbed, engine timing must be checked
b e f o r e installing t u r b o c h a r g e r . R e f e r to
Section 7 for engine timing procedures.
I. Apply the lifting device to the turbocharger as
described in the turbocharger removal procedure.
(The turbocharger shipping container, plus the
masking of all openings on the turbocharger is
the best p r o t e c t i o n and i n s u r a n c e a g a i n s t
damage, rust, and contamination that can be
given the turbocharger prior to installaiion.)
2. T o d e t e r m i n e the i m p e l l e r eye c l e a r a n c e ,
remove the air inlet collar. Chalk mark an
impeller blade at the 12 o'clock position so that
the impeller can be returned to this position
when the eye c l e a r a n c e is r e c h e c k e d a f t e r
t u r b o c h a r g e r installation. T w o sets of feeler
gauges should be used when making this check.
Clearances should be determined with a heavy
drag on the feelers. Perform check as follows:
CAUTION
Inspect the exhaust silencer (if applied) for
foreign material and r e m o v e a n y which may be
found.
a.
b.
L U B R I C A T I N G OIL S Y S T E M
1. Remove the disposable turbocharger oil filter
and the soak back oil filter elements. Install new
elements and check that the filter bowls are full
of clean lubricating oil, and that the springs and
gaskets are in place.
2. If required, drain and completely clean the
system.
a.
b.
c.
d.
A I R I N T A K E FILTER I N S P E C T I O N
112E1182
Section 8
the lifting device. Snug up bolts, but do not
tighten.
13439
If a d i f f e r e n t a f t e r c o o l e r core is to be installed,
proper core alignment to the duct must be ensured
before application can be made. The air ducts must
be removed from the engine to accomplish alignment.
112E385
Section 8
FINAL ASSEMBLY
TURBOCHARGER CONVERSION
T u r b o c h a r g e r s o p e r a t i n g on l e f t - h a n d r o t a t i n g
engines can be converted to operate on right-hand
r o t a t i n g engines. T u r b o c h a r g e r s on r i g h t - h a n d
rotating engines can also be converted to left-hand
operation.
A I R I N T A K E FILTER
Air entering the engine must be thoroughly cleaned
by passing through air intake filters to protect the
power assemblies from abrasive material as well as
to protect the lubricating oil from contaminants.
FIBERGLASS FILTER
(DISPOSABLE TYPE)
DESCRIPTION
The fiberglass filter assembly, Fig. 8-5, consists of a
w e l d e d steel h o u s i n g c o n t a i n i n g two or m o r e
d i s p o s a b l e bag type e l e m e n t s . The basic filter
assembly is mounted on the unit and connected to
the turbocharger inlet by a flexible sleeve. Optional
assemblies include both indoor and outdoor remote
m o u n t i n g v e r s i o n s p r o v i d e d with an air i n t a k e
silencer b o x for d u e t w o r k c o n n e c t i o n to the
turbocharger.
112E385
Section 8
.
18029
MAINTENANCE
The fiberglass bag filter elements, Fig. 8-6, should
be replaced at intervals as specified in the Scheduled
Maintenance Program in Maintenance Instruction
M.I. 1722. However, operating conditions may
warrant more frequent intervals which may be
indicated by activation of the engine air filter alarm.
MAINTENANCE
Oil bath air intake filters should be serviced at
intervals as specified in the Scheduled Maintenance
Program.
OIL SUPPLY
18993
Remove the oil fill plug and add oil until the
reservoir is full. The oil level should never be
below the center of the sight glass.
DESCRIPTION
The oil bath filter assembly, Fig. 8-7, is a fabricated
rectangular housing designed for remote outdoor
installation. The unit has a rain shield extending
112El182
8-7
Section 8
16530
EXHAUST MANIFOLD
DESCRIPTION
The exhaust gases from the engine cylinders are
discharged from the cylinder heads into the exhaust
manifold, Fig. 8-8, and to the turbocharger turbine.
Going through the turbine, the gases expand to
atmospheric pressure, pass through the turbocharger
ducting, and are then expelled from the engine.
8-8
112El182
Section 8
27471
Fig.8-8 - Exhaust M a n i f o l d ( 1 6 - C y l . )
Torque Wrench
MAINTENANCE
Inspect the adapter and screen assembly between
rear e x p a n s i o n j o i n t a n d c h a m b e r a s s e m b l y for
condition of screen. If foreign material is present in
the exhaust manifold, it is recommended that the
screen be magnaflux inspected. If provided, remove
i n s p e c t i o n plate to view a d a p t e r a n d screen
assembly. Reapply using new gasket and torque
bolts to specified value.
...............
Long Adapter _~
~'~
~
...
NOTE
The trap type screen must be inspected and
cleaned at intervals specified in the Scheduled
Maintenance Program.
The exhaust manifold is essentially "maintenance
free," but should the manifold be disassembled for
any r e a s o n , the f o l l o w i n g a s s e m b l y p r o v i s i o n s
should be observed.
When applying the exhaust manifold gasket it is
important that the gasket be positioned properly,
and that the bolts be torqued and retorqued as
recommended. Gasket should be applied as follows:
17688
17689
112E385
8-9
Section 8
t o r q u e is 176 N ' m (130 ft-lbs). W h e n long
adapter, Fig. 8-9, is used the torque wrench dial
should show 103 N ' m (76 ft-lbs). This will
provide the required 176 N'm (130 ft-lbs). When
short adapter, Fig. 8-9, is used, the torque
wrench dial should show 176 N'm (130 ft-lbs)
for the required torque.
NOTE
To correctly torque the center bolts, the torque
wrench must be attached to the long adapter in
a straight line as shown in Fig. 8-9.
8-10
112El182
Section 8
SERVICE DATA
AIR INTAKE AND EXHAUST SYSTEMS
REFERENCES
Conversion Of Marine Turbochargers For Opposite Engine Rotation
Marine Engine Air Filter
...................................
Marine Unit Installation
...................................
............
M.I. 276
M.I. 442
M.I. 3600
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
2. Minimum, m a x i m u m , and tolerance measurements are provided as service limits. A t time o f rebuild or
an.v time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits m a y be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul.
Right Bank
(6) 7/16"-!4 x 1-7/8" bolts (use w/spline nuts)
(2) 7/16"--14 x I-1/4" bolts
(8) 7/16" hardened washers
Left Bank
(7) 7/16"-14 x 1-7/8" bolts (use w/spline nuts)
(1) 7/16"-!4 x 1-I/4" bolt
(8) 7/16" hardened washers
Clearances And Backlash
Backlash between camshaft and auxiliary drive gears
..........
8-11
0.25-0.56 mm (.010"-.022")
0.0 mm (.000")
0.0 mm (.000")
Section 8
E Q U I P M E N T LIST
Part No.
Gasket sealing c o m p o u n d (0.47 liter [1 pt.])
...........................
Thread lubricant, high temperature (0.946 liter [1 qt.])
.....................
Turbocharger lifting sling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tulbocharger lifting eye-bolts
...................................
Exhaust manifold torque tool kit
.................................
Long adapter
...........................................
Short adapter
...........................................
Extension
.............................................
Torque wrench
..........................................
8-12
8178639
8278929
8293333
8496116
8463511
8463512
8463513
8463514
8463515
112E385
SECTION 9
LUBRICATING OIL SYSTEM
CONTENTS
PAGE
CONTENTS
PAGE
MAIN L U B R I C A T I N G OIL S Y S T E M
9-1
LUBE OIL C I R C U L A T I N G P U M P
9-17
9-2
9-17
S C A V E N G I N G OIL S Y S T E M
9-2
9-I7
OIL G A U G E
9-2
LUBE OIL F I L T E R
9-18
L U B R I C A T I N G OIL P R E S S U R E
9-3
LUBE O I L C O O L E R
9-19
P I S T O N C O O L I N G OIL P R E S S U R E
9-3
AUXILIARY TURBOCHARGER
OIL F I L T E R
9-19
9-3
P R E S S U R E R E L I E F VALVE
9-3
LUBE OIL F I L T E R
9-20
P I S T O N C O O L I N G OIL PIPE
9-4
LUBE O I L C O O L E R
9-21
C H E C K I N G OIL VISCOSITY
9-5
PRELUBR1CATION OF ENGINES
9-21
C H A N G I N G OIL
9-5
OIL SYSTEM I N F O R M A T I O N
9-22
OIL S T R A I N E R H O U S I N G
9-6
SERVICE DATA
LUBE OIL S E P A R A T O R
9-7
REFERENCES
9-23
9-9
SPECIFICATIONS
9-23
UNATTACHED ACCESSORIES
9-20
S C A V E N G I N G OIL P U M P
9-13
T Y P I C A L LUBE OIL S Y S T E M
CAPACITIES
9-24
T U R B O C H A R G E R OIL F I L T E R
9-15
E Q U I P M E N T LIST
9-25
S O A K BACK OIL S Y S T E M
9-16
112El182
SECTION
645E7C/F7B
Marine Engine/Systems
ELECTRO-MOTIVE
L U B R I C A T I N G OIL S Y S T E M
DESCRIPTION
M A I N LUBRICATING
OIL SYSTEM
From Engine
Oil Pan
Q
From Lube
I Oil Cooler
To Lube
/
Oil Filter
1.
2.
3.
4.
5.
6.
9-!
Section 9
Oil from the main lube oil manifold enters the gear
train at the rear of the engine, at the idler gear
stubshaft bracket. Oil passages in the stubshaft
bracket distribute the oil. One passage conducts oil
to both the right and left bank camshaft drive gear
stubshaft brackets and to a manifold connected to
the turbocharger oil filter. After passing through the
filter, the oil enters the return line in the manifold
and flows back to the idler gear stubshaft. A passage
in the idler gear stubshaft bracket directs lube oil to
the upper and lower stubshaft bearings. Filtered oil
enters the turbocharger oil system from the upper
idler gear stubshaft.
S C A V E N G I N G OIL SYSTEM
The scavenging oil system pump, Fig. 9-1, takes oil
through the scavenging oil strainer from the oil pan
sump or reservoir. The pump then forces the oil
through the oil filters and oil cooler which are
located near the engine. Oil then returns to the
strainer housing to supply the main lube oil pump
and piston cooling oil pump with cooled and filtered
oil. Excess oil spills over a dam in the strainer
housing and returns to the oil pan.
OIL GAUGE
An oil level gauge, Fig. 9-2, extends from the side of
the oil pan into the oil pan sump. The oil level
should be maintained between the low and full
marks on the gauge, with the reading taken when the
engine is at idle speed and the oil is hot.
22847
75E480
Section 9
MAINTENANCE
MAIN LUBRICATING OIL
PRESSURE
Adequate lubricating oil pressure must be maintained
at all times when the engine is running.
Upon starting and idling the engine, it should be
n o t e d t h a t the oil p r e s s u r e builds up a l m o s t
immediately. In the event of cold oil, the pressure
may rise to the relief valve setting of approximately
862 kPa (125 psi).
Lubricating oil pressure is not adjustable. The
operating pressure range is d e t e r m i n e d by such
things as manufacturing tolerances, oil temperature,
oil dilution, wear, and engine speed. The pipe plug
can be removed f r o m the opening in the pump
discharge elbow and a gauge installed to determine
the pressure.
21450
LUBE OIL P R E S S U R E
RELIEF V A L V E
DESCRIPTION
M A I N LUBE OIL A N D P I S T O N
C O O L I N G OIL M A N I F O L D
DESCRIPTION
The main lube oil and piston cooling oil manifold,
Fig. 9-3, is a one piece casting with cored passages.
The manifold is mounted and doweled in the front
end plate, under the accessory drive cover. Connecting
tubes passing through the accessory drive cover,
protected against leakage by seal rings, connect the
manifold to the discharge side of the main lube oil
and piston cooling oil pumps.
MAINTENANCE
The oil pressure relief valve should be removed and
the parts inspected at intervals specified in the
Scheduled Maintenance Program.
D i s a s s e m b l e the valve a n d wash all the p a r t s
thoroughly. As stated on the safety plate on the
valve, back off the valve guide all the way before
removing the valve holder and spring.
Section 9
Check that the outside diameter of the valve stem is
not less than the minimum limit.
Also, check for a possible bent valve or distorted
face b y c h e c k i n g the squareness of the valve face to
the stem, measuring from the outer edge of the valve
face. Total indicator reading should be as specified.
INSTALLATION
When installing relief valve on engine, make sure
that the bypass port is positioned in the downward
direction, Fig. 9-3.
RE
Hc
S E T T I N G OIL P R E S S U R E
RELIEF V A L V E
Va
Re
Bo
19714
F i g . 9 - 4 - L u b e Oil P r e s s u r e Relief V a l v e
VALVE SPRING
P I S T O N C O O L I N G OIL PIPE
DESCRIPTION
VALVE GUIDE
Using a telescoping gauge, check the valve guide
inside diameter.
If the inside diameter is rough or lightly scuffed,
clean up the bore but do not exceed the m a x i m u m
diameter.
MAINTENANCE
VALVE
The small end of the gauge fits into the nozzle of the
pipe and by bringing the piston to bottom center the
gauge should enter the inlet hole in the piston carrier
9-4
78E779
Section 9
Operating an engine with badly oxidized oil or poor
oil filtration will result in oil cooler core plugging,
c a r b o n b u i l d u p on p i s t o n u n d e r c r o w n s , ring
grooves, oil rings, and piston pin bearing grooves,
and limitation of oil flow to the main and conn e c t i n g rod bearings and s u b s e q u e n t engine
damage.
To provide protection to the engine, the oil and
system components should be carefully observed for
proper functioning and corrective measures taken
where necessary. Oil and filter change periods
should be followed closely since the oil is not only
oxidizing, but contaminants are coming into the
engine from fuel combustion, as well as the normal
airborne contaminants which are not caught by the
air filters. It is therefore beneficial to drain the oil
and eliminate these contaminants as specified in the
Scheduled Maintenance Program.
\
Piston Carrier
C H A N G I N G OIL
Engine lube oil should be drained, filters replaced,
a n d strainers a n d screens cleaned at intervals
outlined in the Scheduled Maintenance Program.
Before the oil is drained, its viscosity should be
checked for any indication of fuel dilution. If fuel
leakage is indicated, the leak should be corrected
before charging the engine with new oil.
GENERAL PROCEDURE
11330
Fig.9-5
C H E C K I N G OIL V I S C O S I T Y
Oil viscosity should be checked at intervals as
specified in the Scheduled Maintenance Program.
By comparing the viscosity at different intervals,
t a k e n at the same t e m p e r a t u r e , excessive fuel
dilution may be detected by an unusual drop in
viscosity. Excessive oxidation of the oil may be
detected by an unusual rise in viscosity within the
recommended oil drain periods. The viscosity limits
are directly related to the type of oil being used and
the type of viscosity measurements being made. The
oil suppliers will furnish these values, which should
correspond to a maximum of 5% fuel dilution and a
35% viscosity rise.
78E779
9-5
Section 9
9. Install clean strainers and screens. Install new
elements in filter containers. Prepare system to
receive new oil.
CAUTION
Ensure that strainer housing internal drain
valves are closed and oil strainer is filled to
overflow before starting engine.
Sufficient oil will be retained in the housing to
supply main lube and cooling oil pumps on
starting. Engine oil level is shown on the oil
gauge. P o u r a liberal q u a n t i t y of oil over
cylinder heads and top deck components before
starting.
11. Inspect engine prior to starting, then start
engine. Check oil level with engine at idle speed.
If oil level is not to "full" mark on gauge, add oil
to bring level to "full" mark, with engine at idle
speed and with hot oil.
NOTE
Under some conditions the oil level may be
above the bottom of the oil pan handholes, so
care must be taken when the oil pan handhole
covers are removed.
OIL S T R A I N E R H O U S I N G
DESCRIPTION
The oil strainer housing, Fig. 9-6, is a large boxshaped cast aluminum housing which is mounted on
the right front side of the engine on the accessory
drive cover. It contains independent strainers for the
main oil pump supply and scavenging oil pump.
There are two strainers for the main lube pump oil
and one strainer screen for scavenging pump oil,
with a separate oil inlet and discharge for each of the
systems.
The two main lube oil pump strainers, Fig. 9-7, each
consists of a replaceable element of a pleated
perforated metal core covered with mesh screening,
and a metal cylinder which encloses the element.
The cylinder prevents collapse of the element in the
event of a high pressure drop. The element is
attached to the cylinder by a through bolt in the
cylinder which runs through the base of the element
and is secured with a locknut. The unperforated
14096
78E779
Section 9
The flow of oil is from the bottom of the strainer
between the cylinder and the mesh screen, through
the mesh screen and the perforated metal core into
the center of the element, then out the top of the
strainer.
MAINTENANCE
Lube oil strainers should be removed at each oil
c h a n g e and s t r a i n e r s a n d h o u s i n g t h o r o u g h l y
cleaned, using a petroleum solvent.
As previously described, the engine lube oil strainers
have a seal of oil under pressure in addition to the
seal rings. The oil under pressure will leak out under
the strainer flanges if the seal rings are not seated
p r o p e r l y or are d a m a g e d . W h e n s t r a i n e r s are
replaced, care should be taken to see that the sealing
surfaces are free from nicks and scratches and seal
rings are in good condition. Also, that the oil
passages to the seals are open and clear.
LUBE OIL S E P A R A T O R
DESCRIPTION
The oil separator, Fig. 9-10, is an elbow-shaped
housing containing a securely held wire mesh screen
element. It is mounted on the turbocharger housing.
An ejector assembly m o u n t e d on the s e p a r a t o r
cover is c o n n e c t e d to the e d u c t o r tube in the
exhaust stack by a flanged flexible tube. Air under
pressure passing t h r o u g h the ejector assembly
creates a suction which draws up engine oil vapors
through the screen element. In addition, the eductor
tube inserted into the turbine exhaust also creates a
suction on the oil vapors. The oil collects on the
screen element and drains back into the engine. The
remaining gaseous v a p o r is discharged into the
exhaust stack and vented to the atmosphere.
14030
9-7
Section 9
Housing Drain Valve
(Lift & Turn To Drain
Close Before Refilling)
Oil Inlet
Oil Drain Passage
I
28555
22507
MAINTENANCE
The screen should be removed f r o m the oil
separator and cleaned at intervals specified in the
Scheduled Maintenance Program.
112E385
Section 9
DESCRIPTION
The main lube oil and piston cooling oil pumps,
Fig. 9-11, are contained in one housing. The two
pumps are separated by a spacer plate between the
sections of the pump body. Each has its individual
oil inlet and discharge opening. The piston cooling
pump gears at the end are narrower than the lube oil
pump gears. The lube oil and piston cooling oil
pump assembly is mounted in the center of the
accessory drive housing and is driven by the
accessory drive gear.
MAINTENANCE
10442
NOTE
In the following "Disassembly" amd "Assemb l y " p r o c e d u r e s , disregard references to
"center body" for 8 and 12-cylinder engines.
Also disregard "center g e a r " for 8 and
12-cylinder engines.
DISASSEMBLY
1.
2.
3.
4.
5.
Inner Bushing
12.
Drive Shaft
13.
Lube Oil Pump Drive Gear
14.
Lube Oil Pump Drive Gear Assy. 15.
Collar
16.
Piston Cooling Drive Gear
Front 13ushin
Washer
Shaft Nut
Shaft Sleeve
Cover
~ i
~
i
i
L
L~ - - ~ "
Fig.9-12 - Main Lube Oil And Piston Cooling Oil Pumps, Cross-Section (16 & 20-Cyl.)
1 12E385
9-9
22410
Section 9
. Using a rawhide mallet, tap the front body at
the inlet and outlet openings, to remove the
front body, cover, idler shaft, and outer driven
gear as an assembly, Fig. 9-12.
INSPECTION
PUMP BODIES
I. Check the surface of the pump bodies for nicks,
dents or scratches which may have protrusions
above the normal surface. S m o o t h down any
evidence of roughness.
CAUTION
If shaft is pressed down too far, the piston
cooling pump gear key will shear the collar in
the spacer plate.
.
. R e p l a c e the b u s h i n g s if any o t h e r a d v e r s e
conditions exist. Details of construction and
application of bushing installation and removal
tools are shown in Fig. 9-13.
SPACER
GEARS
NOTE
P u m p drive gear and shaft assembly should
not be separated unless gear is being replaced
or is required for use as a " d u m m y " gear during
backlash adjustment of governor drive gear.
CLEANING
Clean all the individual parts of the pump using a
petroleum solvent. After cleaning, dry the parts with
compressed air.
78E784
Section 9
^o
I~
Installaiion Tool
3 -1 8 m,, m
60.20-59.94 mm Din.
\
(2.370"-2.360")
"
\ \ . (1/8).~.~
I
\
I
I~
0.79 mm
...........:..~.,.............
',
(1/32") R.
Ii ~-;!":~" v !: i;iJi~'~;~----f
L~
'
,,
(1/16)x
#-',:;~
~z.uo mm
45,,1.... ~ ( 3 - 5 / 8 " )
~
~::i
7;~;~::,
Dia.::
,~
,~
~
,,
~ 25.4mm(1 )
'~
~
V l
,~
,,
~ ,_,
i,~::~i;{~~
(3-3/4)
~/O.81mm,2")
Front Bod 'Assembly
Rear Body
,~%~1\
~"~ ~
Bushing
3.18 mm ( 1 / 8 )
Carburized
'Hardened & Ground
0.76 mm (.030") Finish
Case
INSTALLATION
'
I
. t~ushing
63.37-63.12 mm Dia.
(2.495"-2.485")
60.20-59.94 mm Dia.
(2.370"-2.360")
~ _ _
3.18 mm (1/8")
0.40 mm ~ 6 " 3 5
mm
(1/64") R. 1 ~ 3 0 ~ (1/4")
65.15-64.90 mm Dia'~.~.
1020 H.R.S. Carburized
(2.565"-2.555")
I~i-;~::!~
::' ::i?:; G
Hardened & Ground
'~i.~:~
(',38.10 mm
0.76 mm (.030") Finish
o79
i:(1-1/2")
Case
(1/32") R. ~
!!:'i .......
....
68.33-68.O7 mm Dia.
(2.690"-2.680")
o.
~ \
J_
101.60 mm (4")
Removal Tool
/
~..~,
I!i!i)il.
:~.i""
'
:-,',
'J
~,',.,~!
.~ii17~i~i1
Ji~"
;~q2
3.18 mm
(1/8")
~J
(1/64") R.
mm
(1/4")
63.37-63.12 mm Dia. ::
(2.495"-2.485")
::
Front Body~s:egmbly
Bushing
24132
REMOVAL
Fig.9-13 - Oil Pump Body Bushing Tools
NOTE
ASSEMBLY
. Place the mounting flange of the cleaned and
inspected rear body, Fig. 9-12, in the bench vise
with the drive shaft bore facing up.
78E784
Section 9
55.63-55.37 mm Dia.
(2.190"-2.180")
1.59 mm
.~
G (1/1 6") x 45
120.65 mm
(4-3/4")
12. Make sure that sleeve and drive shaft are free of
dirt, oil, and grease. Spray cleaner activator on
the I.D. of the sleeve and the O.D. of the shaft,
and wipe off.
0.40 mm
(1/64")
Max. Rad.
~,. ,. ,
tSY:.t-,'.~<
\-.\\\\
""->X~
\ \ \ \ \
\ ,:i'z}.'g
6.35 mm
(1/4") L
NOTE
-
"":"
J i.
15 o
50.67-50.42 mm Dia.
( 1.995 "- 1.985")
24133
CAUTION
78E784
Section 9
ASSEMBLY INSPECTION
SCAVENGING
OIL P U M P
DESCRIPTION
The scavenging oil pump, Fig. 9-16, is a positive
displacement, helical gear type pump. The pump
body, split transversely for ease of maintenance,
contains sets of mated pumping gears. The driving
gears are retained on the pump drive gear shaft by
keys. The idler shaft is held stationary in the housing
by a set screw, and the driven pump gears rotate on
this shaft on bushings pressed into the gear bores.
The drive shaft turns in bushings pressed into the
pump body. These bushings are made with thrust
collars which p r o t r u d e slightly above the pump
body and absorb the thrust of the drive gears. The
scavenging p u m p is m o u n t e d on the accessory
housing in line with and to the left of the crankshaft,
and is driven by the accessory drive gear.
10440
16655
MAINTENANCE
NOTE
76El179
9-13
Section 9
9. Remove the center drive gear, key, and the
mating driven gear.
DISASSEMBLY
1. Clean the external surfaces of the pump before
disassembly.
CLEANING
Clean all the individual parts of the pump using a
petroleum solvent and rinse in hot water. Dry the
parts, using compressed air.
INSPECTION
ASSEMBLY
m ii
t
1.
2.
3.
4.
Driven Gears
Idler Shaft
Pump Drive Gear
Inner Bushing
5.
6.
7.
8.
9.
Drive Shaft
Drive Gears
Front Bushing
Washer
Drive Shaft Nut
Z. . . . . . . . .
10.
11.
12.
13.
Coupling
Fuel Pump
Fuel Pump Bracket
Sleeve
16706
114E284
Section 9
ASSEMBLY INSPECTION
CAUTION
Refer to Service Data for diagram of helix
angle position of abutting gears.
4. Fit the center drive gear key to the shaft.
5. Oil the body gasket and apply it to the rear
body.
6. Apply the center body to the rear body.
10. Apply the outer drive gear key to the drive shaft
and install the outer drive gear.
11. Apply the sleeve, heavy duty washer, and drive
shaft nut to the shaft. Tighten nut to 441-475
N.m (325-350 ft-lbs).
14. Since the front body, idler shaft, and fuel pump
bracket were left as an assembly, these parts
may be applied to the pump together. Apply the
outer driven gear to the idler shaft and apply
this assembly to the pump. Remove the oil seal
installer tool. A tapped hole is provided in the
end of the seal installer for a 1/4"-20 bolt to aid
in the removal of the tool.
T U R B O C H A R G E R OIL FILTER
DESCRIPTION
The t u r b o c h a r g e r oil filter, Fig. 9-18, provides
additional protection for the high speed bearings
and other lubricated areas of the turbocharger, by
filtering the oil just before it is admitted to the
turbocharger. Oil enters the filter through a cast
manifold and, after passing t h r o u g h the filter,
returns to the upper idler gear stubshaft and into the
turbocharger. The filter element is of pleated paper
9-15
Section 9
install a new element, check the seal and replace, if
required. Fill the c o n t a i n e r with clean oil and
reassemble to the upper housing. Do not overtighten
attaching bolts as the seal may be damaged.
Filter
NOTE
Whenever oil is detected c o m i n g from the
camshaft bearings with the engine shut down
and the soak back pump running, the turbo
filter outlet check valve should be inspected.
S O A K B A C K OIL S Y S T E M
I
m
DESCRIPTION
ikback
np
CAUTION
If the soak back pump should fail to operate
when the engine is shut down, restart the
engine immediately and allow it to run for 15
minutes at idle speed with no load, to prevent
damage to the turbocharger.
MAINTENANCE
The t u r b o c h a r g e r filter s h o u l d be serviced at
intervals as specified in the Scheduled Maintenance
Program or more frequently if experience indicates
it is necessary.
To remove turbocharger filter assembly, loosen the
two nuts holding the container to the upper housing
until, using t h e h a n d l e s on each side of the
container, the container can be rotated to disengage
from the upper housing. Remove the paper element
and dispose of it. Thoroughly clean the container,
22849
9-16
112E1182
Section 9
A pressure relief valve, Fig. 9-19, set at 379 kPa (55
psi), is located in the head of the filter. When the
engine starts, and the motor driven pump is still
running, main lube oil pressure from the engine
driven pump becomes greater than the motor driven
pump pressure. As there is no outlet for the lower
pressure oil, the relief valve will open when the
pressure builds up to 379 kPa (55 psi), and the oil
will return to pan through a passage in the filter
head mounting flange. Also located in the filter head
is a bypass valve, Fig. 9-19, set at 483 kPa (70 psi).
This valve will open to permit motor driven pump
pressure to bypass a plugged filter element so that
lubrication can be supplied to the turbocharger to
prevent turbo damage.
MAINTENANCE
DESCRIPTION
On units equipped with a lube oil circulating pump,
an in-line lube oil strainer, Fig. 9-21, is located in the
piping between the circulating pump and the
auxiliary turbocharger oil filter. The strainer is a
Y-shaped, cast iron housing containing a perforated
brass screen.
~ Retainer
Screen
!!'
Screen
\ Drain
Plug
22958
MAINTENANCE
The in-line strainer screen should be removed and
cleaned at intervals specified in the S c h e d u l e d
Maintenance Program, or more often if necessary.
19107
A C C E S S O R Y RACK
COMPONENTS
The lube oil filter and lube oil cooler are mounted on
the accessory rack, Fig. 9-22, adjacent to the front
end of the engine. Since these components vary in
9-17
Section 9
strainer housing. The valve is opened to provide
quick draining of the filter during maintenance by
permitting oil to return to the engine oil pan.
Internally, the filter is divided into two compartments
by a false bottom or separator plate. The portion
above the false bottom is the element compartment
which receives the unfiltered oil. The lower portion
is the discharge compartment which receives the oil
after it has passed through the filter elements.
The filter elements are properly positioned within
the housing by cradles, Fig. 9-24, which are located
in a position to ensure correct application of the
elements. The elements are placed over the standpipes
and allowed to rest on the cradle.
276 kPa
(40 psi)
~j}
Bypass
24126
Section A-A
Valve
Baffled Inlet
Manifold
I
Glass)'~,
I
Handle-,-E
L U B R I C A T I N G OIL FILTER
Filter
'J~
(7)
Element- ~
DESCRIPTION
The lubricating oil filter, Fig. 9-23, is a full flow type
and consists of a circular tank containing the filter
elements which are mounted on standpipes. A
hinged cover closes the open end of the tank and is
held tightly by the cover holddown bolts. A gasket is
used between the cover and the rim of the tank to
prevent oil leakage during operation. Flanged
openings are provided for the oil inlet and outlet
connections and for filter housing drain lines. In
some installations, a separate drain line extends
from the filter to a valve in the engine mounted
Element
Cradle
~""
Filter
S t a n d p i p e i l e 7 i=1
Drain
Oil l
Oil
Outlet
Internal Inlet
Manifold
Standpipe
24641
24640
9-18
75E480
Section 9
The arrangement of the bypass valve is shown in
Fig. 9-24. The bypass valve has a passage connecting
it to the oil inlet. If oil pressure exceeds 276 kPa
(40 psi), the valve opens and oil is dumped into the
filter discharge compartment.
MAINTENANCE
The lube oil filter elements should be changed at
intervals as outlined in the Scheduled Maintenance
Program. Each time the elements are changed, the
element compartment should be cleaned of sludge.
The filter elements cannot be cleaned and must be
renewed each time.
CHANGING
14722
ELEMENTS
Clamp
Plate
Core
Asseml:
Gasket
Rail
Assembly
Lower F
11621
MAINTENANCE
AUXILIARY
T U R B O C H A R G E R OIL
FILTER (OPTIONAL)
DESCRIPTION
The fin-tube core type lube oil cooler, Fig. 9-25, is
made up of a core surrounded by a steel tank and
has a header assembly at each end. The oil cooler
core, Fig. 9-26, consists of tubes and fins. The
cooling water flows through the tubes and the lube
oil is circulated around the fins and the tubes. The
water enters the cooler though each side of the upper
112El182
DESCRIPTION
On p o w e r g e n e r a t i n g units e q u i p p e d with an
immersion heater, the auxiliary turbocharger oil
filter, Fig. 9-27, replaces the soak back filter.
9-19
Section 9
18621
19109
19296
T h e a u x i l i a r y t u r b o c h a r g e r oil filter p r o v i d e s
protection for the high speed bearing and other
lubricated areas of the turbocharger. Oil is pumped
from the engine oil sump through the filter to the
turbocharger. The filter element is of pleated paper
c o n s t r u c t i o n , a n d is d i s p o s a b l e . T h e filter is
mounted vertically on the accessory rack adjacent to
the control cabinet.
MAINTENANCE
U N A T T A C H E D ACCESSORIES
CHANGING
ELEMENTS
L U B R I C A T I N G OIL FILTER
DESCRIPTION
9-20
Secti0n9
5. Clean element c o m p a r t m e n t of sludge and
install new elements.
MAINTENANCE
L U B R I C A T I N G OIL COOLER
DESCRIPTION
P R E L U B R I C A T I O N OF
ENGINES
Prelubrication of a new engine, an engine that has
been overhauled, or an engine which has been
inoperative for more than 48 hours, is a necessary
and i m p o r t a n t practice. Prelubrication alleviates
loading of unlubricated engine parts during the
interval when the lube oil p u m p is filling the
passages with oil. It also offers protection by giving
visual evidence that oil distribution in the engine is
satisfactory. Refer to "Prelubrication of Engines" in
Operation-Section B.
Fresh Water I n l e t
....
~Lubncatmg,.u,,,
,~,,
0=1
.__=_~ff1_Outlet
Shell
Lubricating Oil
Inlet
__d
Baffles
Tubes
Floating Joint
Header
110~5
9-21
Section 9
OIL SYSTEM I N F O R M A T I O N
9-22
75E480
Section 9
SERVICE D A T A
L U B R I C A T I N G OIL S Y S T E M
REFERENCES
Lube Oil Coolers
Lube Oil Filters
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M . I . 927
M . I . 926
M . I . 1757
M . I . 1760
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
. M i n i m u m , m a x i m u m and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits may be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul
.Lube O i l P r e s s u r e R e l i e f V a l v e
Valve guide inside diameter - Max . . . . . . . . . . . . . . . . . . . . . . . .
Valve stem outside diameter - Max . . . . . . . . . . . . . . . . . . . . . . . .
Valve face to stem squareness
(outer edge of valve face) - T.I.R. Max . . . . . . . . . . . . . . . . . . . . . . .
12.764 m m ( . 5 0 2 5 ' )
12.484 m m ( . 4 9 1 5 ' )
0.05 m m ( . 0 0 2 ' )
Oil Pumps
Drive shaft to rear housing bushing clearance New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.038-0.114 mm (.0015"-.0045')
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.18 m m ( . 0 0 7 ' )
Sleeve to bushing clearance New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.038-0.127 mm (.0015".0050")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.18 m m ( . 0 0 7 ' )
Idler shaft to gear bushing clearance New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.038-0.130 mm (.0015"-.0051")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.18 m m (.007")
Driven gears - total thrust clearance New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.41-0.61 m m (.016"-.024")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.61 m m (.024")
Thrust face of bushing to body clearance (front and rear) New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0 . 0 2 - 0 . 1 8 m m (.001"-.007")
Min.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.000 mm (.000')
Drive and driven gear backlash New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.30-0.41 m m (.012"-.016")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.76 m m ( . 0 3 0 ' )
Radial clearance of drive and driven gear to body Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
75E480
9-23
0.038 m m (.0015")
0.25 m m ( . 0 1 0 ' )
Section 9
Drive shaft t h r u s t clearance (scavenging p u m p assembled)
.........
0.20-0.56 m m (.008"-.022")
D r i v e shaft t h r u s t clearance
(main lube oil and piston cooling oil p u m p s assembled)
.........
0.13-0.56 m m (.005"-.022")
P u m p drive g e a r face r u n o u t - T . I . R . L i m i t
P u m p flange face r u n o u t - T . I . R . L i m i t
........................
..........................
P u m p flange pilot c o n c e n t r i c i t y - T . I . R . L i m i t
......................
0.08 m m (.003')
0.13 m m (.005')
0.05 m m (.002')
0.38 m m (.015")
0.76 m m (.030')
23965
Liters
Gallons
401
454
106
120
594
537
454
157
142
120
734
795
194
210
659
795
174
210
112E385
Section 9
S E R V I C E D A T A (CONTV)
EQUIPMENT LIST
Part No.
Gauge - piston cooling oil pipe alignment
..............................
Cleaner - piston cooling oil pipe
...................................
Spray gun . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loctite cleaner activator (0.17 kg [6 oz]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loctite sealing c o m p o u n d (50 c bottle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112E3eS
9-25
8071720
8087086
8193041
8352873
9505663
SECTION 10
COOLING SYSTEM
CONTENTS
PAGE
PAGE
CONTENTS
10-1
I M P E L L E R INSTALLATION
10-10
10-1
I M P E L L E R HOUSING
INSTALLATION
10-10
WATER T E M P E R A T U R E
10-2
P U M P INSTALLATION
10-10
COOLANT SOLUTION
10-2
ACCESSORY RACK COMPONENTS
10-11
PIPING
RAW WATER P U M P
DESCRIPTION
10-2
INSTALLATION
10-3
WATER LEAKS
10-3
AFTERCOOLER
REMOVAL
10-4
CLEANING
10-4
CORE REPLACEMENT
10-5
INSTALLATION
10-5
DESCRIPTION
10-11
10-11
10-13
P U M P DISASSEMBLY
10-13
P U M P ASSEMBLY
10-13
THERMOSTATIC VALVE
10-14
10-15
DESCRIPTION
10-6
10-16
REMOVAL
10-6
UNATTACHED ACCESSORIES
10-17
10-6
10-8
BEARING REMOVAL
10-9
75E480
10-17/10-18
SERVICE DATA
REFERENCES
10-19
SPECIFICATIONS
10-19
COOLING SYSTEM
CAPACITIES
10-20
EQUIPMENT LIST
10-20
10-9
SECTION
10
645E7C/F7B
ELECTRO-MOTIVE
Marine Engine/Systems
COOLING
SYSTEM
GENERAL
The raw water pump and the fresh water cooler are
described later in this section. Other components of
the raw water system are off-engine s h i p b o a r d
items, which are not included in the coverage of this
manual.
DESCRIPTION
There are different types of raw water systems.
S o m e applications require the use of an engine
driven raw water pump. This pump circulates raw
water through a cooler to cool the engine fresh water
supply. The raw water pump is mounted at the front
of the accessory rack.
t \1 (/-- -~''
r--------3-
1. High Temperature
Alarm Contactor
2. Expansion Tank
3. Lube Oil Cooler
4.
5.
6.
7.
Thermostatic Valve
Drain Valve
Water Pump
Inlet Manifold
8.
9.
10.
11.
Inlet Tube
Liner Water Passage
Cylinder Head
Discharge Manifold
10-!
16501
Section 10
Engine w a t e r is also circulated t h r o u g h each
aftercooler located in the turbocharger air discharge
duct, to cool the air before it enters the engine air
box.
MAINTENANCE
ENGINE WATER TEMPERATURE
Temperature gauges are provided in the cooling
system to visually check that the engine water
temperature is within the recommended limits.
Automatic temperature controls are set to maintain
the water temperature within set limits.
CAUTION
It is desirable that engine coolant temperature
be 49 C (120 F) or higher before full load is
applied to the engine. After idling at low
ambient temperature, increase to full load level
should be made gradually.
DESCRIPTION
Refer to Fig. 10-2 for piping details. Pump outlet
elbows c o n d u c t water from the pumps to the
removable water inlet manifolds located in each air
box. Each manifold is connected at the rear end
plate to an aftercooler water inlet pipe. The rear end
flange of the manifold is equipped with two seals,
which prevent the leakage of air from the air box. A
flange at the front end of the manifold contacts the
outer face of the front end plate when the manifold
is installed.
'
C)
MANIFOLD
ARRANGEMENT
(Rear End)
1.
2.
3.
4.
5.
6.
7.
Water Pump
Pump Outlet Elbow
Manifold Connection
Water Inlet Tube
Saddle Strap
Manifold
Cylinder Liner
Mani
FLANGED MANIFOLD
(Front End)
21038
75E480
Section 10
tube flange and manifold making sure the sides
of the gasket are flush with the sides of the
flange, and that the ends of the gasket are within
the clamping radius of the flange.
MAINTENANCE
WATER LEAKS
PIPING INSTALLATION
If loss of water in the cooling system is noticed,
check for leakage of piping, pump seals, jumper
tube connections, cylinder head discharge elbow,
junction of head to liner, and check for liner or
cylinder head cracks.
Water may leak and enter the lube oil at the cylinder
head discharge elbow seals. These seals can be
replaced without disturbing the cylinder head,
provided a crab nut and crab are removed and the
water is drained. Water contamination of lubricating
oil will necessitate draining the oil. Before the oil is
renewed, the system should be flushed.
10-3
Section 10
AFTERCOOLER
WARNING
DESCRIPTION
An aftercooler, Fig. 10-3, is located on each side of
the turbocharger to cool the air entering each bank
of the engine. Cooling the air compressed in the
turbocharger reduces the temperature of the air,
which increases air density and improves engine
operating efficiency.
Fifth Row
From Top
Water
Discharg
U-Tube
Manometer
21484
Aftercoo
27472
Fig.10-3
- Aftercooler
Installation
REMOVAL
MAINTENANCE
With the engine shut down, an interior inspection of
the engine end of the aftercooler air duct will usually
detect any sign of core leakage. Evidence of leakage
will necessitate removal of the aftercooler.
m o u n t i n g b o l t s s e c u r i n g the
the air duct, both at the front and
and free the assembly. Jacking
aftercooler flange will break the
the air duct and aftercooler.
CLEANING
CAUTION
Do not use a caustic cleaner, as aluminum core
fins will be damaged.
10-4
112El182
Section 10
7. With 345 k P a (50 psi) air pressure in the water
passage of the core, submerge the assembly in
water and check for leaks.
8. A f t e r w a t e r test, r e c h e c k t h e t o r q u e o f t h e
header and cover bolts to 48 N-m (35 ft-lbs).
INSTALLATION
. Check the air duct and aftercooler mounting
surfaces to make certain that there are no nicks,
dirt or roughness on these areas.
0
0
J
13892
Fig. 1 0 - 5 - A f t e r c o o l e r
L i f t i n g Tool
C l e a n i n g p r o c e d u r e s s h o u l d be in a c c o r d w i t h
a c c e p t e d p r a c t i c e or as r e c o m m e n d e d by the
supplier of cleaning material.
CORE REPLACEMENT
In the event that an aftercooler is removed due to a
leaking core, the core may be replaced using the
following procedure.
. Gaskets used in the aftercooler assembly should
be prepared in advance of assembly by being
s o a k e d in A S T M ( A m e r i c a n S o c i e t y F o r
T e s t i n g M a t e r i a l s ) D471 No. 3 oil f o r 15
minutes at a temperature of 71 C (160 F).
After soaking, the gaskets should be removed
and permitted to drain before using.
10227
112E385
10228
10-5
Section 10
position of the impeller housing in relation to the
pump shaft housing. The position of the impeller
housing may be changed on either pump to permit
use on the opposite bank.
The p u m p drive shaft is supported in the main p u m p
housing by two ball bearings separated by a steel
spacer. The bearings receive lubricating oil from the
engine oil system through a drilled passage in the
pump housing. The outer bearing adjoins a water
slinger which bears against a shoulder on the shaft.
The inner bearing is held in place by a retainer and
snap ring to absorb any thrust in the shaft. The
pump drive gear is keyed to the p u m p shaft abutting
the inner bearing, and is held on the shaft by a
washer and nut.
The stationary bushing, Fig. 10-9, is applied to the
drive s h a f t h o u s i n g . T h e c a r b o n of the seal
assembly, Fig. 10-10, faces against the smooth inner
surface and is held by a spring. Any water leakage
past the seal is indicated at a tell-tale drain in the
drive shaft h o u s i n g w h i c h p e r m i t s r u n o f f , a n d
prevents water from reaching the engine side of the
pump.
Drive Housing
28937
MAINTENANCE
PUMP REMOVAL
1. Drain cooling system.
2. Remove water pump inlet connection.
3. Disconnect p u m p discharge flange connection.
4. R e m o v e m o u n t i n g bolts and p u m p f r o m
engine.
H O U S I N G , DRIVE GEAR, S H A F T
AND BEARING ASSEMBLY,
A N D IMPELLER R E M O V A L
Fig.10-8 - Water P u m p Installation
27473
112E385
Section 10
22944
1.
2.
3.
4.
5.
6.
7.
Water Slinger
Support Housing
Oil Inlet
Bearing Retainer Ring
Snap Ring
Gear Retainer Washer
Gear Retaining Nut
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Carbon Seal
Impeller Housing
Stationary Bushing
Outer Seal
Seal Retainer Spring
Impeller
Impeller Retainer Key
Shell
:spring
Carbon
Inner Seal
qubber
Outer Seal
3522
27474
112El182
10-7
Section 10
7. Remove remaining two housing nuts and
continue to run in drive screw until support and
impeller housings are separated.
NOTE
Drive screw should not be loosened during
pump disassembly until housings have been
completely separated. Relieving tension on
screw may allow impeller to drop down,
preventing further run in of screw.
R E M O V A L A N D APPLICATION
OF P U M P SEALS
SEAL R E M O V A L
27475
SEAL APPLICATION
CAUTION
The sealing surface of the stationary bushing
must be absolutely smooth and flat to prevent
wear of the c a r b o n washer. A s t a t i o n a r y
bushing that has a rough surface must be
replaced with a new bushing.
10-8
112El182
Section 10
SHAFT, BEARING, A N D
DRIVE GEAR ASSEMBLY
. C l e a n d i r t a n d oil f r o m s u p p o r t h o u s i n g
o u t b o a r d bore a n d o u t e r race of o u t b o a r d
bearing, and apply a thin coating of silicone
rubber sealing c o m p o u n d to housing outboard
bore.
BEARING REMOVAL
112E385
10-9
Section 10
INSTALLING IMPELLER
1. Fig.10-14 shows the impeller installer being
used to assemble the impeller to the drive shaft
housing. The threaded bushing is screwed on
pump shaft threads and then by turning outer
portion of installer tool, the impeller is pressed
into position. Care must be taken to start the
impeller straight on the shaft and to see that the
key and keyway are aligned. Before the impeller
is brought all the way down, check the underside
to see that the seal spring is in the spring slot
under the impeller and then finish the impeller
application.
,.-
....~
E,
Left Hand
%
-\\
'k,-13825
Fig.l 0-1 5 - P u m p H o u s i n g P o s i t i o n i n g
(Left-Hand Rotation E n g i n e S h o w n )
INSTALLING PUMP
NOTE
When installing engine water pumps, check the
pump part number and the orientation of the
housing assembly and impeller to make certain
t h a t the p u m p is c o r r e c t f o r the e n g i n e
rotation.
Fig.1 0 - 1 4 - I n s t a l l i n g Pump I m p e l l e r
INSTALLING IMPELLER H O U S I N G
1. Check that drilled drain passage is free of
obstruction.
75E480
Section l0
MAINTENANCE
ACCESSORY RACK
COMPONENTS
The raw water pump (if applicable), thermostatic
valve, and fresh water expansion tank are cooling
system c o m p o n e n t s which are m o u n t e d on the
accessory rack, Fig. 10-16. Since these components
v a r y in a c c o r d with specific a p p l i c a t i o n s , the
d e s c r i p t i v e , m a i n t e n a n c e , and i l l u s t r a t i v e d a t a
should be considered as "typical."
DRIVE BELT R E P L A C E M E N T
AND TENSIONING
Fresh Water
Therrr
Valve
Raw
Wate
Pump
27194
NOTE
DESCRIPTION
112El182
10-11
Section 10
2ii!~
@
@@@@@@@@@ @
1.
2.
3.
4.
5.
6.
7.
8.
9.
Casing Gasket
Adapter Gasket
Adapter
Bearing Insert Gasket
Bearing Insert Wear Ring
Impeller Wear Ring
Key
Impeller Bolt
Impeller Gasket
10.
11.
12.
13.
14.
15.
16.
17.
18.
NOTE
A c c e s s o r y drive shaft c o u p l i n g is f a c t o r y
aligned and adjusted so that a certain amount
of axial f r e e d o m exists in the pillow block
bearing to allow for thermal expansion of the
crankshaft.
id ? P r / " / ~ ~ ~ T P
Bottom
Idler
24350
NOTE
New belt should be checked for proper tension
after a 1 hour run-in period and again after
112El182
Section 10
. Slide impeller and impeller key from the shaft,
being careful not to d a m a g e gasket, behind
impeller.
A C C E S S O R Y DRIVE SHAFT
ALIGNMENT
CAUTION
During removal of the seal, take extreme care
not to drop or damage any part of the seal.
Take particular care not to scratch the lapped
faces on the washers or the sealing seat.
10. Press the seal flexible cup and stationary seat
out of the insert and clean the cavity of all
residue. Make sure the 1/32" radius in the seal
seat cavity is not damaged during disassembly
since a sharp edge can easily cut the flexible cup
during reassembly.
PUMP ASSEMBLY
1. Press grease seals into frame.
2. Press bearings onto shaft and snap retainer ring
in place.
PUMP DISASSEMBLY
. If b r a c k e t a n d f r a m e w e r e r e m o v e d f r o m
support,bolt the assembly to the support using
washers under bolt heads.
10-13
Section 10
8. Coat the mating surfaces of the insert wearing
ring and insert with Locktite and press them
together.
T H E R M O S T A T I C VALVE
DESCRIPTION
CAUTION
Do not hammer rings into place. Use a press,
or clamp the parts in a bench vise, using
wooden blocks to protect the rings. If the
facilities are available, it is good practice to
take a very light finish cut or to ream the inside
diameter of the casing rings after pressing to
restore roundness. When rings are pressed,
they may get squeezed out of shape.
10. Make sure the gasket surface on the bracket is
clean and free from nicks or abrasions. Put a
small amount of grease on gasket and set it in
position.
11. Inspect the seal cavity in the seal insert for burrs
or nicks which could damage the seal seat.
Apply a film of soapy water or light oil (not
grease) to the seal seat and install in seal cavity
evenly and squarely.
NOTE
When applying seal components refer to Fig.
10-19 for correct positioning.
11146
Flexil
I V
Washer
16183
F i g . 1 0 - 1 9 - R a w W a t e r P u m p Seal
I0-14
75E480
Section 10
from the heat exchanger before re-entering the
engine. Valve action and mixing of water maintains
the desired engine water temperature. However, if
water from engine reaches the nominal temperature
for the particular valve, the valve will close the
bypass side entirely, and all water will flow to the
heat exchanger.
~~
JQ
- Bypa ss
III~H I~tk
cLOSED
*----
FULLY STROKED
11147
11148
Fig.1 0-21
Thermostatic Element
MAINTENANCE
5. L o w e r
2. Channel Type
O-Ring Sleeve
3. Upper Seat
4. Valve Sleeve
6. Element Housing
7. Thermostatic
Element Assembly
8. Gasket
FRESH WATER
EXPANSION TANK
Seat
1. O - R i n g
Section 10
El
E:
Fig.10-24
19113
- Immersion Heater
T h e h e a t e r is m a d e up o f a c y l i n d r i c a l shell
containing a r e m o v a b l e heating element and is
mounted at the bottom of the accessory rack, Fig.
10-25.
24127
IMMERSION
WATER
HEATER (OPTIONAL)
DESCRIPTION
The electric immersion heater, Fig. 10-24, is used to
keep the engine in a constant state of readiness for
an immediate start.
24023
75E4S0
Section 10
through the oil cooler by the oil circulating pump. A
thermostat IHTS controls the immersion heater
elements to keep the water in the cooler between 52
C (125 F) and 68 C (155 F).
MAINTENANCE
Disassembly and inspection of the immersion heater
should be performed any time improper heating is
evident. Improper heating may be caused by scale
accumulation or damage to the heating element.
Sludge deposits in the heater may be removed
through the drain plug in the bottom of the heater.
WARNING
Be sure electrical power is disconnected before
r e m o v i n g heating element f r o m unit, or
a n y t i m e the cooling system or h e a t e r is
drained.
UNATTACHED ACCESSORIES
The fresh water cooler, although not attached to the
engine proper, is considered to be a component of
the basic marine engine. As the coolers vary in
accord with specific applications, the descriptive
m a i n t e n a n c e , and illustrative d a t a should be
considered as "typical."
FRESH W A T E R C O O L E R
DESCRIPTION
The fresh water cooler, Fig. 10-26, consists of a
cylindrical shell with fresh water inlet and outlet
flanges, a bundle of cooler tubes, a flanged inlet and
outlet raw water header, and a h e a d e r at the
opposite end to reverse the raw w a t e r flow.
Combination tube supports and baffles inside the
shell support the cooler tubes in the assembly.
Fresh water enters the cooler at one end of the shell,
flows transversely around the tubes and baffles, and
MAINTENANCE
The fresh w a t e r cooler should be cleaned as
f r e q u e n t l y as f o u n d necessary to provide an
unrestricted flow of water. This will vary, depending
on operating conditions. In certain types of service
deposits form more rapidly than others. Heavy
deposits cause an objectionable increase in pressure
drop through the cooler, and a decrease in the
cooling effect. Cleaning at regular intervals will
ensure maximum operating efficiency at all times.
The inside and outside of the cooler tubes may be
cleaned with a pressure stream of water, and the
inside of the tubes may be further cleaned by passing
a round wire brush through them.
6419
75E480
10-17/10-18
Section l 0
SERVICE DATA
COOLING SYSTEM
REFERENCES
Engine Coolant
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M . I . 1748
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
2. M i n i m u m , m a x i m u m , and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits may be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul.
P u m p drive g e a r b a c k l a s h New
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.20-0.41 m m (.008"-.016',)
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.76 m m (.030',)
Bearing b o r e s in s u p p o r t h o u s i n g m a y be oversize or
bearing outer diameter undersize. The limits
g o v e r n i n g the fit are:
P u m p s h a f t b e a r i n g m o u n t i n g d i a m e t e r s to b e a r i n g
bores. N o w e a r allowed. T h e limits g o v e r n i n g the fit
are:
P u m p shaft drive g e a r m o u n t i n g d i a m e t e r to g e a r
bore. T h e limits g o v e r n i n g the fit are:
Interference- Max.
Clearance - Max.
....
.....
0.002 m m (.0001',)
0.051 m m (.0020',)
Interference - Max.
Clearance- Max.
....
.....
0.023 m m (.0009")
0.002 m m (.0001',)
Interference - Max.
Clearance - Max.
....
.......
0.013 m m (.0005")
0.02 m m (.001',)
Interference- Max.
I n t e r f e r e n c e - Min.
....
....
0.064 m m (.0025")
0.013 m m (.0005',)
S t a t i o n a r y b u s h i n g seal seat s q u a r e n e s s
with drive shaft - T . I . R . M a x . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.025 m m (.0010',)
75E480
lO-19
Section 10
Liters
Gallons
265
333
70
88
360
344
95
91
511
379
135
100
625
379
165
100
EQUIPMENT LIST
Part No.
Impeller installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water pump impeller/gear puller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vee belt tension indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Silicone rubber sealing c o m p o u n d (0.14 kg [5 oz])
.........................
Water pump mounting bolt wrench
.................................
Water pump disassembly tool
....................................
Aftercooler lifting tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-20
8052959
8354367
8396624
8453256
9519601
9549072
File 690
112E385
SECTION 1 1
FUEL S Y S T E M
CONTENTS
DESCRIPTION
PAGE
11-1
CONTENTS
STORING INJECTORS
PAGE
11-6
INJECTOR LINKAGE
FUEL INJECTORS
DESCRIPTION
11-2
DESCRIPTION
11-6
INSTALLATION
11-3
11-7
11-3
STICKING INJECTORS
11-4
SERVICING INJECTORS
11-4
INJECTOR TESTER
11-4
SETTING UP TESTER
11-5
FUEL P U M P
DESCRIPTION
11-8
MAINTENANCE
11-9
FUEL FILTER
DES CRIPTION
MAINTENANCE
11-5
TEST P R E P A R A T I O N
11-5
HOLDING P R E S S U R E AND
LEAK TEST
11-6
11-6
11-6
11-9
11-10
11-10
11-10
SERVICE D A T A
REPLACING INJECTOR
FILTERS
112E385
11-6
REFERENCES
11-13
SPECIFICATIONS
11-13
EQUIPMENT LIST
11-13
SECTION
ELECTRO-MOTIVE
11
645E7C/F7B
Marine Engine/Systems
FUEL S Y S T E M
DESCRIPTION
Injector
Fuel
Line
Fuel Supply
Line
,Jb
19524
112El182
I!-I
Section l 1
FUEL I N J E C T O R S
DESCRIPTION
An injector, Fig. 11-2, is located and seated in a
tapered hole in the center of each cylinder head, with
the spray tip protruding slightly below the bottom
of the head. It is positioned in the head by a dowel
and held in place by an injector crab and nut.
Spring
:ainer
n
~lve
'e Cage
'alve
)
10173
12659
F i g . 1 1 - 2 - Fuel I n j e c t o r
78E779
Section 11
/ii!ii!i!i!!i~!!ii
TOP OF STROKE
BYPASS POINT
BOTTOM OF STROKE
LOWER PORT FULLY
OPEN. NO EFFECTIVE
STROKE
3535
Upper
Port
~j
!Stroke
~..
Lower
Port
,..
NO INJECTION
RACK CLEAR OUT
Effective
Stroke
NO INJECTION
IDLE
HALF LOAD
FULL LOAD
RACK .088" IN
20312
3. Install injector and apply injector crab, spherical washer, and nut. Torque nut to specified
value.
MAINTENANCE
INSTALLATION
1. Wben installing an injector in an engine, make
sure it is the correct injector for the engine in
which it is to be applied.
T I M I N G THE I N J E C T O R
78E779
11-3
Section 11
NOTE
Injector cannot be timed if the overspeed has
been tripped. It must first be reset and the
engine c r a n k s h a f t b a r r e d over at least one
revolution.
SERVICING
INJECTORS
INJECTOR TESTER
14457
5. Recheck setting.
STICKING INJECTORS
Engines may encounter sticking injectors due to
fuel, lube oil, or filter maintenance conditions. Since
these conditions very often are momentary, injector
removal may be minimized by utilizing alcohol to
free up injectors while installed. This is done by
a p p l y i n g o r d i n a r y c o m m e r c i a l m e t h a n o l to the
injectors through a hole opposite the timing tool
hole, and "popping" the injectors or motoring the
engine. This sticking condition usually occurs on
112E585
Section 11
When placing a new tester in operation, or after
removing and replacing the gauge, fuel tank, filter,
or pump, for any reason, the test block should be
installed and pressure raised to 17 238 kPa (2500 psi)
and vented at least six more times before making an
operational cheek.
The o p e r a t o r must c o n s i d e r the tester as an
instrument, rather than a tool. Every effort should
be made to make the manual operation of repeated
tests the same. The following general information is
provided to help in obtaining uniform operation.
GENERAL INFORMATION
. When operating the pump, use a rate of 40
strokes per minute. This provides a fuel rate to
o p e r a t e the cheek valve s m o o t h l y and to
circulate fuel within the injector.
Manual
Relief Va
28226
INJECTOR
PREPARATION
CHECKING
AND OPERATING
TESTER
TESTS
11-5
Section 11
REPLACING
INJECTOR
FILTERS
STORING
INJECTORS
INJECTOR LINKAGE
DESCRIPTION
The i n j e c t o r l i n k a g e , Fig. 11-9, consists of the
mechanical arrangement between the governor and
the injector permitting all injector rack positions to
be c h a n g e d s i m u l t a n e o u s l y w h e n the g o v e r n o r
terminal shaft is rotated. Two injector control rods
connect the lever on the governor terminal shaft to
112E385
Section 11
bank rack length shortens and the left bank rack
length increases. The change on the left bank is
insignificant, but the change on right bank may
shorten the racks beyond the minus0.40 mm (1 64")
tolerance.
NOTE
Every time a governor is installed on an engine,
the injector rack setting should be checked.
Due to manufacturing tolerances in governor
m o u n t i n g bolt holes, the p o s i t i o n of the
governor in relation to the injector linkage can
change the rack setting.
Set the injector rack on the engine as follows:
I. Install the applicable injector linkage setting
jack, Fig. 11-10.
27477
t.;ontroi
Rods
controi
Lever
22182
18441
PGA
Fig.1 1 -9 - I n j e c t o r L i n k a g e
MAINTENANCE
Before attempting to set injector racks, all racks and
linkage should be checked for binding, sticking, or
wear which would affect operation.
18043
UG-8
Section 11
_ _
Setting
Range
28232
- Center Mark
~Gauge
Scale "
"'L" End
Gauge Applications:
"~':%
Adapter
FUEL PUMP
DESCRIPTION
11-8
112E385
Section 11
MAINTENANCE
The fuel p u m p should be serviced at intervals
specified in the Scheduled Maintenance P r o g r a m .
Maintenance Instructions for repair and testing of
the fuel pump are referenced on the Service Data
page.
FUEL FILTER A S S E M B L Y
DESCRIPTION
The engine mounted fuel filter assembly, Fig. 11-15,
is installed at the right front of the engine. Each f'dter
is a disposable type which is screwed directly to a
common fuel manifold housing.
16522
The fuel manifold housing contains internal antiflooding valves on the fuel pump and prime pump
supply lines which are piped separately from the fuel
s u c t i o n strainer. The m a n i f o l d h o u s i n g also
contains a back pressure regulating check valve and
a fuel p u m p pressure relief valve. If the filters
become plugged, the relief valve will open to by-pass
the fuel back to the fuel tank - starving the engine.
Discharge
~:~iiiji~i!~iiiiSi!iiiiii:
Idler ~
Body
..........
17345-
Crescent
Rotor
16546
Section 11
The flow of fuel through the filter is directed and
regulated by the position of the control valve. When
the control valve lever is set at the center or "BOTH"
position, both filters are being used. When it is
necessary to change filters, the flow of fuel can be
directed through one filter while changing the other
one. To do this, the control valve lever is moved to
the "L" (left) or "R'" (right) position. When the
control valve lever is in the "R" position, only the
right filter is in use, and the left can be removed. The
reverse is true when the control valve lever is in the
"L" position.
MAINTENANCE
T h e filters s h o u l d be c h a n g e d at i n t e r v a l s as
specified in the Scheduled Maintenance Program,
or m o r e frequently as d e t e r m i n e d by operating
experience.
24138
MAINTENANCE
2. Unscrew the filter to be changed, using a strap
wrench if necessary.
FUEL S U C T I O N S T R A I N E R
DESCRIPTION
A C C E S S O R Y RACK
COMPONENTS
MAINTENANCE
The fuel suction strainer should be cleaned and
inspected at intervals as specified in the Scheduled
Maintenance Program, or at shorter time periods, if
operating conditions warrant.
FUEL P R I M I N G P U M P
DESCRIPTION
11-10
75E480
Section 11
CAUTION
Chlorinated hydrocarbon solvents and temperatures above 82 C (180 F) will damage the
epoxy material bonding the strainer element to
the end caps.
. Clean the mesh element in a container of clean
fuel oil. A brush may be used, but no special
cleaning tools are necessary.
,
"'0"" Ring
Pleated
Mesh
Housing
22526
75E480
11-11/11-12
Section 11
SERVICE DATA
FUEL S Y S T E M
REFERENCES
Diesel Fuel R e c o m m e n d a t i o n s
Fuel A n d S o a k Back P u m p s
M.I. 1750
M.I. 4110
SPECIFICATIONS
Clearance a n d dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
. M i n i m u m , m a x i m u m , a n d tolerance measurements are p r o v i d e d as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
c o m p o n e n t s within these limits m a y be reused with the assurance that they will p e r f o r m satisfactorily
until the next scheduled overhaul.
Fuel P u m p Clearances
R o t o r to p u m p b o d y - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R o t o r end - M i n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
0.05 m m (.002")
0.03 m m (.001")
EQUIPMENT LIST
P a r t No.
Injector timing gauge
.........................................
Injector p r y b a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plastic spray cup (extra - used with injector tester) . . . . . . . . . . . . . . . . . . . . . . . . .
Oil; injector test, storage, and rust prevention - (208 liters [55 gal.] d r u m ) . . . . . . . . . . . .
(19 liters [5 gal.] can)
..............
Injector linkage setting j a c k
(PGA)
................................................
(UG8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injector rack gauge (with adapter)
..................................
A d a p t e r only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A d a p t e r screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Injector h o l d i n g rack
.........................................
Injector tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112E385
II-13
8034638
8041183
8171780
8203258
8219007
8432485
8259734
8339610
8357591
9421611
8431626
9549015
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
12
GOVERNOR
GENERAL
CAUTION
Use care when handling governor and avoid
striking the end of the drive shaft or the
terminal shaft. Damage can be done to the
shafts, bearings, and governor oil pump gears.
MAINTENANCE
GOVERNOR REMOVAL
GOVERNOR INSTALLATION
2. Remove right and left bank control rods from
governor to control rod lever.
UG-8
12969
12-1
19336
Section 12
G O V E R N O R DRIVE
ASSEMBLY
CAUTION
Ensure that unsplined area of the lever I.D. is
properly aligned to the keyway (missing spline)
on the terminal shaft.
DESCRIPTION
NOTE
Every time a governor is installed on an engine
the injector rack setting should be checked.
Due to manufacturing tolerances in governor
m o u n t i n g bolt holes, the p o s i t i o n of the
governor in relation to the injector linkage can
change the rack setting.
MAINTENANCE
The governor drive assembly normally does not
require servicing except at the time of general engine
overhaul or reconditioning. At this time or when
conditions warrant, the governor drive assembly
overnor__
Drive Gearr ~
k~
![~
')
~
~ 1 ~
~'I
~11111111~ ~'~'O'/sage~'as
Driven
"N. " ~ ~ . ~
~ Plug
I \ ,,~'~'~"~" Drive Gear
~ ~
I z~.X~'~,, Cver
- ~ ~ ~
Governor i ~ '
Drive
~
Gear Stubshaft
~X,
v Bearing
~ Drive Shaft
~"
Governor I i t ~ - ~ . ~ - ~
Drive
~ ~ ~-~//~_~tf~z~
Shaft
,,.,
TACHOMETER ADAPTER
13645
12-2
112El182
SECTION 12
GOVERNOR
CONTENTS
GENERAL
PAGE
12-1
MAINTENANCE
CONTENTS
PAGE
12-11
SHUTDOWN SOLENOID
12-11
L O W OIL P R E S S U R E A L A R M
12-11
REMOVAL
12-1
INSTALLATION
12-1
UG-8 G O V E R N O R
12-2
DESCRIPTION
12-11
FLUSHING GOVERNOR
12-3
OPERATION
12-12
OIL S U P P L Y
12-3
SPEED DROOP
12-14
STORAGE
12-3
LOAD LIMIT
12-14
COMPENSATION
12-14
12-14
PGA G O V E R N O R
DESCRIPTION
12-3
COMPENSATION ADJUSTMENT
OPERATION
12-3
12-15/12-16
12-7
SYNCHRONIZING MOTOR
12-15/12-16
SHUTDOWN SOLENOID
12-15/12-16
12-9
SETTING SPEEDS
12-9
SERVICE DATA
12-10
COMPENSATION
12-10
SPEED DROOP
12-10
12-11
112El182
REFERENCES
12-17
SPECIFICATIONS
12-17
E Q U I P M E N T LIST
12-17
Section 12
should be removed and the parts inspected and
checked. After r e m o v a l of the g o v e r n o r , the
governor drive assembly can be easily removed. A
mounting dowel correctly positions the governor
drive housing on the accessory drive cover.
STORAGE
PGA G O V E R N O R
DESCRIPTION
Main components of the PGA governor, Figs. 12-3
and 12-4, are: the speed sensing group, consisting of
the s p e e d e r spring, speed setting p i s t o n , a n d
flyweights; fuel adjustment control group, consisting of power piston and spring; c o m p e n s a t i n g
mechanism, consisting of power piston pilot valve
and buffer piston and springs; and an oil system for
component operation and lubrication consisting of
oil pump, oil sump, and accumulators.
FLUSHING G O V E R N O R
Governor flushing is not recommended as a regular
maintenance item. Instead, the governor should be
disassembled and cleaned if operation is impaired
due to dirt or other foreign particles in the governor.
In cases of necessity where the governor is suspected
of being dirty and it would not be practical to
remove the governor from the engine, it may be
flushed on the engine as follows:
OPERATION
OIL SUPPLY
The oil level should be maintained between the
marks on the sight glass. Use new oil which will meet
the specifications for governor oil. The vent at the
56E678
12-3
Section 12
Filler Cup
Oil Level
Sight Gauge
Compensating
Needle Valve
Base
18535
The governor oil pump supplies oil to the accumulators and pilot valve bushing, with the excess oil (at
m a x i m u m pressure) being bypassed from the
accumulator to the governor oil sump.
12-4
56E678
Section 12
Manual Shutdown Button
Electrical
Connector
Manual Speed
Adjusting Knob
Input Air
Sional Connection
Engine Oil
Pressure Connection
Vent Screw
Terminal Shaft
Oil Drain Cock
18536
NOTE
Every time a governor is installed on an engine
the injector rack setting should be checked.
12-5
Section 12
ENGINE LUBE ~
OIL SUCTION X ,
VACOO
DIAPHRAGM
STOP
~ 1
T
~
"~
spR,NG
/PSTO.
TOGGLEsw,TOH
["-.".N kl I ~F V 2 / / / / ~ . ~ i . . - ~ / , / ~ / . - . 9 " ~ m ~ . o
~ ~ ~ ~ i~
v../iU'
PLUNGER
JJ
jC~F~ SHUTDOWN
~.--t~- SOLENOID
C S
I
.
INDtCATING
PIVOT
SHA~I'~
ASSEMBLY
BALL
CAM
SPEED DR00
LEVER
SPEED DROOP
PISTON
POWER PISTON
TAILROD
SPEED SETTING
SERVO PISTON ROD
BYPASS
VALVE
TIME DELAY
POINTER (ADJUSTABLE)
3E
SETTING
PISTON
SPRING
INTERMITTENT
SPEEDER
SUPPLY PORT
SPRING-SPEED SETTING
RLOT VALVE ASSEMBLY
SPEED SETTING
PILOT VALVE
BUSHING
(ROTATING)
FLYWEIGHTS F"---"l
NUT
VALVE PLUNGER
BALLHEAO
'POWER P~STON
STOP SCREW
POWER CYLINDER
SPRING ACTS TO
SHUT OFF FUEL
VE PLUNGER
COMPENSATION
LAND ON PILOT
VALVE PLUNGER
CYLINDER
CONTRCX.
MAINTAIN CONSTANT
F>RES,~.JRE
ROTARY
TERMIN,
SHAFT
(DRWEN}
OIL SUMP
OIL BUMP
i
I
'
/~
L _ __ ~ D R I V E SHAFT
:
FROMENGINE
.' ,,
_ ._7 "
L..~
Fig. 1 2 - 5 - P G A G o v e r n o r
SPEED
Schematic
12965
Diagram
INCREASE
56E678
Section 12
DESCRNPTION
Adju.
SPEED
Pivot
DECREASE
Speed
Screw
Loc~
Shutd(
Shutdc
Speed
Servo
Screw
Ive
lg Screw
;etting
kssembly
12971
Fig. 1 2 - 6 - S p e e d Setting C o m p o n e n t s
High Speed
J
Section 12
High Speed
Stop Screw
Base Speed
Setting Nut
Restoring Lever
Restoring Spring
Stop Collar
Pneumatic Low
/ S p e e d Stop Screw
/
Knurled
-~""-'--~---/~
/ Nut (2> .
\Speed Setting
Screw Assembly
Air Pressure ,_..._
{hutdown Rod
;hutdown Nuts
Rod
usta0,e-,
Pivot Bracket
Ball Bearing
Pivot
-Pilot Valve Link
Speed Setting
Servo Stop Screw
Bell
Manual Speed
Adjusting Knob
Adjustable
Screw
S eedSe t,n
Pilot Valve
Plunger (Non
Rotating)
Oil Pressure
/Stop
~r~.,,~
I1
High Speed
Valve
Speed Setting
Servo Piston
Speed Setting
~Servo Spring
%
27478
MAINTENANCE
Conditions other than governor malfunction may
cause variations in engine speed. The following
checks should be made before concluding that the
speed setting mechanism requires adjustment.
12-8
112El182
Section 12
I. Check the load on the engine. A fluctuating
load will cause a variation in speed.
NOTE
P n e u m a t i c low speed stop screw must not
touch restoring lever at this time.
a.
b.
112E1182
12-9
Section 12
MAINTENANCE
DESCRIPTION
COMPENSATI ON A D J U S T M E N T
Turning the manual speed adjusting knob counterclockwise raises the speed setting screw assembly
and ball bearing pivot. This lifts the restoring lever
and speed setting pilot valve. As the servo piston
moves up to decrease the governor speed setting, the
restoring lever movement centers the pilot valve
plunger.
GOVERNOR COMPENSATION
DESCRIPTION
The compensating mechanism, Fig. 12-5, prevents
the engine from racing or hunting by arresting the
movement of the power piston after it has traveled a
sufficient amount to give the desired speed. The
c o m p e n s a t i n g mechanism includes the integral
compensating receiving piston, buffer piston and
springs, and compensating needle valve.
SPEED DROOP
DESCRIPTION
The speed droop provision, Fig. 12-5, is not a basic
part of the PGA governor. However, because of its
frequent application permitting g o v e r n o r interchangeability between parallel engine installations
and single engine installations, a description of the
system is included in this manual.
12-10
112El182
Section 12
Speed droop is incorporated in the governor to
provide positive control to lower speed as load is
i n c r e a s e d . This f e a t u r e p r o v i d e s load division
between engines for parallel operation of engines
driving a common gear connected to a propeller.
The speed droop piston is in direct contact with the
speeder spring. One end of the speed droop lever is
attached to the power piston tailrod. The other end
is a t t a c h e d to the pivot shaft in the f u l c r u m
assembly, which is on the end of the servo piston
rod. If the servo piston moves, the speed droop lever
pivots about the tailrod connection, or about the
pivot shaft if the power piston moves. Movement of
either end of the lever turns the pivot shaft and
positions the speed droop cam which moves the
speed droop piston to change the loading on the
speeder spring.
19535
M A N U A L S H U T D O W N SWITCH
The manual shutdown switch which is operated by
the button, Fig. 12-4, on top of the governor cover is
an integral part of the governor. H owever, functioning as a protective device for the engine, it is
described in Section 13 of this manual.
S H U T D O W N SOLENOID
The shutdown solenoid, Fig. 12-5, is also an integral
part of the governor which operates in conjunction
with the manual shutdown provision as an engine
protective device, and is described in Section 13 of
this manual.
ROTARY T E R M I N A L SHAFT
The rotary terminal shaft, Fig. 12-8, provides an
efficient connection between the governor and the
fuel injector rack linkage. By means of a lever
attached to the terminal shaft, and a connecting link
between the lever and the governor power piston
rod, the reciprocating m o v e m e n t of the power
piston is converted to rotary m o v e m e n t at the
terminal shaft. The fuel injector rack linkage is
connected to one end of the terminal shaft and the
rotary movement of the shaft is transmitted to the
injector rack linkage, which in turn controls the
amount of fuel being injected into the cylinders.
UG-8 GOVERNOR
DESCRIPTION
112El182
12-11
Section 12
to the flyweights. When governor speed setting and
engine speed are the same, the flyweights will be in a
vertical position and the pilot valve plunger will
cover the regulating ports in the pilot valve bushing.
Synchronizing
Motor
S[
S(
Spe~
Droo
Cont
The governor oil pump supplies oil to the accumulators and pilot valve bushing, with the excess oil (at
m a x i m u m pressure) being bypassed from the
accumulator to the governor oil sump.
,inal
t
~izer
]ting
Load
Limit
Contr
LOAD
INCREASED
les
Oil Drain
Plug
Fig.1 2 - 9 - U G - 8 G o v e r n o r
OPERATION
Basic governor operation, reflecting changes in
engine speed setting and the resulting governor
reaction to regulate the fuel control mechanism, is
explained below. Refer to Fig. 12-10 for aschematic
arrangement of the components.
The governor drive shaft extends through the
governor base into the pump drive gear, which is
directly c o n n e c t e d to the r o t a t i n g pilot valve
bushing. The flyweight head is attached to the top of
the bushing, providing a direct drive from the engine
112El182
Section 12
[]
17
[]
[]
PRESSURE OIL
SUMP OIL
TRAPPED OIL
COMPENSATING OIL
Speed D r o o p
~
./Lever
Fulcrum
/ ~ ) , [ ~ . ~
/"xo~1~/
\ \ \ ~ ,
~--'2/r
~
)
~.
~
Speed Droop
Spring
Speed Droop
,eve,
Ill
I II
:""~.-.,~I II
Speed Droop
Link
I II
Ill
III
II
~
Fuel
Decrease ~
~~-~----~
Compensating
~-~-..~
A.dj~usting
~ / J r Link
\
Term'7'Sh
/
II
X
~Speeder
Power Lever
~--~--~I~~
il
. . . .
[ (~(~.~-~
Droop
Compensating
II
II
~
Cam
"Adjusting
~
o~1] Pointer
I I IllrYll
Fuel Increase
Load (Fuel)
Indicating Pointer
Shutdown Strap
Load Limit Adjusting Knob
Load Limit
And Indication Rack
....
"'~,.-Min.
~1~Drive///////~//
Laminated
Assembly
Floating
I =w~r
Control
Land
Actuating
Compensating Piston
Pilot Va lye
Bushino~..
Spring Loaded
Accumulators
Power Piston
:~:i.l;f;~Jii,!~ !!II
Control Port
Compensating
Needle Valve
eceiving
3mpensating
ston
Gear Pump
I~;L
Drive Shaft From Engine
;:>
i '
. . . . . . . . .
......
15905
Fig.1 2-1 0 - U G - 8 G o v e r n o r S c h e m a t i c
112El182
LOAD
DECREASED
12-13
Section 12
As the power piston moves down, rotating the
terminal shaft, the actuating compensating piston
moves up and draws the receiving compensating
piston down, compressing the upper compensating
spring and lowering the outer end of the floating
lever and the pilot valve plunger. Movement of the
power piston, a c t u a t i n g c o m p e n s a t i n g piston,
receiving compensating piston, and pilot valve
plunger continues until the control port in the pilot
valve bushing is covered by the control land on the
pilot valve plunger. As soon as the control port is
covered, the power piston and terminal shaft are
stopped at a position corresponding to decreased
fuel needed to run the engine at normal speed under
decreased load.
LOAD LIMIT
The load limit hydraulically limits the load that can
be put on the engine by restricting the angular
terminal shaft r o t a t i o n of the governor, and
consequently, the quantity of fuel supplied to the
engine. The control may also be used for shutting
the engine down by turning it to zero.
CAUTION
Do not attempt to manually operate injector
linkage with hand control lever unless the load
limit knob is set at "10."
COMPENSATION
The compensating mechanism prevents the engine
from racing or hunting by arresting the movement
of the power piston after it has traveled a sufficient
amount to give the desired speed.
MAINTENANCE
SPEED D R O O P
Speed droop provides positive control to lower
engine speed as load is increased. It allows load
division between engines for parallel operation of
engines driving the same shaft, or paralleled in an
electrical system.
Speed d r o o p is i n c o r p o r a t e d in the g o v e r n o r
through a linkage which varies the compression of
the speeder spring as the terminal shaft rotates.
Increased fuel reduces spring compression, reduces
the governor speed setting accordingly, and the
governor will gradually reduce its speed as load is
applied. This relationship between load and speed
acts as a resistance to load changes when the engine
is interconnected with other units either mechanically
or electrically.
COMPENSATING ADJUSTMENT
After the temperature of the engine and the oil in the
governor have reached their normal operating
temperatures, the compensation should be adjusted
without load on the engine as follows:
12-14
112El182
Section 12
1. L o o s e n the nut h o l d i n g the c o m p e n s a t i n g
adjusting pointer and set the pointer at its
extreme upward position. (Max.)
2. Remove the compensating needle valve plug
and open the compensating needle valve three
or more turns with a screwdriver.
ROTARY T E R M I N A L SHAFT
CAUTION
Be sure that the screwdriver fits into the
shallow slot of the compensating needle valve
and not into the deep slot located at right
angles to the shallow screwdriver slot.
3. Allow the engine to hunt and surge for about
one-half minute to bleed trapped air from the
governor oil passages. Loosen nut holding the
c o m p e n s a t i n g adjusting pointer and set the
pointer at the extreme lower (Min.) position.
4. Gradually close the needle valve until hunting
just stops. Check the amount of needle valve
opening by closing the valve completely, noting
the fraction of a full turn required to close the
valve.
5. Re-open the valve to the point at which hunting
stopped. Test the compensating adjustment by
manually disturbing the engine speed. If the
governor stops hunting with the needle valve
open more than 1/8 turn the a d j u s t m e n t is
satisfactory.
6. If hunting did not stop. with the needle valve
open 1/8 to 1/4 turn then loosen the nut
holding the c o m p e n s a t i n g adjusting pointer
and raise the pointer two marks above the
minimum setting.
7. Repeat Steps 4, 5, and 6 if necessary until the
needle valve setting is satisfactory.
NOTE
It is desirable to have as little compensation as
possible. Closing the needle valve further than
necessary will make the engine slow to return
to normal speed after a load change and too
much compensation will cause excessive speed
change after load change.
112El182
SYNCHRONIZING MOTOR
The synchronizing m o t o r permits changing the
governor speed setting from a remote position. It is
used to match the frequency of an alternator with
that of other units before synchronizing, or to
change load distribution after synchronizing. The
motor used is a split field, series wound, reversible
type.
A friction type coupling is provided between the
motor shaft and the synchronizer adjusting gear to
allow the engine operator to adjust engine speed by
t u r n i n g the s y n c h r o n i z e r c o n t r o l k n o b on the
governor. Also included are two pairs of switch
contacts which may be used for remote indications
of maximum or minimum speed settings on the
governor.
SHUTDOWN SOLENOID
In s o m e i n s t a l l a t i o n s , a s h u t d o w n s o l e n o i d is
mounted on the top of the governor, which serves as
a protective device. The s h u t d o w n solenoid is
described in Section 13 of this manual.
12-15/12-16
S e c t i o n 12
Fi
tD
SERVICE DATA
GOVERNOR
REFERENCES
Governor Oil
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M . I . 1764
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
2. Minimum, m a x i m u m , a n d tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits m a y be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul.
Governor
Drive Assembly
B u s h i n g b o r e d i a m e t e r (as a s s e m b l e d in h o u s i n g ) - M a x . . . . . . . . . . . .
Distance between bushing thrust faces - Min . . . . . . . . . . . . . . . . . . .
Diameter of drive shaft journal - Min . . . . . . . . . . . . . . . . . . . . .
Governor
4 7 . 7 3 9 m m (1.8795")
47.42 m m (1.867")
47.536 mm (1.8715')
47.73 m m (1.879")
47.78 m m (1.881")
4 7 . 5 3 6 m m (1.8715")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . .
0.33 m m (.013")
L i m i t is g o v e r n e d b y g e a r b a c k l a s h
EQUIPMENT LIST
Part No.
Hand tachometer (mechanical)
. . . .
Tachometer drive adapter
. . . . . .
Rotary shaft bearing remover- installer
R o t a r y s h a f t oil seal d r i v i n g r o d
. . .
R o t a r y s h a f t oil s e a l r e m o v e r
. . . . .
Hand tachometer (digital)
. . . . . .
Hand tachometer shaft extension
. . .
112El182
. . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . .
12-17
. .
. .
. .
. .
. .
. .
. .
8107967
8210556
8225658
8225659
8225660
9319424
9319425
SECTION 1 3
PROTECTIVE DEVICES A N D A L A R M S
CONTENTS
GENERAL
PAGE
13-1
OVERSPEED TRIP
CONTENTS
PAGE
OIL T E M P E R A T U R E SWITCHES
H I G H OIL T E M P E R A T U R E S W I T C H
13-8
LOW OIL T E M P E R A T U R E S W I T C H
13-8
DESCRIPTION
13-1
13-2
T U R B O OIL P R E S S U R E S W I T C H
13-8
MAINTENANCE
13-2
LUBE OIL P R E S S U R E S W I T C H
13-9
LUBE O I L P R E S S U R E A L A R M
13-9
C I R C U L A T I N G OIL
PRESSURE SWITCH
13-9
13-3
MAINTENANCE
13-4
ENGINE TEMPERATURE SWITCH
13-10
LOW W A T E R P R E S S U R E S W I T C H
13-10
LOW F U E L P R E S S U R E S W I T C H
13-10
L O W OIL LEVEL I N D I C A T O R
DESCRIPTION
13-4
MAINTENANCE
13-4
13-4
LOW C L U T C H A I R
PRESSURE SWITCH
13-I 1 13-12
(PGA G O V E R N O R )
13-6
13-11 13-12
13-6
S E R V I C E DATA
SHUTDOWN SOLENOID
(UG-8 G O V E R N O R )
13-6
LOW W A T E R LEVEL I N D I C A T O R
13-7
AIR F I L T E R V A C U U M S W I T C H
13-8
L O W OIL P R E S S U R E A L A R M
SHUTDOWN SOLENOID
112El182
REFERENCES
13-13
SPECIFICATION
13-13
E Q U I P M E N T LIST
13-13
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
13
PROTECTIVE DEVICES A N D A L A R M S
GENERAL
O V E R S P E E D TRIP
This section c o n t a i n s a d e s c r i p t i o n a n d s o m e
maintenance information for the protective devices
and alarms. The devices selected for coverage were
c h o s e n as typical for a basic 645E7C m a r i n e
propulsion / generating system. Information presented
on a protective device or alarm does not mean that it
is used on a specific order.
DESCRIPTION
An overspeed mechanism is provided as a safety
feature to prevent the injection of fuel into the
cylinders if the engine speed becomes excessive.
Fig. 13-1 shows the mechanical overspeed trip
installation as applied to left-hand rotating engines.
On right-hand rotating engines the operation is
essentially the same but with the trip located to the
left side of the counterweight. If the engine speed
should increase to the specified limits, the overspeed
mechanism will shut down the engine.
NOTE
Some of these devices are designed to, in some
instances, shut down the engine in the event of
a malfunction occurring during engine operation
while others only produce an alarm.
It
FI
A(
Te
SF
LATCHED POSITION
TRIPPED POSITION
112El182
13-I
21161
Section 13
A trip shaft extending the length of each engine
bank under the camshaft has a cam at each cylinder,
which when rotated, contacts a spring-loaded catch
pawl mounted on each cylinder head, under the
injector rocker arm. In the overspeed trip housing,
the trip shafts are c o n n e c t e d to spring-operated
links and a lever mechanism. A reset lever of the trip
lock shaft, when pulled towards the right bank, puts
tension on an actuating spring. The spring tension is
retained by a lever engaging a notch in the reset lever
shaft. This holds the cams on the trip shaft away
from the rocker arm catch pawls.
The overspeed trip release mechanism is incorporated
in the right bank front camshaft counterweight. It
consists of a flyweight held by an adjustable tension
spring. When engine speed exceeds the set limit, the
tension of the spring is overcome by the centrifugal
force acting on the flyweight, causing the flyweight
to move outward to contact the trip pawl. This
allows the actuating spring, acting through connecting links, to rotate the trip shafts. Consequently, the
trip shaft cams contact and raise the injector rocker
pawls preventing full effective injector rocker arm
roller contact on its cam. This prevents fuel injection
and stops the engine.
O V E R S P E E D TRIP A L A R M
This alarm system is frequently used on units
equipped for remote starting or operating of the
engine. Engine overspeed causes overspeed trip
limit switch OTLS to p i c k up. This causes the
overspeed trip OT relay to pick up, which activates
an alarm and turns on the O V E R S P E E D T R I P P E D
warning light.
MAINTENANCE
ADJUSTING MECHANICAL
OVERSPEED TRIP
To adjust the overspeed trip, shut engine down (if
running) and remove inspection cover from right
side of overspeed trip housing.
NOTE
In o r d e r to perform adjustment, two thin
section jam-nut wrenches are required. If not
available, standard open end wrenches can be
modified for use by grinding head sides down
equal to or less than thickness of jam-nuts.
Shutdown
Lever
Tripped
Position
~x'x~Tr i2ed
Latched ]]
NOTE
Adjusting nut and locknut should always be
tightened back together (locked) before
running engine to test trip speed.
CAUTION
Run.n.
g____4 ,,
\()v~erspeed ~
~)~
\
Switclq
~.N/"X /
T s.
//
/ /
~)~")/
L/
13-2
55E782
Section 13
at which this occurs as indicated on tachometer.
This initial trip speed, in itself, is not important
except as a base reference for making actual
adjustments.
18681
27043
4. T i g h t e n a d j u s t m e n t nut on o v e r s p e e d trip
device in steps to increase spring tension. Make
these adjustments in the tightening direction
only. Tighten locknut and run engine to test trip
speed. Repeat adjustment and test until trip
function occurs in the range of setting limits
specified in the Service D a t a at end of this
section.
NOTE
If adjustment is run past desired setting, back
off nuts at least one full turn and begin to
tighten again. If initial adjustment is only a few
R P M too high, retest trip speed several more
times before changing adjustment.
WARNING
Following an engine shutdown due to activation
of the crankcase pressure detector, do N O T
open any handhole or top deck covers to make
an inspection until the engine has been stopped
and allowed to cool off for at least two hours.
Do NOT attempt to restart the engine until the
cause of the trip has been determined and
corrected.
C R A N K C A S E PRESSURE
DETECTOR A S S E M B L Y
DESCRIPTION
If c r a n k c a s e p r e s s u r e d e t e c t o r c a n n o t be
reset, do N O T operate the engine until the
detector has been replaced, since the diaphragm
backup plates may be damaged.
13-3
Section 13
MAINTENANCE
CAUTION
D i a p h r a g m can be d a m a g e d by applying a
positive pressure through vent tube. Exhaust
air from bulb before testing.
If the test is unsatisfactory, repeat the test. If the
detector still does not trip, replace the detector.
The pressure detector can also be tested by using a
hand operated vacuum pump. Unscrew the vent
tube on top of the detector and connect the vacuum
pump to a tee in a line between the vent tube port
and a water manometer. Operate the pump slowly
until the detector trips. Reset the detector and
repeat the procedure, checking the manometer for
tripping pressure. See the Service Data for limits.
18725
MAINTENANCE
The switch assembly' is a sealed unit and consequently
must be replaced if found defective. If operating
difficulties arise, check the electrical wiring connections for tightness and the floats for binding in
the float casing. If this does not produce satisfactory
results, replace the assembly with a new one.
18493
LOW OIL P R E S S U R E
ALARM
55E782
Section 13
Oil Failure Diaphragm
~Alarm Switch
.Oil Failure Plunger
pErngisneeO'Iniet ~
Shutdown Rod
Piston Stop
L ~ Shutdown Plunge
Speed
Settin
Piston
Set
Speed Control
) Rotating Bushing
To Sump
L:-~ Engine PressureOil
I ~ Trapped Oil Under Pressure
F--q Governor Sump Oil
Governor Oil Pressure
r - ~ Intermittent Gov. Oil Pressure
Oil Pressure
55E782
13-5
Section 13
SHUTDOWN SOLENOID
(PGA GOVERNOR)
DESCRIPTION
MANUAL SHUTDOWN
SWITCH (PGA GOVERNOR)
A spring-loaded manual shutdown switch button is
located on the top of the governor cover, Fig. 13-9.
When depressed, it pushes d o w n the s h u t d o w n
solenoid plunger rod displacing the check ball. This
permits trapped oil holding the speed setting servo
piston to be released and flow to the governor oil
sump, and the servo piston to be raised b y t h e piston
springs. As the piston moves up, the shutdown rod
and nuts are raised. As the shutdown rod is, in
effect, an extension of the pilot valve plunger, the
raising of the pilot valve plunger permits the power
piston to move to the fuel off position, shutting
down the engine.
12995
Fig.13-8 - Shutdown
Solenoid
13017
Fig.1 3 - 9 - M a n u a l S h u t d o w n Button
SHUTDOWN SOLENOID
(UG-8 GOVERNOR)
DESCRIPTION
A shutdown solenoid, Fig. 13-10, is available for use
on either the dial or lever type UG-8 governors. Two
models are available. One will cause shutdown when
energized and the other when de-energized. Both
models can be equipped with a latching device
which will not allow restarting after shutdown until
the solenoid is manually reset. With an energize-torun solenoid with latch, if voltage is available you
may start without manual reset.
55E782
Section 13
ENERGIZE TO SHUT D O W N M O D E L
The energize to shut d o w n model will shut the
engine down as current is applied (even momentarily)
to the s o l e n o i d . T h e s o l e n o i d p l u n g e r m o v e s
downward through a tapered plunger stop which
c o n t a i n s seven s p r i n g - l o a d e d steel balls. T h e
solenoid is prevented from returning by the binding
action of the steel balls against the shutdown rod.
Fig.1 3-1 0 - S h u t d o w n S o l e n o i d
In both models the solenoid plunger moves the load
limit strap down to effect shutdown. A detailed
description of the operation for the energize to shut
down and the de-energize to shut down models is
given in the following paragraphs.
OPERATION
D E - E N E R G I Z E TO SHUT D O W N M O D E L
DESCRIPTION
A float switch-type water level indicator W L S ,
Fig. 13-11, is installed in the c o o l i n g w a t e r
expansion tank. The purpose of the device is to warn
the operator of an insufficient supply of coolant.
When the water level is reduce to a predetermined
level, the float position will open the contacts in the
switch, activating the alarm system.
19302
Section 13
OIL TEMPERATURE
SWITCHES
MAINTENANCE
The switch assembly is a sealed unit and consequently
must be replaced if found defective. If operating
d i f f i c u l t i e s arise, c h e c k t h e e l e c t r i c a l w i r i n g
connections for tightness and the floats for binding
in t h e f l o a t casing. If this d o e s n o t p r o d u c e
satisfactory results, replace the assembly with a new
one.
AIR FILTER V A C U U M
SWITCH
19303
Fig.1 3-1 2
- Air Filter V a c u u m S w i t c h
19362
Fig.1 3 - 1 3
- Typical Oil T e m p e r a t u r e S w i t c h
112E385
Section 13
starting attempt while the engine is already running.
The switch disconnects the starting system when
lube oil pressure exceeds 145 kPa (21 psi), indicating
the engine is running. When lube oil pressure drops
below i 17 kPa (17 psi) the starting system can then
be operated.
NOTE
This alarm system may be used in place of a
engine governor controlled low oil pressure
alarm system.
CIRCULATING OIL
PRESSURE SWITCH
(OPTIONAL)
On m a r i n e g e n e r a t i n g units e q u i p p e d with an
immersion heater, the soak back pump and turbo oil
pressure switch, Fig. 13-14, are replaced by a lube oil
c i r c u l a t i n g p u m p and c i r c u l a t i n g oil pressure
switch. The circulating oil pressure switch COPS,
Fig. 13-16, will be mounted in the upper portion of
the engine control cabinet. This switch is normally
open and is held closed by 145 kPa (21 psi) oil
pressure provided by the circulating oil pump which
operates to maintain this pressure while engine is
shutdown. If circulating oil pressure drops below
117 kPa (17 psi), the switch opens, triggers the alarm
system, and interrupts the starting system to prevent
an engine start.
19305
112El182
13-9
Section 13
The switch is equipped with a test button which can
be pressed to test the warning light indication.
For more information about the switch, refer to
Maintenance Instruction M.I. 5524.
24014
F i g . 1 3 - 1 6 - C i r c u l a t i n g Oil Pressure S w i t c h
ENGINE T E M P E R A T U R E
SWITCH
DESCRIPTION
The engine temperature switch ETS is mounted on
the water manifold between the engine water outlet
and the rack mounted thermostaticvalve, Fig. 13-17.
This switch senses water temperature and triggers
the a l a r m s y s t e m when the w a t e r t e m p e r a t u r e
reaches 98 C (208 F). The alarm signal will remain
until the temperature is reduced to 92 C (198 F).
24015
NOTE
This alarm system may be specified in place of
a low water level alarm.
For more information on this switch, refer to
Maintenance Instruction M.I. 5512.
19304
112El182
Section 13
gauge and optional start air switch SAS, Fig. 13-21,
are located in the u p p e r p o r t i o n of the control
cabinet and connected into the inlet of the air
starting system. The gauge monitors the start air
pressure available to crank the engine. The pressure
switch is normally set at a falling pressure of 862 kPa
(125 psi). When start air pressure drops below
862 kPa ( 125 psi), the switch trips causing a low start
air pressure alarm.
For information about this switch, refer to Maintenance Instruction M.I. 5512.
24016
F i g . 1 3 - 1 9 - L o w Fuel P r e s s u r e S w i t c h
21061
24139
13-11/13-12
Section 13
SERVICE DATA
PROTECTIVE DEVICES
REFERENCES
S h u t d o w n Solenoid ( P G A G o v e r n o r ) . . . . . . . . . . . . . . . . . . . . .
S h u t d o w n Solenoid (UG-8 G ove r nor ) . . . . . . . . . . . . . . . . . . . . .
Pressure C o n t r o l Switch-Type 9012 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
T e m p e r a t u r e Sensitive Switch-Type 9025 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V a c u u m Switches-Type 9016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
W o o d w a r d Bulletin 36650
W o o d w a r d Bulletin 03013
M.I. 5512
M.I. 5524
M.I. 5525
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
2. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits may be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul.
Crankcase Pressure D e t e c t or
Tripping Pressure
*New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Used
.....................................
20-46 m m (0.8"-1.8") H 2 0
20-64 m m (0.8"-2.5") H 2 0
.........................
...............................
..............................
0.25mm(.010~
Setting Limits
Checking L i m i ~
920-935 R P M
1010-1025 R P M
900-955RPM
990-1045 R P M
EQUIPMENT LIST
Pa~No.
Hydrometer
..............................................
Vacuum pump
.............................................
112E385
13-13
8077317
8470956
S E C T I O N 14
AIR S T A R T I N G S Y S T E M S
CONTENTS
DUAL STARTING SYSTEM
PAGE
14-1
14-1
MAINTENANCE
14-1
LUBRICATION
14-2
REMOVAL
14-2
MOTOR DISASSEMBLY
14-3
GEAR DISASSEMBLY
14-3
MOTOR ASSEMBLY
14-3
GEAR ASSEMBLY
14-4
INSTALLATION
14-4
14-4
14-5
14-5
SHUTOFF VALVE
14-6
SOLENOID VALVE
14-6
14-6
SERVICE DATA
SPECIFICATIONS
112E385
14-9
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
14
AIR S T A R T I N G S Y S T E M
D U A L AIR S T A R T I N G M O T O R
NOTE
In an extreme emergency, engine startup can
be made without control using the manual "T"
handle override on the air start solenoid valve.
However, turbocharged engines started in this
manner are not pre-lubricated and therefore
risk damage to turbocharger bearings.
AIR S T A R T I N G M O T O R
DESCRIPTION
T h e e n g i n e air s t a r t i n g m o t o r , Fig. 14-2, is a
multivane type motor consisting of a rotor, which is
supported at each end by ball bearings, a planetary
gear train, and a Bendix drive. Air striking vanes,
which slide in the rotor, causes the rotor pinion to
rotate and turn the Bendix drive through a set of
planetary gears. The clutch drive pinion gear meshes
with the engine ring gear and cranks the engine.
27203
MAINTENANCE
The starting motor requires very little maintenance
other than lubrication. Any noticeable loss of power
can usually be attributed to worn or damaged vanes.
R a p i d wear of the vanes is u s u a l l y c a u s e d by
inadequate lubrication or the presence of rust, scale,
dirt, excessive moisture, or other foreign matter in
the air supply. New vanes can be easily and quickly
installed by disassembling the motor as described in
subsequent paragraphs.
14-I
Section 14
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
36A.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
Piston Seal
Drive Housing Cap Screw (12)
Drive Housing Cai3Screw Lockwasher
Piston Assembly
Piston Ring
Shift Ring
Shift Ring Re[ainer
Shift Ring Spacer
Piston Return Spring
Return Spring Seat
Bendix Starter Drive
3 / 8 " Mounting Bolt Lockwasher (3)
3 / 8 " Mounting Bolt Bushing (3)
Drive Housing Assembly
Drive Housing Bushing or Bearing
Bushing Oiler (If Provided)
Bushing Oiler Plug (If Provided)
28372
LUBRICATION
T h e n e e d l e v a l v e s h o u l d be a d j u s t e d ( o p e n e d
approximately one and one-half turns) to permit
three drops of oil per minute to be deposited in the
air line when the air is moving. If the exhaust air
shows excessive oil, adjust the needle valve to reduce
the amount of oil supplied to the air.
Oil is added to the bowl through a filler at the top of
the bowl. F o r normal ambient temperature of
16-49 C (60-120), an S A E No. 10 oil is recomm e n d e d ; h o w e v e r , a h e a v i e r oil m a y be u s e d if
operating conditions indicate it necessary.
MOTOR REMOVAL
33E385
Section 14
MOTOR DISASSEMBLY
(Refer To Fig. 14-2)
DISASSEMBLY OF GEARS
(Refer To Fig. 14-2)
1. Using snap ring pliers, remove planet gear from
bearing retaining ring from the external groove
in the planet gear frame bearing (29).
4. U s i n g b e a r i n g pullers, r e m o v e p l a n e t gear
frame bearing (29), from the planet gear frame.
(23).
5. P o s i t i o n the m o t o r a s s e m b l y vertically,
grasping the rotor pinion (21) in copper covered
vise jaws. Using a pair of bearing retainer pliers,
r e m o v e the rear r o t o r b e a r i n g r e t a i n e r (10)
being careful not to distort the retainer any
more than necessary.
MOTOR ASSEMBLY
(Refer To Fig. 14-2)
1. Install the front end plate (16), with the side
stamped "10BM-11" out, over the splined hub
on the rotor (15).
6. Place the rear end plate (11), Fig. 14-2, with the
side stamped "10BM-12" up, over the rotor hub
and against the cylinder.
15. Grasp the planet gear frame (24) and pull it,
a l o n g with the gear case cover (31) and all
attached parts, from the gear case (23).
33E385
Section 14
tap it down flush against the planet gear frame
thrust ring.
.
A S S E M B L Y OF PISTON, BENDIX
STARTER DRIVE, A N D PLANET
GEAR FRAME
For "RH" Models
14689
Fig. 1 4 - 3 - D o w e l Hole A n d A i r
Port A l i g n m e n t
. Align the bolt holes in the gear case (23) and the
mating holes in the m o t o r housing (18) and
install and tighten the bolts.
3. I n s t a l l t h e p l a n e t g e a r a s s e m b l y p r e v i o u s l y
assembled into the gear case (23).
. Insert the shift ring (37), shift ring spacer (39),
and shift ring retainer (38) into the small end of
the piston (36).
A S S E M B L Y OF PLANET GEARS
(Refer To Fig. 14-2)
MOTOR INSTALLATION
1. Install each starting motor and drive assembly
in position on the mounting bracket.
2. Install three bolts to secure each m o t o r to the
mounting bracket.
3. Connect air supply and exhaust lines.
DESCRIPTION
3. I n s t a l l p l a n e t g e a r f r a m e t h r u s t r i n g (28) in
place on the collar of the planet gear frame.
Then slide the planet gear frame bearing (29)
over the small end of the planet gear frame and
MAINTENANCE
33E385
Section 14
UNATTACHED ACCESSORIES
If oil does not flow, remove top plug and drip gland.
Clean parts and passages, using kerosene and blow
out with compressed air.
DESCRIPTION
DESCRIPTION
When the pinion gear in the motor (both motors in
dual system) is engaged with the ring gear, air is
released from the upper motor to the air start valve.
Air enters the air start valve and forces the valve
stem up unseating the valve seat, Fig. 14-5, releasing
the main starting air supply to the motor. When the
starting control valve is released and the air solenoid
closes off the control air supply to the motor, the
supply of air to the air start valve is shut off, which
cuts off the main air supply to the motor.
MAINTENANCE
No periodic m a i n t e n a n c e should be required,
however, if at any time the valve seat becomes dirty
and is not shutting off the main air supply properly,
the seat can be removed and cleaned.
DISASSEMBLY
13011
Fig.14-4
- A i r L i n e Lubricator
MAINTENANCE
ly
ad
ng
14692
F i g . 1 4 - 5 - A i r Start V a l v e
14-5
Section 14
. Unscrew the locknut holding the valve seat
assembly to the valve stem and remove the valve
seat assembly.
. If the valve seals need replacement due to
leakage, remove the bolts holding the actuating
cap to the valve body, remove the actuating
piston head and replace seals.
SHUTOFF VALVE
DESCRIPTION
A m a n u a l l y o p e r a t e d b a l l - t y p e s h u t o f f valve,
Fig. 14-6, is used in the starting motor systems. The
valve closes off air to the starter m o t o r when
maintenance work is being performed to prevent
i n a d v e r t e n t engine s t a r t i n g . T h e v a l v e has a
locktype handle which provides an additional safety
feature in preventing unintentional movement of
the valve.
+,.IZ
211~1
MAINTENANCE
14691
MAINTENANCE
CLEANING
SOLENOID VALVE
COIL R E P L A C E M E N T
DESCRIPTION
AIR LINE S T R A I N E R
DESCRIPTION
The air line strainer, Fig. 14-8, is a Y-shaped cast
iron housing containing a cylindrical monel mesh
screen. The strainer is located ahead of the shutoff
valve in the system. One end of the screen fits into a
14-6
55E782
Section 14
recess in the diagonal wall of the strainer body and
the other end is held in position by a bolted end cap.
This strainer effectively removes impurities from the
air being piped to the air starting system.
MAINTENANCE
The only type of maintenance required on the
strainer is to check the condition of the screen
periodically and clean if required. The frequency of
these inspections will be determined by the conditions
under which the equipment has been operating.
20628
Fig.14-8 - A i r S t r a i n e r
..... /
75E480
14-7/14-8
Section 14
SERVICE D A T A
AIR S T A R T I N G S Y S T E M
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
.
New limits are those to which new parts are manufactured. (Drawing tolerances.)
2. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
components within these limits may be reused with the assurance that they Will perform satisfactorily
until the next scheduled overhaul.
Starting Motors
Backlash between ring gear and starter pinion
Parallelism of pinion and ring gear teeth
..............
......................
Screw shaft and pinion assembly free travel (with spring compressed)
75E480
0.38-1.02 m m (.015"-.040")
14-9
0.05 m m (.002")
.......
4.76 m m (3/16")
SECTION 15A
PROPULSION UNIT
ENGINE CONTROL CABINET
CONTENTS
PAGE
CONTENTS
PAGE
SYSTEM RELAYS
15A-7
SWITCH LEGEND
15A-I
ANNUNCIATOR RELAYS
15A-7
RELAY LEGEND
15A-2
15A-8
EQUIPMENT LEGEND
15A-3
15A-3
15A-10
15A-10
GAUGES
15A-4
SWITCHES
15A-4
WARNING LIGHTS
15A-4
SYSTEM RELAY
SPECIFICATIONS
15A-13
15A-6
ANNUNCIATOR RELAY
SPECIFICATIONS
15A-14
SERVICE DATA
75E480
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
15A
PROPULSION UNIT
ENGINE CONTROL CABINET
The p r o p u l s i o n unit engine c o n t r o l cabinet,
Figs. 15A-I and 15A-2, is mounted onthe accessory
rack. The cabinet contains the switches, gauges, and
controls to operate the unit and contains alarm
indicators which signal engine or system malfunctions.
This section contains a legend of switches and
relays, switch and relay settings, and a brief
L E G E N D OF
ELECTRICAL DEVICES
Switches, relays, and electrical equipment bear
names descriptive of their functions or relationship
to other components. Identification letters for
components are generally direct abbreviations of
the names. A legend of switches, relays, and
electrical equipment follows.
SWITCH LEGEND
24140
15A-I
Legend
Description
CAS
Clutch Air
CPS
Crankcase Pressure
ETS
Engine Temperature
FPS
Fuel Pressure
FVS
Filter Vacuum
GCS
Gear Cooler
HOS
IHTS
LLS
LOS
LTS
Section 15A
I
@@@@
I
. . . . .
L . . . . .
tl-o-i
,.OPS'
RELAY LEGEND
Annunciator Relays
Legend
Description
OP (K1)
CP (K2)
Crankcase Pressure
HE (K3)
Hot Engine
OL (K4)
TP (K5)
WL (K6)
Water Level
LW (K6)
HO (K7)
CA (K8)
OT (K9)
Overspeed Tripped
FV (KIO)
Filter Vacuum
I
I
GC (KII)
Gear Cooler
AR (K 13)
Alarm Relay
0 "0--::,---:,,
:0,
'
', FPS'
CAS-'
"T",
I-T
Y~
,,
;7
W
[
t
F1 F2
F3F4
I
!
I
GIR LTR T O S X
Itr-ul~
I
I
I
I
I
i I-'-! i
Itrul
ir--I
|----t
I
I
I
STR STRX
lu-ul L I ~
I
I
I
ER
FPR
,j
,
I
I
V
~J
!
I
I
!
|
I
I
I
I
i
I
I
I
I
I
o
-f"NIHCB*
I
I
IHT*
li
I
I
I
SYSTEM RELAYS
Terminal
Board
Legend
Description
ER
Engine Run
FPP
Fuel Prime
FPR
Fuel Pressure
GIR
Governor Idle
LTR
Turbo Lube P u m p
.-J
I
I
IHC*
I
!
!
_1
WPC *
i
!
!
I
t-
*Optional Equipment
Fig.1 5 A - 2 - E n g i n e Control Cabinet,
Front Interior
24141
LWS
PT
OPS
Oil Pressure
SD
Shut Down
OTLS
STR
Start
TOS
STRX
Start Auxiliary
WLS
Water Level
TOSX
15A-2
75E480
Section 15A
E Q U I P M E N T LEGEND
SM
Legend
Description
TLPM
ETI
TOCB (CBTO)
FPM
WPC
GS
Governor Solenoid
IHC
IHCB (CBIH)
IHT
RELAY A N D SWITCH
SETTINGS
Switch/
Relay
Pickup Value
Dropout Value
CAS
CPS
ER
ETS
10 +_ 1 seconds
98 C (208 F)
+5
60 _ 0 seconds
FPR
FPS
FVS
GCS
62 kPa (9 psi)
35 kPa (5 psi)
HOS
104 C (220 F)
99 C (210 F)
IHTS
51.5 C (125 F)
68.5 C (155 F)
LOS
LTS
35 C (95 F)
29 C (85 F)
OPS
PT
TOS
NOTE
All settings without tolerance are nominal. For
exact value see device drawing.
75E480
92 C (198 F)
15A-3
48 kPa (7 psi)
Section 15A
NOTE
The switch and relay settings listed are for a
typical propulsion unit. Individual control
options and customer supplied equipment may
require changing applicable switch and relay
settings. All remote monitoring equipment
provided by customer must be connected at the
appropriate annunciator contacts identified
for customer use and not at the switches.
GAUGES
The following pressure gauges are provided on the
engine control cabinet:
Raw Water (Optional)
Start Air
Lube Oil
Clutch Air
Fuel Oil
SWITCHES
The following switches are available on the engine
control cabinet:
CONTROL POWER Pushbuttons
NOTE
Prior to pressing the ENGINE STOP pushbutton, engine should be brought down to idle
speed for a 17 minute cool down period.
W A R N I N G LIGHTS
The following warning lights are available on the
engine control cabinet:
C' CASE PRESSURE
Indicates that there is a positive pressure (rather
than the normal negative pressure) in the crankcase.
A crankcase pressure of 20-46 mm (0.8"-1.8'3 H20
will light a warning light, sound the alarm, and
cause the engine to shutdown.
15A-4
75E480
Section 15A
RAW WATER
Optional Pushbutton
Switches, Indicator
Lights Or Panel Plugs
LUBE OIL
FUEL OIL
START AIR
I @ l
~ ~ ~
Flq ~~___~[--~ 6
CLUTCH AIR
j Engl~%%tStoar~2 i.tt%Pes
ANNUNCIATOR
__@_i_@_ __@_i@
@ !@ @ @~@ ~
-(~)-i~)- @ @i@
Q
SHUTDOWN SWITCH
75E480
15A-5
--Alarm-Test/0ff
PushbuttonSwitches
24142
Section 15A
HOT ENGINE
G E A R C O O L E R P R E S S U R E (Optional)
PYROMETER A N D SELECTOR
SWITCH (Optional)
OVERSPEED TRIPPED
If engine R P M should exceed specified limit, a
warning light c o m e s on, alarm will soudd, and
engine will shut down.
HI-OIL T E M P .
Engine lube oil temperature of 104 C (220 F) will
light a warning light and sound the alarm.
LOW C L U T C H A I R (Optional)
LUB OIL P R E S S U R E
When governor oil pressure drops below 83 kPa (12
psi) at low speed or below 193 kPa (28 psi) at high
speed, a warning light comes on and alarm will
sound.
ENG. A I R F I L T E R (Optional)
When air inlet depression at the turbocharger is
greater than 279 mm (11") H20 on units with pleated
paper air intake filters or 178 mm (7") H 2 0 on units
with fiberglass air intake filters, a warning light
comes on and the alarm will sound.
W A T E R LEVEL
Provided to alert operator of an insufficient water
supply. When water supply is reduced to a predetermined level in the expansion tank, a warning light
comes on and the alarm sounds.
15A-6
20998
Fig. 1 5 A - 4 - P y r o m e t e r A n d Selector S w i t c h
75E480
Section 15A
S Y S T E M RELAYS
The system relays, Fig. 15A-5, are located on the
back wall of the engine control cabinet. Each relay,
Fig. 15A-6, is used for a respective engine start,
run, or shutdown system function. Refer to Service
Data for relay specifictions, operational votages
and hi-pot test. Refer to Troubleshooting Section of
this m a n u a l for description of circuits involving
these relays.
A N N U N C I A T O R RELAYS
Basically, each main engine system is monitored by
a switch which keeps a respective annunciator relay
energized during normal operation, preventing an
alarm. If a malfunction should occur, the switch
opens and de-energizes a relay which operates the
alarm system. A typical alarm system circuit with
switch, corresponding annunciator relay, warning
light and alarm is described on page 15A-10.
112El182
15A-7
Section 15A
ANNUNCIATOR
PANEL
RELAY
. m
K2
i
,=
, m
--[
K3 i
Annunciator
Panel
K1
0*
"--------._
,
~
*Available for optional alarms
~.,
24037
15A-8
75E480
Section 15A
482 4 V D C ~ - - ~1 2 0 V
4-
--
DCl15
VAC
Alarm
Test/Off
12 13
11 15
-I-
10 14
;--9__Y__Y____L_Y
.....1_t___
i ,
CURRENT
,--
'
REGULATOR
,,,"1 ~ ~ T - - I
,,~o,
~o=.
90
RELAY i
" ~ 1
70
L_I-~-~:_L
20
--
.,.,c
'-"
r-----q ~ 9 4
--
_:
,~)1.t------~
___~I
82
:~
~= I_
!~
"
I_
"~-]
7O
67
68
69
~1~1
____,,_1
~1-1
-_ i _ __-'_,!
t-~
0
7:3
1-0,8
;:t
t _ __
53
87
-?,T-l=:
- - - - - } ~
62
I-o58
~
;
_
_ .
_._
)~
K1,
i
K12 I
180--I
i,
!)
88
89
~o~
"H'NCI
.i
3 6
31
34
33
32
950
10
"
.......
K1
930
! .
__
_~_I
~16
24038
Fig.1 5 A - 8
75E480
- Annunciator
15A-9
Section 15A
Annunciator Relay
LOS
CPS
ETS
LLS
TOS
WLS
HOS
CAS
OTLS
FVS
GCS
OP (K1)
CP K2)
HE (K3)
OL (K4)
TP (K5)
WL (K6)
HO (K7)
CA (K8)
OT (K9)
FV (KI0)
GC (KII)
Warning Light
Lube Oil Press,
Crankcase Press.
Hot Engine
Lube Oil Level
Low Turbo Oil Press.
Water Level
High Oil Temp.
Low Clutch Air
Overspeed Tripped
Engine air Filter
Gear Cooler Press.
Alarm Relay
AR
AR
AR
AR
AR
AR
AR
AR
AR
AR
AR
(Kl3)
(K13)
(K13)
(Kl3)
(Kl3)
(Kl3)
(K 13)
(K13)
(K 13)
(K13)
(Kl3)
NOTE
A crankcase pressure m a l f u n c t i o n or an
overspeed condition will also shut down the
engine.
TYPICAL ANNUNCIATOR
OPERATION
NOTE
Primary alarm device is installed in this circuit
at a terminal barrier strip in the engine control
cabinet. Additional terminals are provided for
a second remote alarm device. Refer to wiring
diagrams for the particular installation to
identify terminals.
15A-10
75E480
Section 15A
I-
-~o
i
II
ALARM
I ~/7c
TEST/OFF I
HE
1.
II
II
L_._
(K3)
t'
II '
I . & lETS
I'--"/
J
HOT
ENGINE
I ~ I
"
AR
0 "! (K13)
I"
l_ I
i
.
I ALARM
I DEVICE
I . . _ --I
~l)
112El182
15A-11/15A-12
24039
Section 15A
SERVICE DATA
PROPULSION UNIT
ENGINE CONTROL CABINET
SPECIFICATIONS
Clearance and dimensional fimits listed below are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
2. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
any time unscheduled maintenance is performed, the service limits should not be exceeded Engine
components within these limits may be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul.
SYSTEM RELAYS
I C3
T03
C1
C1
Noo
NO1 0
0 NO2
NC3
N030
NO10
C2
O NO2
C2
Y
Z
74 VDC System Relay Schematic Diagram
' l
120
24143
Contacts
Contacts
3 Normally Open Or
3 Normally Closed
Coil (at 25 C)
....
.......
..........
Pickup - M a x . . . . . . . . . . . .
Dropout
75E480
Coil (at 20 C)
.......
4320 ohms + 20%
(Y to Z- 16,500 ohms + 20%)
Operations (at 20 C)
Operations (at 25 C)
W o r k in g Voltage
3 Normally Open Or
3 Normally Closed
....
10 amp, 74 V D C
.............
28 V D C
W o r k i n g Voltage
18 V D C
Pickup - M a x . . . . . . . . . . . .
Dropout
1-9 V D C
15A-13
.........
.............
120 VAC
98 V A C
5-65 V A C
Section 15A
120 VAC System Relay - continued
Hi-Pot
Hi-Pot
1000 V R M S
Coil To G r o u n d
60 Hz~ 1 Minute
Coil To G r o u n d
Coil To Contacts
Coil To Contacts
1500 V R M S
i
ANNUNCIATOR RELAY
2400 V R M S
Contacts To Ground
Contacts To G r o u n d
Contact To Contact
Contact To Contact
I
~ NC1 O
~' NOI~ )
C1
,t
O NC2
O
NO2
o,,c2
C3
0 Z
YO
.o3t
'X/V
24144
Contacts
3 Pole, Double Throw
Coil (at 25 C)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operations (at 25 C)
Working Voltage
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24 VDC
Pickup-Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18 VDC
Dropout
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hi-Pot
Coil To Frame
1-9 VDC
60 Hz, 1 Minute
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1000 V R M S
Coil To Contacts
Contacts To Ground / . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Contact To Contact
2400 V R M S
] 5A- 14
75E480
SECTION 15B
GENERATING UNIT
ENGINE CONTROL CABINET
CONTENTS
PAGE
15B-1
RELAY LEGEND
15B-2
EQUIPMENT LEGEND
15B-3
15B-3
15B-5
SWITCHES
15B-5
WARNING LIGHTS
15B-7
75E480
15B-7
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
15B
G E N E R A T I N G UNIT
ENGINE CONTROL CABINET
The g e n e r a t i n g unit engine c o n t r o l cabinet,
Figs. 15B-1 and 15B-2, is mounted on the accessory
rack. The cabinet contains the switches, gauges, and
controls, Fig. 15B-3, to operate the unit, and contains alarm indicators which signal engine or system
malfunctions. This section contains a legend of
switches and relays, switch and relay settings, and a
b r i e f d e s c r i p t i o n of engine c o n t r o l c a b i n e t
components of the type cabinet shown in Fig. 15B-l.
A particular unit may not have all the switches,
relays, or electrical e q u i p m e n t listed. Actual
equipment can only be determined from assembly
drawings and schematic diagrams for that particular
installation.
L E G E N D OF
ELECTRICAL DEVICES
Switches, relays, and electrical equipment bear
names descriptive of their functions or relationship
to other components. Identification letters for
components are generally direct abbreviations of
the names. A legend of switches, relays, and
electrical equipment follows.
SWITCH LEGEND
Legend
Description
COPS
CPS
Crankcase Pressure
ETS
Engine Temperature
FPS
Fuel Pressure
FVS
Filter Vacuum
GCS
Governor Control
HOS
IHTS
LLS
112El182
24031
Section 15B
'....
:0--!
'-0--'
'
' SAS.',
'
'
' FPS-, '
IFgI
r~
,-7"
'-F'
II
....
i_
' ---' i
,n
o__'
I ;
;i'
II
-
Id|l
,.
'_I
,.~
~I
.
OTLS
SAS
SSP
TOS
WLS
Water Level
RELAY
LEGEND
A N N U N C I A T O R
RELAYS
Legend
Description
OP (K1)
CP (K2)
Crankcase Pressure
HE (K3)
Hot Engine
OL (K4)
TP (K5)
WL (K6)
Water Level
LW (K6)
HO (K7)
LO (K8)
OT (K9)
Overspeed Tripped
FV (KIO)
Filter Vacuum
CO (KI0)
SA (K11)
SF (K12)
Start Failure
AR (K 13)
Alarm Relay
TB2!
r,----
i1-~1 I
STRASCX
I u,.ul lu..ul
G
1
EMR
I ~
IHC*
t~
'I
E==[
ITD
1J
I
*Optional Component
Fig.15B-2 - Engine Control Cabinet,
Front Interior
24145
SYSTEM RELAYS
Legend
Description
ASCX
LTS
EC
Engine Cooling
LWS
ECA
OPS
Oil Pressure
EMR
Emergency Run
15B-2
75E480
Section 15B
ER
Engine Run
FPM
ESD
GS
Governor Solenoid
ESR
IHC
FPP
Fuel Prime
IHCB (CBIH)
FPR
Fuel Pressure
IHT
GIR
Governor Idle
SM
ITD
LTR
OPSX
PT
SD
Shut Down
STR
Start
TOSX
VSR
RELAY A N D SWITCH
SETTINGS
Data relative to pickup and dropout of the system
switches follow. Disregard any listing not applicable
to a particular installation.
NOTE
The switch and relay settings listed are for
standard generating unit operation. Individual
control options and customer supplied equipment may require changing applicable switch
and relay settings. All remote monitoring
equipment provided by customer must be
connected at the appropriate annunciator
contacts identified for customer use and not at
the switches.
EQUIPMENT LEGEND
Legend
Description
CPM
ETI
75E480
15B-3
Section 15B
Switch/
Relay
Pickup Value
D r o p o u t Value
COPS
CPS
20-46 mm (0.8"-1.8")
H20
EC
+0
15 _ 2 minutes
ER
10 + 1 seconds
ES
200_+ OoRPM
ESD
+1
10 _ 0 seconds
ESR
ETS
88 C (190 F)
82 C (180 F)
ETS1
93 C (200 F)
88 C (190 F)
ETS2
98 C (208 F)
92 C (198 F)
+5
60 _ 0 seconds
FPR
FPS
FVS
HOS
104 C (220 F)
62 kPa (9 psi)
170 + 10 seconds
ITD
LTS
35 C (95 F)
29 C (85 F)
LWS/OPS
PT
SAS
STR
15 + 1 seconds
20 minutes
TLTD
TOS
VS
870 _+ 20 R P M
48 kPa (7 psi)
NOTE
All settings without tolerance are nominal. For
exact value see device drawing.
15B-4
75E480
Section 15B
GAUGES
The following pressure gauges are provided on the
engine control cabinet.
Gauges
Pickup Location
Oil Pressure
SWITCHES
NOTE
Prior to pressing the ENGINE STOP pushbutton, GOVERNOR LOWER control should
be used to bring engine speed down to idle
speed for a 17 minute cool down period.
75E480
15B-5
Section 15B
OIL PRESSURE
FUEL PRESSURE
AIR PRESSURE
Auto Start O n /
Auto Start Off
Pushbutton Switch "~
Governor Raise/
. / G o v e r n o r Lower
Pushbutton Switches
Engine-Start/Stop
- - P u s h b u t t o n Switches
Auto Start On
Indicator Light
Control Power-On/Off
Pushbutton Switches
Optional Pushbutton
Switch, Indicator
Lights Or Panel Plugs
IY
1.
2.
3.
4.
5.
6.
7.
8.
_@_j_O_i_QI_O_L_OJ
Lo! @!o o] @
-- - ~]-@-@/ ~ i
9.
10.
1 1.
12.
13.
14.
15.
Immersion Heater O n /
Immersion Heater Off
Pushbutton Switches
~Alarm-Test/Off
Pushbutton Switches
Crankcase Pressure
Start Failure*
Low Start Air*
Hot Engine
Low Oil Temperature*
Engine Air Filter*
High Oil Temperature
24146
15B-6
75E480
Section 15B
WARNING LIGHTS
C'CASE P R E S S U R E
Indicates that there is a positive pressure (rather
than the normal negative pressure) in the crankcase
(oil pan). A c r a n k c a s e p r e s s u r e of 20-46 m m
(0.8"-1.8") H20 will light a warning light, sound an
alarm, and shut down the engine.
LUB OIL P R E S S U R E
Lube oil pressure below 117 kPa (17 psi) will light a
warning light, sound the alarm, and cause engine
shutdown.
HOT ENGINE
Engine water temperature 98 C (208 F) will light a
warning light and sound an alarm.
W A T E R LEVEL (Optional)
Provided to alert operator of an insufficient water
supply. W h e n the water supply is reduced to a
p r e d e t e r m i n e d level in the e x p a n s i o n t a n k , a
warning light comes on and alarm will sound.
LOW T U R B O OIL P R E S S U R E
Provided on turbocharged engines only. At engine
shutdown, the turbine oil pressure pump operates
for 25 minutes to maintain turbo oil pressure. A
pressure below 69 kPa (10 psi), will light a warning
light and sound an alarm.
C I R C U L A T I N G OIL P R E S S S U R E (Optional)
Provided with immersion heater (optional). When
engine is at standstill, immersion heater heats engine
c o o l a n t w h i c h heats the l u b r i c a t i n g oil being
circulated. If circulating oil pressure drops below
117 kPa (17 psi), a warning light will come on, alarm
will sound, and the starting system will be interrupted
to prevent an engine start.
OVERSPEED TRIPPED
If engine R P M should exceed the specified limit, a
warning light comes on, alarm will sound and
engine will shut down.
HI-OIL T E M P .
S T A R T F A I L U R E (Optional)
Lube oil temperature of 104 C (220 F) will light a
warning light and sound an alarm.
LOW F U E L P R E S S U R E (Optional)
Fuel pressure below 62 kPa (9 psi) will light a
warning light and sound an alarm.
SYSTEM AND
ANNUNCIATOR
RELAYS
15B-7
SECTION
16
',
TROUBLESHOOTING
CONTENTS
PAGE
PAGE
ENGINE P E R F O R M A N C E
STARTING SYSTEM
STARTER WILL NOT
CRANK ENGINE AT ALL
CONTENTS
16-3
UNEXPECTED ENGINE
SHUTDOWN
16-27
CRANKCASE PRESSURE
SHUTDOWN
16-28
OVERSPEED SHUTDOWN
16-30
16-31
CYLINDER MISFIRE
16-32
ENGINE KNOCKING
16-35
EXCESSIVE VIBRATION
16-35
16-36
16-39
16-43
16-6
16-7
FUEL SYSTEM
LOW FUEL OIL PRESSURE
16-9
16-12
16-15
EXCESSIVE USE OF
LUBRICATING OIL
16-16
16-19
DILUTED, CONTAMINATED,
OR I M P R O P E R OIL
16-21
T U R B O C H A R G E R PRELUBRICATION
(SOAK BACK) SYSTEM FAILURE
16-22
PRELIMINARY TROUBLESHOOTING
INSPECTION
16-44
TROUBLESHOOTING RUNNING
TURBOCHARGER
16-45
COOLING SYSTEM
LOW WATER PRESSURE
(PRESSURE COOLING
SYSTEMS ONLY)
16-23
16-23
16-24
HIGH COOLANT T E M P E R A T U R E
16-24
75E480
TURBOCHARGER
16-52
LINER/PISTON VISUAL
INSPECTION GUIDE
16-58
PROPULSION SYSTEM
TROUBLESHOOTING
16-65
GENERATING SYSTEM
TROUBLESHOOTING
16-79
SECTION
ELECTRO-MOTIVE
645E7C/F7B
Marine Engine/Systems
TROUBLESHOOTING
INTRODUCTION
To derive maximum benefits from this section, it is recommended that the
reader refer to the section Table of Contents to locate the specific area of
interest.
All references made to other sections of this Engine Maintenance Manual, or
to applicable Maintenance Instructions should be reviewed for additional
information.
112El182
16-1/16-2
16
STARTING SYSTEM
m
o0
o
FAULT
CONDITION
STARTER WILL
NOT C R A N K
ENGINE AT ALL
POSSIBLE
CAUSE
U N K N O W N - Whether due to fault
in the starter system or a mechanical
obstruction in the engine.
STARTER MALFUNCTION
q~
1. S t a r t e r c o n t r o l b a t t e r i e s are
inoperative.
Test for proper battery charge and inspect cable connections of control
circuit batteries.
a. If the equipment has an isolation switch, make sure it is in the " S T A R T "
position.
ta,a
b. Check that all switches and circuit breakers in the engine control and
protective circuits are properly positioned.
On a turbocharged engine, make sure that the turbocharger lube pump
circuit breaker is closed.
c. On engines with electric starting, make sure that the battery knife switch is
closed and the starting fuse still has continuity.
d. On engines with air starting, check that the starting reservoirs are fully
charged to the proper pressure and are free of water accumulation. Check
that all valves in the air line to the starter motors are open.
If the starters still do not respond, check the following (depending on the
system) while the start switch is in the start position:
Establish whether or not there is voltage across the starter motors (on
units with separate electric start motors).
rat]
b-*.
O
O~
FAULT
CONDITION
r/l
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
o
Establish whether or not there is a voltage potential across the generator start winding terminals (on units using main generator for
starting).
Establish if there is air pressure available at the starters (on units with
air start).
If voltage or air pressure is being supplied to the starter motors, remove the
starter motors and bench test in accordance with instructions in the Engine
Maintenance Manual.
On main generator starting systems, examine the generator itself for damage
to the bus bars connecting the starter windings, or possible loose connections
to this circuit.
If the starting contactor(s) has picked up, then check its internal contacts for damage, and check for loose starting cables.
If the starting contactor(s) has not picked up, trace the starting control
circuit for open interlocks, or loose or broken wiring.
4~
b. On engines using the main generator for starting, check whether or not the
GS contactor has picked up.
C.
',,d
con
CO
O
If the GS contactor has picked up, check its internal contacts for
damage, and check for loose starting cables.
If the GS contactor has not picked up, trace the starting control circuit
for possible open interlocks or broken wiring.
On engines using air starters, check the air start control valve for failure to
pick up, and check for restrictions in the starter air supply lines. If the
engine is equipped with a turbo pump or priming pump security interlock,
make certain that the pump has been activated and the interlock functions
properly.
03
13"1
4z~
t~
C0
a. Check gear teeth on pinion and flywheel gear for damage or debris.
b. On air start systems, check air lines to engagement mechanism, the solenoid valve and the control valve for proper operation.
c. Check that starter motors are mounted and aligned properly.
d. Bench test starter motors for proper engagement operation (See Engine
Maintenance Manual).
MECHANICAL
OBSTRUCTION
1. Damaged engine assemblies or
debris.
a.
Remove all air box handhole covers and perform a complete visual
inspection. Look at all assemblies for broken or damaged components.
Check for debris in the airbox and liner port area.
5~
C.
Damaged counterweights.
Check that all piston cooling pipes are in place and intact. If a damaged
piston cooling oil pipe is found, the related power assembly should be
inspected closely for damage.
d. If the engine was recently overhauled, then inspect all fork rod power
assemblies for proper matching of serial numbers on the basket assemblies. (A mismatched basket could result in a pinched connecting rod
bearing shell.)
If these steps have not disclosed any evidence of a failure, attempt to rock the
crankshaft back and forth. If it is not possible to rock the crankshaft, perform
a main bearing inspection. If it is possible, proceed to next possible cause.
2. Accessory, e q u i p m e n t or gear
train failure.
FAULT
CONDITION
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
b. Check the main generator (where applicable) for signs of bearing over
heating or rotor to stator contact.
C.
3. Turbocharger failure.
Inspect the front (accessory) and rear (auxiliary) gear trains of the engine.
A failed component or gear bushing could cause the gear train to bind
which might prevent the engine from cranking.
O~
STARTER ENGAGES
BUT CRANKING
SPEED IS TOO
SLOW TO S T A R T
ENGINE
Check that the starter motors are of the proper voltage, and are connected
correctly for the battery voltage in use. Installations with starter motors connected in parallel across the battery require that the starters have a voltage
rating equivalent to battery voltage. Installations with starter motors connected in series across the battery (two motors) require motors which have an
individual voltage rating 1/2 that of the battery. Starter motors with different
operating voltage ratings are never mixed in the same installation.
.,q
O1
ITI
O0
O
Check that there is adequate air pressure in the reservoirs and that they are
free of water.
".,4
Ill
CO
Check that governor low oil button is not out. Also check low water/crankcase pressure detector and overspeed trip mechanism to make sure they have
not tripped. Reset if necessary.
2. I m p r o p e r starting procedure.
Check that the engine was assisted in starting by advancing the injector
control lever approximately 1/4 of the total rack travel. If no advance of the
injector control lever was made, it takes about 30 seconds of engine cranking
for the governor to move the injector rack from fuel off to idle position
resulting in engine start. (On some units, the governor is equipped with an oil
booster pump which eliminates the need to manually advance the lever.)
If the previous steps have not solved the problem, check the fuel supply to the
cylinders by opening each cylinder test valve and cranking the engine with the
injector control lever advanced. A dense spray of fuel should be emitted from
each cylinder. If a dense spray of fuel is observed, proceed to possible cause
#3, if not see #4.
,o,
--4
a. On units with an electrical fuel pump, make certain that the control and
fuel pump switch is on and that fuel flow can be seen in the return sight
glass when the pump switch is in the "FUEL P R I M E " position. If no fuel
flow is seen, check for adequate fuel level in the fuel tank, possible suction
leaks or a plugged suction strainer. If fuel flow is seen in the bypass fuel
sight glass, change the engine mounted filters. See "Fuel System."
b..i.
O
o~
FAULT
CONDITION
(/)
POSSIBLE
CAUSE
a.
Check engine air filters for plugging or air restrictions. See appropriate
service manual for instructions.
b. Check air ducts for any mechanical damage or flow restrictions. Replace,
repair or clean as required.
C.
Remove air box handhole covers as required to check for any air intake
restrictions.
d. On blower type engines, check roots blower mechanisms for any damage
or air flow restrictions. Repair or replace as necessary.
e. On turbocharged engines:
Inspect aftercooler cores for restriction of air flow. Remove and clean
if necessary.
Check for any major plugging of exhaust flow. It is possible that a major
exhaust restriction could cause enough of a misfire condition to prevent
engine starting. On turbocharged engines, check for exhaust inlet screen
plugging.
FUEL SYSTEM
m
oo
FAULT
CONDITION
LOW F U E L
OIL P R E S S U R E
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E A C T I O N
a.
Observe the pressure drop across the fuel filters. If pressure drop is near or
above the changeout value given for the filters, replace the filter elements and
again observe fuel pressure. Use only recommended filter elements.
F u e l oil leak i n t o l u b r i c a t i n g
system.
Check engine oil level to determine if fuel oil might be leaking into the engine
lubricating oil system. Inspect the top deck area of both cylinder banks for
leakage from injectors, injector j u m p e r lines, or top deck fuel manifolds.
a.
On installations with no return fuel sight glass or with engine driven fuel
pump:
Inspect all suction lines for air leaks into the lines.
b. On installations with a return fuel sight glass and electric fuel pump:
NOTE
A slight burst of bubbles during transient injector rack movements is
normal.
b.io
O
o~
FAULT
CONDITION
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
O
If bubbles are seen in the fuel sight glass while the engine is running, then
shut the engine down, hold the fuel prime/engine start switch in " F U E L
P R I M E , " and continue to observe the sight glass. If the bubbles disappear
after the engine is shut down, then the probable cause of the bubbles was
an injector with tip leakage. If the bubbles continue after the engine is shut
down, then the probable cause is afuel suction leak. This fuel suction leak
may cause air binding in the system and loss of fuel pressure. The following
steps should eliminate this fuel suction leak:
C.
c~
Inspect all pipe connections and unions in the fuel suction line for
proper tightness.
If no leak has been found, or the fuel system needs to be qualified, pressure
test the system. A p p l y a static air p r e s s u r e (414 k P a [60 psi] for
installations with sight glasses and 621 kPa [90 psi] for installations with
duplex filters) to system after fully charging with fuel. Check for the
amount of pressure loss in 15 minutes. A pressure loss of 4 psi or greater
i n d i c a t e s a leak in the engine. If this occurs, c h e c k the fuel s y s t e m
thoroughly for leaks.
WARNING
A pressure of greater than 60 psi might fracture fuel sight glasses. Beware
of possible fire hazards due to fuel spillage.
6. Fuel p u m p malfunction.
a.
-.L
f~
m
GO
Inspect the pump drive coupling and check drive shaft keying or lock
screws.
w.i
o~
to
c.
~o
co
O1
Check for an interruption or fault in the fuel pump control circuit. Use
an a p p r o p r i a t e wiring d i a g r a m to q u a l i f y s w i t c h g e a r and wiring
connections. Check for continuity through electrical interlocks.
R e m o v e p u m p a n d qualify p u m p o p e r a t i o n . See an a p p r o p r i a t e
Maintenance Instruction.
. F o r e i g n m a t e r i a l in the fuel
tank.
a. Inspect the preheater supply and bypass circuits in the fuel suction lines for
partially closed valves.
b. If problem seems to be within the heater itself, shut off all fuel and water
supply to the preheater. This can be done via cutoff and bypass valves.
C.
!
Remove the body and end caps and inspect the internal header bends to
possible trapped material obstructing the flow of fuel through the heater.
Clean or repair as required.
t~
o
o~
POSSIBLE
CAUSE
. Restriction in oil system such as
plugged f'dters or plugged coolers.
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
The preliminary setup for troubleshooting the scavenging oil system should
include the installation of a pressure gauge (0-50 psi) at the quick disconnect
fitting on the Michiana filter tank. Follow engine prelube procedures if
necessary to ensure that engine bearings have an adequate supply of clean
lube oil during troubleshooting.
Follow one of the following procedures based on specific application.
F O R ALL I N S T A L L A T I O N S E X C E P T M A R I N E E N G I N E S WITH
ENGINE MOUNTED RAW W A T E R PUMP:
Before starting the engine:
a. Check for adequate supply of oil in the oil pan.
b. Make sure the strainer housing is full of oil to within about 51 mm (2")
of the screen under the large cover.
c. Also under the large cover, make sure that the Michiana tank drain
valve (with the "T" handle) is fully closed.
d. Remove the scavenging pump coarse strainer element which is held
into the strainer box by three bolts. Inspect the interior of the strainer
box for foreign material and clean if necessary. Make certain that the
clean strainer is installed with a gasket and tighten securely.
e.
Remove several oil pan handhole covers and inspect the entire length
of the oil suction line leading from the governor end of the engine into
the oil sump. Any mechanical damage to this line must be repaired
before operating the engine.
o~
h~
m
CO
Oi
Start the engine. Check whether the oil level in the strainer box returns to
approximately 51 m m (2") of the screen within 45 seconds.
If it does not, take a pressure reading at the Michiana tank with the engine at
idle. Shut the engine down by either pulling out the governor low oil pressure
button or tripping the overspeed shutdown lever.
If the pressure reading was low or zero, then the scavenging oil pump
and its suction line to the strainer box should be inspected. If necessary, the scavenging oil pump should be removed and overhauled.
If the pressure reading was higher than 69 kPa (10 psi), then change the
oil filter elements and repeat the procedure. If the pressure is still high,
remove and clean the oil cooler core.
If it does, operate the engine and slowly increase the speed. Observe the oil
level in the strainer box at all speeds. At m a x i m u m operating speed take a
reading of the Michiana tank pressure.
If the pressure reading is above 172 kPa (25 psi), change filter elements.
(On switcher locomotives and industrial engines with tube bundle
and shell [heat exchanger] type oil coolers, the applicable value is
345 kPa [50 psi].)
If the pressure reading is 69 kPa (10 psi) or more after changing filter
elements, temperature test the oil cooler core as discussed in the "High
Lube Oil Temperature" section. If necessary, remove and clean the oil
cooler. (On switcher locomotives and industrial engines with tube
bundle and shell [heat exchange] type oil coolers, the applicable value
is 138 k P a [20 psi].)
If pressure reading is 21 kPa (3 psi) or less, check the Michiana tank
b y p a s s valve to d e t e r m i n e if it is j a m m e d open. ( O n switcher
locomotives and industrial engines with tube bundle and shell [heat
exchange] type oil coolers, the applicable value is 69 kPa (10 psi].)
FOR ALL MARINE INSTALLATIONS WITH ENGINE MOUNTED
R A W W A T E R PUMP:
These engines are considerably different from other E M D engines in that
much of the oil system and piping is installed by outside contractors. These
variations cause the normal pressure characteristics of the oil system to be
altered.
c)
FAULT
CONDITION
POSSIBLE
CAUSE
t~
Check the pressure differential across the oil cooler. If the differential
exceeds 69 kPa (10 psi), temperature test the oil cooler as discussed in the
"High Lube Oil Temperature" section.
U,
01
i1"1
CO
0
Check the pressure differential across lube oil filter elements. The pressure
differential must not exceed 138 kPa (20 psi). Change filter elements if
necessary.
Check the pressure differential across the oil cooler. The pressure differential must not exceed 138 kPa (20 psi). If the differential does exceed this
value, temperature test the oil cooler core as described in "High Lube Oil
Temperature" section. Remove and clean if necessary.
2. Oil Leakage.
WARNING
When engine shuts down due to hot oil, wait two hours before attempting to
inspect the engine. This will preclude the entry of fresh air which could ignite
hot oil vapor.
Check oil level in the oil pan and monitor main oil pump pressure.
See section on "Lack Of Oil Delivery From The Scavenging System." Poor
oil flow could cause this problem.
a. Determine if the engine has had high water temperature problems. (High
water temperature reduces the efficiency of the oil cooler thereby causing
a higher oil temperature.) If the engine has an above normal water temperature, see "Coolant System."
b. Marine and stationary power installations are frequently equipped with a
temperature control (thermostatic) valve. If the engine has this equipment, then qualify the opening of the valve. On some installations, failure
of the valve to function can deprive the oil cooler of coolant.
c. Temperature test the oil cooler as follows:
1. P u t inline thermometers or temporary t h e r m o m e t e r s in the wells
provided in the engine cooling water piping.
2. Monitor temperatures in and out of both the oil and water sides of the
oil cooler.
. Compare these readings with a standard chart (locomotive installations) or with installation records to determine oil cooler efficiency.
( R e d u c e d efficiency is c a u s e d by oil c o o l e r p l u g g i n g , scale or
corrosion.)
FAULT
CONDITION
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
O
EXCESSIVE USE OF
LUBRICATING OIL
(See specific condition)
Inspect the interior of the oil pan for evidence of overheated metal surfaces or
extruded metal around the main and connecting rod bearings. Inspect under
the lower end of both gear trains for debris.
a.
Perform air box inspection and pay particular attention to the condition
of the piston, rings and liner.
Cheek the piston crown and port area for signs of oil problems in a specific
cylinder. Excessively wet crowns and oil or sludge throw off from the inlet
ports may point out cylinders with oil control problems.
Disassemble the lube oil separator and check for a missing or disintegrated
screen element. On the turbocharged engine, the absence of this screen can
cause excessive oil consumption and oil out the stack.
Oil passage through the separator can occur when the flow rate through the
separator exceeds design capacity. This is usually caused by combustion gases,
ambient air, or pressurized air box air entering the crankcase. This condition is
characterized by a reduction of crankcase vacuum, and can be detected by
measurement with a manometer at the oil dipstick tube.
Ill
t.O
O1
Inspect the air ducts from the blower to the air box. If oil is found running
down the ducts, the blower should be removed and the blower rotor end seals
replaced.
a. Remove the screen and taper joint in the exhaust manifold assembly.
b. Inspect the manifold interior to determine if oil loss is originating from the
engine or the turbocharger. In many instances, this inspection will reveal a
specific cylinder responsible for oil loss.
CA)
O0
Engines which are operated for extended periods of time under light or no load
may experience varnishing of the cylinder walls. This varnishing greatly
reduces the effectiveness of the oil rings and may in some cases cause a
condition known as oil "souping" (which can result in an oil loss through the
exhaust stack). Varnishing can be characterized by light brown or tan deposits
on cylinder liner walls. If light load operation is continued, then these varnish
deposits may interfere with ring to liner seal effectiveness. In extreme instances
of light load operation it may be necessary to load the engine either through
temporary change of service or through use of a load box in order to remove
these deposits and restore the efficiency of the ring set.
Cylinder head retainer surfaces and head seat rings are subject to wear during
normal operation. Excessive wear or clearance due to "pounding" of seat rings
from improperly torqued head crab nuts will allow oil to be drawn past the seat
rings into the exhaust. These conditions can be minimized by following the
Scheduled Maintenance Program for in-service tightness checks of head crab
nuts on new engines with non-plate type crabs or by assuring that correct
torque is applied when installing new or rebuilt power assemblies in engines
with either plate or non-plate type crabs.
On E M D engines, piston rings in the No. 4, No. 5, and No. 6 grooves are
directionally sensitive at installation and all six rings in the set must be
properly oriented in the correct groove.
NO. 1 RING - Labled "Top Groove Only" and stamped with a part
number. It may be installed with either side up.
NO. 2, 3 RING - Both rings are identical. They are both stamped with a
part number and may be installed with either side up.
CO
FAULT
CONDITION
POSSIBLE
CAUSE
NO. 4 RING - Labled "Top" and has a part number stamped on it. It must
be installed with the top label upward and only in the No. 4 groove. If this
ring is installed upside down, its tapered face will tend to pump oil past the
upper compression rings.
NO. 5 RING - This is a double hook scraper and must be installed with the
hooks pointed down. If this ring is installed upside down, it will cause
heavy oil loss through the air ports and considerable oil loss into the
airbox.
NO. 6 RING - This is a special spring loaded scalloped oil control ring and
must be installed with the scallops downward. If this ring is installed
upside down, its oil control efficiency will be greatly reduced and may
result in excessive oil loss.
At the time of overhaul or if rings are removed while troubleshooting excessive
use of lube oil, make certain that the oil drain holes under the oil control rings
are not clogged.
ot~
See possible cause "Oil Loss Out Of The Exhaust Stack," Part 1.
See possible cause "Oil Loss Out Of The Exhaust Stack," Parts 4 and 5.
Inspect for excessive oil leakage from around the power pack assemblies or
from the center gallery of the air box. Leakage here might indicate a failed or
absent seal, a failed component, or an oil gallery structure failure.
Inspect the air box drain piping in the oil pan for any evidence of leakage or
external damage to the piping which could cause oil loss.
BAD OIL
1. Oil in water expansion tank.
Ill
t~
This indication is usually seen on installations with shell and tube type oil
coolers because in these coolers the local oil pressure is sometimes higher than
the cooling water pressure.
On installations with fin type oil coolers and pressure cooling systems, the
water pressure is higher than the oil pressure in the cooler. Because of these
pressure differences inside the cooler, an internal leak usually results in water
contamination of the lube oil. Pressure test and qualify the oil cooler core for
leakage.
m
.d
O1
OIL LEAKAGE
1. External engine leaks.
This condition will be evidenced by rising or overflowing oil from the governor
oil level sight glass. Check the governor drive seal and replace if necessary.
Cheek the low oil pressure actuating diaphragm of the governor and replace if
necessary.
Replace the bearing seals and check return lines for continuity. Check that the
orifice is in place on the supply line.
Change the turbocharger oil filter element. (Make sure that the element isn't
installed upside down because this can cause low oil pressure.)
t.*t
LOW ENGINE
OIL P R E S S U R E
If the oil supply to the main pump is found to be adequate, install test oil
pressure gauge (0-150 psi) on the outlet elbow of the main lube oil pump using
the 3/4" NPT plug hole. If the pump pressure indicated on the gauge is
adequate, proceed to possible cause #10. If not, proceed to possible cause #5.
5. Clogged strainers or debris in
strainer box.
a. Remove the two fine screen strainers in the strainer housing. Clean the
strainers and inspect the seals for possible suction leaks.
b. Drain the strainer box and inspect the chamber for any foreign material.
O
c.
Remove and blow compressed air through the seal vent line to make
certain that it is not obstructed.
o~
FAULT
CONDITION
~q
POSSIBLE
CAUSE
Remove all oil pan handhole covers. Visually inspect the piston pins, the
external surfaces of the main and connecting rod bearings for evidence of
over heating and look for missing or loose components.
Operate the engine at idle speed. Remove the low water/crankcase pressure
detector leaving oil lines intact, and swing the detector away from the
accessory housing hole. (On older models without flexible oil line connections on the detector, some oil lines may have to be capped or plugged.)
Check the pressure relief valve (located directly behind the detector), for
excessive oil loss. If the valve is found to be stuck in the open position, it
should be removed and replaced with a qualified valve.
Check for suction leaks at the main pump inlet elbow where it mates to the
main p u m p and to the strainer housing (if applicable). Replace gasket if
necessary. See "Excessive Use Of Lubricating Oil."
Remove and qualify the main lube oil pump per instructions in the Engine
Maintenance Manual.
9,
I,o
',,d
O1
m
GO
,..J.
C.
Inspect the 1/8" diameter line leading through the right bank top deck of
the engine to the pressure gauge. Inspect this line carefully for damage. If
necessary, blow air through it to make certain it is clear of obstructions.
a.
Disconnect and block the connecting line from the oil pressure sensing
line to the low water/crankcase pressure detector and the hot oil shut
down device (if so equipped). If this results in restoration of normal oil
pressure reading on the main engine gauge, it indicates that either:
The "O" ring seals in the low water/crankcase pressure detector may
have failed.
The activating section of the hot oil detector may be jammed open.
,.q
I"11
00
a. Use the recommended tool to check the clearance in the No. 1 idler stubshaft bushing. Inspect the interior of the end housing for debris under the
gear train.
b. On turbocharged engines, remove the auxiliary generator drive (if so
equipped) or the cover plate on the rear right bank. Inspect the manifolding to the turbocharger filter for loose or missing components or seals.
Make sure that the upper pipe plug is installed in the gauge line connecting
block and inspect the camshaft manifolds.
c. On blower engines, remove the auxiliary generator drive (if so equipped)
or the engine oil separator housing. Inspect the oil jumper lines to the
camshaft bearing brackets for loose or missing components or seals.
Check for this condition as follows:
DILUTED,
CONTAMINATED,
OR I M P R O P E R OIL
a. The brand name and viscosity of the lubricating oil should be compared to
E M D standards. Use of oils should be confined to those that meet qualifications published by EMD.
b. Immediately take a lube oil sample for analysis. Follow the specified corrective action as indicated in applicable Maintenance Instruction.
5~
t,~
a. Check all fuel jumper tubes to the injectors for cracks and proper seating.
b. Inspect all brazed joints in the top deck fuel manifold and check all
manifold pipe plugs for leakage.
c. Check injectors and injector filter cap gaskets for leaks.
d. Check for piston rings which are not free to rotate in the piston groove.
e. Pressure fuel system as required to isolate the source of leak. See "Fuel
System."
a. Visually inspect for water in the oil pan and on top of the cylinder heads.
b. Visually check for leaks in water manifolds and piping.
c. Pressure test as required to isolate the source of the leak. See "Coolant
System."
POSSIBLE
CAUSE
FAULT
CONDITION
t'0
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
O
If the soak back pump fails to operate when the engine is shut down, then
immediately restart the engine and allow it to idle for 15 minutes. This allows
the oil temperature to drop which cools the turbocharger bearings. The
engine can then be shut down and the electrical control and soak back pump
circuits can be investigated to determine the cause of the malfunction.
TURBOCHARGER
PRELUBRICATION
(Soak Back) SYSTEM
FAILURE
CAUTION
If the engine can not be restarted within 2 minutes of shutdown, then do not
restart the engine until the operation of the soak back pump has been
restored and the engine has been allowed to cool down.
9,
Inspect the camshaft bearings on the engine top deck while the soak back
pump is operating. If oil flow is observed around the bearings, it is an
indication that the check valve (located in the turbocharger filter housing) is
j a m m e d open. Remove the housing and inspect the check valve. (This
condition will allow oil contaminants to be backflushed into the main oil
gallery.)
On most engine applications, the soak back pump filter is mounted in a small
canister close to the pump. There is no backup filtration system, if the filter
clogs, the bypass valve will allow dirty oil to reach the turbocharger bearings.
Replace soak back pump filter. Use only EMD recommended filter elements.
The turbocharger oil filter is in the large canister on the back of the right bank
of the engine. There is no bypass valve for the turbocharger oil filter so
clogging of the filter may result in a low oil pressure shut down. Replace the
filter element using only EMD recommended elements.
a. Remove the rear oil pan handhole cover on the left bank of the engine.
Inspect under the gear train for oil return draining from the turbocharger.
bo
I,O
b. If oil drainage is not evident, check the following for failure or restriction
of oil delivery: The motor to pump coupling, the pump, and the motor.
(See Engine Maintenance Manual instructions.)
..d
O1
m
4~
t~o
O
7x
COOLING SYSTEM
O1
m
O0
o
FAULT
CONDITION
POSSIBLE
CAUSE
R E C O M M E N D E D C H E C K OR C O R R E C T I V E ACTION
Install a pressure gauge in the cooling system and monitor the pressure rise at
the expansion tank as the engine heats up to normal operating temperature.
Check to see that the pressure reading matches the system or cap specifications.
See an applicable service manual for pressure testing details. If pressure is
low check for:
LOW W A T E R
P R E S S U R E (ON
PRESSURE COOLING SYSTEMS
ONLY).
I. Failed expansion tank vent valve.
Place a bucket of water so that the end of the vent line extends several inches
below the surface of the water. The release of bubbles or coolant inhibitor
through the water indicates that the vent valve is not seating properly and
must be replaced.
WARNING
Do not get hands or face close to the water bucket while performing this test.
2. Damaged filler components.
5~
a. Shut the engine down. Blow down the tank pressure by opening the
manual vent valve.
b. When the tank pressure is completely dissipated, remove and inspect the
expansion tank fill valve.
c. Check the filler neck condition for any type of damage.
d. Check for proper seating of the snifter valve (metal disc) in the center of
the cap and check the condition of the gasket. Make certain the pressure
range marked on the cap is correct for the installation. If there is any
indication of a faulty filler cap, remove and check it on an external pressure
tester. Replace cap if necessary.
On installations with m a n u a l vent (blowdown) valves, use only the
expansion tank caps with the crosswise bar. This is a protective system
designed to prevent injury of personnel from expansion of hot coolant,
but its purpose is defeated if a plain expansion tank cap is used.
POOR COOLANT
DELIVERY
See fault conditions "Poor Coolant Delivery" and "Excessive Coolant Loss."
oq
O
FAULT
CONDITION
POSSIBLE
CAUSE
2. Coolant piping damage or flow
restrictions.
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
a. Check all coolant manifolds and piping for mechanical damage which
might restrict flow.
b. Verify coolant flow in various locations of the coolant system in order to
pinpoint any hidden flow restrictions.
EXCESSIVE
COOLANT LOSS
Remove and qualify the water pump(s) per instructions in the Engine Maintenance Manual.
Check that all drain valves and plugs are not leaking. Check that all vent
valves on the expansion tank (if so equipped) are in the proper position.
Check that coolant expansion or supply tank is adequately capped. On locomotives, check that all cab heater drains are closed.
Check that all coolant system piping connections are tight and that all
gaskets are in good condition. Leakage on the pressure or output side of the
water pump will cause coolant loss and decreased coolant pressure throughout
the system. (Leakage on the suction or output side of the water pump will
draw air into the system which results in cavitation at the pump.)
Hydro-Test the cooling system for leaks. Do not exceed 172 kPa (25 psi)
during the hydro-test. This limit is notably conservative to account for older
equipment that might have some long service deterioration. The engine alone
can be blanked off and tested with air and water at 620 kPa (90 psi).
5~
HIGH COOLANT
TEMPERATURE
'M
O1
133
O0
O
ON INSTALLATIONS WITH
RADIATORS:
1. Inadequate coolant supply.
a. Cycle the shutters with the temperature switch test button or the shutter
test valve. Check that the shutters are opening completely.
t~
i..~
O
O~
"-4
t~
I'tl
b. Check the temperature at which the temperature switch operates. This can
be done by either operating the engine until it reaches the temperature at
which the shutters open or by removing the temperature switch and
testing it separately. Place the heat sensing element in a pan of hot water
and check the operating point with a thermometer.
.~.
O0
0
a.
b. On installations with belt driven cooling fans, inspect the belts and make
certain that they are properly tensioned.
6. Poor air flow through radiators.
Inspect the exterior of the radiators for clogging and restriction of air flow.
Clean radiator baffles (fins) if necessary. Carefully check cores for leaks.
Make certain that all radiator and water pump vent lines are in place and not
obstructed. Poorly connected radiator vent lines can cause air binding in the
radiators which results in a loss of cooling efficiency. Water pump vent lines
that are loose or an incorrect size can cause cavitation of the water pump
(which results in a loss of coolant delivery pressure).
bo
ON INSTALLATIONS WITH
HEAT EXCHANGERS, KEEL
COOLERS, OR RAW WATER
COOLING:
1. Inadequate coolant supply.
a. Check that all valves are open in the suction and discharge circuits of the
pump.
i..*.
b. Make certain that piping connections are properly sealed and tightened
and that gaskets are in good condition.
o
o~
FAULT
CONDITION
POSSIBLE
CAUSE
R E C O M M E N D E D C H E C K OR C O R R E C T I V E A C T I O N
t'0
c. On installations with belt or shaft driven raw water pumps, check the shaft
couplings and belt tension.
d. If none of the above steps have located the problem, remove and qualify
the raw water pump per instructions in the Engine Maintenance Manual.
6. Clogged heat exchanger.
9~
Ox
,,,.j
O]
m
4~
g0
0
Monitor the temperature change across the engine cooling side of the heat
exchanger and, if possible, across the raw water pump from suction to the
discharge side. If the temperature change is too small across the cooling side
of the heat exchanger (this is a temperature drop) or raw water pump (this
should be a temperature rise), then clean the radiating surfaces. It may be
necessary to rod out the exchanger (shell and tube types).
ENGINE PERFORMANCE
"4
O'1
i"rl
00
FAULT
CONDITION
UNEXPECTED
ENGINE
SHUTDOWN
POSSIBLE
CAUSE
1. Engine was stopped.
Check the position of the overspeed trip lever. If it has tripped, see fault
condition "Overspeed Shutdown."
tJ
NOTE
Quite often on startup and occassionally on shutdown, the engine protector
buttons may be activated by pressure differential transients. These may cause
a false indication of engine problems during routine startup and shutdown.
. Hot oil detector tripped (if
applicableL
WARNING
When engine shuts down due to hot oil, wait two hours before attempting to
inspect the engine. This will preclude the entry of fresh air which could ignite
hot oil vapor.
FAULT
CONDITION
POSSIBLE
CAUSE
7. Low oil pressure shutdown.
WARNING
If the low oil button is popped and the hot engine condition is suspected, wait
two hours before attempting to inspect the engine. This will preclude the
entry of fresh air which could ignite hot oil vapor.
b. See the "Low Engine Oil Pressure" section of"Lubricating Oil System."
C.
CRANKCASE
PRESSURE
SHUTDOWN
O1
I"11
CO
If none of the above inspections disclose any reason for the low oil pressure shutdown on an installation with a hot oil detector, load the engine
and watch the engine temperature gauge closely for possible overheating.
The oil detector might have shut the engine down and then reset itself
during cool off.
If the engine unexpectedly shut down when the throttle was reduced, accompanied by bogging of the engine and heavy smoke, the turbocharger clutch
may be failing to engage properly.
It may be possible in an extreme case of filter plugging, that the air supply
could be cut off to the engine and shut it down. Check air intake filters for
plugging. Check all air intake ducts for air flow restrictions. (This condition
should be indicated by an annunciator light.)
WARNING
Following an engine shutdown because the engine pressure detector has been
actuated, do not open any handhole or top deck covers to make an inspection
until the engine has been stopped and allowed to cool off for at least two
hours. Do not attempt to restart the engine until the cause of this trip has
been determined and corrected. The action of the pressure detector indicates
the possibility of a condition within the engine such as an overheated bearing
that may ignite the hot oil vapors with an explosive force, if air is allowed to
enter. If crankcase pressure detector can not be reset, do not operate the engine
until the pressure detector has been replaced, since the diaphram backup
plates may be damaged.
01
01
m
oa
00
NOTE
Do not remove any of the calibrating orifices that are part of the total
crankcase aspirator system installed at the factory.
2. High engine oil level.
Check oil level. High oil can cause a shutdown due to foaming action.
On turbocharged units, check if there is carbon blocking the angled end of the
eductor tube which projects into the exhaust stack riser.
After the engine has been shut down for two hours, remove the oil pan and
air box handhole covers. Check for:
Cracked pistons.
Broken and unseated cylinder crab bolts, and loose crab bolt retainers.
1",9
t~
O
FAULT
CONDITION
POSSIBLE
CAUSE
5. Incorrectly installed oil pressure
relief valve.
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
a. Remove the detector from the accessory drive housing.
b. Check that the port on the oil pressure relief valve (located directly behind
the detector) is facing downward and 90 away from the end sheet of
the engine. If the relief valve is installed either facing the end sheet or at
180 to the end sheet, then the oil discharge may hit the actuating diaphragm of the engine protector causing a false crankcase pressure
indication.
OVERSPEED
SHUTDOWN
a. Check the possibility that engine load was dropped. Look for annunciator
or engine control cabinet indications.
b. Check the operation of overcurrent protective relays and excitation
limiting relays. Check for other electrical malfunctions which might cause
this problem. See an appropriate service manual.
c. Marine operations in extremely rough or shallow water may cause considerable load fluctuations.
q,
2. Overspeed mechanism failure.
a.
Run the engine to m a x i m u m speed with no load and check the engine
speed with a hand held tachometer. This can be done via the access cover on
the camshaft counterweight cover.
b. Increase fuel injection with the injector control layshaft lever until the
overspeed device trips. Note the speed at which the device trips.
If the overspeed does not trip when the engine R P M reaches 10% over
rated speed, back off the injector control lever and shut the engine
down. Remove the front cam counterweight cover and readjust the overspeed mechanism. See the Engine Maintenance Manual for instructions.
If the overspeed tripped at an RPM that was too low, remove the front
cam counterweight cover and readjust the overspeed mechanism. See
the Engine Maintenance Manual for instructions.
Retest until proper R P M trip value is obtained.
",4
O1
1"13
~o
m
Qo
6-1
ENGINE SPEED
HUNTING (SPEED
DEPARTURE)
Check that the injector control linkage is working properly. Replace any
injector which shows evidence of rack binding.
If bubbles are evident in fuel return sight glass (if so equipped), see "Fuel
System." On other installations, check for proper flow through the fuel lines.
Check the governor for correct oil level. Either too high or too low oil level in
the governor may cause engine hunting. If the governor "manufactures" oil
(constantly rising oil) or if the governor oil becomes excessively dirty after a
short operating time, then engine lube oil is getting into the governor oil.
Check for the following failure conditions:
a. The governor oil pressure sensing diaphragm may have ruptured:
b. The governor drive seal may have failed.
c. The load control pilot valve seal may have failed.
With the engine running, vent the air bleed screw in the governor body to
remove any trapped air from the governor control passages. Adjust the
compensating needle valve to limit the hunting condition as much as possible.
On locomotive installations, with engine at idle, turn adjustment screw inward
until hunting stops or is lessened. Set locomotive brakes and put unit on
self-load, then advance throttle to notch #1 - engine should not bog down
excessively. Turn screw outward to decrease bog, if necessary, or position to
minimize both hunting and bogging conditions.
a.
7. Load fluctuation.
t~
O
oh
FAULT
CONDITION
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
o
CYLINDER
MISFIRE
M E T H O D S OF LOCATING A M I S F I R I N G CYLINDER:
1. Exhaust temperature check.
a,
b. On engine i n s t a l l a t i o n s w i t h o u t e x h a u s t stack p y r o m e t e r s , an
approximation of individual cylinder exhaust temperature can be
obtained with a hand-held pyrometer. Take a comparison reading at
each riser leg while the engine is under load. Because the pyrometer is
being positioned outside the manifold, the readings alone should not
be used as a basis for power assembly teardown. Only the range
relationship between cylinders is meaningful to detect a suspicious
cylinder.
2. Stack sound check.
a,
Using a four foot length of 1/2" to 3/4" pipe held against the riser leg,
listen to the sound of the exhaust in each stack riser. Excessive or
abnormal noise indicates the possibility of a misfiring cylinder or a
defective exhaust valve.
b. Disconnect the injector rack link on the suspect cylinder. With the
engine at idle speed, slowly open the rack for that cylinder and then
return it to idle position. If the injector is functioning properly, a pronounced laboring of the cylinder will be evident with the rack
advanced.
3. Cylinder pressure check.
",4
O1
m
00
O
To locate the leaking cylinder, shut down the engine and remove the
cylinder test valve from the cylinder to be checked. Using an exhaust valve
tester, shown in Fig. 1, install the adapter and air gauge assembly in the
cylinder test valve hole. Before attaching the air line to the adapter,
turn on the air valve and regulate the air pressure to read 414 kPa
(60 psi) on the line air gauge. Rotate the crankshaft until the piston of the
cylinder being checked is at approximately top dead center. Attach the air
line coupling to the adapter and note the adapter gauge pressure. Valve
leakage is indicated if the gauge reads below 386 kPa (56 psi). Repeat the
check on the remaining cylinders.
14362
Fig.1 - E x h a u s t V a l v e T e s t e r
NOTE
Details for construction of the exhaust valve tester can be obtained from
the Electro-Motive Service Department by requesting a copy of file drawing No. 695.
5~
O
=
FAULT
CONDITION
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
t~
o
d. Remove the retainer spring and clevis pin securing the injector control
lever to the adjusting link.
e. Place the injector rack in the full fuel position.
f. Apply 1/2" drive torque wrench to the pressure test tool and apply 107
N.m (80 ft-lb) of torque. Hold the torque for a minimum of five
seconds. If the torque indication drops off, or if the wrench must be
moved to maintain torque, the injector is leaking and must be replaced. If the torque remains constant for five seconds without movement of the wrench, the injector is acceptable.
5. Air box inspection.
Heavy cylinder scoring and badly worn or broken compression rings can
cause s m o k i n g , high oil c o n s u m p t i o n , k n o c k i n g or l o a d i n g and
operational problems. Remove all airbox handhole covers and inspect
each power assembly through the liner air intake ports. (Consult the
appropriate "One Revolution" inspection sequence charts provided.)
Check for excessive component "sludge" deposits and any port blockage.
1. Wrong injectors.
Inspect the part numbers on the bodies of all injectors to verify that the entire
engine set is correct for the installation.
CAUTION
EMD does not make hollow rack injectors. Hollow rack injectors can not be
set correctly with an E M D injector rack tool. If they are mixed in an EMD
engine set with EMD injectors, and set with an E M D tool, these cylinders will
be too light on fuel volume (rack too long). This can result in misfire,
vibration, poor overall fuel economy, and possible engine damage.
Do not rely on body grooves or any other superficial means of identifying
injectors. Check the injectors only by the part number and then make certain,
through the appropriate E M D Parts Catalog, that all of the injectors in an
engine are correct for that installation.
2. Low fuel oil pressure.
a. On installations with fuel sight glasses, check for adequate fuel flow
through the return sight glass. If the fuel flow is inadequate or bubbles are
evident in the return fuel sight glass, see "Fuel System."
o~
",,d
O1
b. On installations with fuel block and duplex filters, check for adequate fuel
supply pressure. If the fuel pressure is inadequate, see "Fuel System".
O0
a. Check exhaust valve lash adjustment as described in the Engine Maintenance Manual.
b. Remove and test any valve bridge which shows inadequate lash adjuster
tension or which operates loudly when the engine is running.
5. Injector malfunction.
ENGINE KNOCKING
EXCESSIVE
VIBRATION
In some cases, mixing components, such as between 567 and 645 engines or
between blower and turbocharged type engines, may cause misfire or knocking condition. This may range from having no effect to rapid component
destruction.
1. Engine overloading.
2. Cylinder misfiring.
1. Rotating equipment
misalignment.
If the installation has been subjected to any shock loadings, check engine to
generator or engine to gearbox alignment.
O
FAULT
CONDITION
POSSIBLE
CAUSE
Open top deck covers and perform .a visual inspection of all injectors, racks,
rocker arms, and rocker arm shaft mounting studs. Check that all injector
racks are engaged to the transfer arms and that all pins and linkages are in
place and properly tightened. See sections pertaining to injectors and the
fuel system in the "Cylinder Misfire" fault condition.
Inspect the engine to generator or gearbox couplings and coupling discs for
any sign of failure. Replace if necessary.
On marine installations, inspect torque tube couplings for evidence of failure.
5. Crankshaft component
malfunction.
Remove all oil pan handhole covers. Visually inspect the crankshaft area for
loose or damaged main bearing caps and connecting rod baskets. Look for
signs of overheated or extruded metal.
Inspect for debris under the gear trains at both ends of the engine. Visually
qualify the crankshaft damper. Check engine records to make certain that the
crankshaft damper is not past its changeout date.
LOSS OF POWER
(WITH A CLEAN
STACK - - NO
SMOKE)
".4
O'n
m
.,~
CO
o
b..J.
Check engine and base mounting bolts for any damage or improper torque.
With engine shut down, open all top deck covers and visually inspect the
injectors, racks, and followers. Make certain that all injector racks are
engaged to the transfer arms and that all pins and linkages are in place and
properly tightened. Check fuel jumpers, rocker arms and exhaust valve
bridges for any abnormal conditions.
O0
0
With top deck covers closed and engine prepared for normal startup, perform the following:
a. Check fuel level in supply or day tank.
b. Prime engine fuel system and check for adequate return fuel flow (on
installations with sight glasses) or fuel supply pressure (on installations
with duplex filters).
c. Start the engine and allow it to reach normal operating temperature.
Check fuel system delivery or pressure.
If the fuel system shows any indication of inadequate operation, see "Fuel
System."
NOTE
The following procedures apply only to engines with notched or continuous
throttles; and Woodward PG, P G R or PGA governors.
With the engine not under load, attempt to slowly increase engine speed from
idle to maximum RPM. On installations with PG or P G R governors, check
that all assigned engine speeds are properly activated. On installations with a
PGA governor, check that the engine responds evenly to increased throttle
throughout the operating range, from idle to maximum RPM. Use a hand
tachometer to check that the engine has reached maximum speed. If the
engine failed to reach maximum RPM, check the governor solenoids on PG
or P G R governors and the control air supply and pressure settings on PGA
governors. Check for a worn solenoid fulcrum plate mechanism.
Return engine speed to idle and attempt to load the engine. Advance the
throttle slowly and smoothly from minimum to maximum speed. Qualify the
maximum speed of the engine with a hand tachometer. If the engine can not
reach its maximum speed rating under load, examine the position of the rack
as indicated by the quadrant on the governor and refer to the following
instructions as applicable.
If the governor rack is shorter than the specified maximum position on the
governor nameplate (while under full load), and the engine is running at or
below maximum rated R P M then:
a. On locomotive installations, check the position of the load regulator.
O
=
FAULT
CONDITION
POSSIBLE
CAUSE
O0
',4
J1
/'rl
GO
O1
I"11
4~
CO
PG and PGR governors (rail and drill rig installations) should be removed
from the engine and operated on a governor test stand to make adjustments.
ENGINE EMITTING
BLACK OR GRAY
SMOKE (MAY BE
ACCOMPANIED BY
A LOSS OF POWER)
With the engine shut down, open the top deck covers and perform a visual
inspection of all injectors, racks, and followers. Check that all injector racks
are engaged to the transfer arms and that all pins and linkages are in place
and properly tightened. Check fuel jumpers, rocker arms and exhaust valve
bridges for any abnormal conditions.
2. Faulty injectors.
a. Check all injector part numbers to make certain that they are correct for
the installation.
b. Pressure test all injectors as described under fault condition "Cylinder
Misfire" in "Methods Of Locating A Misfiring Cylinder."
Perform a complete airbox inspection. Check closely for broken compression rings. Consult the appropriate "One Revolution" inspection sequence
charts.
Check for excessive airbox accumulations blocking liner air intake ports.
Check air duct and airbox areas for major air restrictions. On turbocharged
units, make sure that the aftercoolers air passages are not blocked or plugged.
6. Turbocharger malfunction.
On turbocharged engines, remove the inlet boot and inspect the inlet impeller
for damage. Remove the section of the exhaust manifold adjacent to the
turbocharger. (If the engine is equipped with an exhaust screen inspection
port, the manifold section does not have to be removed.) Examine the
condition of the exhaust inlet screen and clean if necessary. Inspect the
interior of the exhaust mainfold for debris. Inspect the turbine exhaust
blades and qualify the turbocharger per instructions in "Turbocharger."
FAULT
CONDITION
O~
POSSIBLE
CAUSE
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
O
NOTE
A plugged turbocharger exhaust inlet screen may have been caused by a
coolant leak. See "Coolant System."
7. Fuel system failure.
With top deck covers closed and engine prepared for normal startup, perform the following:
a. Check fuel level in supply or day tank.
b. Prime the engine fuel system and check for adequate return fuel flow
(on installations with sight glasses) or fuel supply pressure (on installations with duplex filters).
c. Start the engine and allow it to reach normal operating temperature.
Check fuel system delivery or pressure.
If the fuel system shows any indication of inadequate operation, see "Fuel
System."
8. Governor malfunction.
With the engine at normal operating temperature and not under load, slowly
advance the throttle from idle to maximum speed. Check that all engine
speeds are reached smoothly and verify maximum engine speed with a hand
tachometer. If performance is inadequate, see probable cause #3. under "Loss
Of Power (with a clean stack - no smoke)."
9. Engine overloading.
Check the governor rack quadrant with the engine at m a x i m u m speed and
full load. If the governor rack dimension is shorter than the limit on the
governor identification plate, then the engine is either overloaded or lacking
fuel. See preceding checks for solving fuel problems.
Check the maximum R P M with a hand tachometer on the end of the camshaft. If the engine is running below its maximum rated R P M and short on
rack, perform the following steps:
a.
O~
',,4
o0
o
With the engine at maximum speed, with no load applied, use a water
manometer to check engine air inlet depression. If air inlet depression
exceeds the value provided in the "Air Filter Pressure Drop" table, either
change or clean filters.
NOTE
All air filter pressure drops are measured in clean air plenum downstream of the filter elements.
Application
Marine
Marine Drill
Stationary
Drill Rig
mm
356*
356*
356*
In.
14"
14"
14"
Inertial +
Paper
Locomotive
Blower-Type Engines
Pa 3er
Fiberglass
Oil
Turbocharged Engines
Oil
Pa 9er
Fiberglass
mm
356
I 14In.
mm
178
178
178
In.
7
7
7
mm
406*
406*
406*
Inertial
Oil
Inertial +
Fiberglass
mm
356
I In.
14
In.
mm
16* 4 5 7 * "
16* 4 5 7 * "
16* 4 5 7 * "
mm
406
Inertial +
Paper
+
In.
16
In.
18"*
18"*
18"*
mm | In.
4 5 7 118
mm
178
178
178
In.
7
7
7
Inertial +
Fiberglass
mm | In.
4 5 7 // 18
mm
508**
508**
508**
508**
In.
20**
20**
20**
20**
Inertial +
Oil
mm
368
I 14.5
In.
NOTE
Air
Filter
Pressure
Drop
24886
With the engine at maximum speed, with full load applied, use a water
manometer to check exhaust back pressure. Take readings as follows:
On turbocharged engines, a 1/16" diameter hole should be drilled into
the turbocharger exhaust duct on the engine side of the turbocharger as
shown in Fig. 2. This hole should be free of all burrs after drilling. A 1/8"
NPT coupling can then be welded over the hole and a 1/8" NPT pipe
plug used for sealing of the tap. (Only this location should be used when
measuring back pressure). The m a x i m u m allowable exhaust back
pressure is 127 mm (5") of water.
FAULT
CONDITION
POSSIBLE
CAUSE
~q
R E C O M M E N D E D C H E C K OR C O R R E C T I V E ACTION
O
m
,,
1 / 1 6 " Dia.
Free Of Burr
4~
bo
v
21618
oa
m
.Ix
CO
,.,j
O"1
rrl
Oo
I__
1/8" Compression
Fitting
-4-3/4"
TI
/1_
Oia.)
-,,
/1'
17"
"1
/
/
1/4" O.D. Copper
/
Tube Pick-Up
/
For 1/4 I.D.
/
Rubber Tubing
/ B r a z e (Two No. 70 Holes To Be
Deburred Before Brazing End
Of Tube Closed)
24165
Fig.3 - Static P r e s s u r e Pickup
4~
If back pressure readings are too high, then check for obstructions in the
exhaust risers, stack extensions, or manifolds downstream of the point
where readings were taken.
ENGINE E M I T T I N G
BLUE S M O K E
TURBOCHARGER
o
More than 50% of all t u r b o c h a r g e r failures are caused by conditions external to the
turbocharger. If these conditions are not corrected, the replacement turbocharger may also
fail in a very short time. In other cases, an engine problem is attributed to a failed turbocharger
while in fact nothing is w r o n g with the turbocharger. Therefore, t r o u b l e s h o o t i n g a
turbocharger requires two decisions.
1. Whether or not the turbocharger has actually failed and requires replacement.
2. The actual cause of the failure.
Any turbocharger suspected of being defective should be inspected for obvious damage.
Perform the following inspections before proceeding to any further steps:
?,
4~
4~
. Inspect the entire housing for cracks and oil leaks. Some oil leaks can be repaired merely
by tightening a pipe plug or by applying silastic rubber sealant. An excessive leak from a
crack or from an inaccessible area requires turbocharger changeout.
2. Remove the rubber air intake boot and flange.
. Inspect the impeller for broken or nicked vanes or any visible signs or rubbing. On Unit
Exchange turbochargers, do not confuse smooth blends in the impeller surface or on the
vane with sharp nicks caused by foreign material.
4. Turn the impeller by hand to check for a locked-up condition or a badly damaged clutch.
It should turn freely in the counter-clockwise direction, but engage when turned
clockwise.
5. Displace the impeller laterally, vertically, fore and aft to determine excessiVe radial or end
thrust clearance.
6. Inspect the clearance between the impeller and the cover to reveal any impeller contact.
7. If any defective condition was found in the preceding steps, the turbocharger must be
replaced. If no defective condition is found, reinstall the flange and t h e boot.
"-4
O'1
t'n
O0
O
Bar the engine over to determine if it is damaged before a starting attempt is made and
inspection continued. (Often a reported turbocharger failure is actually a failure of some
other engine component.)
o~
C0
0
FAULT
CONDITION
POSSIBLE
CAUSE
TURBOCHARGER
MAKING UNUSUAL
NOISE
Remove a handhole cover and check for metallic debris under the crankshaft
gear. Such debris is indicative of a gear train problem.
4~
TURBOCHARGER
THROWING OIL
OUT OF EXHAUST
STACK
Inspect the exhaust stack to ensure that the oil is actually coming out of the
stack.
A plugged and leaking turbocharger seal can not be found through external
inspection so it must be determined by process of elimination only if no other
faulty condition is discovered.
Troubleshooting steps for this fault condition can be found in the "Oil Loss
Out Of The Exhaust Stack" cause under fault condition "Excessive Use Of
Lubricating Oil," in the "Lubricating Oil System."
TURBOCHARGER
EXHAUST LEAK
Start the engine and determine if it is actually leaking exhaust. Some turbochargers look sooty because of exhaust leaks at expansion joints or manifold
gaskets. Most turbocharger exhaust leaks occur at cracks in the exhaust inlet
scroll or at the sealing areas on either side of the exhaust duct. These types of
leaks can not be repaired in the field and require turbocharger changeout.
Improper application of lifting chains (allowing them to press against the
exhaust duct while the turbocharger is suspended) can lead to bending of the
lap joint between the exhaust duct and the compressor bearing support. Once
this joint is deformed, a permanent exhaust leak may result.
FAULT
CONDITION
POSSIBLE
CAUSE
TURBOCHARGER
BURPING(HONKING) AND SMOKING
EXCESSIVELY
R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
C o m p a r e the air box pressure to that of engines that are operating
satisfactorily. Using the same gauge (0-270 kPa [0-30 psi]), take an air box
pressure reading at full speed and no load on the engine being inspected and
the reference engines. Ideally, the readings should not vary more than
6.9 kPa (1 psi) if everything is in good condition. Based on the pressure
results, make the following checks, after inspecting the impeller per
"Preliminary Troubleshooting Inspection" instructions:
Check for heavy air box deposits around the cylinder intake ports. Clean if
necessary.
3. Plugged t u r b o c h a r g e r exhaust
inlet screen.
NOTE
A common cause of exhaust screen plugging is extended operation
under light load. This plugging is due to "souping", which is the
tendency of relatively cold, viscous engine lube oil to bypass the oil
control rings on the pistons. Under light load operation, frequent
exhaust screen inspection and cleaning may be necessary.
4. Turbocharger damage.
Examine the nozzles and the leading edges of the turbine blades for foreign
material damage or deposits. This may be done by viewing through the
turbine inlet scroll. The leading edges of the blades can be viewed through
the nozzles located between the 1:00 and 2:00 o'clock positions, and all
blades can be viewed by rotating the impeller. Examine for nicked blades,
broken blades, and blades that have stretched and are rubbing on the
shroud, Figs. 4 and 5. These conditions require turbocharger changeout.
NOTE
On U nit Exchange turbochargers, do not confuse smooth blends with
sharp nicks caused by foreign material.
",4
01
20972
'3
Check engine air filters for restrictions or a plugged condition. See the air
filter section under "Engine Emitting Black Smoke" in "Engine Performance."
Check for any signs of air box leaks at handhole covers at crankcase
structural members, and at the turbocharger discharge scroll gaskets.
t~
O
o~
FAULT
CONDITION
POSSIBLE
CAUSE
4. Aftercooler plugging.
5. Exhaust leaks.
Check for exhaust leaks at manifold mounting flanges, manifold joints, and
expansion joints. Check for leaky gaskets or a leaking pipe plug on top of the
turbocharger exhaust inlet scroll.
A low pressure reading can occur when a clutch is in extremely bad condition
so that it will slip when the turbocharger is driven by the gear train. This
condition may cause poor starting as well as smoking or burping. Take off
the rubber boot and clear the area around the turbocharger inlet of all foreign
material. Observe the impeller while attempting to start the engine. A badly
damaged clutch will slip consistently. A failed clutch requires turbocharger
changeout.
When the engine has almost stopped, return the injector rack manual
control lever to the idle position. The engine will accelerate and the
clutch should disengage.
d. Repeat the procedure until the clutch fails to engage. A worn clutch
may fail to engage only once in as many as 30 attempts. When it fails to
engage, the injector racks will move toward "FULL FUEL" position and
the engine will produce heavy black smoke and rumbling noises.
dn
I"11
t~o
Section 16
TROUBLESHOOTING ENGINE
WITH FAILED TURBOCHARGER
. Loose Material In The Air Filter Housing Material left in the housing can enter the
impeller.
2. Exhaust duct.
3. Inlet scroll (nozzles and turbine blades).
4. Gear train (also inspect for debris at both turbo
oil drain passages).
Any sign that failure was caused by an external
source should be investigated and corrective action
taken before the unit is returned to service. The
following paragraphs list some c o m m o n failures.
FOREIGN MATERIAL DAMAGE
TO T H E I M P E L L E R
CAUTION
In many cases, rubbing and loss of pieces from
the impeller are caused by an unbalanced
condition within the turbocharger. Therefore,
the turbocharger should be inspected for other
defects which cause imbalance when impeller
rubbing and loss of pieces are found.
Foreign material damage can be found by inspecting blades and nozzles as detailed in the section
under "Turbocharger Reported Burping And
Smoking Excessively." The nozzles may be dented
or closed, and at times, larger pieces of foreign
material may be stuck in them. If the rotating
assembly is not frozen, inspect the leading edges of
all the blades by turning the impeller. The leading
edges of some or all of the blades will be nicked and,
in some cases, a blade may break at a nick, Fig. 7.
1. P r e v i o u s T u r b o c h a r g e r F a i l u r e - W h e n a
turbocharger is operating and pieces are broken
off the impeller, the force drives the pieces into
the air filter. Later, they may be pulled loose
and damage the new impeller.
75E480
16-49
Section 16
nozzles. The most c o m m o n sources are b r o k e n
e x h a u s t valves a n d b r o k e n p i s t o n rings. T h e
turbocharger is protected from this material by the
inlet screen, but the screen is not 100% effective,
since it is designed to pass a large volume of air while
inducing only a small drop in pressure. It will,
however, stop and hold most pieces of material.
This material must be removed at the earliest
opportunity, or it will break up and pass through the
screen, causing turbine blade damage.
A newly designed screen with a trap at the bottom is
now available. The trap collects foreign material
and prevents it from continuously hitting the screen,
breaking up, and entering the turboeharger. The
screen assembly is now applied to new engines and is
available from Electro-Motive Parts Centers.
OVERHEAT/OVERSPEED
16-50
75E480
Section 16
3. An impeller that rubs the cover; the overh e a t / o v e r s p e e d c o n d i t i o n m a y result in a
bearing failure that allows the impeller to move
forward, or an unbalanced condition may occur
when blades are pulled apart.
The usual sources of excess heat are:
1. Air box fire. White ash should be visible in the
inner air box, on the stress plates, end plates, or
liners. The paint on the handhole covers may be
blistered. Clean if necessary.
Any condition that increases either the air box
temperatures or the amount of deposit formation in the air box should be corrected. These
conditions are:
a.
Dirty aftercoolers.
f.
4. No sign of t u r b i n e o v e r h e a t / o v e r s p e e d or
foreign material damage.
Some bearing failures are avoidable. Starting or
stopping the engine with no turbo lube pump oil
flow can result in a bearing failure. The turbo lube
p u m p provides oil to the turbocharger's hydrodynamic bearings when the engine is started or
stopped. At engine start, the oil lubricates the
bearing and, after engine shutdown, the oil cools the
bearing and protects against residual heat in the
turbocharger.
Scheduled m o n t h l y inspections should include
visual inspection through a rear oil pan handhole
cover to verify oil flow down the gear train after the
engine is shut down. A check at the top deck should
also be made to ensure that oil is not flowing from
the camshaft bearings, indicating an inoperative
check valve that is allowing oil from the turbo lube
pump to backflush the turbocharger filter into the
engine bearings. Also, when an engine is shut down,
any battery switch, fuse, or circuit breaker that deactivates the turbo lube pump must remain closed
until the bearing has cooled.
Bearing failures can also occur due to turbocharger
h o u s i n g d i s t o r t i o n f r o m m i s a l i g n m e n t of the
a f t e r c o o l e r air ducts. F o l l o w the p r o c e d u r e s
outlined in the Engine Maintenance Manual when
installing the air ducts.
2. Damaged injectors.
GEAR TRAIN FAILURE
3. Broken valves (sometimes causing d a m a g e d
injectors).
BEARING F A I L U R E
NOTE
The eight bolts holding the turbocharger drive
gear to the spider should be 31.8 mm (1-1/4")
long, with hardened washers between the gear
and bolt heads.
75E480
16-51
Section 16
16-52
75E480
Section 16
8-CYLINDER ENGINE (LEFT-HAND ROTATION)
"ONE R E V O L U T I O N " INSPECTION SEQUENCE
FLYWHEEL DEGREES
BLOWER
356
181/2
41
63
86
108.=/2
131
1531/2
176
1981/2
221
2431/2
266
288"=/2
311
3331/2
STD.
TURBOCHARGED
0
22
45
671/2
90
1121/2
135
1571/2
180
2021/2
225
247
270
2921/2
315
337
NO. 1 R I N G
FB
TURBOCHARGED
2
241/2
47
691/2
92
1141/2
137
1591/2
1 82
2041/2
227
2491/2
272
2941/2
317
3391/2
SET
INJECTOR
UP
DOWN
PISTON
COOLING
OIL PIPE
PISTON
LINER
4
8
4-6
1-7
6
2-5
3-8
5
1-7
4-6
7
3-8
2-5
28556
BLOWER
356
15
STD.
TURBOCHARGED
0
19
NO. 1 R I N G
FB
TURBOCHARGED
DOWN
PISTON
COOLING
OIL PIPE
PISTON
3
10
2
11
3-2
10-11
8
4
9-8
3-6
SET
INJECTOR
UP
2
21
1
12
7
LINER
5
41
45
47
66
70
72
90
94
96
5-6
9-12
116
135
120
139
122
141
3
10
2
11
1
12
2-1
11-12
7
5
161
165
167
8-7
2-4
186
190
192
210
214
216
236
255
240
259
242
261
281
285
287
306
310
31 2
330
334
336
4-5
7-11
356
3-2
2
10-1
11
8
6
1
11-3
12
5
8-4
8-10
11
1
12
3
10
1-3
12-10
9
6
7-9
1-5
12-2
10
9
28557
112E385
16-53
Section 16
16-CYLINDER ENGINE (LEFT-HAND R O T A T I O N )
"ONE R E V O L U T I O N " INSPECTION SEQUENCE
FLYWHEEL D E G R E E S
BLOWER
356
181/2
41
63V2
86
108V2
131
153'/2
176
198Y~
221
243'/2
266
288V2
311
3331/~
STD.
TURBOCHARGED
22V2
45
67V~
90
1121/2
135
1 571/2
180
2021/2
225
247V2
270
292V2
315
3371/2
NO. 1 RING
FB
TURBOCHARGED
SET
INJECTOR
8
9
16
24V2
47
69V2
92
114V2
137
1 59V2
182
2041/~
227
249V2
272
2941/~
317
339V~
11
14
4
12
13
10
15
UP
DOWN
6
11
14
4
5
12
13
2
7
10
15
1
8
9
16
3
13
2
7
10
15
1
8
9
16
3
6
11
14
4
5
12
PISTON
COOLING
OIL PIPE
PISTON
LINER
6-13
7-16
4-10
5-15
1-11
8-14
2-9
7-16
3-12
6-13
1-11
8-14
4-10
5-15
3-12
2-9
4
5
12
13
2
7
10
15
1
8
9
16
3
6
11
14
28558
FB
TURBOCHARGED
2
11
38
47
74
83
110
119
146
155
182
191
218
227
254
263
290
299
326
335
362
NO. 1 RING
SET
INJECTOR
UP
1
19
8
11
5
18
7
15
2
17
10
12
3
20
6
13
4
16
9
14
1
15
17
17
12
12
2O
20
13
13
16
16
14
14
19
19
11
11
18
18
15
15
DOWN
PISTON
COOLING
OIL PIPE
PISTON
LINER
3
6
6
4
4
9
9
1
1
8
8
5
5
7
7
2
2
10
10
3
3
15-6
15-6
17-4
17-4
12-9
12-9
20-1
20-1
13-8
13-8
16-5
16-5
14-7
14-7
19-2
19-2
11-10
11-10
18-3
18-3
15-6
4
16
9
14
1
19
8
11
5
18
7
15
2
17
10
12
3
20
6
13
4
10
12
3
20
6
13
4
16
9
14
1
19
8
11
5
18
7
15
2
17
10
28559
16-54
112E385
Se~ion 16
(MARINE ONLY) 8-CYLINDER ENGINE (RIGHT-HAND ROTATION)
"ONE R E V O L U T I O N " INSPECTION SEQUENCE
FLYWHEEL
DEGREES
BLOWER
356
18
41
63
86
108
131
153
176
198
221
243
266
228
311
333
356
STD.
TURBOCHARGED
0
22
45
67
90
112
135
157
180
202
225
247
270
292
315
3371/2
NO. 1 RING
FB
TURBOCHARGED
2
24
47
69
92
114~
137
159
182
204
227
2491/2
272
294,/2
317
3391/2
SET
INJECTOR
UP
DOWN
PISTON
COOLING
OIL PIPE
PISTON
LINER
4
7
4-5
1-8
3
5
3-6
2-7
1
4
7
6
1-8
4-5
8
2-7
3-6
4
28560
B LOWE R
STD.
TURBOCHARGED
NO. 1 RING
FB
TURBOCHARGED
SET
INJECTOR
UP
DOWN
PISTON
COOLING
OIL PIPE
PISTON
356
2-3
22
26
28
5-4
7-11
46
50
52
71
75
77
9-7
1-5
97
116
101
120
103
1 22
11
2
10
3
12
1
10-12
3-1
6
9
142
146
148
4-6
8-10
166
170
172
191
195
197
7-8
2-4
217
236
221
240
223
242
10
3
12
1
11
2
12-11
1-2
5
7
262
266
268
6-5
9-12
286
290
292
311
315
317
8-9
3-6
337
356
341
0
343
2
12
1
11
2
10
3
11-10
2-3
4
8
LINER
9
10
2-12
7
12
11-3
1
6
8
11
10-1
2
5
28561
112E385
16-55
Section 16
FLYWHEEL DEGREES
BLOWER
STD.
TURBOCHARGED
356
18
41
63
86
1081/2
131
153
176
1981/2
221
243
266
288
311
333
356
0
221/2
45
67
90
1121/2
135
1571/~
180
2021/2
225
247
270
292
315
3371/2
0
NO. 1 RING
FB
TURBOCHARGED
SET
INJECTOR
2
241/2
47
691/2
92
1 14'/2
137
1591/2
182
2041/2
227
2491/2
272
2941/2
317
3391/2
2
1
15
10
7
13
12
5
4
14
11
6
3
16
9
8
1
UP
DOWN
13
12
5
4
14
11
6
3
16
9
8
1
15
10
7
2
13
6
3
16
9
8
1
15
10
7
2
13
12
5
4
14
11
6
PISTON
COOLING
OIL PIPE
PISTON
5-16
4-9
8-13
1-12
6-15
3-10
7-14
2-11
8-13
1-12
5-16
4-9
7-14
2-11
6-15
3-10
LINER
4
14
11
6
3
16
9
8
1
15
10
7
2
13
12
5
4
28562
DEGREES
FB
TURBOCHARGED
2
29
38
65
74
101
110
137
146
173
182
209
218
245
254
281
290
317
326
353
2
NO. 1 R I N G
SET
INJECTOR
1
14
9
16
13
6
20
3
12
10
17
2
15
7
18
5
11
19
1
UP
DOWN
20
20
12
12
17
17
15
15
18
18
11
11
19
19
14
14
16
16
13
13
13
7
7
5
5
8
8
1
1
9
9
4
4
3
10
10
2
2
PISTON
COOLING
OIL PIPE
13-7
20-5
20-5
12-8
12-8
17-1
17-1
15-9
15-9
18-4
18-4
11-6
11-6
19-3
19-3
14-10
14-10
16-2
16-2
13-7
13-7
PISTON
LINER
5
11
8
19
1
14
9
16
4
13
6
20
3
12
10
17
2
15
7
18
10
17
2
15
7
18
5
11
8
19
1
14
16
13
6
20
3
12
10
28563
16-56
112E385
Section 16
FIRING ORDER AND TOP DEAD CENTER FOR 645 ENGINES
LEFT-HAND ROTATION ENGINE
8-CYLINDER
8-CYLINDER
FIRING ORDER
1
5
3
7
12-CYLINDER
FIRING ORDER
0 o
19
45
94
120
139
165
214
240
259
285
334
FIRING ORDER
1
6
8
11
2
5
9
10
3
4
7
12
26
75
101
120
146
195
221 o
240
266
315
341 o
16-CYLINDER
FIRING ORDER
FIRING ORDER
1
15
10
7
2
13
12
5
4
14
11
6
3
16
9
8
0o
22-I/2
45
67-1/2
90
112-1/2
135
157-1/2
180
202-1/2
225
247-1/2
270
292-1/2
315
337-1/2
20-CYLINDER
FIRING ORDER
1
19
8
11
5
18
7
15
2
17
10
12
3
20
6
13
4
16
9
14
0 o
16-CYLINDER
0 o
1
8
9
16
3
6
11
14
4
5
12
13
2
7
10
15
0o
45
90
135
180
225
270
315
12-CYLINDER
1
12
7
4
3
10
9
5
2
11
8
6
1
6
2
8
4
7
3
5
45
90
135
180
225
270
315
4
8
2
6
FIRING ORDER
20-CYLINDER
9
36
45
72
81
108
117
144
153
180
189
216
225
252
261 o
288
297
324
333
FIRING ORDER
1
14
9
16
4
13
6
20
3
12
10
17
2
15
7
18
5
11
8
19
27
36
63
72
99
108
135
144
171
180
207
216
243
252
279
288
315
324
351
0 o
24174
75E480
16-57
NOTE
L o c o m o t i v e , d r i l l i n g rig, a n d
power generating installations
are available only with lefthand rotating engines.
Section 16
NOTE
Pistons used in late model EMD turbocharged engines have a tin
plate skirt treatment, the color of which turns from silver matte to a
dull flat pewter gray during service. This pewter gray coloring may
be mistaken for scuffing during inspections. Scuffing indications
that are valid include distressed skirt surfaces where obvious metal
tearing can be seen and felt, and similar liner distress is apparent
when viewed through the ports.
16-58
112E385
Section 16
SCUFFING
iiii:,iii!!iii!!iii!i!ii\
!
CONDITION-
ACTION-
Extent
o f s c u f f i n g indicates that
piston skirt is most likely excessively
scuffed. Replace power assembly if
inspection of piston confirms this.
?.4175
75E480
16-59
Section 16
16-60
75E480
Section 16
75E480
16-61
Section 16
16-62
75E480
Section 16
Port
i 7
i~~i
!~iiiiiii!!!!
PORT STREAKING
CONDITION-
75E480
16-63
Section 16
High Polish
|
J
Hone Marks
Not Visible
CARBON
DRAG
--
Continue in service.
24180
16-64
75E480
Section 16
NOTE
Oil pressure switch OPS in the starting circuit
is not in this alarm circuit.
Step
Procedure Or Condition
Result
L
__i_
-7"
!1c
SD
"]']NO
LOSTN C
",1
f"__
--
IOP
....
'
I'-'- -
'
LOS'
,
A,arm
; TestJO.;,. l
TNO -~cI(K 1)
1__
-q6 ~.
AR
(K13)
CIN
,,_,J 24149
75E480
16-65
Section 16
Step
Procedure Or Condition
Result
OP de-energized.
a.
b.
SD energized.
GS energized.
16-66
75E480
Section 16
CRANKCASE PRESSURE
ALARM AND SHUTDOWN
CIRCUIT
Step
Procedure Or Condition
Result
,_~
ALARM
__ ~
i T E S T / O F F '~ ~ ',
lj
,I,~ :lli
CP
_ _
No
L _ ~J_J
, (K2)
Nc i
I.
I
|_
SD
-]-iNO
I AR
(K13)
Y:l
|
I
,
1C
I o
LE__ '
r-
Il
-i
..J ~r)uj
(jr)
C.) I ~ .
,-
23951
75E480
16-67
Section 16
Step
Procedure Or Condition
Result
GS energized.
16-68
75E480
Section 16
OVERSPEED TRIPPED
ALARM CIRCUIT
Step
Procedure Or Condition
Result
~ ,-- . . . .
ALARM
~TEST/OFF i
$1 ~
u~ ', /~NO
~l
L~I
~,
i0TL,c
,,Bh
"
.- t T
nc (K9)
,. . . . . I
: 38
~_40T (Held Closed)
iI
w
f~
k
IAR
I (K13)
~rnl
/
',
hol
o~t.u I
~:
---
--
l Starting
Magnet Valve
SM
23950
OT de-energized.
75E480
16-69
Section 16
CIRCUIT
The hot engine alarm is initiated by the engine
temperature switch ETS. For a detailed description
of ETS, refer to Protective Devices Section of this
Step
Procedure Or Condition
Result
A
I
Z, I
'l N
Ill
1"
I
~
I. . . . . . . .
ALARM
'-----~-,
HE
(K3)
" "'-"
I
I
I
I
I AR
ETS ,I
' L'
1B I
i
_~t__
---I
~ (z. ' 9
O
I_
i
--
I (K13)
J
ho,i
I
-r.,
HE de-energized.
23953
16-70
75E480
Section 16
Step
1
Procedure Or Condition
Oil at acceptable level.
Result
Lube oil level switch LLS is closed, which keeps oil level
relay OL coil energized. Energized OL coil holds OL
normally closed contacts open to prevent a warning
light and alarm.
ALARM I-L~
i TEST/OFF
I OL
C (K4)
~1
-JI
i. . . . .
01_
LLS
i (~)
I
uJua
-I
I
t
m> L
::::) uJ
._l.J
i--I
i
I AR
- I --J- I(K13)
-/~lC'~NO,
.
i
I_
OL de-energized.
23954
75E480
| 6-7 |
Section 16
) OPS f
I-!
I
I
I
. . . . .
R "liE-R~
TOS
i 11,
I
NO
UJ
--_
;Tf
2C ~ R 5IPT
Alar
_ i ' ~ l Test/,
,NOL BI .
.,.I..
2N()
NClq
TOSX
3T
1d
_#_ OL
X
13)
0
..J
24148
16-72
75E480
Section 16
Procedure Or Condition
Result
a.
b.
ENGINE
released.
START pushbutton
a.
ER de-energized. ER contacts N-P open. PT deenergized. ER contacts Q-R dose. PT contacts 5-3
close and start 25 minute timing period. Turbo lube
pump operates.
b.
75E480
16-73
Section 16
ALARM CIRCUIT
Step
1
Procedure Or Condition
ENGINE
pressed.
START pushbutton
Result
Engine run relay ER energized. ER closes contact B
which times for 10 seconds.
Turbo oil pressure relay TP coil energized. Energized
TP coil holds TP normally closed contacts open to
prevent a warning light and alarm.
The 10 second delay prevents an alarm while turbo oil
pressure builds up to 69 kPa (10 psi).
16-74
75E480
Section 16
HIGH OIL T E M P E R A T U R E
ALARM CIRCUIT
Step
Procedure Or Condition
Result
1
i TEST/OFF ' .... Ofl't
AI
"o
N
==l
7~-NO
- ~ l C I (K7)
I--I
ol
1- I
o AR
I
I
-L
kEi oL
HO~
F(,; -,
1B a h,,.. I
L
o~
--
__
J ....
I (K13)
I
I
_J
23957
HO coil de-energized.
75E480
1 (7-'75
Section 16
Step
l
Procedure Or Condition
Water at acceptable level.
Result
Water level switch WLS is closed, which keeps water
level relay WL coil energized. Energized WL coil holds
WL normally closed contacts open to prevent an alarm.
ALARM i- -~
TEST/OFF tI ~,,,"11 !
- - - -
_/_
Ij WL
"/~NO
'>
-hlC (K6)
I
I
":
_1
t-
WL,C;
J ~I
'
:'-'QL]-I
L __ AR
~IC- ~1Oi (K13)
I..U
I--
i_ __1
23956
WL de-energized.
16-76
75E480
Section 16
Step
Procedure Or Condition
Result
._Ni
:
..~---i I ~ _
Alarm
Test/Off
i i'%.I li
,CA
L_ ~.%i
iI
<1
I
I.
CAS
C(.
-I
t-
tj~_
1-!iS '
<
~ ____
./__,
I
I
NC
,AR
I(K13)
I
NOI
I. . . . . .
CA coil de-energized.
I
I
24150
75E480
16-77/16-78
Section 16
GENERATING
GENERAL
SYSTEM TROUBLESHOOTING
The alarm sequence and point by point description
of each alarm circuit is presented as an aid to
troubleshooting.
Step
Procedure Or Condition
Result
F P R de-energizes.
OPSX de-energized.
GS energized.
75E480
16-79
Section 16
kPa (17 psi) and picksup at 145 kPa (21 psi). If the
engine water pressure does not reach 145 kPa (21
psi) when the engine speed reaches 870 R P M or if
water pressure drops below 117 kPa (17 psi) during
operation at 870 RPM, the LOW WATER warning
light comes on and alarm will sound. A description
of the low water pressure alarm circuit follows.
Procedure Or Condition
Result
Engine starts.
L W S c o n t a c t A o p e n . LW relay d e - e n e r g i z e d .
a.
LW de-energized.
b.
~.~ II. . . . . . .
_,,6
vsT- 8
~,,=, ,, ~NO--JLW
- - N~^1I (K6)
~
1
~_
_1
n-
J. . . .
AR
-NCq~1OI (K13)
I
/ LWS
I. . . . .
VSR __
i
.
16-80
__.].
/
NC
'---I---_'
'-"~:
I. . . . .
ALARM
--L
, TEST/OFF,,-=~_~
I- -
__
___l_~-'_
.....
--
I
I
2 3 9 5 8
75E480
Section 16
,3.
Procedure Or Condition
Result
Step
1
Procedure Or Condition
Result
Engine running.
Air intake filters clogged.
75E480
16-81
Section 16
Procedure Or Condition
Result
Start relay STR picks up and times for i5 seconds.
NOTE
After the starting malfunction is corrected, the
ALARM OFF pushbutton must be pressed to set
up the starting circuit for the next starting
attempt.
16-82
75E480
Section 16
FPS switch picks up at 83 kPa (12 psi). If fuel
pressure does not reach 83 kPa (12 psi) when the
engine speed reaches 870 RPM or falls below 62 kPa
(9 psi) during engine operation at 870 RPM, FUEL
PRESSURE warning light comes on, alarm sounds,
and the engine shuts down. A description of the low
fuel pressure alarm and shutdown circuit follows.
Procedure Or Condition
Result
- -
Alarm
Test/Off
~NO ~
- - -' -]
II(FP
K5)
FPS
L_!
1C
OU
8 SDZ_
1NO
~J
I
u- I
t.
._
i
I AR
I(K13)
I
2NC
.....
I
I
,8
F P R -A
0_
L -~-I
C9
24151
FPR energized.
GS energized.
75E480
16-83
Section 16
Procedure Or Condition
Result
'I SA
'(Kll)
< I
O9
Alarm
T e s t / O f f i'I
,j ~ 1q~a
:
I
I
I
SAS
iAl
I
I
I
I
@1
~,_ I__
-"
' ~d
.
I AR
I(K13)
"-
hol
.
I
i
24152
SA coil de-energized.
16-84
75E480
Section 16
Step
Procedure Or Condition
Result
75E480
10--85