Serial No. Specification No.
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Waukesha®
YHp
M
12 Cylinder G/GSI/GL Repair & Overhaul Manual First Edition
This document contains proprietary and trade secret information and is given to the receiver in confidence. The receiver by reception and retention of the document accepts the document In confidence and agrees that, except as with the prior expressed written permission of Waukesha Engine, Dresser, Inc., itwill; (1) notusethedocumentorany copy thereof or the confidential or trade secret information therein; (2) not copy or reproduce the document in whole, or in part without the prior written approval of Waukesha Engine, Dresser, Inc.; and (3) not disclose to others either the document orthe confidential or trade secret information contained therein. All sales and information herein supplied subject to Standard Terms of Sale, including limitation of liability. WAUKESHA®, DRESSER®, and WKI® are registered trademarks of Dresser, Inc. VHPT" and DRESSER logo are trademarks of Dresser, Inc. All other trademarks, service marks, logos, slogans, and trade names (collectively "marks~) are the properties of their respective owners. Dresser, Inc. disclaims any proprietary interest in these marks owned by others.
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Waukesha )
FORM 6248 -- Printed 4/06 Waukesha Engine Dresser, Inc. Waukesha, Wisconsin 53188 Printed in U.S.A. 1/2004 © Copyright 1995, Dresser, Inc. All rights reserved.
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CONTENTS Warranty
Welding ................................... 1.05 - 5
List Of Illustrations
General ............................. 1.05 - 5 On Engine ........................... 1.05 - 5 Weight .................................... 1.05 - 5
List Of Tables
Section 1.10 - Rigging And Lifting Engines
How To Use This Manual
Engine Rigging And Lifting . . . . . . . . . . . . . . . . . . 1.10 - 1 Location Of The Lifting Eyes ................ 1.1 0 - 1
CHAPTER 1 - SAFETY AND GENERAL
Correct Method Of Rigging And Lifting Engine ........................ 1.1 0 - 1
Section 1.15 - General Information
Section 1.00 - Warning Tags & Decal Locations
Section Main Points: ....................... 1 .15 - 1
Warning Tags And Decal Locations .......... t .00-1
Overhaul/Repair Process ................... 1 .15 - 1 Preventing Engine Damage ................. 1 .15 - 1
Section 1.05 - Safety
Handling And Shipping ..................... 1 .15 - 1
Safety Introduction ......................... 1.05 - 1 Safety Tags And Decals ..................... 1.05 - 1
Engine Removal ........................... 1 .15 - 2
Equipment Repair And Service ............... 1.05 - 1
Serial Number And Engine Nameplate ........ 1.15 - 3
Acids ..................................... 1.05 - 2
Engine Identification Views .................. 1 .15 - 4
Batteries .................................. 1 .05 - 2
Right Side View ........................... 1.15 - 4
Body Protection ............................ 1.05 - 2
Left Side View ............................. 1.15-5
Chemicals ................................. 1.05 - 2 General ............................. Cleaning Solvents .................... Liquid Nitrogen/Dry Ice ................ Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
1.05 1.05 1.05 1.05
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2 2 2 2
RearView ................................ 1.15-6 Basic Engine Description ................... 1 .15 - 7 Service Tools List .......................... 1.15 - 8 Engine Standards ......................... 1 .15 - 10
Heated Or Frozen .................... 1.05 - 2 Interference Fit ....................... 1.05 - 2 Cooling System ............................ 1.05 - 2
Clearances .............................. 1.15 - 11
Electrical ............ . . . . . . . . . . . . . . . . . . . . .. 1.05 - 3
Torque Specifications ..................... 1.15 - 12
General ....... . . . . . . . . . . . . . .. . . . . . .. 1.05 - 3 Ignition .............................. 1.05 - 3 Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1.05 - 3
General Torquing Sequence Procedure ...... 1.15 - 12
Fire Protection ............................. 1.05 - 3 Fuels ..................................... 1.05 - 3 General ............................. Gaseous ............................ Liquid ............................... Intoxicants And Narcotics ....................
1.05 1.05 1.05 1.05
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3 3 3 4
Component Weights ...................... 1.15 - 10
Thread Lubrication For Torque Fasteners .......................... 1.15 - 12 Critical Engine Torque Values .............. 1.15 - 13 Cylinder Head Torquing Procedure .......... 1.15 - 14 Connecting Rod Capscrew Torquing Procedure (P/N Series 205407 And 205507) ............................ 1.15 - 14
Pressurized Fluids/Gas/Air ................... 1.05 - 4
Main Bearing Cap Torquing Procedure ....... 1.15 - 15
Protective Guards .......................... 1.05 - 4
General Torque Recommendations .......... 1.15 - 16
Sodium Cooled Valve ....................... 1.05 - 4
English/Metric Conversions ................ 1 .15 - 17
Springs ................................... 1.05 - 4 Tools ..................................... 1.05 - 4 Electrical ............................ 1 .05 - 4 Hydraulic ............................ 1.05 - 4 Pneumatic ........................... 1.05 - 4
Form 6248 First Edition
Index Of Sealants. Adhesives And Lubricants 1.15 - 18 Split Ring Washer Usability Criteria .......... 1 .15 - 19
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CONTENTS
Section 1.20 - Specifications SpecHications ............................. 1.20 - 1
CHAPTER 3 - ENGINE INSPECTION AND OVERHAUL
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Gear Tooth Wear - General ................. 1.20 - 1 Timing Gears .............................. 1.20 - 1 Engine Timing Data ....................... 1.20 - 29
Section 3.00 - Cylinder Head Disassembly Cylinder Head Disassembly ................. 3.00 - 1 Rocker Arms .............................. 3.00 - 1
CHAPTER 2 - ENGINE TEAR DOWN Section 2.00 - Cylinder Head Removal Cylinder Head Removal .................... 2.00 - 1
Section 2.05 - Crankcase Removal Piston/Connecting Rod Removal ............. 2.05 - 1 Cylinder Sleeve Removal ................... 2.05 - 4 Vibration Damper Removal .................. 2.05 - 5 Front Gear Cover Removal .................. 2.05 - 7 Magneto Drive Gear Removal ............... 2.05 - 9 Idler Gear Removal ....................... 2.05 - 10 Gamshaft Gear Removal ................... 2.05 - 10 Front Gear Housing Removal ............... 2.05 - 11 Rocker Arm Oil Header Removal ............ 2.05 - 12 Valve LHter Housing Removal .............. 2.05 - 13 Camshaft Removal ........................ 2.05 - 15
Valve Seat Insert And Valve Guide Removal ............................ 3.00 - 9 Cylinder Head Cleaning And Inspection ...... 3.00 - 10 Cylinder Head Casting Pressure Testing ..... 3.00 - 12 Cylinder Head Casting Magnaflux@ .......... 3.00 - 13 Cylinder Head Lower Deck Recondition ...... 3.00 - 14 Valve Failure Analysis ......•.............. 3.00 - 14 Cylinder Head Assembly ....•.............. 3.00 - 19 Valve Guide Installation .................... 3.00 - 19 Cylinder Head Casting Plug Installation ...... 3.00 - 20 Valve Seat Insert Installation ............... 3.00 - 20 Valve Seat Grinding ....................... 3.00 - 21 Valve Seat Lapping ....................... 3.00 - 22
Section 3.05 - Crankcase Disassembly Crankcase ................................ 3.05 - 1
Flywheel Removal ........................ 2.05 - 16
Crankcase Cleaning And Inspection .......... 3.05 - 1
Oil Pickup Screen Removal ................ 2.05 - 18
Lower Sleeve Bore And Sleeve Projection Inspection . . . . . . . . . . . . . . . . . . 3.05 - 3
Crankshaft Removal ...................... 2.05 - 20
Crankcase Lower Bore Restoration .......... 3.05 - 3
Crankcase ............................... 2.05 - 24
Main Bearing Bore Cleaning And Inspection ........................... 3.05 - 5
Crankshaft No.1 Main Bearing Removal In Field Conditions ........................ 2.05 - 24
Main Bearing Running Clearance ............ 3.05 - 6
Crankshaft No. 1 Main Bearing Installation In Field Conditions ........................ 2.05 - 27 Crankshaft Main Bearings Removal In Field Cond~ions ............................ 2.05 - 29 Crankshaft Main Bearings Installation In Field Cond~ions ............................ 2.05 - 30 Camshaft Bearing Removal In Field Conditions ............................ 2.05 - 31 Camshaft Bearing Installation In Field Conditions ............................ 2.05 - 32
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Intake And Exhaust Valve Installation ........ 3.00 - 23
Barring Device Removal ................... 2.05 - 16
Oil Pan Removal .......................... 2.05 - 19
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Intake And Exhaust Valves .................. 3.00 - 8
Camshaft Bearing Bore Inspection ........... 3.05 - 9 Crankshaft ................................ 3.05 - 9 Crankshaft Cleaning And Inspection .......... 3.05 - 9 Crankshaft Journal Repair ..•.............. 3.05 - 11 Crankshaft Polishing .......•.............. 3.05 - 11 Crankshaft Repair ........................ 3.05 - 11 Crankshaft Counterweight Retorque ......... 3.05 - 12 Camshaft ................................ 3.05 - 14 Camshaft Cleaning And Inspection .......... 3.05 - 14
Form 6248 First Ednion
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CONTENTS
Valve Lifters .............................. 3.05 - 15 Roller Type Lifters ........................ 3.05 - 15 Hydraulic Lifters .......................... 3.05 - 16 Piston ................................... 3.05 - 17 Piston Disassembly ....................... 3.05 - 17 Piston Cleaning And Inspection ............. 3.05 - 18 Piston Ring Inspection ..................... 3.05 - 23 Piston Ring Assembly ..................... 3.05 - 27 8-1/2 Inch Bore G/GSI/GL (4 Ring Piston) .... 3.05 - 27 9-3/8 Inch Bore G/GSI (4 Ring Piston) ....... 3.05 - 29 Previous Production 9-3/8 Inch Bore GL (4 Ring Piston) ...................... 3.05 - 30 Current Production 9-3/8 Inch Bore GL (3 Ring Piston) ...................... 3.05 - 31 Piston Pin Cleaning And Inspection ......... 3.05 - 32 Connecting Rod .......................... 3.05 - 33 Connecting Rod Disassembly .............. 3.05 - 33 Connecting Rod Cleaning And Inspection .... 3.05 - 35 Connecting Rod Assembly ................. 3.05 - 38
Lower Valve Lifter Housing Cover Installation ........................... 4.00 - 5 Valve Lifter Housing Gasket Installation ........................... 4.00 - 6 Camshaft And Bearing Installation ........... 4.00 - 6 Gear Housing Installation .................. 4.00 - 10 Camshaft End Play Measurement ........... 4.00 - 11 Cam Gear Installation ..................... 4.00 - 12 Valve Lifter Housing Installation ............. 4.00 - 13 Rocker Arm Oil Header Installation .......... 4.00 - 18 Rear Oil Seal Retainer Installation .......... 4.00 - 18 Main Bearing Installation ................... 4.00 - 20 Crankshaft Installation ..................... 4.00 - 22 Rear Oil Seal Retainer (Lower Half) Installation .............. 4.00 - 25 Main Bearing Caps Installation ............. 4.00 - 26 Crankshaft End Play Measurement .......... 4.00 - 26 Outside Crankshaft Thrust Ring Installation .......................... 4.00 - 28 Crankshaft Gear Installation ..•............. 4.00 - 30
Connecting Rod Bearing Running Clearance .......................... 3.05 - 40
Oil Pump Idler Gear ....................... 4.00 - 31
Connecting Rod Bearing Running Clearance Measurement With Plastigage® .................... 3.05 - 42
Accessory Idler Gear Installation ............ 4.00 - 35
Cylinder Sleeve .......................... 3.05 - 42 Cylinder Sleeve Disassembly ............... 3.05 - 42 Cylinder Sleeve Cleaning And Inspection .... 3.05 - 43 Cylinder Sleeve Deglazing ................. 3.05 - 47 Flywheel ................................. 3.05 - 48 Ring Gear Removal ....................... 3.05 - 48 Ring Gear Installation ..................... 3.05 - 48
Camshaft Idler Gear Installation ............ 4.00 - 32
Gear Backlash Measurement ............... 4.00 - 36 Magneto Drive Assembly Installation ........ 4.00 - 37 Magneto Drive Gear Installation ............ 4.00 - 39 Cylinder Sleeve Installation ................ 4.00 - 41 Piston And Connecting Rod Installation ...... 4.00 - 42 Oil Pan .................................. 4.00 - 46 Crankcase Installation ..................... 4.00 - 49 Front Flywheel Housing Installation ......... 4.00 - 50 Timing Tape Installation .................... 4.00 - 51
CHAPTER 4 - ENGINE ASSEMBLY Section 4.00 - Crankcase Assembly Crankcase Assembly ....................... 4.00 - 1 Idler Gear Spindle Installation ............... 4.00 - 1 Oil Tube Installation ........................ 4.00 - 1 Main Bearing Stud Installation ............... 4.00 - 2 Dowel Installation .......................... 4.00 - 3
Flywheel Installation ...................... 4.00 - 52 Magnetic Pickup Sensor Installation ......... 4.00 - 53 Rear Flywheel Housing Installation .......... 4.00 - 54 Flywheel/Flywheel Housing Bore And Face Runout Measure ................ 4.00 - 55 Barring Device Installation ................. 4.00 - 58 Oil Filler Bracket Installation ................ 4.00 - 58 Gear Train Lubrication ..................... 4.00 - 59
Water Header Plug Installation ............... 4.00 - 3
Oil Slinger/Front Oil Seal/Gear Cover Installation .......................... 4.00 - 60
Lube Oil Strainer Adapter Installation ......... 4.00 - 5
Front Gear Cover Plates Installation ......... 4.00 - 64
Form 6248 First Ed~ion
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CONTENTS
Rear Gear Housing Cover Plate Installation .......................... 4.00 - 64
Governor Drive Gear/CEC Disc (Previous Production) Installation ....... 5.00 - 8
Vibration Damper/Crankshaft Pulley Installation .......................... 4.00 - 65
Governor Drive Shaft ...................... 5.00 - 10
Section 4.05 - Cylinder Head Assembly Cylinder Head Installation ................... 4.05 - 1 Cylinder Head Torquing Procedure ........... 4.05 - 3 Exhaust Manifolds ......................... 4.05 - 5
Governor Drive Shaft Removal ............. 5.00 - 10 Governor Drive Shaft Disassembly .......... 5.00 - 10 Governor Drive Shaft Cleaning And Inspection .............. 5.00 - 11 Governor Drive Shaft Assembly ............. 5.00 - 11 Governor Drive Shaft Installation ............ 5.00 - 12
Section 4.10 - Valve Adjustment And Web Deflection Valve Adjustment Procedure ................ 4.10 - 1 Crankshaft Web Deflection Measurement ........................... 4.10 - 4
Governor Drive Housing ................... 5.00 - 13 Governor Drive Housing Removal ......... , . 5.00 - 13 Governor Drive Housing Disassembly ....... 5.00 - 13 Governor Drive Housing Cleaning And Inspection .............. 5.00 - 13 Governor Drive Housing Assembly .......... 5.00 - 14
CHAPTER 5 - ENGINE SYSTEMS Section 5.00 - Speed Governing System Speed Governing System Components ....... 5.00 - 1 Speed Governing System Description ........ 5.00 - 1 Woodward UG-8L Governor ................ 5.00 - 1 Woodward UG-8 Dial Governor ............. 5.00 - 1 Woodward EG-3P Electronic Governing System .............................. 5.00 - 1 Governor Linkages ......................... 5.00 - 2 Magnetic Pickup ........................... 5.00 - 2 Control Panel ............................. 5.00 - 2 Overspeed Governor ....................... 5.00 - 2 Governor Drive Gear/CEC Timing Disc ....... 5.00 - 3 Governor Drive Gear/CEC Timing Disc (Current Production) Removal .......... 5.00 - 3 Governor Drive Gear/CEC Timing Disc (Current Production) Cleaning And Inspection ........................... 5.00 - 4 Governor Drive Gear/CEC Timing Disc (Current Production) Installation ........ 5.00 - 4 Governor Drive Gear/CEC Disc (Previous Production) Removal ......... 5.00 - 6 Governor Drive Gear/CEC Disc (Previous Production) Disassembly ..... 5.00 - 7 Governor Drive Gear/CEC Disc (Previous Production) Cleaning And Inspection ........................... 5.00 - 7 Governor Drive Gear/CEC Disc (Previous Production) Assembly ........ 5.00 - 7
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Governor Drive Housing Installation ....... , . 5.00 - 14 Governors ............................... 5.00 - 16 Woodward UG-8L Governor Linkage Removal ........................... 5.00 - 16 Woodward UG-8L Governor Removal ....... 5.00 - 17 Woodward UG-8L Governor Disassembly .,. 5.00 - 17 Woodward UG-8L Governor Assembly ...... 5.00 - 17 Woodward UG-8L Governor Installation ..... 5.00 - 18 UG-8L Governor Linkage Installation And Adjustment ......................... 5.00 - 19 Woodward UG-8L Governor Compensation Adjustment ............ 5.00 - 22 Woodward UG-8L Governor High/Low Speed Limn Adjustment .............. 5.00 - 24 Woodward UG-8L Governor Droop Adjustment ......................... 5.00 - 24 Woodward UG-8 (Dial) Governor Linkage Removal ........................... 5.00 - 25 Woodward UG-8 (Dial) Governor Removal ... 5.00 - 26 Woodward UG-8 (Dial) Governor Disassembly ........................ 5.00 - 27 Woodward UG-8 (Dial) Governor Assembly ........................... 5.00 - 27 Woodward UG-8 (Dial) Governor Installation .......................... 5.00 - 27 Woodward UG-8 (Dial) Governor Linkage Installation And Adjustment ........... 5.00 - 27 Woodward UG-8 Dial Governor Compensation Adjustment ............ 5.00 - 29 Woodward UG-8 Dial Governor High/Low Speed Adjustment ................... 5.00 - 30
Form 6248 First Edition
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CONTENTS
Woodward UG-8 (Dial) Governor Droop Adjustment ......................... 5.00 - 31
Prechamber Gas Safety Shutdown Valve GL .................................. 5.05 - 5
Woodward EG-3P Electric Governor Linkage Removal .................... 5.00 - 31
Prechamber Regulator - GL ................. 5.05 - 5
Woodward EG-3P Governor Removal ....... 5.00 - 32 Woodward EG-3P Governor Disassembly ... 5.00 - 32 Woodward EG-3P Governor Cleaning And Inspection .......................... 5.00 - 33 Woodward EG-3P Governor Assembly ...... 5.00 - 33 EG-3P Governor Drive Removal ............ 5.00 - 33 EG-3P Governor Drive Disassembly ........ 5.00 - 34
Prechamber Manffolds - GL ................. 5.05 - 6 Butterfly Cross Shaft - GlGSI ............... 5.05 - 6 Butterfly Cross Shaft Removal - GIGSI ....... 5.05 - 6 Butterfly Cross Shaft Installation - GIGSI ............................. 5.05 - 7 Carburetor Cross Shaft - GL ................ 5.05 - 8 Carburetor Cross Shaft Removal - GL ........ 5.05 - 8 Carburetor Cross Shaft Installation - GL ...... 5.05 - 8
EG-3P Governor Drive Cleaning And Inspection .......................... 5.00 - 35
Prechamber Manffold Cross Pipe - GL ....... 5.05 - 9
EG-3P Governor Drive Assembly ........... 5.00 - 35
Prechamber Manffold Cross Pipe Removal - GL ....................... 5.05 - 9
EG-3P Governor Drive Installation .......... 5.00 - 35 Woodward EG-3P Governor Installation ..... 5.00 - 36 EG-3P Governor Linkage Cleaning And Inspection .......................... 5.00 - 37
Prechamber Manffold Cross Pipe Installation - GL ..................... 5.05 - 10 Carburetors .............................. 5.05 - 11 Carburetor Removal - GIGS I ............... 5.05 - 11
EG-3P Governor Linkage Installation And Adjustment ......................... 5.00 - 38
Carburetor Disassembly - G/GSI ............ 5.05 - 12
Manual Shutdown Lever - GL .............. 5.00 - 40
Carburetor Cleaning And Inspection GIGSI .............................. 5.05 - 12
Manual Shutdown Lever Adjustment - GL .... 5.00 - 40 Manual Shutdown Lever Removal - GIGSI ... 5.00 - 42 Manual Shutdown Lever Installation GIGSI .............................. 5.00 - 42
Carburetor Assembly - GIGS I .; ............ 5.05 - 13 Carburetor Installation - GIGSI ............. 5.05 - 13 Carburetor Removal - GL ..... :: ........... 5.05 - 15 Carburetor Disassembly - GL .............. 5.05 - 15
Manual Shutdown Lever Adjustment GlGSI .............................. 5.00 - 42
Carburetor Cleaning And Inspection - GL .... 5.05 - 16
Overspeed Governor ...................... 5.00 - 42
Carburetor Assembly - GL ................. 5.05 - 17
Overspeed Governor Removal ............. 5.00 - 42
Carburetor Installation - GL ................ 5.05 - 17
Overspeed Governor Adjustment ........... 5.00 - 43
Butterfly Valve(s) ......................... 5.05 - 18
Overspeed Governor Installation ............ 5.00 - 43
Butterfly Valve Removal - GIGSI ............ 5.05 - 18
Hour Meter .............................. 5.00 - 44
Butterfly Valve Disassembly - GlGSI ........ 5.05 - 18
Hour Meter Removal ...................... 5.00 - 44
Butterfly Valve Assembly - GIGSI ........... 5.05 - 19
Hour Meter Installation .................... 5.00 - 44
Butterfly Valve Installation - GIGSI .......... 5.05 - 19
Tachometer Drive ......................... 5.00 - 45
Admission Valve - GL ..................... 5.05 - 19
Tachometer Drive Removal ................ 5.00 - 45
Admission Valve Removal - GL ............. 5.05 - 19
Tachometer Drive Installation ............... 5.00 - 45
Admission Valve Disassembly - GL ......... 5.05 - 19
Section 5.05 - Fuel System
Admission Valve Cleaning And Inspection - GL ..................... 5.05 - 19
Fuel System Components ................... 5.05 - 1
Admission Valve Assembly ................. 5.05 - 20
Main Fuel Gas Pressure Regulators .......... 5.05 - 1
Admission Valve Installation - GL ........... 5.05 - 20
Operation Of The Fisher 99 Main Fuel Gas Pressure Regulator .. .. .. .. .. .. .. . 5.05 - 4
Prechamber Cup - GL ..................... 5.05 - 21
Carburetors .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.05 - 5
Prechamber Cup Removal - GL ............ 5.05 - 21
Pilot Operated Prechamber Gas Valve - GL . . . 5.05 - 5 Form 6248 First Ed~ion
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CONTENTS
Prechamber Cup Cleaning And Inspection - GL ..................... 5.05 - 22 Prechamber Cup Installation - GL .......... 5.05 - 22 Prechamber Manifold - GL ................. 5.05 - 23 Prechamber Manifold Removal - GL ........ 5.05 - 23 Prechamber Manifold Installation - GL ....... 5.05 - 24 Main Fuel Gas Pressure Regulator (Fisher 99) ............................ 5.05 - 25 Main Fuel Gas Pressure Regulator (Fisher 99) Removal ................. 5.05 - 25 Right Bank Installation ..................... 5.05 - 25
CEC Ignition Module Removal .............. 5.10 - 19 CEC Ignition Module Installation ............ 5.10 - 19 Governor Drive Gear/CEC Timing Disc (Current Production) ......... 5.10 - 20 Governor Drive Gear/CEC TIming Disc Removal (Current Production) ......... 5.10 - 20 Governor Drive Gear/CEC TIming Disc Cleaning And Inspection (Current Production) ................. 5.10 - 20 Governor Drive Gear/CEC TIming Disc Installation (Current Production) ....... 5.10 - 21
Left Bank Installation ...................... 5.05 - 28
CEC Ignition Module Static TIming SET (Current Production) ................. 5.10 - 22
Prechamber Regulator (Fisher 95L) - GL ...................... 5.05 - 29
Selling The Air Gap Specification (Current And Previous Production) ..... 5.10 - 24
Prechamber Regulator (Fisher 95L) Removal - GL ...................... 5.05 - 29
CEC Ignition Module TIming Set (Current Production) ................. 5.10 - 24
Prechamber Regulator (Fisher 95L) Installation - GL ..................... 5.05 - 30
Steps Required To Adjust CEC Ignition Module Timing (Current Production) .... 5.10 - 25
Fuel System Maintenance ................. 5.05 - 33
Governor Drive Gear/CEC Timing Disc (Previous Production) ........ 5.10 - 26
Fisher 99 Regulator Filter Cleaning And Inspection .......................... 5.05 - 33
Section 5.10 - Ignition System Ignition System Components ................ 5.10 - 1 CEC Ignition Module ....................... 5.10 - 1 Magneto .................................. 5.10 - 1 Wiring Harness ............................ 5.10 - 1 Ignition Coils .............................. 5.10-1 Spall< Plugs ............................... 5.10 - 1
Governor Drive Gear/CEC TIming Disc (Previous Production) Removal ... 5.10 - 26 Governor Drive Gear/CEC TIming Disc (Previous Production) Cleaning And Inspection .............. 5.10 - 26 Governor Drive gear/CEC Timing Disc (Previous Production) Installation ...... 5.10 - 27 CEC Ignition Module Ignition TIming (Previous Production) Set ............. 5.10 - 28
Spark Plugs ............................... 5.10- 1
Steps Required To Adjust CEC Ignition Module TIming (Previous Production) ... 5.10 - 30
Spark Plug Carrier Removal - GL . . . . . . . . . . .. 5.10 - 1
Magneto ................................. 5.10 - 30
Spark Plug Carrier Installation - GL .......... 5.10 - 3
Drive Disc Coupling Replacement ........... 5.10 - 30
Spark Plug Carrier Removal - CSA .......... 5.10 - 3
Magneto - Static Timing Set ................ 5.10 - 32
Spark Plug Carrier Installation - CSA ......... 5.10 - 4
Magneto - Ignition Timing Set .............. 5.10 - 37
Spark Plug Removal ....................... 5.10 - 5
Magneto Adapter ......................... 5.10 - 39
Spark Plug Inspection ...................... 5.10 - 7
Magneto Adapter Disassembly ............. 5.10 - 39
Spark Plug Installation . . . . . . .. . . . . . . . . . . . . .. 5.10 - 8
Magneto Adapter Cleaning And Inspection ... 5.10 - 40
Spark Plug Extension Repair ............... 5.1 0 - 10
Magneto Adapter Assembly ................ 5.10 - 40
Ignition Coils ............................. 5.10 - 11
Magneto Drive ........................... 5.10 - 42
Wiring Harness ........................... 5.10 - 13
Magneto Drive Disassembly ................ 5.10 - 42
Wiring Harness Removal .................. 5.10 - 13
Magneto Drive Assembly .................. 5.10 - 43
Wiring Harness Inspection ................. 5.10 - 14 Wiring Harness Installation ................. 5.10 - 15 CEC Ignition Module ...................... 5.10 - 19
vIII
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Form 6248 First Edition
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CONTENTS
Section 5.15 - Air Induction System
Section 5.20 - Turbochargers
Air Induction System ....................... 5.15 - 1
Turbochargers ............................. 5.20 - 1
Air Cleaners .............................. 5.15 - 1
Turbocharger(s) Removal ................... 5.20 - 1
Turbochargers ............................. 5.15 - 1
Turbocharger Cleaning And Inspection ....... 5.20 - 3
Intercoolers ............................... 5.15 - 1
Turbocharger Installation ................... 5.20 - 8
Carburetor And Intake Manifold .............. 5.15 - 1
Prelube Pressure Maintenance/Check Valve Inspection ............................. 5.20 - 12
Air Induction System Specifications .......... 5.15 - 1 Air Cleaners .............................. 5.15 - 2
Section 5.25 - Cooling System
Precleaner Pad Removal ................... 5.15 - 2
Cooling System Components ................ 5.25 - 1
Precleaner Pad Cleaning And Inspection ...... 5.15 - 3
Jacket Water Header/Jacket Water . . . . . . . . . . . 5.25 - 1
Precleaner Pad Installation .................. 5.15 - 3
Exhaust Manifold .......................... 5.25 - 1
Main Air fiRer Element Removal ............. 5.15 - 3
Water Manifold ............................ 5.25 - 1
Main Air Filter Element Cleaning And Inspection ........................... 5.15 - 3
Jacket Water Pump ........................ 5.25 - 2
Main Air FiRer Element Installation ........... 5.15 - 4 Air Restriction Indicator ..................... 5.15 - 4 Air Cleaner Ducts .......................... 5.15 - 5 Air Cleaner Duct Removal - G ............... 5.15 - 5 Air Cleaner Duct Installation - G ............. 5.15 - 7 Air Cleaner Duct Removal - GSI/GL .......... 5.15 - 8
Cluster Thermostat Housing . . . . . . . . . . . . . . . . . 5.25 - 7 Remote Heat Transfer Device ............... 5.25 - 7 Auxiliary Water Pump ...................... 5.25 - 7 Intercooler ................................ 5.25 - 8 Oil Cooler ................................. 5.25 - 8 Auxiliary Water Temperature Control Valve .... 5.25 - 8
Air Cleaner Duct Installation - GSI/GL ....... 5.15 - 10
Auxiliary Water Remote Heat Transfer Device .............................. 5.25 - 9
Air Tubing ............................... 5.15 -10
Cooling System Problems ................... 5.25 - 9
Air Tubing Removal - G ................... 5.15 - 10 Air Tubing Installation - G .................. 5.15 - 11
Scale Build-up, Cavitation Erosion And Corrosion ............................ 5.25 - 9
Air Tubing Removal - GSI ................. 5.15 - 11
Scale Build-up ............................ 5.25 - 9
Air Tubing Installation - GSI ................ 5.15 - 12
CavHation Erosion ......................... 5.25 - 9
Air Tubing Removal - GL .................. 5.15 - 12
Corrosion ................................ 5.25 - 10
Air Tubing Installation - GL ................ 5.15 - 14
Water Treatment .......................... 5.25 - 10
Intake ManHolds .......................... 5.15 - 14
Ethylene Glycol ........................... 5.25 - 10
Intake Manifold Removal - G/GSI ........... 5.15 - 14
Cooling System Specifications And Recommendations ..................... 5.25 - 11
Intake Manifold Installation - GlGSI ......... 5.15 - 15 Intake Manifold Flange Attachments ......... 5.15 - 16
Cooling System Specifications . . . . . . . . . . . . .. 5.25 - 11 Cooling System Recommendations ......... 5.25 - 11
Intake ManHold Flange Attachments GlGSI .............................. 5.15-16
Jacket Water CircuH - InHial Fill ............. 5.25 - 12
Left Bank ................................ 5.15-16
Auxiliary Cooling Water Circuit - Initial Fill .... 5.25 - 13
Right Bank ............................... 5.15-17
Cooling Water System Air Bleed ............ 5.25 - 14
Intake Manifold Removal - GL .............. 5.15 - 18
Jacket Water And Auxiliary Cooling Water Circuits - Drain And Flush ............... 5.25 - 14
Intake ManHold Installation - GL ............ 5.15 - 19 Intake ManHold Flange Attachments - GL .... 5.15 - 20 Left Bank ................................ 5.15-20 Right Bank ............................... 5.15 - 20
Form 6248 First EdHion
Grease Fittings ........................... 5.25 - 17 Idler Pulley Bearing Lubrication ............. 5.25 - 17 Auxiliary Water Pump Bearings Lubrication ... 5.25 - 17 Grease Recommendations ................. 5.25 - 17
Ix
CONTENTS
Belts .................................... 5.25 - 18 Jacket Water Pump Drive Belts Replacement ....................... 5.25 - 18 Jacket Water Pump Drive Belt Tension Adjustment ......................... 5.25 - 19 Auxiliary Water Pump Drive Belt Replacement ....................... 5.25 - 21 Auxiliary Water Pump Drive Bett Tension Adjustment ......................... 5.25 - 22 Jacket Water Pump Seal Inspection ......... 5.25 - 23 Crankcase Water Inlet Elbows .............. 5.25 - 24 Crankcase Water Inlet Elbows Removal Left Bank ........................... 5.25 - 24
Idler Pulley Bracket Cleaning And Inspection .......................... 5.25 - 41 Idler Pulley Bracket Assembly .............. 5.25 - 41 Idler Pulley Bracket Installation ............. 5.25 - 43 Jacket Water Pump ....................... 5.25 - 44 Jacket Water Pump Removal ............... 5.25 - 44 Jacket Water Pump Disassembly ........... 5.25 - 45 Jacket Water Pump Cleaning And Inspection .......................... 5.25 - 46 Jacket Water Pump Assembly .............. 5.25 - 47 Jacket Water Pump Installation ............. 5.25 - 54 Safety Guards ............................ 5.25 - 56
Crankcase Water Inlet Elbows Removal Right Bank ......................... 5.25 - 25
Safety Guards Removal ................... 5.25 - 56
Crankcase Water Inlet Elbows Installation - Left Bank ............... 5.25 - 25
Auxiliary Water Temperature Control Valve ... 5.25 - 58
Crankcase Water Inlet Elbows Installation Right Bank ......................... 5.25 - 25 Water Pump Inlet Elbows And Water Header . 5.25 - 26 Water Pump Inlet Elbows And Water Header Removal .................... 5.25 - 26 Water Pump Inlet Elbows And Water Header Installation ................... 5.25 - 27 Lower/Upper Bypass Tubes And Water Bypass Elbows ........................ 5.25 - 28 Lower/Upper Bypass Tubes And Water Bypass Elbows Removal ............. 5.25 - 28
Safety Guards Installation .................. 5.25 - 57
Auxiliary Water Temperature Control Valve Removal ............•.............. 5.25 - 58 Auxiliary Water Temperature Control Thermostatic Valve Inspection And Test ............................... 5.25 - 58 Auxiliary Water Temperature Control Valve Assembly ........................... 5.25 - 59 Auxiliary Water Temperature Control Valve Installation .......................... 5.25 - 60 Intercooler ............................... 5.25 - 60 Intercooler Removal ........•.............. 5.25 - 60 Intercooler Disassembly ................... 5.25 - 66
Lower/Upper Bypass Tubes And Water Bypass Elbows Installation ............ 5.25 - 29
Intercooler Cleaning And Inspection ......... 5.25 - 67
Water Manifold ........................... 5.25 - 31
Intercooler Assembly ...................... 5.25 - 68
Water Manifold Removal ........ , .......... 5.25 - 31
Intercooler Installation ..................... 5.25 - 71
Water Manifold Installation ................. 5.25 - 32
Crankcase Vee Pipe Connection Installation ............................ 5.25 - 73
Cluster Thermostat Housing And Thermostatic Valves .................... 5.25 - 34
Auxiliary Water Pump And Bracket .......... 5.25 - 77
Cluster Thermostat Housing And Thermostatic Valves Removal ......... 5.25 - 34
Auxiliary Water Pump And Bracket Removal ........................... 5.25 - 77
Cluster Thermostat Housing And Thermostatic Valves Cleaning And Inspection .......................... 5.25 - 35
Auxiliary Water Pump And Bracket Installation .......................... 5.25 - 79
Cluster Thermostat Housing/Thermostatic Valves Installation .......................... 5.25 - 37
Section 5.30 - Lubrication System Lubrication System Components ............. 5.30 - 1 Description ............................... 5.30 - 1
Idler Pulley Bracket ....................... 5.25 - 39
Internal Oil Control ......................... 5.30 - 3
Idler Pulley Bracket Removal ............... 5.25 - 39
Lube Oil Specifications ..................... 5.30 - 4
Idler Pulley Bracket Disassembly ........... 5.25 - 39
Oil Designations ........................... 5.30 - 4 Oil Recommendations ...................... 5.30 - 4
x
Form 6248 First
Ed~ion
)
CONTENTS
Waukesha Cogeneration Installations ......... 5.30 - 5
Oil Pickup Screen Installation ............... 5.30 - 29
Sour Gas & Alternate Fuel Gas Recommendations ...................... 5.30 - 5
Lube Oil Pump ........................... 5.30 - 29
Recommended Lube Oils For Sour Gas And Alternate Fuel (Landfill) Gas Applications 5.30 - 5 Fuel Coalescer Specification For A~ernative Fuel Application ............ 5.30 - 6
Lube Oil Pump Removal ................... 5.30 - 29 Lube Oil Pump Disassembly ............... 5.30 - 29 Lube Oil Pump Cleaning And Inspection ..... 5.30 - 31 Lube Oil Pump Assembly .................. 5.30 - 32
Lube Oil Condemning Limits ................ 5.30 - 6
Lube Oil Pump Installation ................. 5.30 - 37
Lube Oil Analysis .......................... 5.30 - 8
Prelube Y -strainer ........................ 5.30 - 40
Oil Viscosity Selection ...................... 5.30 - 9
Prelube Y -strainer Removal ................ 5.30 - 40
Multi-viscosity Oils. . . . . . . . . . . . . . . . . . . . . . . . . 5.30 - 9
Prelube Y-strainer Cleaning And Inspection .......................... 5.30 - 40
Synthetic Oils ............................. 5.30 - 9 Low Ambient Temperature Operation ......... 5.30 - 9 Lube Oil Consumption Rates ................ 5.30 - 9 Formulas ................................. 5.30 - 9 Recommended Oil Change Intervals ........ 5.30 - 10 Lube Oil Piping Purge ..................... 5.30 - 11 Oil Cooler And Lube Oil Filter Installation ............................ 5.30 - 12 Lube Oil Change ......................... 5.30 - 12 Checking Crankcase Oil Level .............. 5.30 - 13 Oil Cooler Maintenance .................... 5.30 - 13 Lube Oil System Air Bleed ................. 5.30 - 13 Lube Oil
Fi~er
Element Replacement ........ 5.30 - 13
Lube Oil
Fi~er
Relief Valve Inspection ....... 5.30 - 15
Magnetic Plugs ........................... 5.30 - 16 Oil Cooler Piping Removal ................. 5.30 - 16 Oil Cooler Piping Installation ............... 5.30 - 18 Oil Cooler Removal ....................... 5.30 - 18 Oil Cooler Cleaning And Inspection ......... 5.30 - 19 Oil Cooler Installation ..................... 5.30 - 19
Prelube Y -strainer Installation .............. 5.30 - 40 Oil Filler Pipe Removal .................... 5.30 - 41 Oil Filler Pipe Removal .................... 5.30 - 41 Oil Filler Pipe Installation .................. 5.30 - 41 Rocker Arm Oil Header Oil Inlet Tubes/Fittings ......................... 5.30 - 42 Rocker Arm Oil Header Oil Inlet Tubes/Fittings Installation ............. 5.30 - 42 Turbo Oil Supply!Drain Tubes .............. 5.30 - 43 Turbo Oil Supply!Drain Tubes Installation .......................... 5.30 - 43 Lube Oil Pilot Pressure/Governor. Oil Tube Connection ............................ 5.30 - 44 Oil Pan Doors ............................ 5.30 - 45 Oil Pan Doors Removal .................... 5.30 - 45 Oil Pan Doors Installation .................. 5.30 - 46 Lube Oil Strainer ......................... 5.30 - 46 Lube Oil Strainer Removal ................. 5.30 - 46 Lube Oil Strainer Cleaning And Inspection .......................... 5.30 - 47 Lube Oil Strainer Installation ............... 5.30 - 47
Lube Oil Temperature Control Valve ......... 5.30 - 21 Troubleshooting Low Lube Oil Pressure ...... 5.30 - 24
Section 5.35 - Exhaust System
Lube Oil Pressure Adjustment .............. 5.30 - 24
Exhaust System ........................... 5.35 - 1
Prelube System .......................... 5.30 - 24
Components .............................. 5.35 - 1
Prelube Pressure Maintenance ............. 5.30 - 25
Description ............................... 5.35 - 1
Check Valve Inspection .................... 5.30 - 26
Exhaust System Specifications .............. 5.35 - 2
In-line Lubricator ......................... 5.30 - 26
Measuring Exhaust System Backpressure .. . . . . . . . . . . . . . . . . . . . . .. 5.35 - 2
Oil Pan Clean And Inspect ................. 5.30 - 28 Oil Pickup Screen ......................... 5.30 - 28 Oil Pickup Screen Removal ................ 5.30 - 28 Oil Pickup Screen Cleaning And Inspection .......................... 5.30 - 29 Form 6248 First Edition
Checking Exhaust Gas Temperatures ........ 5.35 - 2 Exhaust Manifold .......................... 5.35 - 3 Exhaust Manifold Removal .................. 5.35 - 3 Exhaust Manifold Disassembly .............. 5.35 - 5
xl
CONTENTS
Exhaust Manifold Assembly ................. 5.35 - 5
Venturi - GSI .............................. 5.40 - 2
Exhaust Manifold Installation ................ 5.35 - 6
Crankcase Pressure Measurement ........... 5.40 - 3
Turbo Exhaust Inlet Elbows ................ 5.35 - 10
Crankcase Pressure Measurement G/GSI/GL ........................... 5.40 - 3
Turbo Exhaust Inlet Elbows Removal ........ 5.35 - 10 Turbo Exhaust Inlet Elbows Installation ...... 5.35 - 11 Exhaust Connections - G .................. 5.35 - 13
Crankcase Pressure Adjustment G/GSI Venturi Equipped ............... 5.40 - 3
Exhaust Connections Installation - G ........ 5.35 - 14
Crankcase Pressure Adjustment (Venturi ExtractorNacuum Valve Assembly Equipped) - GSI/GL ......... 5.40 - 4
Exhaust Connections Removal - GSI/GL .... 5.35 - 14
Crankcase Separator Screen ................ 5.40 - 6
Exhaust Connections Installation - GSI/GL ... 5.35 - 15
Crankcase Separator Screen Removal ....... 5.40 - 6
Thermocouples ........................... 5.35 - 16
Crankcase Separator Screen Cleaning And Inspection ...........•............... 5.40 - 6
Exhaust Connections Removal - G ......... 5.35 - 13
Thermocouple Replacement ............... 5.35 - 16 Exhaust Thermocouples Installation ......... 5.35 - 18 Thermocouple Clean And Inspect ........... 5.35 - 19 Wastegates .............................. 5.35 - 20 Wastegates - Bleeding Air ................. 5.35 - 20 PIN Series 208372 Wastegate Removal ..... 5.35 - 20
Crankcase Separator Screen Assembly ....... 5.40 - 6 Oil Separators ............................. 5.40 - 7 Oil Separator Removal - G .................. 5.40 - 7 Oil Separator Installation - G ................ 5.40 - 8 Oil Separator Removal - GSI/GL ............. 5.40 - 8
PIN Series 208372 Wastegate Disassembly .. 5.35 - 21
Oil Separator Cleaning And Inspection GSI/GL .............................. 5.40 - 9
PIN Series 208372 Wastegate Cleaning And Inspection .............. 5.35 - 23
Oil Separator Installation - GSI/GL ........... 5.40 - 9
PIN Series 208372 Wastegate Assembly ..... 5.35 - 24
Crankcase Breather Regulator - GSI/GL ..... 5.40 - 10
PIN Series 208372 Wastegate Calibration .... 5.35 - 25
Crankcase Breather Regulator Removal GSI/GL ............................. 5.40 - 10
PIN Series 295645 Wastegate Removal Draw Thnu Only ..................... 5.35 - 28
Crankcase Breather Regulator Disassembly - GSI/GL ............... 5.40 - 10
PIN Series 295645 Wastegate Disassembly - Draw Thru Only ........ 5.35 - 29
Crankcase Breather Regulator Cleaning And Inspection - GSI/GL . . . .. 5.40 - 11
PIN Series 295645 Wastegate Calibration Setup - Draw Thru Only .............. 5.35 - 29
Crankcase Breather Regulator Installation - GSI/GL ................. 5.40 - 11
PIN Series 295645 Calibration Procedure Test - Draw Thru Only ............... 5.35 - 30
Venturi .................................. 5.40 - 12
)
Venturi Removal - GSI .................... 5.40 - 12
PIN Series 295645 Wastegate Installation - Draw Thru Only •......... 5.35 - 31
Venturi Cleaning And Inspection - GSI ...... 5.40 - 12
Engine AHttude Adjustments ................ 5.35 - 32
Venturi Installation - GSI ................... 5.40 - 12 Venturi Extractor - GSI/GL ..•.............. 5.40 - 12
Section 5.40 - Crankcase Breather System
Venturi Extractor Removal - GSI/GL ......... 5.40 - 12
Crankcase Breather System ................. 5.40 - 1
Venturi Extractor Cleaning And Inspection - GSI/GL ................. 5.40 - 14
Components .............................. 5.40 - 1
Venturi Extractor Assembly - GSI/GL ........ 5.40 - 15
Description ............................... 5.40 - 1
Crankcase Pressure Relief Valves .......... 5.40 - 16
Separator Screen .......................... 5.40 - 1
Crankcase Pressure Relief Valve Exercise ... 5.40 - 16
Oil Separator(s) ........................... 5.40 - 1
Crankcase Pressure Relief Valve Removal ... 5.40 - 16
Vacuum Valve/Choke Valve ................. 5.40 - 1
Crankcase Pressure Relief Valve Cleaning And Inspection ...................... 5.40 - 17
Breather Regulator ......................... 5.40 - 2 Venturi Extractor - GSI/GL .................. 5.40 - 2
xii
Form 6248 First Edition
)
CONTENTS
Crankcase Pressure Relief Valve Assembly ........................... 5.40 - 17 Breather Tubes ........................... 5.40 - 18 Breather Tube Removal - GSI .............. 5.40 - 18 Breather Tube Installation - GSI ............ 5.40 - 19 Breather Tube Removal - GL ............... 5.40 - 20
Air Starter ............................... 5.45 - 24 Air Starter Removal ....................... 5.45 - 24 Air Starter Installation ..................... 5.45 - 25 Electric Starter ........................... 5.45 - 26 Electric Starter Removal ................... 5.45 - 26 Electric Starter Installation ................. 5.45 - 26
Breather Tube Installation - GL ............. 5.40 - 21 Venturi Extractor Compressor Discharge Tubes ................................ 5.40 - 22 Venturi Extractor Compressor Discharge Tubes Removal ..................... 5.40 - 22 Venturi Extractor Compressor Discharge Tubes Installation .................... 5.40 - 23
CHAPTER 6 - ACCESSORIES Section 6.00 - Control Panel Control Panel ............................. 6.00 - 1 Components .............................. 6.00 - 1
Section 5.45 - Air/Gas Prelube And Start Systems Air/Gas Prelube And Start Systems .......... 5.45 - 1 Components .............................. 5.45 - 1
Control Panel Removal - Right Side .......... 6.00 - 1 Control Panel Installation - Right Side ........ 6.00 - 3 Control Panel Removal - Left Side .... . . . . . . . 6.00 - 4 Control Panel Installation - Left Side ......... 6.00 - 5
Prelube System ........................... 5.45 - 1 Start System .............................. 5.45 - 4 Prelube/Start System Removal/Installation ..................... 5.45 - 9
Section 6.05 - Engine Protection Systems Engine Protection Systems .................. 6.05 - 1
Bulkhead Bracket Assembly Removal ........ 5.45 - 9
Components .............................. 6.05 - 1
Bulkhead Bracket Assembly Installation ........................... 5.45 - 9
"K" Type Thermocouples .......•............ 6.05 - 1
Pilot Operated Prelube Valve Removal ....... 5.45 - 10
Thermocouple Junction Box .... " ............ 6.05 - 6 Manual Shutdown Switches ................. 6.05 - 6
Pilot Operated Prelube Valve Installation .......................... 5.45 - 11
Customer Supplied Control Switches ......... 6.05 - 6
Prelube Pump/Motor And Connections ....... 5.45 - 12
Pressure And Temperature Switches Calibration ........................... 6.05 - 6
Prelube Pump/Motor And Connections Removal ........................... 5.45 - 12
Alarm And Shutdown Setpoints .............. 6.05 - 7
Prelube Pump/Motor And Connections Installation .......................... 5.45 - 13 Lube Oil Pressure Gauge Tubes And Fitting (Former Engine Mounted Panel) ......... 5.45 - 14 Lube Oil Pressure Gauge Tubes And Fitting Removal ..................... 5.45 - 14 Lube Oil Pressure Gauge Tube Fitting Installation .......................... 5.45 - 14 Bulkhead To Panel Bracket ................. 5.45 - 14
Engine Gauge Panel Components (Shipped Loose) ...................... 6.05 - 8 Remote Panel Components ................. 6.05 - 9 Custom Engine Control® Detonation Sensing Module System ................ 6.05 - 10 DSM System Operation . . . . . . . . . . . . . . . . . . . . 6.05 - 11 Defautt Timing Value ...................... 6.05 - 11 User Interface ............................ 6.05 - 13 DSM System Troubleshooting .............. 6.05 - 14
Bulkhead To Panel Bracket Removal ........ 5.45 - 14 Bulkhead To Panel Bracket Installation ...... 5.45 - 15 Tube Clips/Clamps Installation .............. 5.45 - 17 Prechamber Gas Valves - GL .............. 5.45 - 19 Prechamber Gas Valves Removal (GL) ...... 5.45 - 19 Prechamber Gas Valves Installation (GL) .... 5.45 - 22 Form 6248 First Ednion
Section 6.10 - Miscellaneous Equipment Miscellaneous Equipment ................... 6.1 0 - 1 Components .............................. 6.10 - 1 Surge Tank ............................... 6.10 - 2 Surge Tank Removal ....................... 6.10 - 2
xIII
CONTENTS
)
Surge Tank Disassembly .................... 6.10 - 3 Surge Tank Cleaning And Inspection ......... 6.10 - 4 Surge Tank Assembly ...................... 6.10 - 4 Surge Tank Installation ..................... 6.10 - 4 Jacket Water Heater ....................... 6.10 - 5 Jacket Water Heater Removal ............... 6.10 - 5 Jacket Water Heater Cleaning And Inspection ........................... 6.10 - 6 Jacket Water Heater Installation ............. 6.10 - 6
CHAPTER 7 - TROUBLESHOOTING AND MAINTENANCE Section 7.00 - Troubleshooting Troubleshooting ........................... 7.00 - 1
Section 7.10 - Maintenance And Storage Routine Maintenance ....................... 7.10 - 1 Routine Inspection ......................... 7.10 - 4 Engine Storage ............................ 7.10 - 5
)
Preservation Equipment And Material ......... 7.10 - 5 Waukesha Engine Preservative Oil ........... 7.10 - 5 Waukesha Engine Preservative Oil Usage .... 7.10 - 5 Use Of Other Preservative Oils And Materials ............................ 7.10 - 6 Engine Storage - New ...................... 7.10 - 7 Operational Engines ....................... 7.10 - 7 Non-operational Engines ................... 7.10 - 7 Engine Storage - Used ..................... 7.10 - 8 Operational Engines ....................... 7.10 - 8 Non-operational Engines ................... 7.10 - 8 Engines - Return To Service After Storage .... 7.10 - 8
Alphabetical Index . ......................
xlv
A- 1
Form 6248 First EdHion
ILLUSTRATIONS LIST OF ILLUSTRATIONS Section 1.00 - Warning Tags & Decal Locations Figure 1.00-1. Sample Of Warning Tag Placement . . . . . . . . . . . . . . . . . . . . . . . . . .. 1.00 - 1 Figure 1.00-2. Warning Tag (PIN 209107B) On Regulator(s), All Naturally Aspirated Gas Engines ......................... 1.00 - 1 Figure 1.00-3. Warning Tag (PIN 209107E) .. 1.00 - 2 Figure 1.00-4. Warning Tag (P/N 209107H) On Fisher 99 Regulator(s), Turbocharged Gas Engines . . . . . . . . . . . . . . . . . . . . . . . .. 1.00 - 2 Figure 1.00-5. Warning Tag (PIN 209107L) On Fisher 66 Regulator(s), Naturally Aspirated, Low Btu Engines ............ 1.00 - 2 Figure 1.00-6. Warning Tag (P/N 209107R) On Fisher 99 And S211 Regulator(s), Turbocharged Engines ................ 1.00 - 3 Figure 1.00-7. Warning Tag (P/N 209107U) On IMPCO (MAXITROL) Pressure Reduction Valve, Used With 5 - 20, Water Column Gas Pressure . . . . . . . . . .. 1.00 - 3 Figure 1.00-8. Warning Tag (PIN 209107K) On Carburetor Throttle Lever For Engines Ordered And Built Without Waukesha Engine Division Designed Engine Safety Shutdown Equipment ................. 1.00 - 3
Figure 1.15-8. Cylinder Head Capscrew TIghtening And Torquing Sequence (1 - 8) .................... 1.15 -14 Figure 1.15-9. Connecting Rod Cap Capscrew TIghtening Sequence (Series PIN 205407 and 205507) ........................ 1.15 -14 Figure 1 .15-10. Main Bearing Cap TIghtening{Torquing Pallern - As Viewed From Underside Of Crankcase ........ 1.15 - 15 Figurel.15-11.Spl~RingWashers
........ 1.15-19
Section 1.20 - Specifications Figure 1.20-1. Valve Sequence Crankshaft Degrees Shown . . . . . . . . . . . 1.20 - 19 Figure 1.20-2. Engine Compression Pressures .......................... 1.20 - 28
Section 2.00 - Cylinder Head Removal Figure 2.00-1. Rocker Arms ................ 2.00 - 2 Figure 2.00-2. Install Rocker Arm Oil Supply Tubes ........................ 2.00 - 2 Figure 2.00-3. Push Rods And Water Outlet Elbows ........................ 2.00 - 2 Figure 2.00-4. Water Outlet Elbow Gaskets .. 2.00 - 2 Figure 2.00-5. Exhaust Manifold
~
Rear View. 2.00 - 3
Figure 1.00-9. Warning Tag (PIN 209107P) For Gas Vent On Prelube Systems That Use Natural Gas For Prelube Motor ..... 1.00 - 4
Figure 2.00-6. Intake Manifold ': , ............ 2.00 - 3
Figure 1.00-10. Warning Tag (P/N 208840A) On High Voltage Equipment. . . . . . . . . . .. 1.00 - 4
Figure 2.00-8. Cylinder Heads .............. 2.00 - 3
Section 1.10 - Rigging And Lifting Engines Figure 1.10-1. Correct Method Of Lifting Engine - Side Views ...... . . . . . . . . . . .. 1.10 - 1 Figure 1.10-2. Correct Method of Lifting Engine - Rear View ................... 1.10 - 2
Section 1.15 - General Information Figure 1.15-1. Nameplate Current Production ................... 1.15 - 3
)
Figure 1.15-7. Manifolds, Headers, etc...... 1.15 -12
Figure 2.00-7. Eye Bolt Location 12 Cylinder Engines .................. 2.00 - 3 Figure 2.00-9. Lilting The Cylinder Head ..... 2.00 - 4
Section 2.05 - Crankcase Removal Figure 2.05-1. Capscrews Connecting Rod Caps ................. 2.05 - 1 Figure 2.05-2. Carbon Ridge ............... 2.05 - 1 Figure 2.05-3. Install Piston Puller .......... 2.05 - 1 Figure 2.05-4. Remove Piston/Connecting Rod Assembly ....................... 2.05 - 2 Figure 2.05-5. Connecting Rod ............. 2.05 - 2 Figure 2.05-6. Bearing Cap ................ 2.05 - 2
Figure 1.15-2. Nameplate Previous Production .................. 1.15 - 3
Figure 2.05-7. Keep Connecting Rod Caps And Blades Properly Mated ............ 2.05 - 3
Figure 1.15-3. Right Side View 12CylinderVHPGL .................. 1.15-4
Figure 2.05-8. Cylinder Sleeve Puller ........ 2.05 - 4
Figure 1.15-4. Left Side View 12CylinderVHPGL .................. 1.15-5
Figure 2.05-10. Vibration Dampers/Crankshaft Pulleys .............................. 2.05 - 5
Figure 1.15-5. RearView12CylinderVHPGL .................. 1.15-6
Figure 2.05-11 . Crankshaft Pulley Stop Sleeve .............................. 2.05 - 6
Figure 1.15-6. Torque Sequence For MuHi-Bolt Pallerns .................. 1.15 - 12
Figure 2.05-12. Rear Vibration Damper/Rear Crankshaft Pulley ..................... 2.05 - 6
Form 6248 First Edition
Figure 2.05-9. Cylinder Sleeve ............. 2.05 - 4
xv
ILLUSTRATIONS
Figure 2.05-13. Gear Cover Plates Front Left ............................ 2.05 - 7
Figure 2.05-50. Oil Pump Gear ............ 2.05 - 20
Figure 2.05-15. Ball Bearing ............... 2.05 - 7
Figure 2.05-51. Oil Pump Gear Assembly ... 2.05 - 20
Figure 2.05-16. Gear Cover ................ 2.05 - 8
Figure 2.05-52. Crankshaft Gear Mount .... 2.05 - 21
Figure 2.05-17. Front Oil Seal .............. 2.05 - 8
Figure 2.05-53. Lower Oil Retainer Plate .... 2.05 - 21
Figure 2.05-18. Oil Slinger And O-Ring ...... 2.05 - 9
Figure 2.05-54. Wick Seal ................ 2.05 - 22
Figure 2.05-19. Magneto Drive Gear ........ 2.05 - 9
Figure 2.05-55. Cross-Tie Bolts ........... 2.05 - 22
Figure 2.05-20. Drive Shaft ................ 2.05 - 9
Figure 2.05-56. Main Bearing Cap ......... 2.05 - 22
Figure 2.05-21. Magneto Drive ............. 2.05 - 9
Figure 2.05-57. No.1 Main Bearing Cap .... 2.05 - 22
Figure 2.05-22. Lock Idler Gear Capscrews . 2.05 - 10
Figure 2.05-58. Thrust Bearing ............ 2.05 - 23
Figure 2.05-23. Gamshaft Idler Gear Upper .............................. 2.05 - 10
Figure 2.05-59. Crankshaft ............... 2.05 - 23
Figure 2.05-24. Gamshaft Cover Plate ...... 2.05 - 10
Figure 2.05-61. Oil Tubes ................. 2.05 - 24
Figure 2.05-25. Unlocking The Camshaft Gear Nut ........................... 2.05 - 10
Figure 2.05-62. Crankcase - Inside Front ... 2.05 - 24
Figure 2.05-26. Oil Pan Gapscrew Front Left ........................... 2.05 - 11
Figure 2.05-64. Cross Tie Bolts ............ 2.05 - 25
Figure 2.05-27. Valve Lifter Housing Front .............................. 2.05 - 11
Figure 2.05-66. Bearing Rollout ........... 2.05 - 26
Figure 2.05-29. Rocker Arm Oil Header ..... 2.05 - 12 Figure 2.05-30. Longer Capscrew Locations For Mounting The Rocker Arm Oil Header .......................... 2.05 - 12 Figure 2.05-31. Valve Lifter Guides ........ 2.05 - 13 Figure 2.05-32. Valve Lifter Housing Cover .. 2.05 - 13
Figure 2.05-60. Bearings ................. 2.05 - 23
Figure 2.05-63. Upper Retainer Plate ....... 2.05 - 24 Figure 2.05-65. No.1 Main Bearing ........ 2.05 - 25 Figure 2.05-67. Roll Pin Installation ........ 2.05 - 26 Figure 2.05-68. No.1 Main Bearing Cap .... 2.05 - 27 Figure 2.05-69. Main Bearing Cap Stamped Identification Numbers ............... 2.05 - 27 Figure 2.05-70. Oil Pump Gear Assembly ... 2.05 - 28 Figure 2.05-71. Main Bearing Cap Tightening(Torquing Pattern - As Viewed From Underside Of Crankcase ........ 2.05 - 28
Figure 2.05-33. Raising The Valve Lifter Housing ............................ 2.05 - 13
Figure 2.05-72. Main Bearing ............. 2.05 - 29
Figure 2.05-34. Valve Lifter Housing Assembly ........................... 2.05 - 14
Figure 2.05-74. Main Bearing Cap Stamped Identification Numbers ....... 2.05 - 30
Figure 2.05-35. Gamshaft Set Screw On Valve Lifter Housing Cover ........ 2.05 - 14
Figure 2.05-75. Cross Tie Bolts ............ 2.05 - 31
Figure 2.05-73. Bearing Rollout ........... 2.05 - 30
Figure 2.05-36. Valve Lifter Housing Rear ............................... 2.05 - 14
Figure 2.05-76. Main Bearing Gap Tightening{Torquing Pattern - As Viewed From Underside Of Crankcase ........ 2.05 - 31
Figure 2.05-37. Lower Valve Lifter Housing Cover .............................. 2.05 - 14
Figure 2.05-n. Cam Bearing Cap ......... 2.05 - 31
Figure 2.05-38. Thrust Washer ............ 2.05 - 15 Figure 2.05-39. Shim Pack ................ 2.05 - 15
Section 3.00 - Cylinder Head Disassembly
Figure 2.05-40. Cam Bearing Cap ......... 2.05 - 15
Figure 3.00-1. Rocker Arm Assembly ........ 3.00 - 1
Figure 2.05-41. Valve Lifter Housing Gasket - Front ...................... 2.05 - 16
Figure 3.00-2. Fixed Valve Lifter Screw ...... 3.00 - 2
Figure 2.05-42. Front Flywheel Housing Rear Left ........................... 2.05 - 16
Figure 3.00-4. Rocker Arm Shaft ............ 3.00 - 2
Figure 2.05-43. Flywheel Lifting Bracket .... 2.05 - 16
Figure 3.00-6. Rocker Arm Bushings ........ 3.00 - 4
Figure 2.05-44. Rear Flywheel Housing ..... 2.05 - 16
Figure 3.00-7. Intake Rocker Arm Bushings .. 3.00 - 5
Figure 2.05-45. Remove Flywheel ......... 2.05 - 17
Figure 3.00-8. Intake Actuator Rocker Arm Bushings ............................ 3.00 - 5
Figure 2.05-46. Front Flywheel Section ..... 2.05 - 17 Figure 2.05-47. Oil Pickup Screen Assembly12 Cylinder ......................... 2.05 - 18
)
Figure 2.05-49. Oil Pan Cross Cuts Rear Right .......................... 2.05 - 19
Figure 2.05-14. Rear Gear Housing Front Left ............................ 2.05 - 7
Figure 2.05-28. Front Gear Housing ........ 2.05 - 11
xvi
Figure 2.05-48. Bolt Holes In Engine Block .. 2.05 - 19
Figure 3.00-3. Rocker Arm Adjusting Screws . 3.00 - 2 Figure 3.00-5. Exhaust Rocker Arm Bushings 3.00 - 4
Figure 3.00-9. Rocker Arm Assembly ........ 3.00 - 6 Figure 3.00-10. Intake Actuator Assembly .... 3.00 - 7 Form 6248 First Edition
)
ILLUSTRATIONS
Figure 3.00-11. Cylinder Head Assembly Exploded View ....................... 3.00 - 8 Figure 3.00-12. Install Valve Stem Seal ...... 3.00 - 8 Figure 3.00-13. Tack Weld Valve To Valve Seat ........................... 3.00 - 9 Figure 3.00-14. Valve Seat Insert Removal ... 3.00 - 9 Figure 3.00-15. Valve Seat Insert Removal ... 3.00 - 9 Figure 3.00-16. Core Plug Locations - Top .. 3.00 - 10 Figure 3.00-17. Core Plug Locations - Front 3.00 - 10 Figure 3.00-18. Core Plug Locations - Right 3.00 - 10 Figure 3.00-19. Core Plug Locations - Left .. 3.00 - 11 Figure 3.00-20. Core Plug Locations Boltom ............................. 3.00 - 11 Figure 3.00-21 . Check Cylinder Head Deck For Warpage ........................ 3.00 - 12 Figure 3.00-22. Cylinder Head Pressure Test Plates ......................... 3.00 - 12 Figure 3.00-23. Water Outlet Hole ......... 3.00 - 13 Figure 3.00-24. Cylinder Head Intake Port Side ..................... 3.00 - 14 Figure 3.00-25. Checking Valve Stems For Straightness ..................... 3.00 - 15 Figure 3.00-26. Checking Head Perpendicularity ..................... 3.00 - 16 Figure 3.00-27. Cylinder Head Valve ....... 3.00 - 16 Figure 3.00-28. Margin Wear .............. 3.00 - 16 Figure 3.00-29. Installing Valve Guides ..... 3.00 - 19 Figure 3.00-30. Valve Seat Insert .......... 3.00 - 20 Figure 3.00-31. Measure Valve Seat Concentricity ........................ 3.00 - 21 Figure 3.00-32. Valve Lapping ............. 3.00 - 22 Figure 3.00-33. Good Valve And Seat Contact ........................ 3.00 - 23 Figure 3.00-34. Checking Valve Spring Height ............................. 3.00 - 24 Figure 3.00-35. Install Valve Stem Seal ..... 3.00 - 24 Figure 3.00-36. Cylinder Head Assembly Exploded View ...................... 3.00 - 25 Figure 3.00-37. Valve Spring Compressor ... 3.00 - 25 Figure 3.00-38. Valve Compressor Special BoH Installation Locations ............. 3.00 - 25 Figure 3.00-39. Assembled Cylinder Head Cross Sectional View ................ 3.00 - 26
Section 3.05 - Crankcase Disassembly Figure 3.05-1. Lower Sleeve Bore .......... 3.05 - 3 Figure 3.05-2. Lower Bore And Restoration Sleeve Dimensions ................... 3.05 - 4
)
Figure 3.05-3. Main Bearing Bores .......... 3.05 - 5 Figure 3.05-4. Main Bearing Cap TIghtening{Torquing Pattern - As Viewed From Underside Of Crankcase ......... 3.05 - 6 Form 6248 First Edition
Figure 3.05-5. Determine Bearing Thickness . 3.05 - 8 Figure 3.05-6. Select Main Bearing Shells For Proper Running Clearance ......... 3.05 - 8 Figure 3.05-7. Camshaft Bearing Bore ....... 3.05 - 9 Figure 3.05-8. Crankshaft Set Screws ...... 3.05 - 10 Figure 3.05-9.12 Cylinder Crankshaft ...... 3.05 - 11 Figure 3.05-10.12 Cylinder Crankshaft ..... 3.05 - 13 Figure 3.05-11. Camshaft Valve Lifter Body Bottom View ........................ 3.05 - 15 Figure 3.05-12. Camshaft Valve Lifters And Guides ............................. 3.05 - 15 Figure 3.05-13. Lubricate Valve Lifter Rollers ............................. 3.05 - 16 Figure 3.05-14. Hydraulic Lifter ............ 3.05 - 16 Figure 3.05-15. Push Rod ................ 3.05 - 16 Figure 3.05-16. Hydraulic Lifter Internal View ........................ 3.05 - 17 Figure 3.05-17. Hydraulic Lifter - Installation 3.05 - 17 Figure 3.05-18. Piston Assembly .......... 3.05 - 17 Figure 3.05-19. Piston And Rings .......... 3.05 - 18 Figure 3.05-20. Piston Oil Drain Holes ...... 3.05 - 18 Figure 3.05-21. Check Piston Ring Groove Clearance .............. " ........... 3.05 - 23 Figure 3.05-22. Install Piston Rings ........ 3.05 - 27 Figure 3.05-23. Oil Control Ring Detail 8-1/2 Inch Bore ...................... 3.05 - 27 Figure 3.05-24. Compression Ring Detail ... 3.05 - 28 Figure 3.05-25. Barrel-faced C9IlIpression Ring Detail ............ ,~ ........... 3.05 - 28 Figure 3.05-26. 9-3/8, Bore G,GSI Piston Ring Configuration ................... 3.05 - 29 Figure 3.05-27. Previous Production 9-3/8, Bore GL Piston Ring Configuration PIN 205404Z ....................... 3.05 - 30 Figure 3.05-28. Current Production Piston Ring Detail 9-3/8 Inch Bore GL (3-Ring Piston) ..................... 3.05 - 31 Figure 3.05-29. Current Production 9-3/8 Inch Bore GL (3-Ring Piston) .............. 3.05 Figure 3.05-30. Connecting Rod ........... 3.05 Figure 3.05-31. Bearing Cap .............. 3.05 Figure 3.05-32. Align Rod Pin Bushing Split Line ........................... 3.05 Figure 3.05-33. Clean Connecting Rod Lube Oil Passageways ............... 3.05 Figure 3.05-34. Connecting Rod Twist Gap . 3.05 Figure 3.05-35. Rod Cap Roll Pin .......... 3.05 Figure 3.05-36. Connecting Rod Cap Capscrew Tightening Sequence ROil Pin Equipped ................... 3.05 Figure 3.05-37. Check Rod Bearing Bore For Out-Of-Round And Taper ......... 3.05 Figure 3.05-38. Weight Classification Stamp Location ............................ 3.05
- 31 - 33 - 33 - 33 - 33 - 36 - 36
- 37 - 37 - 38
xvII
ILLUSTRATIONS
Figure 3.05-39. Rod Pin Bushing .......... 3.05 - 38 Figure 3.05-40. Verify Orientation Of Rod Pin Bushings Oil Groove ................. 3.05 - 39
Figure 4.00-22. Outside Camshaft Thrust Ring .......................... 4.00 - 9 Figure 4.00-23. Shim Pack ................ 4.00 - 10
Figure 3.05-41. Connecting Rod Bearings .. 3.05 - 40
Figure 4.00-24. Thrust Washer ............ 4.00 - 10
Figure 3.05-42. Position Bearing Shell Above Bearing Seat ........................ 3.05 - 40
Figure 4.00-25. Gear Housing Flange ...... 4.00 - 10
Figure 3.05-43. Installing Bearing Shell ..... 3.05 - 40
Figure 4.00-27. Verify That Bottoms Are Flush .............................. 4.00 - 11
Figure 3.05-44. Keep Connecting Rod Caps And Blades Properly Mated ........... 3.05 - 41 Figure 3.05-45. Connecting Rod Cap Capscrew Tightening Sequence - Roll Pin Equipped ........................... 3.05 - 41
Figure 4.00-26. Rear Gear Housing Flange . 4.00 - 10
Figure 4.00-28. Measuring Camshaft End Play ............................... 4.00 -11 Figure 4.00-29. Prevent Lateral Movement Of Camshaft ........................ 4.00 - 12 Figure 4.00-30. Prevent Camshaft Rotation . 4.00 - 12
Figure 3.05-46. Cylinder Sleeve ........... 3.05 - 42
Figure 4.00-31. Cam Gear Key ............ 4.00 - 12
Figure 3.05-47. Flexible Hone ............. 3.05 - 47
Figure 4.00-32. Locking The Camshaft Gear Nut ........................... 4.00 - 13
Figure 3.05-48. Cylinder Sleeve Deglazing Cross Hatch Pattern ................. 3.05 - 47 Figure 3.05-49. Flywheel Ring Gear ........ 3.05 - 48
Section 4.00 - Crankcase Assembly Figure 4.00-1. Crankcase - Inside Front ..... 4.00 - 1 Figure 4.00-2. Gear Train Oil Spray Tube .... 4.00 - 1
Figure 4.00-34. Lowering The Valve Lifter Housing ............. _.............. 4.00 - 14 Figure 4.00-35. Rear Gear Housing Gasket . 4.00 - 14 Figure 4.00-36. Valve Lifter Housing - Front. 4.00 - 15 Figure 4.00-37. Fasten Valve Lifter Housing To Rear Gear Housing ............... 4.00 - 15
Figure 4.00-4. Main Bearing Cap Studs Old And New Styles .................. 4.00 - 2
Figure 4.00-38. Camshaft Cover Plate ...... 4.00 - 15
Figure 4.00-5. Main Bearing Cap Studs ...... 4.00 - 2
Figure 4.00-39. Camshaft Set Screw On Valve Lifter Housing Cover ............ 4.00 - 15
Figure 4.00-6. Water Header/Oil Outlet Plugs Rear Left ............................ 4.00 - 3
Figure 4.00-40. Valve Lifter Housing - Rear . 4.00 - 16
Figure 4.00-8. 3/4, NPT Oil Header Pipe Plugs ........................... 4.00 - 4 Figure 4.00-9. Crankcase - Main Oil Header Rear Right ........................... 4.00 - 5 Figure 4.00-10. Lube Oil Strainer Adapter .... 4.00 - 5 Figure 4.00-11. Lower Valve Lifter Housing Cover ............................... 4.00 - 5 Figure 4.00-12. Crankcase - Top Rear ...... 4.00 - 6
Figure 4.00-41. Lubricate Valve Lifter Rollers ......... _.............. 4.00 - 16 Figure 4.00-42. Install Valve Lifter Guides ... 4.00 - 16 Figure 4.00-43. Longer Capscrew Locations For Mounting The Rocker Amn Oil Header .......................... 4.00 - 17 Figure 4.00-44. Pipe Tee Magnet Plug ...... 4.00 - 18 Figure 4.00-45. Rocker Arm Oil Header Rear ............................... 4.00 - 18 Figure 4.00-46. Rocker Arm Oil Header ..... 4.00 - 18 Figure 4.00-47. Rear Oil Seal RetainerUpper Half .......................... 4.00 - 19
Figure 4.00-13. Valve Lifter Housing GasketFront ............................... 4.00 - 6
Figure 4.00-48. Cut Rope Type Seal ....... 4.00 - 19
Figure 4.00-14. Valve Lifter Housing GasketRear ................................ 4.00 - 6
Figure 4.00-49. Rear Oil Seal Retainer Upper Ha~ .......................... 4.00 - 19
Figure 4.00-15. Camshaft Bearing Saddles .. 4.00 - 7
Figure 4.00-50. Rear Oil Seal Retainer Upper Half ........... _.............. 4.00 - 20
Figure 4.00-16. Install Roll Pins In Front Cam Bearing Cap .................... 4.00 - 7 Figure 4.00-17. Cam Bearings ............. 4.00 - 7 Figure 4.00-1 8. Inside Camshaft Thrust Ring . 4.00 - 8 Figure 4.00-19. Front Cam Bearing Cap ..... 4.00 - 9 Figure 4.00-20. Cam Bearing Cap .......... 4.00 - 9 Figure 4.00-21. Camshaft Thrust Ring ....... 4.00 - 9 xviii
Figure 4.00-33. Valve Lifter Housing Assembly ........................... 4.00 - 13
Figure 4.00-3. Oil Tubes ................... 4.00 - 2
Figure 4.00-7. Oil Outlet Plugs Rear Right View ...................... 4.00 - 3
)
Figure 4.00-51. Front Main Bearing Cap .... 4.00 - 20 Figure 4.00-52. Install Roll Pins In Front Main Bearing Cap ................... 4.00 - 21 Figure 4.00-53. Upper Fully Grooved Main Bearing Shells - Bearing Saddles . 4.00 - 21 Figure 4.00-54. Lower Ungrooved Main Bearing Shells - Bearing Caps ...... , . 4.00 - 22 Form 6248 First Edition
)
ILLUSTRATIONS
Figure 4.00-55. Crankshaft Set Screws ..... 4.00 - 22
Figure 4.00-89. Gear Backlash ............ 4.00 - 36
Figure 4.00-56. Crankshaft Set Screw Locations (6) ........................ 4.00 - 23
Figure 4.00-90. Magneto Drive Assembly ... 4.00 - 37
Figure 4.00-57. Crankshaft Guiding ........ 4.00 - 23 Figure 4.00-58. Crankshaft Oil Grooves .... 4.00 - 24 Figure 4.00-59. Crankshaft Placement ...... 4.00 - 24 Figure 4.00-60. Install Inside Thrust Ring ... 4.00 - 24 Figure 4.00-61. Rear Oil Seal Retainer Assembly ........................... 4.00 - 25 Figure 4.00-62. Trim Rear Oil Seal Retainer Gasket ............................. 4.00 - 25 Figure 4.00-63. Main Bearing Gap TIghtening[Torquing Pattern - As Viewed From Underside Of Crankcase ........ 4.00 - 26
Figure 4.00-91 . Remove Adapter Cover Side Bons .......................... 4.00 - 38 Figure 4.00-92. Mount Magneto Drive Assembly ........................... 4.00 - 38 Figure 4.00-93. Accessory Idler Gear TIming Marks ....................... 4.00 - 39 Figure 4.00-94. Drive Shaft ............... 4.00 - 39 Figure 4.00-95. Mount Magneto Drive Gear . 4.00 - 39 Figure 4.00-96. Magneto Drive Gear TIghtening And Torquing Pattern ....... 4.00 - 40 Figure 4.00-97. PIN 205130L Cylinder Sleeve Caution Tape ................. 4.00 - 41
Figure 4.00-64. Torque Front Main Bearing Cap ............................... 4.00 - 26
Figure 4.00-98. Cylinder Sleeve ........... 4.00 - 41
Figure 4.00-65. Measure Crankshaft End Play ........................... 4.00 - 27
Figure 4.00-100. Sleeve Projection ........ 4.00 - 42 Figure 4.00-101. Piston And Connecting Rod ............................... 4.00 - 42
Figure 4.00-66. Bump Crankshaft Towards Rear ............................... 4.00 - 27 Figure 4.00-67. Crankshaft End Play ....... 4.00 - 27 Figure 4.00-68. Roll Pins ................. 4.00 - 28 Figure 4.00-69. Install Roll Pins In Crankshaft .......................... 4.00 - 28 Figure 4.00-70. Crankshaft Thrust Ring (Half) Up ........................... 4.00 - 29
Figure 4.00-99. Spiraling O-rings .......... 4.00 - 42
Figure 4.00-102. Connecting Rod Bearings . 4.00 - 43 Figure 4.00-103. Connecting Rod Bore And Bearing Shell ....................... 4.00 - 43 Figure 4.00-104. Installing Bearing Shell .... 4.00 - 44 Figure 4.00-105. Connecting Rod Position .. 4.00 - 44 Figure 4.00-106. Connecting Rod Position .. 4.00 - 45
Figure 4.00-72. Outside Thrust Ring Saddle Side ........................ 4.00 - 29
Figure 4.00-107. Connecting Rod Cap Gaps crew Tightening Sequence Roll Pin Equipped ................... 4.00 - 45 Figure 4.00-108. Oil Pickup Screen Assembly 12 Cylinder ......................... 4.00 - 46
Figure 4.00-73. Crankshaft Thrust Washer .. 4.00 - 29
Figure 4.00-109. Oil Pan Seal ............. 4.00 - 47
Figure 4.00-74. Thrust Washer ............ 4.00 - 30
Figure 4.00-110. Oil Pan Seal - Front Right . 4.00 - 47
Figure 4.00-75. Crankshaft Gear .......... 4.00 - 30
Figure 4.00-111. Dipstick ................. 4.00 - 48
Figure 4.00-76. Crankshaft Gear Mount .... 4.00 - 30
Figure 4.00-112. Expansion Plug Location .. 4.00 - 48
Figure 4.00-77. Oil Pump Gear Assembly ... 4.00 - 31 Figure 4.00-78. Secure Spindle Screw Head 4.00 - 31
Figure 4.00-113. Oil Pan Cross Cuts Rear Right .......................... 4.00 - 49
Figure 4.00-79. Torque Spindle Screw Hex Nut ............................ 4.00 - 31
Figure 4.00-114. Oil Pan GapscrewFront Right ......................... 4.00 - 49
Figure 4.00-80. Idler Gear ................ 4.00 - 32
Figure 4.00-115. Oil Pan GapscrewFront Left ........................... 4.00 - 50
Figure 4.00-71. Outside Thrust Ring Cap Side ........................... 4.00 - 29
Figure 4.00-81. Idler Gear ................ 4.00 - 32 Figure 4.00-82. Camshaft Idler Gear ....... 4.00 - 32 Figure 4.00-83. Camshaft Idler Gear Upper .............................. 4.00 - 33 Figure 4.00-84. Camshaft Idler Gear TIming Marks ....................... 4.00 - 33 Figure 4.00-85. Gam Gear/Camshaft Idler Gear TIming ........................ 4.00 - 33 Figure 4.00-86. Lock Idler Gear Capscrews . 4.00 - 35 Figure 4.00-87. Accessory Idler Gear TIming Marks ....................... 4.00 - 35 Figure 4.00-88. Accessory Idler Gear Lower .............................. 4.00 - 35 Form 6248 First Ednion
Figure 4.00-116. Crankcase - Rear ........ 4.00 - 50 Figure 4.00-117. Front Flywheel Section .... 4.00 - 50 Figure 4.00-118. Front Flywheel Housing Capscrew TIghtening Pattern .......... 4.00 - 50 Figure 4.00-119. Flywheel TIming Tape Locations ........................... 4.00 - 51 Figure 4.00-120. TIming Tape ............. 4.00 - 51 Figure 4.00-121. Orient Crank Gear ........ 4.00 - 52 Figure 4.00-122. Ufting The Flywheel ...... 4.00 - 52 Figure 4.00-123. Flywheel Mounting ....... 4.00 - 52 Figure 4.00-124. Mount Flywheel .......... 4.00 - 53 Figure 4.00-125. Remove Ufting Bracket ... 4.00 - 53
xix
ILLUSTRATIONS
Figure 4.00-126. Ring Gear Tooth Alignment 4.00 - 53 Figure 4.00-127. Install Magnetic Pickup Sensor ............................. 4.00 - 53 Figure 4.00-128. Rear Flywheel Housing Capscrew TIghtening Pattern .......... 4.00 - 54 Figure 4.00-129. Flywheel, Flywheel Housing Bore And Face Runout ............... 4.00 - 55 Figure 4.00-130. Flywheel Housing Rear Face Runout ........................ 4.00 - 55 Figure 4.00-131. Total Indicator Reading (TIR) In Inches ...................... 4.00 - 56 Figure 4.00-132. Flywheel Face Runout On Wheel .......................... 4.00 - 56 Figure 4.00-133. Flywheel Housing Bore Runout ............................. 4.00 - 56 Figure 4.00-134. Horizontal Support Bar .... 4.00 - 57 Figure 4.00-135. Flywheel Pilot Bearing Bore Runout ........................ 4.00 - 57 Figure 4.00-136. Front Flywheel Housing Rear Left ........................... 4.00 - 58 Figure 4.00-137. Mount Oil Filler BracketRear Left ........................... 4.00 - 58 Figure 4.00-138. Oil Filler Pipe/BracketRear Left ........................... 4.00 - 58 Figure 4.00-139. Grease Gear Train ....... 4.00 - 59 Figure 4.00-140. Lube Gear Train .......... 4.00 - 59 Figure 4.00-141. Oil Slinger/O-Ring ........ 4.00 - 60 Figure 4.00-142. Gear Cover .............. 4.00 - 60 Figure 4.00-143. Front Oil Seal ............ 4.00 - 60 Figure 4.00-144. Install Front Oil Seal ...... 4.00 - 61 Figure 4.00-145. Oil Pan Cross Cuts Front Left ........................... 4.00 - 61 Figure 4.00-146. Gear Cover TIghtening Pattern (A - F) ...................... 4.00 - 62 Figure 4.00-147. Installing The Gear Cover. 4.00 - 63 Figure 4.00-148. Gear Cover PlatesFront Left ........................... 4.00 - 64 Figure 4.00-149. Rear Gear Housing Front Left ........................... 4.00 - 64 Figure 4.00-150. Vibration Damper/Crankshaft Pulleys ............................. 4.00 - 65 Figure 4.00-151. Side Section View "5V" And "C" Section Groove Pulleys ........... 4.00 - 67 Figure 4.00-152. Torquing End Plate capscrews ......................... 4.00 - 68
Section 4.05 - Cylinder Head Assembly Figure 4.05-1. Cylinder Head Gasket ........ 4.05 - 1 Figure 4.05-2. Lifting The Cylinder Head 12 Cylinder Engines .................. 4.05 - 2 Figure 4.05-3. Cylinder Head Capscrew TIghtening And Torquing Sequence (1 - 8) .............................. 4.05 - 3
xx
Figure 4.05-4. Push Rod Cover ............. 4.05 - 3 Figure 4.05-5. Push Rods ................. 4.05 - 4 Figure 4.05-6. Rocker Arm Oil Supply Tube Rear Left ............................ 4.05 - 4 Figure 4.05-7. Exhaust Manifold Gasket ..... Figure 4.05-8. Prelube Motor Air/Gas Supply Tube ......... . . . . . . . . . . . . . . . . Figure 4.05-9. Exhaust Manifold - Left Bank . Figure 4.05-10. Exhaust Manifold End Sections - Left Bank .................. Figure 4.05-11. Water Outlet Elbow Gaskets .
4.05 - 5 4.05 - 5 4.05 - 5 4.05 - 6 4.05 - 6
Figure 4.05-12. Exhaust ManHold Right Bank .......................... 4.05 - 6 Figure 4.05-13. Water Outlet Elbows Rear Right ........................... 4.05 - 7 Figure 4.05-14. Exhaust Manifold - Front .... 4.05 - 7 Figure 4.05-15. Exhaust Manifold - Left Bank 4.05 - 7 Figure 4.05-16. Thermocouple ConnectorRear Right ...........•............... 4.05 - 7
Section 4.10 - Valve Adjustment And Web Deflection Figure 4.10-1. Engine Firing Order 12 Cylinder .......................... Figure 4.10-2. Rocker Arms ................ Figure 4.10-3. Rocker Arm Adjusting Screws . Figure 4.10-4. Hydraulic Lifter ............ ,. Figure 4.10-5. Engine Shimming Procedure ..
4.10 4.10 4.10 4.10 4.10
-
1 2 2 2 5
Section 5.00 - Speed Governing System Figure 5.00-1. 2301 A Load Sharing And Speed Control ....................... Figure 5.00-2. 2301A Speed Control ........ Figure 5.00-3. Governor Drive Housing ...... Figure 5.00-4. Hall-Effect Pickup ........... Figure 5.00-5. Current Production CEC TIming Disc .......................... Figure 5.00-6. Current Production Governor Drive Gear.. . . . . . . . . . . . . . . . . . . . . . . . . . Figure 5.00-7. Current Production Governor Drive Gear ........... , ............... Figure 5.00-8. Flywheel TIming Opening ..... Figure 5.00-9. Current Production CEC TIming Disc .......................... Figure 5.00-10. Current Production CEC TIming Disc .......................... Figure 5.00-11. Governor Drive Housing ..... Figure 5.00-12. Hall- Effect Pickup ......... Figure 5.00-13. Previous Production CEC Disc ............................ Figure 5.00-14. Previous Production Governor Drive Gear .................. Figure 5.00-15. Previous Production Governor Drive Gear ..................
5.00 5.00 5.00 5.00
-
2 3 3 3
5.00 - 4 5.00 - 4 5.00 - 4 5.00 - 5 5.00 - 5 5.00 - 5 5.00 - 6 5.00 - 6 5.00 - 6 5.00 - 6 5.00 - 7
Form 6248 First Edition
\
}
ILLUSTRATIONS
Figure 5.00-16. Previous Production Governor Drive Gear Vibration Damper Installation. 5.00 - 7
Figure 5.00-44. Governor Rod G, GSI Engines ..................... 5.00 - 20
Figure 5.00-17. Previous Production Governor Drive Gear ........................... 5.00 - 8
Figure 5.00-45. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 20
Figure 5.oo-t 8. Previous Production Governor Drive Gear ........................... 5.00 - 8
Figure 5.00-46. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 21
Figure 5.00-19. Previous Production Timing Disc .......................... 5.00 - 9
Figure 5.00-47. Governor Rod ............. 5.00 - 21
Figure 5.00-20. Previous Production CEC Disc ............................ 5.00 - 9
Figure 5.00-49. Woodward UG-8L Governor - Top View ......................... 5.00 - 24
Figure 5.00-21. Governor Drive Housing ..... 5.00 - 9
Figure 5.00-50. Governor Rod ............. 5.00 - 25
Figure 5.00-22. Governor Drive Shaft Assembly ........................... 5.00 - 10
Figure 5.00-51. Governor Rod G, GSI Engines ..................... 5.00 - 25
Figure 5.00-23. Governor Drive Shaft ...... 5.00 - 10
Figure 5.00-52. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 25 Figure 5.00-53. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 26
Figure 5.00-24. Governor Drive Shaft Assembly ........................... 5.00 - 11 Figure 5.00-25. Governor Drive Gear ....... 5.00 - 12 Figure 5.00-26. Oil Line And Hall-Effect Pickup ............................. 5.00 - 13 Figure 5.00-27. Governor Drive Housing .... 5.00 - 13 Figure 5.00-28. Governor Drive Assembly Front Right ......................... 5.00 - 13 Figure 5.00-29. Governor Drive Housing Rear ............................... 5.00 - 14 Figure 5.00-30. Governor Drive Housing Rear ............................... 5.00 - 14 Figure 5.00-31. Governor Drive Assembly Front Right ......................... 5.00 - 14
Figure 5.00-55. Governor Assembly ........ 5.00 - 27 Figure 5.00-56. Governor Rod ............. 5.00 - 27 Figure 5.00-57. Governor Rod G, GSI Engines ..................... 5.00 - 28 Figure 5.00-58. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 28 Figure 5.00-59. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 28 Figure 5.00-SO. Governor Rod Assembly ... 5.00 - 28 Figure 5.00-61. Woodward UG-S Dial Governor ....................... 5.00 - 29 Figure 5.00-62. EG-3P Governor Rod ...... 5.00 - 31
Figure 5.00-33. Oil Line And Hall-Effect Pickup ............................. 5.00 - 15
Figure 5.00-63. Governor Rod G, GSI Engines ..................... 5.00 - 31 Figure 5.00-64. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 32
Figure 5.00-35. Govemor Rod G, GSI Engines ..................... 5.00 - 16 Figure 5.00-36. Governor Rod GL Engines (Throttle Control Shown Installed) ...... 5.00 - 16
/
Figure 5.00-54. Governor ................. 5.00 - 26
Figure 5.00-32. Govemor Drive Housing .... 5.00 - 15
Figure 5.00-34. Govemor Rod ............. 5.00 - 16
I
Figure 5.00-48. Woodward UG-8L Governor 5.00 - 22
Figure 5.00-65. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 32 Figure 5.00-66. Splined Connector ......... 5.00 - 32
Figure 5.00-37. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 17
Figure 5.00-67. Governor Drive ............ 5.00 - 33 Figure 5.00-6S. Governor Drive Internal View ........................ 5.00 - 34
Figure 5.00-38. UG-8L Governor Assembly. 5.00 - 17
Figure 5.00-69. Governor Drive ............ 5.00 - 35
Figure 5.00-39. Governor Assembly ........ 5.00 - 17
Figure 5.00-70. Splined Connector ......... 5.00 - 36
Figure 5.00-40. UG-SL Governor Linkage .. 5.00 - 18
Figure 5.00-71. Gasket ................... 5.00 - 36
Figure 5.00-41. UG-S Govemor Linkage Adjustment Information For 51 OSGL, 5790GL And 7042GL ................ 5.00 - 19
Figure 5.00-72. EG-3P GovernorBottom View ........................ 5.00 - 36
Figure 5.00-42. UG-S Linkage Adjustment Information For 51 OSGL, 5790GL And 7042GL - Low Pressure Fuel, Draw Thru Carburetion .................... 5.00 - 19
Figure 5.00-74. Install Magnetic Pickup Sensor ............................. 5.00 - 37
Figure 5.00-43. Angle Finder In "No Fuel" Pos~ion ............................ 5.00 - 20
Form 6248 Rrst Edition
Figure 5.00-73. Ring Gear Tooth Alignment . 5.00 - 36
Figure 5.00-75. Governor Rod Assembly ... 5.00 - 37 Figure 5.00-76. EG-3P Governor Linkage Adjustment Information For 51 08GL, 5790GL And 7042GL ................ 5.00 - 38
xxi
ILLUSTRATIONS
Figure 5.00-77. EG-3P linkage Adjustment Information For 51 08GL, 5790GL And 7042GL - Low Pressure Fuel, Draw Thru Carburetion .................... 5.00 - 38 Figure 5.00-78. Governor Rod ............. 5.00 - 39 Figure 5.00-79. Governor Rod G, GSI Engines ..................... 5.00 - 39 Figure 5.00-80. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 40 Figure 5.00-81. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 40 Figure 5.00-82. Orientate Manual Shutdown Lever .............................. 5.00 - 41 Figure 5.00-83. Lock Manual Shutdown Lever .............................. 5.00 - 41 FIgure 5.00-84. Governor Rod - GL Engines (Throttle Control Shown Installed) ...... 5.00 - 41 Figure 5.00-85. Butterfly Valve linkage Adjustment - L5108G, L5790G, L7042G Engines .................... 5.00 - 42 Figure 5.00-86. Overspeed Pressure Swttch 5,00 - 42 Figure 5.00-87. Overspeed Governor ....... 5.00 - 43 Figure 5.00-88. Overspeed Governor ....... 5.00 - 43 Figure 5.00-89. Overspeed Pressure Switch 5.00 - 44 Figure 5.00-90. Tachometer/Hour Meter .... 5.00 - 44 Figure 5.00-91. Hour Meter ............... 5.00 - 44 Figure 5.00-92. Nylok Plugs ............... 5.00 - 45 Figure 5.00-93. Tachometer Drive Assembly 5.00 - 45 Figure 5.00-94. Tachometer/Hour Meter .... 5.00 - 46 Figure 5.00-95. Magneto Drive AssemblyFront Right ......................... 5.00 - 46 Figure 5.00-96. Nylok Plugs ............... 5.00 - 46
Section 5.05 - Fuel System Figure 5.05-1. Fuel System Diagram - G .... 5.05 - 1 Figure 5.05-2. Fuel System Diagram - GSI .. 5.05 - 2 Figure 5.05-3. Fuel System Schematic - GL . 5.05 - 3 Figure 5.05-4. Fisher 99 Main Fuel Gas Pressure Regulator Cross Sectional View ................. 5.05 - 4 Figure 5.05-5. 95L Prechamber Regulator Cross Sectional View ................. 5.05 - 6 Figure 5.05-6. Butterfly Cross Shaft Assembly ............................ 5.05 - 6 Figure 5.05-7. Crankcase Center Bores G/GSI - Right Bank ................... 5.05 - 7 Figure 5.05-8. Universal Joint Disc Spider ... 5.05 - 7 Figure 5.05-9. Carburetor Cross Shaft Assembly ............................ 5.05 - 8 Figure 5.05-10. Crankcase Center Bores GL - Right Bank ...................... 5.05 - 8 Figure 5.05-11. Universal Joint Disc Spider .. 5.05 - 8
xxii
Figure 5.05-12. Prechamber Cross PipeRight Bank .......................... 5.05 - 9 Figure 5.05-13. Prechamber Cross PipeLeft Bank ............................ 5.05 - 9 Figure 5.05-14. Prechamber Cross Pipe Retainer ............................ 5.05 - 10 Figure 5.05-15. Cross Pipe Tee ............ 5.05 - 10 Figure 5.05-16. Prechamber Cross Pipe Left Bank ............ _.............. 5.05 - 10 Figure 5.05-17. Carburetor Assembly G/GSI .............................. Figure 5.05-18. Air/Gas Valve Assembly .... Figure 5.05-19. Air/Gas Valve ............. Figure 5.05-20. Carburetor Cross Shaft Assembly ........................... Figure 5.05-21. Carburetor Assembly - GL .. Figure 5.05-22. Air/Gas Valve Assembly ....
5.05 - 11 5.05 - 12 5.05 - 12 5.05 - 13 5.05 - 15 5.05 - 16
Figure 5.05-23. Air/Gas Valve ............. 5.05 - 16 Figure 5.05-24. Carburetor Bonnet Baffle Welds ............... _.............. 5.05 - 16 Figure 5.05-25. Carburetor - Left Bank ..... Figure 5.05-26. Carburetor Cross Shaft Assembly ........................... Figure 5.05-27. Butterfly Valve GlGSI ...... Figure 5.05-28. Admission Valve Assembly . Figure 5.05-29. Spring Seats In Cold Poppets ............................
5.05 - 17 5.05 - 18 5.05 - 18 5.05 - 19
)
5.05 - 20
Figure 5.05-30. Install Stainless Steel Washer In Cylinder Head ..... _.............. 5.05 Figure 5.05-31. Prechamber Puller Assembly ............ _.............. 5.05 Figure 5.05-32. Prechamber Puller Assembly ........................... 5.05 Figure 5.05-33. Prechamber Puller Assembly ........................... 5.05 Figure 5.05-34. Install Prechamber Cup .... 5.05 Figure 5.05-35. Prechamber Gas Supply Left Bank ............ _.............. 5.05 Figure 5.05-36. Prechamber Manifold ...... 5.05 Figure 5.05-37. Prechamber Manifold ...... 5.05 Figure 5.05-38. Fisher 99 Regulator Tube Connections - GSI .................. 5.05 Figure 5.05-39. Fisher 99 Regulator Tube Connections - GL ................... 5.05 Figure 5.05-40. BoR Holes In Engine Block .. 5.05 Figure 5.05-41. Fisher 99 Regulator Bracket - Right Bank ................ 5.05 Figure 5.05-42. Fisher 99 Regulator Mounting Orientation - Right Bank - Top View ... 5.05 Figure 5.05-43. Main Fuel Gas Regulator Right Bank ......................... 5.05 Figure 5.05-44. Carburetor Gas Inlet Right Bank ......................... 5.05
- 20 - 21 - 21 - 22 - 22 - 23 - 23 - 24 - 25 - 25 - 25 - 26 - 26 - 26 - 27
Form 6248 First Ednion
)
ILLUSTRATIONS
Figure 5.05-45. Dresser Elbow Coupling .... 5.05 - 27 Figure 5.05-46. Dresser Elbow Coupling .... 5.05 - 27 Figure 5.05-47. Fisher 99 Regulator Tube Connections - GSI .................. 5.05 - 28 Figure 5.05-48. Fisher 99 Regulator Tube Connections - GL ................... 5.05 - 28 Figure 5.05-49. Fisher 99 Regulator Bracket Left Bank ........................... 5.05 - 28 Figure 5.05-50. Fisher 99 Regulator Mounting Orientation - Left Bank - Top View ..... 5.05 - 28 Figure 5.05-51. Prechamber Regulator Front Right ......................... 5.05 - 29 Figure 5.05-52. Prechamber Regulator - GL 5.05 - 29 Figure 5.05-53. Prechamber Regulator ..... 5.05 - 30 Figure 5.05-54. Prechamber Regulator Mounting Bracket .................... 5.05 - 30 Figure 5.05-55. Intake Manifold Flange Aftachments - Right Bank ............ 5.05 - 31 Figure 5.05-56. Prechamber Regulator Front Right ......................... 5.05 - 31 Figure 5.05-57. Prechamber Regulator/ManHold Tube Connections - GL .............. 5.05 - 32 Figure 5.05-58. Prechamber Gas Supply Left Bank ........................... 5.05 - 33 Figure 5.05-59. Fisher 99 Regulator Fuel Gas Fitter ........................... 5.05 - 33 Figure 5.05-60. Fisher 99 Regulator Filter ... 5.05 - 34
Section 5.10 - Ignition System Figure 5.10-1. Spark Plug Carriers .......... 5.10 - 1 Figure 5.10-2. Spark Plug Carrier Removal Tool ................................ 5.10 - 2
Figure 5.10-18. Wire Harness Assembly .... 5.10 - 14 Figure 5.10-19. Harness Cable Clip Front Right ......................... 5.10 - 14 Figure 5.10-20. Electronic Ignttion System Diagram ............................ 5.10-16 Figure 5.10-21. Wire Harness - Right Bank Carburetor And Intake Manifold Removed For Clarity .......................... 5.10-17 Figure 5.10-22. Wire Harness - Front Right . 5.10 - 17 Figure 5.10-23. Wire Harness Cable Clip Locations ........................... 5.10 - 17 Figure 5.10-24. Retaining Clip ............. 5.10 - 18 Figure 5.10-25. Attaching Cable Clip Support Braces ..................... 5.10 - 18 Figure 5.10-26. Triangular Ignition Coil Bracket ............................ 5.10-18 Figure 5.10-27. Magneto Pin Connector Cable .............................. 5.10-18 Figure 5.10-28. Ignition Module ............ 5.10 - 19 Figure 5.10-29. Mounting Brackets ......... 5.10 - 19 Figure 5.1 0-30. Ignition Module' ............ 5.10 - 19 Figure 5.1 0-31. Governor Drive Housing .... 5.10 - 20 Figure 5.10-32. Hall-effect Pickup ......... 5.10 - 20 Figure 5.10-33. Current Production CEC Timing Disc ......................... 5.10 - 20 Figure 5.10-34. Current Produetjon Govemor Drive Gear. .......................... 5.10 - 20 Figure 5.10-35. Current Production Timing Tool ............................... 5.10 - 21 Figure 5.10-36. Flywheel Timing Opening ... 5.10 - 21
Figure 5.10-3. Spark Plug Carrier Removal Tool ................................ 5.10 - 2
Figure 5.10-37. Current Production CEC Timing Disc ......................... 5.10 - 22
Figure 5.10-4. Install Spark Plug Carrier ..... 5.10 - 2
Figure 5.10-38. Current Production CEC Timing Disc ......................... 5.10 - 22 Figure 5.10-39. Flywheel Timing Opening ... 5.10 - 23
Figure 5.10-5. Spark Plug Carrier Extractor Tool ................................ 5.10 - 2 Figure 5.10-6. Install Spark Plug Carrier ..... 5.10 - 3 Figure 5.10-7. CSASpark Plug ............. 5.10 - 4
Figure 5.10-40. Current Production Timing Tool ............................... 5.10 - 23
Figure 5.10-9. Install Spark Plug/Connections PiN 211357H Extension ............... 5.10 - 6
Figure 5.10-41. Current Production CEC Timing Disc ......................... 5.10 - 23 Figure 5.10-42. Current Production CEC Timing Disc ......................... 5.10 - 24
Figure 5.10-10. VHP Spark Plug Recess Cover ............................... 5.10 - 9
Figure 5.10-43. CEC Ignttion Module Timing Switches ........................... 5.10 - 24
Figure 5.10-11. VHP Spark Plug Recess Cover Vent Cap ...................... 5.10 - 9
Figure 5.10-44. Flywheel Timing Opening ... 5.10 - 25
Figure 5.10-8. Install Spark Plug/Connections 5.10 - 6
Figure 5.10-12. Spark Plug Connector Tube. 5.10 - 10 Figure 5.10-13. Ignttion Coil Brackets ...... 5.10 - 11
)
Figure 5.10-17. Triangular Ignition Coil Bracket ............................ 5.10-13
Figure 5.1 0-14. Prechamber ManHold Bracket - Front Left .................. 5.10 - 12
Figure 5.10-45. Governor Drive Housing .... 5.10 - 26 Figure 5.10-46. Hall-Effect Pickup ......... 5.10 - 26 Figure 5.10-47. Previous Production CEC Timing Disc ......................... 5.10 - 26
Figure 5.10-15. Ignition Coil Brackets ...... 5.10 -12
Figure 5.10-48. Previous Production Governor Drive Gear ................. 5.1 0 - 26
Figure 5.10-16. Coil (PIN 69694, Blue Coil) .5.10 -12
Figure 5.10-49. Governor Drive Gear ....... 5.10 - 27
Form 6248 First Edition
xxiii
ILLUSTRATIONS
Figure 5.10-50. Previous Production CEC TIming Disc ......................... 5.10 - 27
Figure 5.15-10. Air Ducts - GSI/GL ......... 5.15 - 8 Figure 5.15-11. Crankcase Breather Tube .... 5.15 - 9
Figure 5.10-51. Previous Production CEC TIming Disc ......................... 5.10 - 27
Figure 5.15-12. Air Duct Brace - Left Bank ... 5.15 - 9 Figure 5.15-13. Air Duct Braces - Right Bank 5.15 - 9 Figure 5.15-14. Air Intake Pipes - G ....... 5.15 - 10 Figure 5.15-15. Air Pipe And Air Horn ...... 5.15 - 10 Figure 5.15-16. Intercooler Air Outlet Tube GSI ................................ 5.15 - 11 Figure 5.15-17. Intercooler Air Outlet Tube And Intercooler ...................... 5.15 - 11 Figure 5.15-18. Intercooler Air Outlet Tube .. 5.15 - 11 Figure 5.15-19. Air Intake Pipe And Carburetor .......................... 5.15 - 12 Figure 5.15-20. Intercooler Air Outlet TubeGL .................•.............. 5.15-12 Figure 5.15-21. Intercooler Air OutietTube .. 5.15 - 12 Figure 5.15-22. Intercooler Air Outlet Tube O-ring - Carburetor End ............. 5.15 - 13 Figure 5.15-23. Intercooler Air Outlet Tube Intercooler End .............. , ....... 5.15 - 13
Figure 5.10-52. Governor Drive Housing .... 5.10 - 28 Figure 5.10-53. Previous Production TIming Disc ............................... 5.10 - 28 Figure 5.10-54. CEC Ignnion Module Rotary Switches A and B ............. 5.10 - 28 Figure 5.10-55. Magneto/Magneto Adapter Flange Bolts ........................ 5.10 - 31 Figure 5.10-56. Magneto/Magneto Adapter .. 5.10 - 31 Figure 5.10-57. Magneto Drive Disc Coupling ........................... 5.10-31 Figure 5.10-58. Magneto Drive Adapter Cover Studs ........................ 5.1 0 - 32 Figure 5.10-59. Engine Firing Order 12 Cylinder ......................... 5.10 - 32 Figure 5.10-60. Nameplate - Current Production .......................... 5.10 - 33 Figure 5.10-61. Nameplate - Previous Production .......................... 5.10 - 33 Figure 5.10-62. Rotation Plate Front Flywheel Housing - Right Bank ........ 5.10 - 34 Figure 5.10-63. TIming Pointer Rear Right .......................... 5.10 - 34 Figure 5.10-64. TIming Tape .............. 5.10 - 34 Figure 5.10-65. Magneto Drive Disc Coupling ........................... 5.10 - 35 Figure 5.10-66. Magneto Drive Disc Coupling Shims ..................... 5.10 - 35 Figure 5.10-67. Magneto Static TIming ..... 5.10 - 36 Figure 5.10-68. Magneto/Magneto Adapter .. 5.10 - 36 Figure 5.10-69. Magneto Drive Assembly ... 5.10 - 36 Figure 5.10-70. Magneto/Magneto Adapter Flange Bolts ........................ 5.10 - 37 Figure 5.10-71. Magneto Adapter Assembly. 5.10 - 39 Figure 5.10-72. Magneto Adapter Assembly. 5.10 - 39 Figure 5.10-73. Magneto Drive Assembly ... 5.10 - 42
Section 5.15 - Air Induction System Figure 5.15-1. Air Cleaner Assembly ........ 5.15 - 2 Figure 5.15-2. Air Cleaner Assembly ........ 5.15 - 2 Figure 5.15-3. Air Restriction Indicator/Filter G[JGSI Models Shown ................ 5.15 - 4 Figure 5.15-4. Restriction Filter ............. 5.15 - 4 Figure 5.15-5. Air Ducts - G ............... 5.15 - 5 Figure 5.15-6. Engine Breather ............. 5.15 - 6 Figure 5.15-7. Oil Separator Hose .......... 5.15 - 6 Figure 5.15-8. Brace ...................... 5.15 - 6 Figure 5.15-9. Capscrew .................. 5.15 - 7
xxiv
Figure 5.15-24. Carburetor Air Horn And Elbow .............................. Figure 5.15-25. Intake Manifold - G/GSI .... Figure 5.15-26. Intake Manifold Flange Attachments ........................ Figure 5.15-27. Intake ManHold - GL .......
5.15 - 13 5.15 - 14 5.15 - 16 5.15 - 18
)
Figure 5.15-28. Intake ManHold Flange Attachments .........•.............. 5.15 - 19 Figure 5.15-29. Wire Harness Cable Clip Locations ........................... 5.15 - 21
Section 5.20 - Turbochargers Figure 5.20-1. Turbo Air Outlet Elbow Rear Right ........................... Figure 5.20-2. Turbo Air Outlet Elbow Rear Right ........................... Figure 5.20-3. Turbo Air Outlet Elbow ....... Figure 5.20-4. Turbo Upper Oil Tube Clip .... Figure 5.20-5. Turbo Clamps ............... Figure 5.20-6. Turbocharger ............... Figure 5.20-7. Check Turbocharger Axial Play ................................ Figure 5.20-8. Check Turbocharger Radial Play ................................ Figure 5.20-9. Turbo V-Band Coupling ...... Figure 5.20-10. Turbo V-Band Coupling ..... Figure 5.20-11. Turbocharger Torque Specifications ........................ Figure 5.20-12. Turbocharger ..............
5.20 - 1 5.20 5.20 5.20 5.20 5.20 -
1 1 2 2 2
5.20 - 4 5.20 - 5 5.20 - 6 5.20 - 6
5.20 5.20 Figure 5.20-13. Turbo Exhaust Inlet Gasket .. 5.20 Figure 5.20-14. Air Duct Braces - Intercooler. 5.20 Figure 5.20-15. Turbo/Exhaust Elbow Connection- Left Bank ................ 5.20 -
7 8 8 8 9
Form 6248 First Edition
)
ILLUSTRATIONS
Figure 5.20-16. V-Band Coupling ........... 5.20 - 9 Figure 5.20-17. Lower Turbo Oil Drain Tubes. 5.20 - 9 Figure 5.20-18. TV94 Turbo Oil Supply/Drain Flanges ............................. 5.20 - 9 Figure 5.20-19. Turbo Oil Supply Tubes .... 5.20 - 10 Figure 5.20-20. Turbo Upper Oil Supply Tubes .............................. 5.20 - 10 Figure 5.20-21. Turbocharger Alignment .... 5.20 - 10 Figure 5.20-22. Turbocharger Alignment .... 5.20 - 11 Figure 5.20-23. Turbo Air Outlet Elbows .... 5.20 - 11 Figure 5.20-24. Turbo Air Outlet Elbow ..... 5.20 - 11 Figure 5.20-25. Turbo Air Outlet Elbow Rear Right. . . . . . .. . . . . . . . . . . . . . . . . .. 5.20 - 11 Figure 5.20-26. Turbo Air Outlet Elbow Rear Right .......................... 5.20 - 12
Section 5.25 - Cooling System Figure 5.25-1. Water Outlet Hole ........... 5.25 - 1 Figure 5.25-2. VHP Twelve Cylinder Cooling System - Cutaway View ............... 5.25 - 2
Figure 5.25-18. Jacket Water Pump Drive BeltTension ........................ 5.25 - 20 Figure 5.25-19. Adjusting/Idler Lever Assembly ........................... 5.25 - 21 Figure 5.25-20. Auxiliary Water Pump Betts . 5.25 - 21 Figure 5.25-21. Jacket And Auxiliary Water Pump Belts ......................... 5.25 - 22 Figure 5.25-22. Jacket Water Pump Drive Belt Tension Tester .................. 5.25 - 22 Figure 5.25-23. Jacket Water Pump "Weep" Hole - Water Pump Shown Removed .. 5.25 - 23 Figure 5.25-24. Water Pump .............. 5.25 - 24 Figure 5.25-25. Crankcase Water Inlet Flange ............................. 5.25 - 25 Figure 5.25-26. Water Pump Inlet Elbow Left Bank ........................... 5.25 - 25 Figure 5.25-27. Water Header Assembly Front Left ........................... 5.25 - 26 Figure 5.25-28. Water Header Assembly Couplings .......................... 5.25 - 26 Figure 5.25-29. Water Pump Inlet Elbows ... 5.25 - 26 Figure 5.25-30. Dresser Coupling .......... 5.25 - 27
Figure 5.25-3. VHP G Engine Cooling System Schematic - Standard Jacket Water Temperature ......................... 5.25 - 3
Figure 5.25-31. Water Bypass T.tJbes ....... 5.25 - 28
Figure 5.25-4. VHP G Engine Cooling System Schematic - Elevated Jacket Water Temperature ......................... 5.25 - 4
Figure 5.25-34. Dresser Coupling .......... 5.25 - 30 Figure 5.25-35. Bypass Tubes - Front Left .. 5.25 - 30
Figure 5.25-5. VHP GSI Engine Cooling System Schematic - Standard And Elevated Jacket Water Temperatures .... 5.25 - 5 Figure 5.25-6. VHP GL Engine Cooling System Schematic - Standard And Elevated Jacket Water Temperatures . . . . 5.25 - 6 Figure 5.25-7. 12 Cylinder Cluster Thermostat Housing .................. 5.25 - 7 Figure 5.25-8. Auxiliary Cooling Water Circuit 5.25 - 7 Figure 5.25-9. Intercooler Flow ............. 5.25 - 8 Figure 5.25-10. Auxiliary Cooling Water Temperature Control Valve ............. 5.25 - 9 Figure 5.25-11. Customer Supplied Ball Valve .............................. 5.25 - 12 Figure 5.25-12. Idler Pulley Bearing Lube ... 5.25 - 17 Figure 5.25-13. Auxiliary Water Pump Pulley Lube ............................... 5.25 - 17 Figure 5.25-14. Adjusting/Idler Lever Assembly ........................... 5.25 - 18 Figure 5.25-15. TIghten Idler Pulley Bracket Bolts ............................... 5.25 - 18
Figure 5.25-32. Bypass Tubes - Front Left .. 5.25 - 29 Figure 5.25-33. Water Bypass Elbows ...... 5.25 - 29
Figure 5.25-36. Exhaust Manifold Flanges Rear Left ............................ 5.25 - 31 Figure 5.25-37. Water Manifold ............ 5.25 - 31 Figure 5.25-38. Water Manifold Bracket Front Left ........................... 5.25 - 32 Figure 5.25-39. Water Manifold Mounting Brackets ........................... 5.25 - 32 Figure 5.25-40. Flexmaster Coupling ....... 5.25 - 32 Figure 5.25-41. Water Manifold - Front ..... 5.25 - 33 Figure 5.25-42. Water Outlet Elbow ........ 5.25 - 33 Figure 5.25-43. Water Manifold Connections 5.25 - 33 Figure 5.25-44. Water Manifold Bracket Front Left ........................... 5.25 - 33 Figure 5.25-45. Water Manifold Mounting Brackets ........................... 5.25 - 34 Figure 5.25-46. Water Manifold Bracket Rear Left ........................... 5.25 - 34 Figure 5.25-47.12 Cylinder Cluster Thermostat Housing ................. 5.25 - 34 Figure 5.25-46. Thermostat Testing ........ 5.25 - 35
Figure 5.25-16. Jacket Water Pump Drive Belt Tension Tester .................. 5.25 - 19
Figure 5.25-49. Thermostat Open And Closed ............................. 5.25 - 36 Figure 5.25-50. Jacket Water Thermostats PIN 208627 Series .................. 5.25 - 36
Figure 5.25-17. Jacket Water Pump Drive BeH Tensioning ...................... 5.25 - 20
Figure 5.25-51. Jacket Water Thermostats PIN 208660 Series .................. 5.25 - 36
Form 6248 First Ednion
xxv
ILLUSTRATIONS
Figure 5.25-52. Thermostat Seal .......... 5.25 - 37 Figure 5.25-53. 12 Cylinder Cluster Thermostat Housing - Bottom View .... 5.25 - 38 Figure 5.25-54. Idler Pulley Bracket ........ 5.25 - 39 Figure 5.25-55. Idler Pulley ............... 5.25 - 39 Figure 5.25-56. Idler Pulley Shaft Removal .. 5.25 - 39 Figure 5.25-57. Cover Removal ........... 5.25 - 40 Figure 5.25-58. Remove Ball Bearing/Shaft Assembly ........................... 5.25 - 40 Figure 5.25-59. Grease Seal Removal ...... 5.25 - 40 Figure 5.25-60. Idler Pulley Ball Bearing/Shaft Assembly ........................... 5.25 - 41 Figure 5.25-61. Idler Pulley Shaft .......... 5.25 - 41 Figure 5.25-62. Idler Pulley Ball Bearing/Shaft Assembly ........................... 5.25 - 42 Figure 5.25-63. Idler Pulley Bracket Vent Hole Location ............................ 5.25 - 43 Figure 5.25-64. Idler Pulley Bracket ........ 5.25 - 43 Figure 5.25-65. Water Drain Petcock Front Right ......................... 5.25 - 44 Figure 5.25-66. Lifting The Jacket Water Pump .............................. 5.25 - 44 Figure 5.25-67. Water Pump Cover And Cover Gasket ....................... 5.25 - 44 Figure 5.25-68. VHP Water Pump Assembly 5.25 - 45 Figure 5.25-69. Jacket Water Pump Shaft ... 5.25 - 47 Figure 5.25-70. Jacket Water Pump Service Tool Kit PIN 474013 .................. 5.25 - 47 Figure 5.25-71. Press Bearings Onto Shaft .. 5.25 - 47 Figure 5.25-72. Pack Water Pump Bearings. 5.25 - 48 Figure 5.25-73. Open (Lipped) Side Of Carriers ............................ 5.25 - 49 Figure 5.25-74. Install Inner Grease Seal ... 5.25 - 49 Figure 5.25-75. Install Shaft And Bearing Assembly ........................... 5.25 - 49 Figure 5.25-76. Install Retaining Ring/OUier Grease Seal ........................ 5.25 - 50 Figure 5.25-77. Pulley Hub Wear Sleeve .... 5.25 - 51
xxvi
Figure 5.25-87. Install Water Pump Cover Gasket ............................. 5.25 - 55 Figure 5.25-88. Water Pump Cover And Cover Gasket ....................... 5.25 - 55 Figure 5.25-89. Water Drain Petcock Front Right ......................... 5.25 - 55 Figure 5.25-90. Lifting The Jacket Water Pump ...............•.............. 5.25 - 55 Figure 5.25-91. Front Pulley Guard ........ 5.25 - 56 Figure 5.25-92. Left Hand BeH Guard Panel. 5.25 - 56 Figure 5.25-93. Right Hand Belt Guard Panel .............................. 5.25 - 56 Figure 5.25-94. Auxiliary Water Pump BeH Guards ............................. 5.25 - 57 Figure 5.25-95. Inner Auxiliary Water Pump Bett Guard .......................... 5.25 - 57 Figure 5.25-96. Auxiliary Water Temperature Control Valve ....................... 5.25 - 58 Figure 5.25-97. Auxiliary Cooling Water Temperature Control Valve - All Models 5.25 - 59 Figure 5.25-98. Turbo Oil Supply Tube Rear Left ........................... 5.25 - 60 Figure 5.25-99. Intercooler Bonnet Attachments - Right Bank Side . . . . . . . . 5.25 - 61 Figure 5.25-100. Turbo Clamps ............ 5.25 - 61 Figure 5.25-101. Intercooler Connections Top ................................ 5.25 - 62 Figure 5.25-102. Intercooler/Wastegate Tube Connections ........................ 5.25 - 62 Figure 5.25-103. Intercooler Connections Left Bank ........................... 5.25 - 63 Figure 5.25-104. Intercooler Connections ... 5.25 - 63 Figure 5.25-105. Compressor Discharge Tube ............................... 5.25 - 63 Figure 5.25-106. V-Branch ............... 5.25 - 63 Figure 5.25-107. Flexmaster Elbow Coupling ........................... 5.25 - 64 Figure 5.25-108. Intercooler Mounting Rear Left ........................... 5.25 - 64 Figure 5.25-109. Intercooler Removal ...... 5.25 - 64 Figure 5.25-110. Intercooler Connections Left Bank ........................... 5.25 - 65
Figure 5.25-78. Install Pulley Hub Wear Sleeve ............................. 5.25 - 51
Figure 5.25-111. Intercooler Connections ... 5.25 - 65
Figure 5.25-79. Water Pump Seal Assembly 5.25 - 51
Figure 5.25-112. Support Rails ............ 5.25 - 65
Figure 5.25-80. Install Ceramic Seal ....... 5.25 - 52
Figure 5.25-113. Intercooler Connections ... 5.25 - 65
Figure 5.25-81. Install Carbon Seal ........ 5.25 - 52 Figure 5.25-82. VHP Water Pump Assembly 5.25 - 53
Figure 5.25-114. Intercooler 12 Cylinder Engines ................. 5.25 - 86
Figure 5.25-83. Check Impeller Clearances . 5.25 - 53
Figure 5.25-115. Intercooler Connections ... 5.25 - 67
Figure 5.25-84. Jacket Water Pump ........ 5.25 - 54
Figure 5.25-116. 455 Ell Dresser Coupling .. 5.25 - 67
Figure 5.25-85. Water Pump Mounting Flange ............................. 5.25 - 54
Figure 5.25-117. Intercooler Piping ......... 5.25 - 67
Figure 5.25-86. Water Pump Cover And Cover Gasket ....................... 5.25 - 54
Figure 5.25-119. Support Rails ............ 5.25 - 68
Figure 5.25-118. 455 Ell Dresser Coupling .. 5.25 - 68 Figure 5.25-120. Intercooler Connections ... 5.25 - 69 Form 6248 First Edition
)
ILLUSTRATIONS
Figure 5.25-121. Intercooler Connections ... 5.25 - 69
Figure 5.30-1. External Lube Oil SchematicBlending Type. . . . . . . . . . . . . . . . . . . . . . .. 5.30 - 1
Figure 5.25-123. Intercooler/Wastegate Tube Connections ................... 5.25 - 69
Figure 5.30-2. Lube Oil Temperature Control Valve ............................... 5.30 - 1
Figure 5.25-124. Wastegate Connections ... 5.25 - 70
Figure 5.30-3. Pressure Regulating Valve .... 5.30 - 2
Figure 5.25-125. Flexmaster Elbow Coupling ........................... 5.25 - 70
Figure 5.30-4. Lube Oil Strainer ............ 5.30 - 2
Figure 5.25-126. Lifting The Intercooler ..... 5.25 - 71
Figure 5.30-6. Petcock At Lube Filter Inlet ... 5.30 - 8
Figure 5.25-127. Intercooler Mounting Rear Left ........................... 5.25 - 71
Figure 5.30-7. VHP Oil Filler Pipe .......... 5.30 - 11
Figure 5.25-128. Lower Turbo Oil Drain Tubes .............................. 5.25 - 71
Figure 5.30-9. Lube Oil Fitter .............. 5.30 - 14
Figure 5.25-129. Upper Turbo Oil Drain Tubes .............................. 5.25 - 72
Figure 5.30-11. Fitter Elemenl/Relief Valve Configuration .................. 5.30 - 14
Figure 5.25-130. Turbo Oil Supply Tube Rear Left ........................... 5.25 - 72
Figure 5.30-12. Lube Oil Fitter Relief Valve Assembly ........................... 5.30 - 15
Figure 5.25-131. V-Branch ............... 5.25 -73
Figure 5.30-13. Magnetic Plugs ........... 5.30 - 16
Figure 5.25-132. Assemble Intercooler Water Supply/Return Pipe Clamps ..... 5.25 - 73
Figure 5.30-14. Oil Cooler Piping Connections ........................ 5.30 - 18
Figure 5.25-133. Intercooler Water Supply/Return Pipes - Threaded Ends . 5.25 - 74
Figure 5.30-15. Oil Cooler Assembly ....... 5.30 - 20 Figure 5.30-16. Lube Oil Temperature Control Valve ....................... 5.30 - 21
Figure 5.25-134. Install Intercooler Water Supply/Return Pipe Clamps - Rear .... 5.25 - 74
Figure 5.30-5. Intemal Oil Control ........... 5.30 - 3
Figure 5.30-8. Dipstick ................... 5.30 - 12 Figure 5.30-10. Full-Flow Lube Oil Fitter .... 5.30 - 14
Figure 5.30-17. ThermostatTesting ........ 5.30 - 21
Figure 5.25-135. Install Intercooler Water Supply/Return Pipe Clamps - Front .... 5.25 - 74
Figure 5.30-18. Thermostat Open And Closed ............................. 5.30 - 22
Figure 5.25-136. Intercooler Water Supply/Return Pipes ................. 5.25 - 75
Figure 5.30-19. Thermostatic Valve ........ 5.30 - 22
Figure 5.25-137. Install Intercooler Water Supply/Return Pipes ................. 5.25 - 75 Figure 5.25-138. Intercooler Water Retum Pipe - Front Left .................... 5.25 - 75 Figure 5.25-139. Intercooler Water Return Pipe Flange ......................... 5.25 - 75 Figure 5.25-140. Intercooler Water Return Pipe Flange ......................... 5.25 - 76 Figure 5.25-141. Intercooler Water Supply Pipe Elbow ......................... 5.25 - 76 Figure 5.25-142. Intercooler Water Supply Pipe - Front Left .................... 5.25 - 76 Figure 5.25-143. Intercooler Water Supply Pipe - Front Left .................... 5.25 - 76 Figure 5.25-144. Flexmaster Elbow Coupling ........................... 5.25 - 77 Figure 5.25-145. Auxiliary Water Pump ..... 5.25 - 77 Figure 5.25-146. Auxiliary Water Pump Idler And Adjusting Lever ............. 5.25 - 78
)
Section 5.30 - Lubrication System
Figure 5.25-122. Compressor Discharge Pressure Sensing Tubes Support Braces 5.25 - 69
Figure 5.30-20. Lube Oil Temperature Control Valve - 12 And 16 Cylinder Engines ... 5.30 - 23 Figure 5.30-21. Lube Oil Temperature Control Valve .............................. 5.30 - 23 Figure 5.30-22. Prelube Oil Pressure Relief Valve .............................. 5.30 - 25 Figure 5.30-23. Prelube Motor/Pump Assembly ........................... 5.30 - 26 Figure 5.30-24. In-Line Lubricator .......... 5.30 - 27 Figure 5.30-25. Oil Pickup Screen Assembly - 12 Cylinder .............. 5.30 - 28 Figure 5.30-26. Fastening Flange Adapter .. 5.30 - 29 Figure 5.30-27. Lube Oil Pump Manffold Check Valve ........................ 5.30 - 30 Figure 5.30-28. Relief Valve ............... 5.30 - 30 Figure 5.30-29. Drive Gears .............. 5.30 - 30 Figure 5.30-30. Oil Pump Cover Front Cover 5.30 - 30 Figure 5.30-31. Oil Pump Intemal Gears .... 5.30 - 30 Figure 5.30-32. Pump Body Bushings ...... 5.30 - 31 Figure 5.30-33. Pump Cover Bushings ..... 5.30 - 31
Figure 5.25-147. Auxiliary Water Pump Bracket ............................ 5.25 - 78
Figure 5.30-34. Adjustable Boring Tool ..... 5.30 - 32
Figure 5.25-148. Adjusting/Idler Lever Assembly ........................... 5.25 - 79
Figure 5.30-36. Woodruff Keys ............ 5.30 - 33
Form 6248 First Ednion
Figure 5.30-35. Idler Gear ................ 5.30 - 33 Figure 5.30-37. Checking Clearance ....... 5.30 - 34
xxvII
ILLUSTRATIONS
Figure 5.30-38. Oil Pump Internal Gears .... 5.30 - 34
Figure 5.35-5. Water Outlet Elbow Gaskets .. 5.35 - 4
Figure 5.30-39. Oil Pump Cover Torque Sequence .................... 5.30 - 34
Figure 5.35-6. Exhaust Manifold - Rear View. 5.35 - 4
Figure 5.30-40. Relief Valve ............... 5.30 - 34
Figure 5.35-8. Exhaust Manifold Gasket ..... 5.35 - 6
Figure 5.35-7. Exhaust Manifold - GL Shown
5.35 - 5
Figure 5.30-41. Oil Pump Mounting Stud .... 5.30 - 37
Figure 5.35-9. Exhaust Manifold - Rear View. 5.35 - 6
Figure 5.30-42. Oil Pump Gasket .......... 5.30 - 37
Figure 5.35-1 O. Exhaust Manifold - Left Bank 5.35 - 7
Figure 5.30-43. Oil Pump Tightening Pattern 5.30 - 37
Figure 5.35-11. Prelube Motor Air/Gas Supply Tube ......................... 5.35 - 7
Figure 5.30-44. Measuring Oil Pump Drive Gear Backlash ...................... 5.30 - 38 Figure 5.30-45. Lube Oil Pump ............ 5.30 - 38 Figure 5.30-46. Lube Oil Pump Manifold Front View .......................... 5.30 - 39 Figure 5.30-47. Lube Oil Pump ManHold Check Valve ........................ 5.30 - 39 Figure 5.30-48. Fastening Flange Adapter .. 5.30 - 39
Figure 5.35-12. Exhaust ManHold End Sections - Left Bank .................. 5.35 - 7 Figure 5.35-13. Breather Tube And Intercooler Tubes ............................... 5.35 - 8 Figure 5.35-14. Water Outlet Elbow Gaskets . 5.35 - 8 Figure 5.35-15. Exhaust Manifold Right Bank .......................... 5.35 - 8
Figure 5.30-50. Attaching Pipe Tee ........ 5.30 - 40
Figure 5.35-16. Water Outlet Elbows Rear Right ........................... 5.35 - 9 Figure 5.35-17. Exhaust Manifold - Front .... 5.35 - 9
Figure 5.30-51. V-Strainer - Front Left ..... 5.30 - 40
Figure 5.35-18. Exhaust Manifold - Left Bank 5.35 - 9
Figure 5.30-52. VHP Oil Filler Pipe ......... 5.30 - 41
Figure 5.35-19. Thermocouple ConnectorRear Right ........................... 5.35 - 9
Figure 5.30-49. Prelube V-Strainer ......... 5.30 - 40
Figure 5.30-53. Oil Filler Pipe/Bracket Rear Left ........................... 5.30 - 41 Figure 5.30-54. Rocker Arm Header Oil Supply - Rear ....................... 5.30 - 42 Figure 5.30-55. Rocker Arm Header Oil Supply Rear Vee ........................... 5.30 - 42 Figure 5.30-56. Oil Supply Tube Clip Rear Right .......................... 5.30 - 42 Figure 5.30-57. Rocker Arm Header Oil Supply - Front ...................... 5.30 - 43
Figure 5.35-20. Turbo Exhaust Inlet Elbow Rear Left ................... , ....... 5.35 - 10 Figure 5.35-21. Turbo Exhaust Inlet Elbow Rear Right - G/GSI Engines .......... 5.35 - 10 Figure 5.35-22. Turbo Exhaust Inlet Elbow .. 5.35 - 10 Figure 5.35-23. Turbo Exhaust Inlet Elbow Rear Left ...... .. .. .. .. .. .. .. .. .. ... 5.35 - 11 Figure 5.35-24. Turbo Exhaust Inlet Elbow Gasket ............................. 5.35 - 11
Figure 5.30-58. Turbo Oil Supply Rear Right .......................... 5.30 - 44
Figure 5.35-25. Turbo Exhaust Inlet Elbow .. 5.35 - 11 Figure 5.35-26. Turbo Exhaust Inlet Elbow Rear Left ............•.............. 5.35 - 12
Figure 5.30-59. Pipe Cross Magnet Plug .... 5.30 - 44
Figure 5.35-27. Exhaust Connections - G ... 5.35 - 13
Figure 5.30-60. Rear Tube Connections .... 5.30 - 44
Figure 5.35-28. Exhaust Connections GSI/GL ............................. 5.35 - 14
Figure 5.30-61 . Main Oil Header Oil Outlet Ports ......................... 5.30 - 44 Figure 5.30-62. Governor Drive Oil Supply Front Right ......................... 5.30 - 45 Figure 5.30-63. Oil Pan Door - Rear View .. 5.30 - 45 Figure 5.30-64. Oil Pan Door - Side View ... 5.30 - 45 Figure 5.30-65. Lube Oil Strainer Rear Right .......................... 5.30 - 46 Figure 5.30-66. Lube Oil Strainer Assembly. 5.30 - 47
Section 5.35 - Exhaust System Figure 5.35-1. Exhaust Thermocouples Arrangement - 12 Cylinder ............ 5.35 - 1 Figure 5.35-2. Exhaust Thermocouple Rear Left ............................ 5.35 - 3
Figure 5.35-29. Exhaust Elbow Assembly ... 5.35 - 15 Figure 5.35-30. Check Exhaust Elbow For Straightness ........................ Figure 5.35-31. Exhaust Elbow Adapter .... Figure 5.35-32. Exhaust Thermocouple Rear Left ........................... Figure 5.35-33. "K" Type Thermocouple .... Figure 5.35-34. "K" Type Thermocouple .... Figure 5.35-35. Exhaust Thermocouple Installation .......................... Figure 5.35-36. Thermocouple Conduit Rear Right .......................... Figure 5.35-37. Exhaust Thermocouples Arrangement - 12 Cylinder ...........
5.35 - 15 5.35 - 15 5.35 - 16 5.35 - 16 5.35 - 17 5.35 - 17 5.35 - 18 5.35 - 18
Figure 5.35-3. Thermocouple Bracket ....... 5.35 - 3
Figure 5.35-38. Exhaust Thermocouple Installation .......................... 5.35 - 19
Figure 5.35-4. Water Outlet Elbows Rear Right.. .. .. .. .. .. .. . .. .. .. .. . .. . 5.35 - 3
Figure 5.35-39. Intercooler/Wastegate Tube Connections ........................ 5.35 - 20
xxvIII
)
Form 6248 First Edition
)
ILLUSTRATIONS
Figure 5.35-40. Wastegate Breather Vent ... 5.35 - 21 Figure 5.35-41. Wastegate Disassembly .... 5.35 - 21 Figure 5.35-42. Wastegate PIN Series 208372 - Bottom View ..... 5.35 - 22 Figure 5.35-43. VHP Wastegate PIN Series 208372 - Cutaway ........ 5.35 - 22 Figure 5.35-44. Wastegate Breather Vent ... 5.35 - 23 Figure 5.35-45. Wastegate Assembly ...... 5.35 - 24 Figure 5.35-46. Wastegate PIN Series 208372 - Bottom View ..... 5.35 - 25 Figure 5.35-47. PIN Series 208372 Wastegate Calibration Tool ........... 5.35 - 25 Figure 5.35-48. PIN Series 208372 Wastegate Calibration ................ 5.35 - 26 Figure 5.35-49. PIN Series 208372 Wastegate calibration Tool ........... 5.35 - 26 Figure 5.35-50. PIN Series 208372 Wastegate calibration Setup .......... 5.35 - 26 Figure 5.35-51. Wastegate Calibration Setup .............................. 5.35 - 27 Figure 5.35-52. Intercooler/Wastegate Tube Connections ........................ 5.35 - 28 Figure 5.35-53. Intercooler/Wastegate Tube Connections ........................ 5.35 - 28 Figure 5.35-54. Wastegate Adjusting ....... 5.35 - 29 Figure 5.35-55. Wastegate Gasket Removal 5.35 - 30 Figure 5.35-56. Wastegate Poppet To Wastegate Mounting Face Measurement ....................... 5.35 - 30 Figure 5.35-57. Wastegate Adjusting PIN Series 295645 .................. 5.35 - 30 Figure 5.35-58. Wastegate Connections .... 5.35 - 32
Section 5.40 - Crankcase Breather System Figure 5.40-1 . Oil Separator 12 Cylinder Engines .................. 5.40 - 1 Figure 5.40-2. Breather Regulator Assembly Current Style ......................... 5.40 - 2 Figure 5.40-3. Venturi Extractor/Choke Valve Assembly - GL Shown ................ 5.40 - 2 Figure 5.40-4. Venturi Assembly GSI Shown .......................... 5.40 - 2 Figure 5.40-5. Install Water Manometer Tube Connector ...................... 5.40 - 3 Figure 5.40-6. Vacuum Valve Assembly - G .. 5.40 - 3 Figure 5.40-7. Vacuum Valve Assembly - GSI 5.40 - 3
)
Figure 5.40-8. Venturi Extractor/Choke Valve Assembly - GL ....................... 5.40 - 4 Figure 5.40-9. Venturi Extractor/Choke Valve Assembly - GSI ...................... 5.40 - 4 Figure 5.40-10. Venturi Extractor Assembly .. 5.40 - 5 Form 6245 First Edttion
Figure 5.40-11. Crankcase Separator Screen Assembly - 12 Cylinder Engines GL Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.40 - 6 Figure 5.40-12. Crankcase - Rear Right ..... 5.40 - 6 Figure 5.40-13. Oil Separator - G ........... 5.40 - 7 Figure 5.40-14. Oil Separator Assembly, Unthreaded Oil Inlet Pipe - GL Shown .. 5.40 - 8 Figure 5.40-15. Oil Separator Assembly, Threaded Oil Inlet Pipe - GSI/GL ....... 5.40 - 9 Figure 5.40-16. Breather Regulator Assembly - GL Shown ............... 5.40 - 10 Figure 5.40-17. Breather Regulator Assembly - All Engines .............. 5.40 - 10 Figure 5.40-18. Venturi AssemblyGSI Shown ......................... 5.40 - 12 Figure 5.40-19. Venturi Extractor Assembly - GSI ..................... 5.40 - 12 Figure 5.40-20. Venturi Extractor Assembly - GL . . . . . . . . . . . . . . . . . . . . . . 5.40 - 12 Figure 5.40-21. Venturi Extractor Assembly . 5.40 - 13 Figure 5.40-22. Venturi Extractor Assembly . 5.40 - 14 Figure 5.40-23. Venturi Extractor Assembly . 5.40 - 14 Figure 5.40-24. Venturi Extractor Brackets .. 5.40 - 15 Figure 5.40-25. Venturi Extracto"Assembly . 5.40 - 15 Figure 5.40-26. Bicera Pressure Relief Valve 5.40 - 16 Figure 5.40-27. Pressure Relief Valve Cross Sectional View ................ 5.40 - 17 Figure 5.40-28. Breather Tubes - GSI ...... 5.40 - 18 Figure 5.40-29. Support Clamp ............ 5.40 - 19 Figure 5.40-30. Breather Tube - Front Vee .. 5.40 - 19 Figure 5.40-31. Breather System Tube Connections - GL ................... 5.40 - 20 Figure 5.40-32. Y -Shaped Breather Tube ... 5.40 - 21 Figure 5.40-33. Install Vee Mounted Breather Tube Clamps ............... 5.40 - 21 Figure 5.40-34. Breather Tube - Front Vee .. 5.40 - 21 Figure 5.40-35. Breather Tube - Rear Vee .. 5.40 - 21 Figure 5.40-36. Venturi Extractor Compressor Discharge Plumbing - GL Shown ...... 5.40 - 22 Figure 5.40-37. Right Bank Compressor Discharge Tube ..................... 5.40 - 22
Section 5.45 - Air/Gas Prelube And Start Systems Figure 5.45-1. Prelube/Start Pushbutton Valves .............................. Figure 5.45-2. Prelube And Start Air/Gas Tube Connections - Bulkhead (G/GSI/GL) .... Figure 5.45-3. Pilot Operated Prelube Valve Connections ......................... Figure 5.45-4. Prelube Motor/Pump Assembly ............................ Figure 5.45-5. Schematic - Pneumatic Control System For Air Only Start And Prelube (G, GSI) .............................
5.45 - 1 5.45 - 2 5.45 - 3 5.45 - 3
5.45 - 5
xxix
ILLUSTRATIONS
Figure 5.45-6. Schematic - Pneumatic Control System For Air/Gas Start And Prelube (G, GSI) ..................... 5.45 - 6 Figure 5.45-7. Schematic - Pneumatic Control System For Air/Gas Start And Prelube (GL) ......................... 5.45 - 7 Figure 5.45-8. Pilot Operated Prechamber Fuel Valves - GL ..................... 5.45 - 8 Figure 5.45-9. Shuttle Valve - GL ........... 5.45 - 9 Figure 5.45-10. Bulkhead And Connector Brackets ............................ 5.45 - 9 Figure 5.45-11. Rear Flywheel Housing Rear Right .......................... 5.45 - 10 Figure 5.45-12. Bulkhead/Connector Bracket Assembly ........................... 5.45 - 10 Figure 5.45-13. Pilot Operated Prelube ValveRear Right .......................... 5.45 - 10 Figure 5.45-14. Pilot Operated Prelube Valve Rear Right .......................... 5.45 - 11 Figure 5.45-15. Pilot Operated Prelube Valve Connections ........................ 5.45 - 12 Figure 5.45-16. Prelube Motor/Pump Assembly ........................... 5.45 - 12 Figure 5.45-17. Rear Gear Housing Front Left ........................... 5.45 - 13 Figure 5.45-18. Prelube Motor/Pump Mounting Bracket - Rear View ........ 5.45 - 13 Figure 5.45-19. Lube Oil Pressure Gauge Connection ......................... 5.45 - 14 Figure 5.45-20. Prelube/Start Pushbutton Valves ............................. 5.45 - 14 Figure 5.45-21. Tube Clamp - Rear Right ... 5.45 - 15 Figure 5.45-22. Tube Clamp Support Brace Rear Right .......................... 5.45 - 15 Figure 5.45-23. Tube Clamp - Rear Right ... 5.45 - 15 Figure 5.45-24. Prelube And Start Air/Gas Tube Connections - Bulkhead (GIGSI/GL) ......................... 5.45 - 16 Figure 5.45-25. Pushbutton Valve Connections ........................ 5.45 - 17 Figure 5.45-26. Prelube/Start Pushbutton Valves ............................. 5.45 - 17 Figure 5.45-27. Intake Manifold Flange Attachments - Right Bank ............ 5.45 - 18 Figure 5.45-28. Tube Clip Brackets Right Bank Intake Manifold ........... 5.45 - 18 Figure 5.45-29. Pilot Operated Prechamber Fuel Valves ......................... 5.45 - 19 Figure 5.45-30. Lube Oil Pilot Pressure Tube Connection ......................... 5.45 - 20 Figure 5.45-31. Mount Prechamber Gas Valve .............................. 5.45 - 20 Figure 5.45-32. Prechamber Gas Valve ..... 5.45 - 20
xxx
Figure 5.45-33. Air/Gas Plenum Safety Shutdown Valve ............... Figure 5.45-34. Air/Gas Plenum Safety Shutdown Valve ............... Figure 5.45-35. Prechamber Gas Valve ..... Figure 5.45-36. Mount Prechamber Gas Valve .............................. Figure 5.45-37. Lube Oil Pilot Pressure Tube Connection .................... Figure 5.45-38. Tube Clips - Right Bank .... Figure 5.45-39. Air/Gas Starter ............ Figure 5.45-40. Electric Starter ............ Figure 5.45-41. Wiring Diagram DC Junction Box - CEC IgnHion With Electric Start ........................ Figure 5.45-42. Wiring Diagram DC Junction Box - CEC Ignition WHh Air Start ............................
) 5.45 - 21 5.45 - 21 5.45 - 22 5.45 - 22 5.45 5.45 5.45 5.45
-
23 23 24 26
5.45 - 27
5.45 - 28
Section 6.00 - Control Panel Figure 6.00-1. Control Panel - Right Side .... 6.00 - 1 Figure 6.00-2. IgnHion Switch .............. Figure 6.00-3. Control Panel - Right Side .... Figure 6.00-4. Prelube And Start Air/Gas Tube Connections - Bulkhead (G/GSI/GL) .......................... Figure 6.00-5. Ignition SwHch Wire Harness .. Figure 6.00-6. Mounting Straps ............. Figure 6.00-7. Intake ManHold - Right Bank .. Figure 6.00-8. Pushbutton Valves ........... Figure 6.00-9. Bracket Strap ............... Figure 6.00-10. IgnHion SwHch Wire Harness. Figure 6.00-11. Control Panel Cover ........ Figure 6.00-12. Ignition Wire Harness And IgnHion Switch - Left Side ......... Figure 6.00-13. Control Panel .............. Figure 6.00-14. IgnHion Switch Wire Harness. Figure 6.00-15. Wiring Diagram - DC Junction Box - CEC Ignition WHh Electric Start ......................... Figure 6.00-16. Wiring Diagram - DC Junction Box - CEC IgnHion With Air Start ............. _. . . . . . . . . . . . . . .
6.00 - 1 6.00 - 1
6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 -
2 3 3 3 3 4 4 4
6.00 - 4 6.00 - 5 6.00 - 5
6.00 - 6
6.00 - 7
Section 6.05 - Engine Protection Systems Figure 6.05-1. Lube Oil Inlet Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.05 - 1 Figure 6.05-2. Jacket Water Temperature Sensor .............. _. . . . . . . . . . . . . . . 6.05 - 1 Figure 6.05-3. Intake Manifold Temperature Sensor .............................. 6.05 - 1 Figure 6.05-4. Exhaust Thermocouples Arrangement ......................... 6.05 - 2 Form 6248 First Edition
)
ILLUSTRATIONS
Figure 6.05-5. Exhaust Thermocouple Rear Left ............................ 6.05 - 2 Figure 6.05-6. Main Bearing Temperature Thermocouples ...................... 6.05 - 2 Figure 6.05-7. Wiring Diagram - Main Bearing Temperature Thermocouples ........... 6.05 - 3 Figure 6.05-8. Wiring Diagram - Thermocouple Junction Box ......................... 6.05 - 4 Figure 6.05-9. Thermocouple Junction Box ... 6.05 - 6 Figure 6.05-10. Manual Shutdown Switch Left Side ............................ 6.05 - 6 Figure 6.05-11. Instrument Panel Gauge Placement ........................... 6.05 - 8 Figure 6.05-12. Remote Mounted Panel ..... 6.05 - 9 Figure 6.05-13. Optional Remote Instrument Panel ............................... 6.05 - 9 Figure 6.05-14. CEC Detonation Sensing Module ............................. 6.05 - 10 Figure 6.05-15. IgnHion Module WHh Expansion Port ...................... 6.05 - 10 Figure 6.05-16. Detonation Sensor ......... 6.05 - 11 Figure 6.05-17. Detonation Sensing Module System Wiring Schematic ............. 6.05 - 12
)
Figure 6.05-18. Detonation Sensing Module Front Panel ......................... 6.05 - 13 Figure 6.05-19. Detonation Sensing Module LCD Display ........................ 6.05 - 13 Figure 6.05-20. Remote Instrument Panel Connections ........................ 6.05 - 17 Figure 6.05-21. Remote Instrument Panel Connections ........................ 6.05 - 18
Section 6.10 - Miscellaneous Equipment Figure 6.10-1. Surge Tank Assembly ........ 6.10 - 1 Figure 6.10-2. Water Connection Pipe ....... 6.10 - 2 Figure 6.10-3. Overflow Line Support Bracket 6.10 - 2 Figure 6.10-4. Filler Cap And Plug .......... 6.1 0 - 3 Figure 6.1 0-5. Pipe Adapter ................ 6.10 - 3 Figure 6.10-6. Sight Gauge ................ 6.10 - 3 Figure 6.10-7. Jacket Water Heater Right Side ........................... 6.10 - 5 Figure 6.10-8. Jacket Water Heater LeftSide ............................ 6.10-6
Form 6248 First Ednion
xxxi
ILLUSTRATIONS
)
)
xxxii
Form 6248 First Edition
TABLES LIST OF TABLES Section 1.10 - Rigging And Lifting Engines Table 1.10-1. Engine Dry Weights .......... 1.10 - 1
Section 1.15 - General Information
Table 1.20-16. Crankshaft Web Deflection Measurement Wfth Connecting Rods Installed ............................ 1.20 - 18 Table 1.20-17. Rocker Arm Bores And Shafts ............................. 1.20 - 19
Table 1.15-1. Service Tools ................ 1.15-8
Table 1.20-18. Rear Gear Backlash Specifications . . . . . . . . . . . . . . . . . . . . . . . 1.20 - 20
Table 1.15-2. VHP 12 Cylinder Gas Engine Component Weights ................. 1.15 - 10
Table 1.20-19. Oil Pump And Oil Pump Drive Gears. . . . . . . . . . . . . . . . . . . . . . . . . 1.20 - 21
Table 1.15-3. 12 Cylinder VHP Torque Values ....................... 1.15 -13
Table 1.20-20. VHP Accessory Gear Backlash ........................... 1.20 - 23
Table 1.15-4. Cylinder Head Capscrews .... 1.15 - 14
Table 1.20-21. Accessory Drive Ratios ..... 1.20 - 23
Table 1.15-5. U.S. Standard Capscrew Torque Values ....................... 1.15 - 16
Table 1.20-22. Flywheel And Housing ...... 1.20 - 24
Table 1.15-6. English To Metric Formula Conversion Table .................... 1.15 - 17
Table 1.20-24. Lubrication System Pressures .......................... 1.20 - 25
Table 1.15-7. Metric To English Formula Conversion Table .................... 1.15 - 17
Table 1.20-25. Lubrication System Temperatures ....................... 1.20 - 25
Table 1.15-8. Sealants, Adhesives, And Lubricants ...................... 1.15 - 18
Table 1.20-26. Lubrication System Engine Transient Tift Angles ................. 1.20 - 25
Section 1.20 - Specifications Table 1.20-1. Wear Limits .................. 1.20 - 2 Table 1.20-2. Cylinder Sleeve (Used With Four Ring Pistons Only) - Gas ......... 1 .20 - 3 Table 1.20-3. Piston (Four Ring Only) - Gas . 1.20 - 4
Table 1.20-23. Turbo Inspection ........... 1.20 - 25
Table 1.20-27. Cooling System Temperatures ....................... 1.20 - 26 Table 1.20-28. Alarm And Shutdown Setpoinis .. .. .. .. .. .. .. .. .. .. .. .. ... 1 .20 - 26 Table 1.20-29. Capacities ................. 1.20 - 27
Table 1.20-4. Piston Rings (Four Ring Piston Only) - Gas .......... 1.20 - 6
Table 1.20-30. 1/2 Inch Reach Spark Plugs (Used With 1/2 Inch Reach Spark Plug Carriers Only) .. .. .. .. .. .. .. .. .. .. ... 1 .20 - 27
Table 1.20-5. PIN 205130L Cylinder Sleeve (Sleeve Used On GL 9-3/8 Inch Bore' Only) - Gas .................... 1.20 - 8
Table 1.20-31. VHP GL 13/16 Inch Reach Spark Plugs (Used With 13/16 Inch Reach Spark Plug Carriers Only) ...... 1 .20 - 28
Table 1.20-6. Three Ring Piston (PIN 205504D) (Piston Used On GL 9-3/8 Bore Wfth PIN 205130L Liner Only) - Gas ........ 1.20 - 9
Table 1.20-32. Ignftion Timing Data (Non-DSM) ......................... 1.20 - 30
Table 1.20-7. Piston Rings (Used On GL 9-3/8 Inch Bore Wfth Three Ring Piston And PIN 205130L Cylinder Sleeve Only) - Gas .......... 1.20 - 10
Table 1.20-33. Ignftion Timing Data (DSM Equipped) .................... 1.20 - 32
Section 3.00 - Cylinder Head Disassembly
Table 1.20-8. Crankcase - Gas ............ 1.20 - 11
Table 3.00-1. Rocker Arm Shafl ............ 3.00 - 3
Table 1.20-9. Crankshaft Wear Limits ...... 1.20 - 12
Table 3.00-2. Rocker Arm Bushing Bore I.D. . 3.00 - 3
Table 1.20-10. Piston Pin - Gas ........... 1.20 - 12
Table 3.00-3. Running Clearance Rocker Arm Bushing To Shaft .......... 3.00 - 3
Table 1.20-11. PIN Series 205507 Connecting Rod, Bushing And Bearing SpecHications ............... 1.20 - 13 Table 1.20-12. Valve Train Clearances Gas ............................... 1.20-14
Table 3.00-4. Valve Train ................. 3.00 - 17 Table 3.00-5. Valve Seat Insert Grinding Stones ............................. 3.00 - 21
Table 1.20-13. Valve Clearance ........... 1.20 - 17
Table 3.00-6. Valve Seat Width And Face Angle ......................... 3.00 - 22
Table 1.20-14. Camshaft ................. 1.20 -17
Table 3.00-7. Valve Springs ............... 3.00 - 23
Table 1.20-15. Valve Springs .............. 1.20 - 18
Table 3.00-8. Valve Spring Reference ...... 3.00 - 25
Form 6248 First Edition
xxxiii
TABLES
Section 3.05 - Crankcase Disassembly Table 3.05-1. Crankcase - Gas ............. 3.05 - 2
Table 5.00-2. Governor Speed Droop Settings ...................... 5.00 - 24
Table 3.05-2. Cylinder Sleeve Gaskets ...... 3.05 - 3
Table 5.00-3. Governor Speed Droop Settings ...................... 5.00 - 31
Table 3.05-3. Restoration Sleeve And Crankcase Lower Bore Machining Dimensions .......................... 3.05 - 4
Table 5.00-4. EG-3P Governor Linkage Adjustment Information For LSI 08G, GSI; LS790G, GSI; L7042G, GSI ...... 5.00 - 38
Table 3.05-4. Crankshaft Wear Limits ....... 3.05 - 7 Table 3.05-5. Main Bearings ............... 3.05 - 8
Section 5.10 - Ignition System
Table 3.05-6. Camshaft ................... 3.05 - 14
Table 5.10-t. Spark Plug Tools ............. 5.10 - 5
Table 3.05-7. Piston (Four Ring Only) - Gas 3.05 - 20
Table 5.10-2. Spark Plug Troubleshooting .... 5.10 - 7
Table 3.05-8. Three Ring Piston (PIN 205504D) (Piston Used On GL 9-3/8 Bore With PIN 205130L Liner Only) - Gas ......................... 3.05 - 22 Table 3.05-9. Piston Rings (Four Ring Piston Only) - Gas .................. 3.05 - 24 Table 3.05-10. Piston Rings (Used On GL 9-3/8 Inch Bore With Three Ring Piston And PIN 205130L Cylinder Sleeve Only) - Gas .................. 3.05 - 26 Table 3.05-11. Piston Pin - Gas ........... 3.05 - 32 Table 3.05-12. Series PIN 205507 Connecting Rod, Bushing And Bearing Specifications ............... 3.05 - 34 Table 3.05-13. Connecting Rod Weight Classifications ...................... 3.05 - 38 Table 3.05-14. Cylinder Sleeve (Used WHh Four Ring Pistons Only) - Gas ........ 3.05 - 45 Table 3.05-15. PIN 205130L Cylinder Sleeve (Sleeve Used On GL 9-3/8 Inch Bore' Only) - Gas ......................... 3.05 - 46
Section 4.00 - Crankcase Assembly Table 4.00-1. Crankshaft Thrust Rings ...... 4.00 - 27 Table 4.00-2. Rear Gear Backlash Specifications ....................... 4.00 - 34 Table 4.00-3. Pulleys And Spacers ......... 4.00 - 67 Table 4.00-4. Attaching Hardware .......... 4.00 - 67
Section 4.05 - Cylinder Head Assembly Table 4.05-1. Cylinder Head Capscrews ..... 4.05 - 3
Section 4.10 - Valve Adjustment And Web Deflection Table4.10-1.ValveSettings ............... 4.10-1 Table 4.10-2. Crankshaft Web Deflection Measurement WHh Connecting Rods Installed ............................. 4.10 - 4
Section 5.00 - Speed Governing System Table 5.00-1. UG-8 Governor Linkage Adjustment Information For LSl08G, GSI; LS790G, GSI; L7042G, GSI ...... 5.00 - 20
xxxiv
Table 5.10-3.112 Inch Reach Spark Plugs (Used WHh 1/2 Inch Reach Spark Plug Carriers Only) ........................ 5.10 - 7 Table 5.1 0-4. VHP GL 13/16 Inch Reach Spark Plugs (Used WHh 13/16 Inch Reach Spark Plug Carriers Only) ....... 5.10 - 8 Table 5.10-5. Waukesha Ignition Module Firing Order ......................... 5.10 - 24 Table 5.10-6. CEC Timing Disc Pin Location (Previous Production) ................ 5.10 - 29 Table 5.1 0-7. CEC Ignition Module Rotary SwHch PosHion (Previous Production) ., 5.10 - 29
Section 5.15 - Air Induction System Table 5.15-1. High Intake Manifold Temperature Settings 0 F (0 C) .......... 5.15 - 1
Section 5.25 - Cooling System Table 5.25-1. Water Versus Glycol Concentration ....................... 5.25 - 10 Table 5.25-2. Other Cooling System Treatments ..........•.............. 5.25 - 11 Table 5.25-3. Jacket Water Outlet Temperature Settings 0 FCC) ......... 5.25 - 11 Table 5.25-4. Jacket Water Capacity Engine Only ........................ 5.25 - 13 Table 5.25-5. Air Bleed Petcocks .......... 5.25 - 14 Table 5.25-6. Water Drain Petcocks ........ 5.25 - 15 Table 5.25-7. Jacket Water CapacHy Engine Only ........................ 5.25 - 15 Table 5.25-8. PIN 208660 Series And PIN 199221 Series Jacket Water Thermostats ........................ 5.25 - 37 Table 5.25-9. PIN 208627 Series Weir Type Jacket Water Thermostats .. 5.25 - 37 Table 5.25-10. Auxiliary Cooling Water Thermostat - All Models .............. 5.25 - 58
Section 5.30 - Lubrication System Table 5.30-1. Oil Recommendations By Model And Fuel For VHP Series Gas Engines .. 5.30 - 4 Table 5.30-2. Recommended Lube Oils For Cogeneration Applications Using Pipeline QualHy Gas . . . . . . . . . . . . . . . . . . . . . . . . . . 5.30 - 5 Form 6248 First Edition
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TABLES
Table 5.30-3. Recommended Lube Oils For Sour Gas And Alternate Fuel (Landfill) Gas Applications ..................... 5.30 - 5 Table 5.30-4. Used Oil Testing And Condemnation ....................... 5.30 - 6 Table 5.30-5. Recommended TBN Ratings ... 5.30 - 7 Table 5.30-6. Wear Metals ................. 5.30 - 8 Table 5.30-7. Sump Temperature And SAE Number ......................... 5.30 - 9 Table 5.30-8. Sump And Header Temperatures And SAE Number ..................... 5.30 - 9 Table 5.30-9. Oil Consumption ............. 5.30 - 9 Table 5.30-10. Duty Cycle Definitions ...... 5.30 - 10 Table 5.30-11. Recommended Oil Change Intervals For Engines Receiving Normal Maintenance ........................ 5.30 - 10 Table 5.30-12. Recommended Oil Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous Fuel Containing H2S Or Liquid Fuel Containing Sulfur In Excess Of Published Limits .... 5.30 - 10 Table 5.30-13. Lube Oil Filter Data ......... 5.30 - 14 Table 5.30-14. Engine Oil Capacity ........ 5.30 - 15 Table 5.30-15. Magnetic Plug Locations .... 5.30 - 16 Table 5.30-16. Oil Cooler Thermostatic Valves - PIN 169867A Series ......... 5.30 - 22 Table 5.30-17. Oil Pump And Oil Pump Drive Gears ......................... 5.30 - 35 Table 5.30-18. Turbocharger Connections .. 5.30 - 43
Table 6.05-4. DSM Diagnostic Codes Troubleshooting ..................... 6.05 - 16
Section 7.10 - Maintenance And Storage Table 7.00-1. Troubleshooting Table ......... 7.00 - 1 Table 7.10-1. Routine Maintenance Chart .... 7.10 - 1 Table 7.10-2. Routine Inspection Form ...... 7.10 - 4 Table 7.10-3. Waukesha Engine Preservative Oil Application ....................... 7.10 - 6 Table 7.10-4. Preservative Oils ............. 7.10 - 6 Table 7.10-5. Protective Materials ........... 7.10 - 6
Section 5.35 - Exhaust System Table 5.35-1. Quick Disconnect Plug ....... Table 5.35-2. Air Bleed Petcocks Auxiliary Cooling Water Circutt ........ Table 5.35--3. Nominal Pressure For PIN Series 208372 Wastegate Calibration Test ..................... Table 5.35-4. Adjustable Wastegate Settings - Draw Thru Engines Only ....
5.35 - 16 5.35 - 20
5.35 - 27 5.35 - 29
Section 5.45 - Air/Gas Prelube And Start Systems Table 5.45-1. PIN 208569D Air Valves Inlet Pressures And Pilot Pressures To Shift ............................. 5.45 - 4
Section 6.05 - Engine Protection Systems Table 6.05-1. Alarm And Shutdown Setpoints . 6.05 - 7 Table 6.05-2. Remote Instrument Panel Annunciator Legend .................. 6.05 - 9 Table 6.05-3. DSM Module LCD Message Display Diagnostic Codes ............ 6.05 - 15
Fonn 6248 First Edition
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TABLES
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xxxvi
Form 6248 First Edition
HOW TO USE THIS MANUAL Your purchase of a L5108, L5790 or L7042G/GSI/GL Series engine was a wise investment. In the industrial engine field the name, Waukesha Engine, stands for quality and durability. W~h normal care and maintenance this engine will provide many years of reliable service. Before servicing your engine, read Chapter 1 very carefully. This chapter covers Safety and General Information. Section 1.00 - Warning Tags and Decal Location gives the location of all warning tags and decals and will show you a duplicate of each tag is in case the decals or tags have been lost or damaged. Section 1.05 - Safety Section - Provides a list of dangers, warnings, cautions and notes to make you aware of the dangers present during operation and maintenance of the engine. - READ THEM CAREFULLY AND FOLLOW THEM COMPLETELY Section 1.15 - General Information - Provides basic data on all current L5108, L5790 or L7042G/GSI/GL engines such as; engine plate data, component weights, torque specifications and clearances. This section also supplies torque values of metric and standard capscrews as well as conversion data.
FORM 6248 First Ednion
ALWAYS BE ALERT FOR THE SPECIAL WARNINGS WITHIN THE MANUAL TEXT. THESE WARNINGS PRECEDE INFORMATION THAT IS CRUCIAL TO YOUR SAFETY AS WELL AS OTHER PERSONNEL WORKING ON OR NEAR THE ENGINE. CAUTIONS OR NOTES IN THE MANUAL CONTAIN INFORMATION THAT RELATES TO POSSIBLE DAMAGE TO THE ENGINE OR ITS COMPONENTS DURING ENGINE OPERATION OR MAINTENANCE PROCEDURES. This manual contains both repair and overhaul instructions for current L5108, L5790 or L7042G/GSI/GL engines. There are seven chapters w~hin the manual and each chapter contains one or more sections. The title of each chapter or section appears at the top of each page. To locate information on a specific topic, refer to the Table of Contents at the front of the manual or the Index at the back of the manual. Recommendations and data contained in the manual is the latest information available althe time ofthis printing and is subject to change w~hout notice. Since engine accessories may vary due to customer specifications consult your local distributor or Waukesha Engine Division Service Operations Department for any information on subjects beyond the scope of this manual.
xxxvii
HOW TO USE THIS MANUAL
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xxxviii
FORM 6248 First Edition
CHAPTER 1 - SAFETY AND GENERAL
CONTENTS SECTION 1.00 - WARNING TAG AND DECAL LOCATIONS SECTION 1.05 - SAFETY SECTION 1.10 - RIGGING AND LIFTING ENGINES SECTION 1.15 - GENERAL INFORMATION SECTION 1.20 - SPECIFICATIONS
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FORM 6248 First Edition
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FORM 6248 First
Ed~ion
SECTION 1.00 - WARNING TAGS & DECAL LOCATIONS WARNING TAGS AND DECAL LOCATIONS
A
WARNING
All warning tags and decals must be visible and readable to the operator when the engine Is running. Make sure all warning tags and decals remain legible and attached. Likewise, all warning tags and decals removed during any repair work must be replaced in their original position before the engine Is placed back into service. Old or badly worn decals and tags should also be replaced. Failure to properly replace these important tags and decals can result in serious personal injury or death. Depending on the model, the VHP 12 Cylinder engines have warning tags located on: • Each of the two starter (Air/Gas) motor inlet pipes at the rear of the engine.
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• The fuel gas regulators below each cylinder bank. Figure 1.00-1. Sample Of Warning Tag Placement • The fuel gas vent tube supply pipe connection adjacent to the flywheel. • On the carburetor throttle levers. • On the high voltage equipment.
WARNING Recommended Gas Supply Pressure 5-10 PSI Maximum Gas Supply Pressure 12 PSI CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH APPLICABLE CODES. ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES. OVerpressuring, Improper Venting Or Piping May Cause Gas Leakage And Possible Serious Personal Injury. 2091078
Figure 1.00-2. Warning Tag (PIN 2091078) - On Regulator(s), All Naturally Aspirated Gas Engines
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FORM 6248 First Edition
1.00 - 1
WARNING TAGS & DECAL LOCATIONS
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WARNING This System Suitable For Air Or Clean Dry Natural Gas
At A
Maximum Supply Pressure Of 150 PSI
CUSTOMER OR END USER IS RESPONSIBLE TO PROVIDE OVERPRESSURE PROTECTION TO THIS SYSTEM ALL GAS VENTED FROM THIS SYSTEM SHALL BE PIPED TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES. Overpressuring, Improper Venting Or Piping And Possible Corrosion Caused By Using Natural Gas With Appreciable Amounts Of Hydrogen Sutfide May Cause Gas Leakage And Possible Serious Personal Injury. 209107E
Figure 1.00-3. Warning Tag (PIN 209107E)
rn wa: ~O
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WARNING RECOMMENDED GAS SUPPLY PRESSURE 25-40 PSI MAXIMUM GAS SUPPLY PRESSURE 50 PSI
Del
~ll! a: '" ..: '"
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mrn
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CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH APPLICABLE CODES.
)
ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.
I-
OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY. 209107H
Figure 1.00-4. Warning Tag (PIN 209107H) - On Fisher 99 Regulator(s), Turbocharged Gas Engines
WARNING RECOMMENDED GAS SUPPLY PRESSURE 0.75-5 PSI MAXIMUM GAS SUPPLY PRESSURE B PSI CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH APPLICABLE CODES. ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES. OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY. 209107L
Figure 1.00-5. Warning Tag (PIN 209107L) - On Fisher 66 Regulator(s), Naturally Aspirated, Low Btu Engines
1.00 - 2
FORM 6246 First Edition
WARNING TAGS & DECAL LOCATIONS
A
WARNING
MAXIMUM GAS SUPPLY PRESSURE TO REGULATOR 50 PSI ~
iii
CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS REGULATOR AND FOR GAS SYSTEM COMPLIANCE WITH APPLICABLE CODES.
w iii'"
ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.
'"oill u:
OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY. 209107R
Figure 1.00-6. Warning Tag (PIN 209107R) - On Fisher 99 And S211 Regulator(s), Turbocharged Engines
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WARNING RECOMMENDED GAS SUPPLY PRESSURE 5-20" W.C. MAXIMUM GAS SUPPLY PRESSURE 22" W.C. CUSTOMER OR END USER IS RESPONSIBLE FOR PROVISION OF OVERPRESSURE PROTECTION FOR GAS SUPPLY TO THIS PRESSURE REDUCTION VALVE AND FOR GAS SYSTEM COMPLIANCE WITH APPLICABLE CODES.
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ALL GAS VENTED FROM ENGINE COMPONENTS MUST BE PIPED TO A SAFE AREA IN ACCORDANCE WITH APPLICABLE CODES.
'a."
OVERPRESSURING, IMPROPER VENTING OR PIPING MAY CAUSE GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY. 209107U
Figure 1.00-7. Warning Tag (PIN 209107U) - On IMPCO (MAXITROL) Pressure Reduction Valve, Used With 5 - 20" Water Column Gas Pressure
A
o
WARNING
THIS ENGINE HAS BEEN ORDERED AND BUILT WITHOUT WAUKESHA ENGINE DIVISION DESIGNED ENGINE SAFETY SHUT-DOWN EQUIPMENT. ENGINE MUST BE PROVIDED WITH FUEL SHUT-OFF TYPE SAFETY EQUIPMENT TO PREVENT ENGINE DAMAGE AND POSSIBLE PERSONAL INJURY OR LOSS OF LIFE. REFER TO W.E.D. SA7232-40 FOR RECOMMENDED SAFETY EQUIPMENT AND SETTINGS. 209107K
Figure I.DO-B, Warning Tag (PIN 209107K) - On Carburetor Throttle Lever For Engines Ordered And Built Without Waukesha Engine Division Designed Engine Safety Shutdown Equipment
FORM 6248 First Edition
1,00 - 3
WARNING TAGS & DECAL LOCATIONS
)
A
WARNING GAS VENT CONNECTION
CUSTOMER OR END USER IS RESPONSIBLE FOR VENTING OF GAS FROM THIS CONNECTION, AND PIPING TO A SAFE AREA TO MEET APPLICABLE CODES. IMPROPER VENTING CAN CAUSE GAS LEAKAGE AND POSSIBLE SERIOUS PERSONAL INJURY. 209107-P
Figure 1.00-9. Warning Tag (pIN 209107P) - For Gas Vent On Prelube Systems That Use Natural Gas For Prelube Motor
) Figure 1.00-10, Warning Tag (pIN 20B840A) On High Voltage Equipment
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1.00 - 4
FORM 6248 First Edition
SECTION 1.05 - SAFETY SAFETY INTRODUCTION The following safety precautions are published for your information. Waukesha Engine Division, Dresser Industries, Inc., does not, by the publication of these precautions, imply or in any way represent that they are the sum of all dangers present near industrial engines or fuel rating test units. If you are installing, operating or servicing a Waukesha product, it is your responsibility to ensure full compliance with all applicable safety codes and requirements. All requirements of the Federal Occupational Safety and Health Act must be met when Waukesha products are operated in areas that are under the jurisdiction of the United States of America. Waukesha products operated in other countries must be installed, operated and serviced in compliance with any and all applicable safety requirements of that country. For details on safety rules and regulations in the United States, contact your local office of the Occupational Safety and Health Administration (OSHA). The words "danger", "warning", "caution" and "note" are used throughout this manual to highlight important information. Be certain thatthe meanings ofthese alerts are known to all who work on or near the equipment. NOTE: This symbol identifies information which is NECESSARY TO THE PROPER OPERATION, MAINTENANCE OR REPAIR OF THE EQUIPMENT.
A
CAUTION IThiss~mbolidentlfiesin-
IL. • .= .=;.....;;..........;;.... . ___"-----'. formation about hazards or unsafe practices. Disregarding this information could result In PRODUCT DAMAGE AND/OR PERSONAL INJURY.
A
WARNING
This symbol identifies information about hazards or unsafe practices. Disregarding this information could result in SEVERE PERSONAL INJURY OR DEATH.
A
DANGER
This symbol identifies information about immediate hazards. Disregarding this information will result in SEVERE PERSONAL INJURY OR DEATH.
SAFETY TAGS AND DECALS
A
WARNING
To avoid severe personal injury or death, all warning tags and decals must be visible and legible to the operator while the equipment is operating.
EQUIPMENT REPAIR AND SERVICE Proper maintenance, service and repair are important to the safe, reliable operation of the unit and related equipment. Do not use any procedure not recommended in the Waukesha Engine manuals for this equipment.
A
WARNING
To prevent severe personal injury or death, always stop the unit before cleaning, servicing or repairing the unit or any driven equipment. Place all controls in the OFF position and disconnect or lock out starters to prevent accidl\htal restarting. If possible, lock all controls in the OFF position and take the key. Put a sign on the control parilll warning that the unit is being serviced. Close all manual control valves, disconnect and lock out all energy sources to the unit, including all fuel, electric, hydraulic, and pneumatic connections. Disconnect or lock out driven equipment to prevent the possibility of the driven equipment rotating the disabled engine.
A
WARNING
To avoid severe personal injury or death, ensure that all tools and other objects are removed from the unit and any driven equipment before restarting the unit.
A
WARNING
Allow the engine to cool to room temperature before cleaning, servicing or repairing the unit. Hot components or fluids can cause severe personal injury or death. Some engine components and fluids are extremely hot even after the engine has been shut down. Allow sufficient time for all engine components and fluids to cool to room temperature before attempting any service procedure.
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FORM 6248 First Edition
1.05 - 1
SAFETY LIQUID NITROGEN/DRY ICE
ACIDS
A
A
WARNING
)
WARNING
Comply with the acid manufacturer's recommendations for proper use and handling of acids. Improper handling or misuse could result In severe personal Injury or death.
Comply with the liquid nitrogen/dry ice manufacturer's recommendations for proper use and handling of liquid nitrogen/dry ice. Improper handling or use could result in severe personal injury or death.
BATTERIES
COMPONENTS
A
HEATED OR FROZEN
WARNING
Comply with the battery manufacturer's recommendations for procedures concerning proper battery use and maintenance. Improper maintenance or misuse could result in severe personal injury or death.
A
WARNING
Always wear protective equipment when Installing or removing heated or frozen components. Some components are heated or cooled to extreme temperatures for proper installation or removal. Direct contact with these parts could cause severe personal injury or death.
BODY PROTECTION
A
WARNING
I
Always wear OSHA approved body, sight, hearing and respiratory system protection. Never wear loose clothing, jewelry or long hair around an engine. The use of improper attire or failure to use protective equipment may result in severe personal injury or death.
CHEMICALS
A
WARNING
Always wear protective equipment when installing or removing components with an Interference fit. Installation or removal of interference components may cause flying debris. Failure to use protective equipment may result In severe personal injury or death.
COOLING SYSTEM
GENERAL
A
INTERFERENCE FIT
WARNING
Always read and comply with safety labels on all containers. Do not remove or deface the container labels. Improper handling or misuse could result In severe personal injury or death.
A
WARNING
Always wear protective clothing when venting, flushing or blowing down the cooling system. Operational coolant temperatures can range from 180° - 250° F (82° -121° C). Contact with hot coolant or coolant vapor can cause severe personal injury or death.
CLEANING SOLVENTS
A
WARNING
Comply with the solvent manufacturer's recommendations for proper use and handling of solvents. Improper handling or misuse could result in severe personal injury or death. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning.
1.05 - 2
A
WARNING
Do not service the cooling system while the engine is operating or when the coolant is hot. Operational coolant temperatures can range from 180° - 250° F (82° - 121 ° C). Contact with hot coolant or vapor can cause severe personal injury or death.
FORM 6248 First Ednion
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SAFETY FIRE PROTECTION
ELECTRICAL GENERAL
A
A WARNING
Do not install, set up, maintain or operate any electrical components unless you are a technically qualified Individual who Is familiar wHh the electrical elements involved. Electrical shock can cause severe personal Injury or death.
A
WARNING
Refer to local and federal fire regulations for guidelines for proper site fire protection. Fires can cause severe personal injury or death.
FUELS GENERAL
WARNING
A
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part of the electrical system. Electrical shock can cause severe personal injury or death.
Ensure that there are no leaks in the fuel supply. Engine fuels are highly combustible and can Ignite or explode causing severe personal injury or death.
IGNITION
GASEOUS
A
Avoid contact with ignition units and wiring. Ignition system components can store electrical energy and if contacted can cause electrical shocks. Electrical shock can cause severe personal Injury or death.
A
A
WARNING
WARNING
Properly discharge any electrical component that has the capability to store electrical energy before connecting or servicing that component. Electrical shock can cause severe personal injury or death.
EXHAUST
WARNING
Do not inhale gaseous fuels. Soltl&components of fuel gas are odorless, tasteless, ~d highly toxic. Inhalation of gaseous fuels can cause severe personal injury or death.
I
AWARNI~
I
Shut off the fuel supply if a ga~us engine has been cranked excessively without starting. Crank the engine to purge the cylinders and exhaust system of accumulated unburned fuel. Failure to purge accumulated unburned fuel In the engine and exhaust system can result In an explosion resulting in severe personal Injury or death. LIQUID
A
WARNING
Do not inhale engine exhaust gases. Exhaust gases are highly toxic and could cause severe personal injury or death. Ensure exhaust systems are leak free and that all exhaust gases are properly vented.
A
WARNING
Do not touch or service any heated exhaust components. Allow sufficient time for exhaust components to cool to room temperature before attempting any service procedure. Contact with hot exhaust system components can cause severe personal injury or death. FORM 6248 First Edition
A
WARNING
Do not Ingest liquid fuels or breathe In their vapors. Liquid fuels may be highly toxic and can result in severe personal injury or death.
A
WARNING
Use protective equipment when working with liquid fuels and related components. Liquid fuel can be absorbed into the body resulting In severe personal Injury or death.
1.05 - 3
SAFETY INTOXICANTS AND NARCOTICS
A
SPRINGS
A
WARNING
Do not allow anyone under the Influence of Intoxicants and/or narcotics to work on or around industrial engines. Workers under the influence of intoxicants and/or narcotics are a hazard both to themselves and other employees and can cause severe personal injury or death to themselves or others.
)
WARNING
Use appropriate equipment and protective gear when servicing or using products that contains springs. Springs, under tension, can eject If improper equipment or procedures are used. Failure to take adequate precautions can result in serious personal injury or death.
TOOLS PRESSURIZED FLUIDS/GAS/AIR
A
ELECTRICAL
WARNING
Never use pressurized fluids/gas/air to clean clothing or body parts. Never use body parts to check for leaks or flow rates. Pressurized fluids/gas/air injected into the body can cause severe personal injury or death. Observe all applicable local and federal regulations relating to pressurized fluid/gas/air.
A
Do not install, set up, maintain or operate any electrical tools unless you are a technically qualified individual who is familiar with them. Electrical tools use electricity and if used improperly could cause severe personal injury or death. HYDRAULIC
A
PROTECTIVE GUARDS
A
WARNING
Provide guarding to protect persons or structures from rotating or heated parts. Contact with rotating or heated parts can result in severe personal injury or death. It is the responsibility ofthe engine owner to specify and provide guarding.
SODIUM COOLED VALVE
A
DANGER
Do not cut or break open sodium cooled exhaust valves. Contact with sodium will cause severe personal injury or death. Contact local waste management authorities to dispose of sodium cooled valves per local or federal codes.
1.05 - 4
WARNING
WARNING
Do not install, set up, maintain or operate any hydraulic tools unless you are a technically qualified Individual who is familiar with them. Hydraulic tools use extremely high hydraulic pressure and if used improperly could cause severe personal injury or death.
IA CAUTION I
Always follow recommended procedures when using hydraulic tensioning devices. Improper use of hydraulic tensioning tools can cause severe engine damage. ==-,.;;;;.;;..:...;;;;....:...;;...;:;...:...;:...J.
L..
PNEUMATIC
A
WARNING
Do not install, set up, maintain or operate any pneumatic tools unless you are a technically qualified Individual who Is familiar with them. Pneumatic tools use pressurized air and if used improperly could cause severe personal injury or death.
FORM 6245 First Edilion
SAFETY
WELDING GENERAL
A
WARNING
Comply with the welder manufacturer's recommendations for procedures concerning proper use of the welder. Improper welder use can result in severe personal injury or death. ON ENGINE
IA
CAUTION I
Ensure that the welder Is ....:aa=,--,,"--_,-_-,--,. properly grounded before attempting to weld on or near an engine. Failure to properly ground the welder could result in severe engine damage.
A CAUTION I I-=aa=~=..:.::::...;;.;:..;::;..;~.
Disconnect the ignition harness before welding on or near an engine to eliminate charging of an ignition system capacitor. Failure to disconnect the ignition harness could result in severe engine damage.
L.
WEIGHT
A
WARNING
Always consider the weight of the item being lifted and use only properly rated lifting equipment and approved lifting methods. Failure to take adequate precautions can result in serious personal injury or death.
A
WARNING
Never walk or stand under an engine or component while it is suspended. Failureto adhere to this could result in severe personal injury or death.
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FORM 6248 First Edttion
1.05 - 5
SAFETY
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1.05 - 6
FORM 6248 First Ednion
SECTION 1.10 - RIGGING AND LIFTING ENGINES LOCATION OF THE LIFTING EYES
ENGINE RIGGING AND LIFTING
A
A
WARNING
Exercise extreme care when moving the engine or its components. Never walk or stand directly under an engine or component while It Is suspended. Always consider the weight of the engine or the components involved when selecting hoisting chains and lifting equipment. Be positive about the rated capacity of lifting equipment. Use only properly maintained lifting equipment with a lifting capacity which exceeds the known weight of the object to be lifted. Disregarding this Information could resuH in severe personal injury or death. Table 1.10-1 shows the approximate dry weight of the VHP 12 Cylinder gas engines. Table 1 10-1 Engine Dry Weights ENGINE
WEIGHT Ibs.
kg
L510BG
20.500
9,300
L510BGSI
21,000
9,525
5108GL
21,000
9,525
L5790G
20,500
9,300
L5790GSI
21,000
9,525
5790GL
21,000
9,525
L7042G
20,500
9,300
L7042GSI
21,000
9,525
7042GL
21,000
9,525
WARNING
Always lift the engine using the approved lifting eyes. The VHP 12 cylinder gas engines are equipped with two pairs of lifting eyes, one pair on each cylinder bank. Lifting eyes are only meant for lifting the engine. Do not use to 11ft driven or auxiliary equipment that may be attached to the engine. Disregarding this Information could result in severe personal injury or death. The VHP 12 cylinder engine is equipped with two pairs of lifting eyes, one pair on each cylinder bank. A spreader beam (P/N 494363B), is needed for the proper method of lifting the engine. The lifting eyes are only meantfor lifting the engine. Do not use the lifting eyes to lift driven equipment that may be attached to the engine. CORRECT METHOD OF RIGGING AND LIFTING ENGINE Lifting chains should be positioned so that they do not rub or bind against parts of the engine. A properly rigged engine will be able to be lifted in such a manner that the chains will not damage the engine. See Figure 1 .10-1 and Figure 1.10-2 for examples of engine lifting.
A
WARNING
To avoid severe personal injury or death, follow approved rigging procedures to ensure that no undue strain is placed on the lifting eyes and hoisting chains/cable sling when the engine is raised. Use the proper spreader beam to avoid damage to the cylinder head studs.
Figure 1.10-1. Correct Method Of Lifting Engine - Side Views FORM 6248 First Ednion
1.10 -1
RIGGING AND LIFTING ENGINES
)
Figure 1.10-2. Correct Method of Lifting EngineRear View
)
)
1.10 - 2
FORM 6248 First Edition
SECTION 1.15 - GENERAL INFORMATION SECTION MAIN POINTS: • Overview of the overhaul and repair process, including general considerations before starting the work such as engine handling and removal. • Engine description, details and specifications. • Specialized engine tool list. • Conversion tables.
OVERHAUL/REPAIR PROCESS Overhaul is the complete disassembly, examination, repair or replacement of components, and reassembly of the entire engine. Repair deals strictly with individual engine components. When properly planned and executed, the overhaul and repair process can be effectively completed in a safe and timely manner.
PREVENTING ENGINE DAMAGE Throughout this manual CAUTIONS and NOTES emphasize procedural items which need to be carefully followed to avoid serious engine damage. Other points to remember are: • DO NT assume that procedures used for other engines also apply to the VHP engine series. DO be certain of procedures and information for this specific engine before starting the work. • DONT remove gears, pulleys and other related parts by prying or pounding. DO use the correct pullers or special tools. • DONT throw nuts and bolts into a Single box or container. DO identify and store nuts and bolts according to their proper assemblies. Different lengths and grades of bolts are used for specific purposes in certain applications. • DONT use parts from another engine. These. parts have wear-in patterns that may not match in another engine. DO use new parts, if replacement is necessary. • DONT try to compensate for torque wrench length· ening. DO use the correct tool and torque values.
• DONT check parts for precision fH if they are abnormally hot or cold. Temperature will greatly affect dimensions, especially large diameters. DO measure all parts at room temperature, or check composite assembly pieces at the same temperature. • DONT jump from one subassembly to another. DO complete each subassembly from start to finish. • DONT reassemble the engine in a contaminated parts cleaning area. DO keep the overall assembly area free from flying foreign particles which will settle on and contaminate the engine. Cover the exposed engine with a sheet of plastic at the end of each day. When a component is removed, seal the engine opening to prevent foreign material from entering the engine. • DO work in a safe environment. No job should be started if it cannot be finished safely and correctly.
HANDLING AND SHIPPING Whenever an overhaul of an VHP series engine is anticipated, a decision must be made to do the work on site or remove the engine to a mO$"'suitable overhaul facility. Factors which can effect your decision are: • Operational requirements of the user. What is the owner's turn-around time? • Adequate lifting equipment. Is the proper lifting equipment available? Can it be safely used on site? • Cleanliness of the site. A reasonably clean reas· sembly area will be required. • Proximity of an adequate overhaul facility. Realistically, most VHP series engine overhauls will be done on site. Practicality and customer requirements will be the determining factors. The VHP series engine was originally designed so that it could be easily serviced on site. Only the most unusual situations will require the removal olthe engine. lithe engine work will be done on site, then some external engine connections may not need to be disconnected. Common sense, practicality and safety need to be your guidelines in such a situation. However, if engine removal from the site is necessary, use the steps that follow.
• DO NT force parts together. DO look for burrs, foreign material or improper fHs if an assembly is difficult to put together.
)
• DONT inspect a part for precision fit if it is oil varnished, rusty or carbonized. DO clean parts first. True fits cannot be calculated until true, accurate measurements are taken. Keep records of the engine history for yourself and the customer.
FORM 6248 First Edition
1.15·1
GENERAL INFORMATION
A
WARNING
2. Disconnect driven equipment from the engine flywheel.
Use extreme care when working on or near engine installations. Make sure all fuel supply lines are CLOSED and all electrical power is OFF. Place all engine controls in the OFF position to prevent accidental restarting. If possible, lock all controls in the OFF position and take the key. Place a sign on the instrument panel advising that the engine Is being serviced. Never attempt any work on an engine while it is running. Disregarding this information could result in severe personal injury or death.
3. Drain and properly discard coolant from the engine and cooling system.
ENGINE REMOVAL
8. Remove any auxiliary instrument panels and supports. Disconnect wiring cables, fuel lines, throttle linkage and any other accessory controls as required.
A
WARNING
Fluids in the engine remain hot after the engine is shutdown. These hot fluids can cause severe burns. Use care when working with engine fluid connections. Wait until the engine and Its fluids cool down before proceeding with any service. Disregarding this information could result in severe personal Injury or death.
IA
CAUTION IBe sure to
follow the .. correct shutdown procedures before starting any work on the engine. When the engine is disconnected from its support equipment, be sure to seal all engine openings to prevent dirt and moisture from entering. DisregardIng this information could result in product damage and/or personal injury.
IA
CAUTION I
An approved engine .. shippmg Skid, designed to remain with the engine during any handling and shipping, should be used. This skid is available from Waukesha Engine. If this skid is already attached, do not remove It. If not present, arrange to get the skid to the site before engine removal is attempted. Disregarding this information could result in product damage and/or personal Injury.
4. Disconnect coolant lines from the inlet and outlet engine connections. 5. Drain and properly discard lubricating oil from the oil pan, filter and cooler. Disconnect the oil fi~er lines. 6. Disconnect or remove air intake equipment. 7. Disconnect engine exhaust connections.
A
WARNING
Never walk or stand under an engine or component while it is suspended. Always consider the weight of the engine or component and use only properly rated lifting equipment and approved lifting methods. Make sure the transport vehicle is adequate to handle the weights involved and can safely move the engine. Disregarding this information could result in severe personal injury or death. NOTE: See Section 1.02 of this manual for correct lifting methods and component weights.
CAUTION I I A=:......:=...:..:;;....;;..:.=...;:...:...J.
Follow approved rigging procedures so that no undue strain is placed on the lifting eyes and hoisting chains/cable sling when the engine is raised. Use the proper lifting device to avoid product damage and/or personal injury.
.L .:: ..
9. USing a suitable lifting device carefully lift engine as required.
NOTE: Tag al/ electrical, pneumatic, fuel, coolant and lubrication oi/lines to ensure correct reassembly.
1. Check the installation for potential problems. If problems are found, ensure that corrections are made before the engine is reinstalled. Consu~ the Waukesha Engine Installation Manual, Form 1091-1 thru 8, and the VHP 12 cylinder gas engine Installation Drawings for installation recommendations.
1.15 - 2
)
FORM 6248 First Edition
)
GENERAL INFORMATION SERIAL NUMBER AND ENGINE NAMEPLATE The engine model, size, specification, serial, and governing speed numbers are stamped on a nameplate (see Figure 1.15-1 and Figure 1.15-2). This nameplate is mounted on the left side of the crankcase just below the No. 1L cylinder head.
When requesting information about the engine or parts, ~ is important to reference both the engine model number and serial number. If the nameplate is defaced or detached, the serial number can be obtained directly from the crankcase. It is stamped on the left firing deck, just forward of the No. 1L cylinder head.
Figure 1.15-1. Nameplata - Currant Production
Figure 1.15-2. Nameplate - Previous Production
, )
FORM 6248 First Edition
1.15 - 3
GENERAL INFORMATION ENGINE IDENTIFICATION VIEWS RIGHT SIDE VIEW
)
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.
Exhaust Manifold Assembly, (Right Bank) Jacket Water Pump Governor Governor Speed Control Hand Lever Vibration Damper Lube Oil Pump Magneto Drive Water Drains (Right Bank) Magneto Adapter CEC Ignition Module Regulator, Prechamber Manifold
12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
Lube Oil Dipstick (Right Bank) Regulator, Gas (Right Bank) Cariburetor (Right Bank) Manual Shutdown Lever Lube Oil Strainer Engine Leveling Bolts (Right Bank) Lube Oil Drain (Right Bank) Control Panel (Right Bank) ExhaustThermocouple Assembly Engine Ignition Power 24 von DC Thermocouple Control Box! CEC Ignition Junction Box
) Figure 1.15-3. Right Side View - 12 CylinderVHP GL
1.15-4
FORM 6248 First Edition
GENERAL INFORMATION LEFT SIDE VIEW
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Thermostat Cluster Housing Waler Manifold Venturi Extractor Exhaust ManHold Assembly, (Left Bank) Lube Oil Filler Flywheel and Housing Manual Barring Device Lube Oil Drain (Left Bank) Lube Oil Pan Access Doors (Left Bank) Engine Jacket Water Drains (Left Bank)
11. 12. 13. 14. 15. 16. 17. 18. 19.
Lube Oil Pan Regulator, Gas (Left Bank) Lube Oil Dipstick (Left Bank) Crankcase Engine Leveling Bolts (Left Bank) Prelube Pump and Motor Crankcase Breather (2) Safety Guarding Control Panel (Left Bank)
Figure 1.15-4. Left Side View - 12 CylinderVHP GL
)
FORM 6248 First Edition
1.15 - 5
GENERAL INFORMATION REAR VIEW
)
)
1. 2. 3. 4. 5.
Flexible Exhaust Connection Wastegates (2) Turbochargers (2) Lifting Eyes (4) (2 each front and rear) Cylinder Head Assemblies (12)
6. 7. 8. 9. 10. 11.
Air Cleaners (2) Prechamber Manifolds (2) Intake Manifolds (2) Carburetors (2) Intercooler Auxiliary Pump Inlet
Figure 1.15-5. Rear View -12 CylinderVHP GL
1.15 - 6
FORM 6248 First Edition
GENERAL INFORMATION BASIC ENGINE DESCRIPTION The Waukesha VHP 12 cylinder gas engine series has the following models; L5108G/GSI, 5108GL, L5790G/GSI, 5790GL, L7042G/GSI, and 7042GL. Engines designated "G", are naturally aspirated. Engines designated "GSI" are turbocharged and intercooled. Engines designated "GL" are turbocharged, intercooled and lean combustion. All engines are four cycle and rotate in the standard counter-clockwise direction, as viewed from the rear (flywheel) end. The 12 cylinders are arranged in a V-configuration, six on each bank. The crankcase is a single piece, rigid gray iron casing. The main bearings are replaceable. The main bearing caps are held in place with vertical studs and lateral tie bolts. The counterweighted crankshaft is made of forged steel and has seven main bearing journals. Each engine is equipped with viscous vibration dampers. There are 12 interchangeable cylinder heads, each with two Stellite® faced intake and two Stellite® faced exhaust valves. Both exhaust and intake valve seat inserts are also Stellite® faced. Roller type valve lifters and hydraulic push rods are standard. The camshaft consists of two individual segments. The connecting rods are made from drop forged steel and are rifle drilled. The cylinders have replaceable wet cylinder sleeves. The pistons are aluminum alloy with full floating piston pin. The flywheel is machined and has a ring gear attaChed. The exhaust driven turbocharger compresses intake air. This charged air is cooled in the intercooler then enters the carburetor and mixes with pressurized fuel gas. The turbocharged air/fuel mixture enhances the engine's power and performance. The pressurized lubricating system consists of an oil sump, gear driven pump, piping network, filters, strainers and cooler. The full flow oil filter is externally mounted, separate from the engine. The system also consists of an externally mounted oil cooler. The cooling system has two water pumps. The main water pump is belt driven and circulates the jacket water of the engine. The other belt driven pump, the auxiliary water pump, circulates water for the oil cooler and the intercooler. The engine jacket, cylinder heads, exhaust manifold, turbocharger, oil and charged intake air are all water cooled. NOTE: "Stellite® is a registered trademark of Stoody De/oro Ste//ite, /nc."
)
FORM 6248 First Edition
1.15-7
GENERAL INFORMATION SERVICE TOOLS LIST Table 1.15-1 lists the available tools to perform the tasks indicated on VHP 12 cylinder gas engines. In
some instances, substitute items may be used, but only if specifically approved by Waukesha. To order these special tools, contact your local Waukesha Engine Distributor.
)
Table 1.15-1. Service Tools WAUKESHA TOOLP/N 1671640
TOOL DESCRIPTION Spark Plug Socket/Ext. (1 inch socket wnh 10 inch extension, for Shielded, eSA wI EM. coils)
474001
Camshaft Bearing Rollout Tool
474003
Reducer
474005
Stop Sleeve
474007
Prechamber Removing Collet (5108GL only)
474008
Screw Extractor
474013
Water Pump Kit
474016
VHP V- BeitTester
474018
Pistoo Puller (8.5 inch bore)
474019
Piston Puller
474020
Valve Seat Installer
474023
Spark Plug Carrier Tool (CSA)
475000
Infrared Thermometer
475004
Control Display Unn
475005
Digital Thermometer
475006
Spark Plug Gapper
475007
Oxygen Analyzer
WAUKESHA TOOLP/N
TOOL DESCRIPTION
494235
Flexible Cylinder Hone
494236
Flexible Cylinder Hone
494255
Valve Spring Compressor
494292
Crankshaft Deflection Gauge
494256
Digital Pyrometer
494257
Valve Guide Remover
494258
Slack Tube Manometer
494261
VHP Hand Tool Kit
494262
Depth Gauge
494264
Adapter kn
494266
Socket
494267
Extension
494268
Socket
494269
Torque Multiplier
494272
Torque Wrench
494273
Torque Wrench
494276
Digital Tachometer
494277
Valve Grinder
494278
Dial Indicator
494014
VaNe Seat Grinding Stone (20 0 Seat Angle Stone)
)
475015
Filter (Box Of Ten)
475019
Torque Wrench
475020
Standard Borescope Kit
475022
DC Battery Pack
494305
Valve Seat Grinding Stone (30 0 Seat Angle Stone, Current Wide Bridge Heads)
475023
AC/DC Ught Source Cable
494283
Magnaflux@ Dye Penetrant Kit
475025
Deluxe Borescope Kit
494264
Bottom Plate
475026
Regulator Adjuster
494286
Bottom Plate
475028
Digital Manometer/Calibrator Kit
494287
Valve Adjusting Wrench
475032
CEe Ignition Tester
494286
Dial Indicator Kit
475037
Spark Plug Socket (NEW) \1/8 inch Socket wtrubber insert) (Deeigned to fit over standard and CSA spark plug extension)
494289
Spark Plug Carrier Tool (Non CSA)
494290
Prechamber Remover
494019
Piston Ring Spreader
494292
Deflection Gauge
494023
AdapterKn
494331
Valve Guide Machining Tool
494029
O-Ring Lube
494335
Valve Seat Installation Tool
494085
Piston Ring Compressor (8-1/2 inch bore)
494336
Inducllon Timing Light
494086
Piston Ring Compressor
494344
Pilot
494087*
Spark Plug Thread and Seat Cleaner (18 mm)
494345
Exhaust Probe
494152
Piston Ring Compressor
494346
Exhaust Probe
494208
Pistoo Ring Compressor (9-3/8 inch bore)
494357
Oxygen Analyzer
494215
Gas Compression Gauge
494358
Carbon Monoxide Analyzer
494217
Compression Tester Adapter (18 mm)
494360
Emissions Accessory Kit
494227*
Explosion Proof Timing Ught
494363B
Spreader Beam
494234
Cylinder Deglazing Hone
494364
Main Bearing Installation Tool
(Continued) 1.15 - 8
FORM 6248 First Edition
GENERAL INFORMATION WAUKESHA TOOL PIN
TOOL DESCRIPTION
494366
Main Bearing Installation Tool
494365
Main Bearing Installation Tool
494365
Seal Removal Tool
494368
Oxygen Cell
494389
Span Gas Bottle
494421
Spark Plug Gapping Tool
494422
Spark Plug Gapping Tool
494498
Piston Pin Retaining Plier
499233
Cylinder Sleeve Puller
499953
Valve Guide Reamer
FORM 6248 First Edition
1.15 - 9
GENERAL INFORMATION ENGINE STANDARDS COMPONENT WEIGHTS Table 1.15-2. VHP 12 Cylinder Gas Engine Component Weights COMPONENTS
Ibs.
COMPONENTS
kg
Ibs.
kg
Air Duct
53
24
Intercooler, Without Bracket or Piping
369
177
Camshaft Cover
198
90
Intercooler Assembly w/Bracket
423
192
Camshaft Gear
32
15
Magneto Drive Assembly
92
41
Camshaft
114
52
Magneto Drive Gear
78
35
Carburetor
24
11
Mannold, Exhausl
92
42
Cover, Gear
157
71
Manoold, Intake
6B
39
Connecting Rod Assembly
62
28
Crankcase w/Main Bearing Caps/Studs! Nuts and Camshaft Bearing Caps
4965
2252
Crankshaft Assembly
1828
829
Cylinder Head
195
89
Cylinder Liner (Sleeve)
63
28
Front Vibration Damper
303
137
Rear Vibration Damper
112
51
Elbow. Turbo Inlet R.B.
34
15
Elbow, Turbo Inlet L.B.
35
16
Elbow, Turbo Exhaust
7
3
Extractor, Venturi
15
7
Housing, Gear
138
63
Housing, Flywheel, Front Section
202
97
Housing, Flywheel, Rear Section
107
49
wI Ring Gear
878
39B
Governor Assembly
52
24
Idler Gear,
27
12
Flywheel
1.15 - 10
Mannold, WatBr
102
46
Manifold, Prechamber
30
14
Oil Cooler 8 inch
493
224
Oil Cooler 10 inch
664
301
Oil Filter
254
115
Oil Pump
123
56
Oil Pan
1790
812
Piston
33
15
Piston Pin
12
6
Pulley, Rear Crankshaft
81
37
Regulalor, Gas (Fisher 99)
78
35
Skid, Shipping
46B
211
Turbocharger
67 (MAX)
30
Thermostat Housing Assembly
67
30
Carburetor
24
11
Water Pump, Main
101
46
Waler Pump, Auxiliary
44
20
FORM 6246 First Edition
GENERAL INFORMATION CLEARANCES The clearances section of the manual contains both new part tolerances as well as field condemning limits. These part tolerances are published to establish engine ratings and warranty limitation on liability of new engines and service parts. Wear limits are published as guidelines for engine overhaul and repair. These guidelines can be the basis for the reuse of parts which, though worn, still retain service life at a reduced performance rating. Waukesha Engine Division emphasizes that these wear limits are guidelines and, as such, must be used with discretion and with the understanding that new engine performance may not be achievable.
CAUTION I I.=A=......;;..;;..~;...........;...."-~. .
While Waukesha Engine does not recommend the reuse of pistons during engine overhauls, we recognize that this Is a common field practice. Pistons experience a combination of mechanical and thermal cyclic stresses during operation. Aluminum piston life is unknown beyond recommended overhaul. If and when end users make the decision to reuse pistons, inspection steps need to be taken to minimize failure risks. Contact your authorized Waukesha distributor for assistance. Disregarding this information could result In product damage and/or personal injury.
L.
Waukesha Engine Division's position for these wear limits is that the reuse of an engine part that does not meet the new part specifications is solely the responsibility of the person making the inspection and repair. Under no circumstances is the reuse of any part exceeding the following wear limits justified. Waukesha Engine Division assumes no liability for any damage which may occur through the reuse of engine parts which fall outside of the new part tolerances.
)
FORM 6248 First Edition
1.15 - 11
GENERAL INFORMATION TORQUE SPECIFICATIONS
)
GENERAL TORQUING SEQUENCE PROCEDURE The sequence in which capscrews, bolts and nuts are tightened influence the distribution of fastener clamp load. Parts that use several fasteners such as cylinder heads, flywheels, oil pans, water pumps, cover plates, etc. must have the fasteners tightened (or loosened) gradually and in a specific sequence. This is necessary to avoid the excessive uneven loads that can cause gasket leakage, or the locking and warpage that cause damage to the parts during assembly or disassembly. If a special torquing sequence diagram is not available, the following procedure should be used.
NON-CIRCULAR MULTI-BOLT
CIRCULAR FOUR-BOLT
First, assemble all the fasteners loosely and align and adjust the part as required to assure proper alignment with mating parts and to eliminate possible interference with adjacent parts, then begin torquing sequence. The torquing of fasteners to their torque specifications should be done in a minimum of three steps, with no more than 50 percent of the final required torque being applied in the initial step. The fasteners should be tightened in a criss-cross or diagonal pattern, as shown in Figure 1 .15-6 and Figure 1.15-7, to distribute the fastener load evenly throughout the part. Use the same sequence of torquing for each subsequent step until each fastener is torqued to it's torque specification. To loosen or remove the fasteners, the procedure should be done in reverse. THREAD LUBRICATION FOR TORQUE FASTENERS Use only SAE 30 engine lubricating oil as a thread lubricant on those fasteners that have been assigned specific torque values.
IA
CAUTION IDo not use Molykote-
Paste G®, Bostlk Never Seez® or any other special thread lubricant unless specifically instructed to do so by Waukesha Engine Division. Disregarding this information could result in product damage and/or personal InJury.
.L .:: . ::::::::---'--_ . _- ' - _ - ' .
23 FRONT
17
15
9
7
o
o
1
3
4
2
o CIRCULAR MULTI-BOLT
0
SQUARE FOUR-BOLT
Figure 1.15-6. Torque Sequence For Multi-Bolt Patterns
Special thread lubricants such as Molycote® Paste G or Bostik Never Seez® reduce the friction on the threads so much that the actual torque on the fastener may exceed the actual torque wrench indication by as much as 41 percent. This over-torquing puts an excessive strain on the fasteners, which could be critical on such fasteners as the capscrews and studs that attach VHP cylinder heads. Also when working on a crankcase that has been hot-tank cleaned, be sure to generously apply engine oil on all studs that were hot-tanked as part of the crankcase assembly.
3
5
11
13
19
21
or,")
REAR
I
oL...J~ 22
20
\a{
\a{
2
8
10
16
18
24
Figure 1.15-7. Manifolds, Headers, etc.
1.15 - 12
)
FORM 6248 First Edition
)
GENERAL INFORMATION CRITICAL ENGINE TORQUE VALUES Table 1.15-3 lists critical fastener torque specifications for current VHP 12 cylinder gas engines. Fasteners not listed here should be tightened according to the general torque specifications listed in this manual. Table 1.15-3. 12 Cylinder VHP Torque Values ft-lb
N·m
Cylinder Heads (see Figure 1.15-8 for special torque sequence) 1 inch capscrews
625 - 650
847 - 881
Main Bearing caps (see Figure 1.15-10 for special torque sequence*) Elastic Stop Nuts 3/4-16 Cross-tie Capscraws 3/4-10
271 - 279 242 - 250
367 - 378 328 - 339
DESCRIPTION
50
BB
Connecting Rod Capscraws 5/8-18 (see Figure 1.15-9 for speciai torque sequence") (Series 205504 and 205507)
150 - 190
244 - 257
Camshaft Gear Nut 1-1/2-12
432 - 450
587 - 610
Main Bearing Studs (in crankcase)
22 - 24
30-33
Idler Gear Spindle Nut, 1-1/2-12 (in crankcase, LH thread) (use LocIfte® #271 on threads)
775 -780
1017 - 1058
Oil pump hollow idler spindle capscrew and nut, 3/4-16
300 - 325
407 - 441
Camshaft Bearing Capscrews 3/8-16
Oil pump cover capscrews
26 - 30
35 - 41
Vibration Damper Capscrew 1/2-13 (vibration damper 10 pulley)
87-92
118 - 125
410
55B
Crankshaft End Plate capscrews r i Stub Shaft Plate 10 stub shaft capscrews and nut 5/8-11
157 - 160
213-217
Plate to flywheel capscrew, 3/4-10
275 - 285
373 - 3B6
Flywheel to crankshaft capscrews 5/8-18
171 - 175
232 - 237
Oil Pan Capscraws 1/2-13 (QIy 6)
52 - 56
71 -76
5/8-11 (QIy 2)
108 - 112
146 - 152
3/4-10 (QIy 28)
204 - 208
277 - 282
Rocker Arm Cover Capscraws 1/2-13
55-60
75 - 81
Rocker Arm Support capscrews 1/2-13
55- 60
75 - 81
Valve Ufter Screw (fixed Iype only) 9/16-18 Crankshaft Counterweight Capscrews-7/8-14
Oil Filter Cover Bolts Spark Plugs (18 - 1.5 mm)
Spark Plug Carriers-
IA CAUTION IStainless stset prechamber sesl (PIN 2095620) must be u _ with theprechamber cup when torquing the spark plug carrier to 275 - 280 1t4b (373 - 380 N'm) (with FEL-PRO® C5-A®, Part No. 51005 anti-seize compound applied to threads) or damage to equipment will rasuH.
Gas Admission Valve- (PIN 211587A used with stainless steel washer PIN 28357)
55-60
75 - 81
463 - 500
655 - 678
33-37
47- 50
40 - 45 (dry)
54 - 61 (dry)
275 - ~80 (w~ FELPRO C5-A ,Part No. 51005 anti-seize
373 - ~ (~ FELPRO C5-A ,Part No. 51005 anti-seize
compound apried to
compound applied to
threads
threads)
65 -70
88-95
195 - 200
284 - 271
In-Ib
N'm
43-45
4.88 - 5.08
Water Pump Impeller Impeller Nut 1-14 Pulley Nut 1-14
Holding one nut, torque other nut to: DESCRIPTION CEC liming Disc Nylok Capscrews (Current Production)
NOTE: All torques oiled uniBss specified. * Refer to following diagrams and instructions for torquing procedures for connecting rods and main bearing caps. ~ Torque the end plate capscrews to 410 ft-lb (556 N·m). Repeat the torque sequence as necessary. Each time the sequence is repeated, /he assembly is driven further up onto the tapered pulley sleeve. The assembly is properly tightened only after ful/torque is applied to each boH without any rotation of /he torque wrench. Check torque annually. - Check counterweight torque ao to 60 days after start up and then annually. - Previous torque values for spark plug carriers was 90 - 95 ft-Ib (41 - 43 N·m) (wfth FEL-PRO® C5-A®, Part No. 51005 anti-seize compound applied to threads). A copper prechamber seal (PIN 2095628) was used with /he prechamber cup. --. Torque values for previous admission valves are discussed in sa 9-2574A, dated February 15, 1994.
FORM 6248 First Edition
1.15 -13
GENERAL INFORMATION CYLINDER HEAD TORQUING PROCEDURE When being installed, cylinder heads should always be torqued in the proper sequence illustrated, using new gaskets. Lubricate cap screws and washers with SAE 30 engine oil. First, hand secure capscrews in positions 1 and 2 (see Figure 1.15-8), making sure that the head dowels are seated. Hand start the remaining screws. The first time through the torque sequence use 25 percent of the total torque value; each succeeding time through the torque sequence increase the torque setting by 25 percent of total torque value until final torque of 625 - 650 ft-Ib (847 - 881 N·m) is reached. In order to be sure of proper torque, the torque sequence should again be repeated with the torque wrench set to the total torque value. Do not overtorque. If any screws are overtorqued by 20 ft-Ib (27 N·m), reduce torque on all screws to 75 percent of total torque and repeat the entire torquing sequence. EXHAUST VALVE BORES WATER OUTLET ELBOW CONNECTION
Table 1.15-4. Cylinder Head Capscrews INITIAL TORQUE (CAPSCREW OR 1" STUD)
RETORQUING (CAPSCREW OR 1" STUD)
7/8 INCH STUD
625 - 650 ft·lb (847 - 881 N·m)
550 - 575 ft-Ib (746 - 779 N'm)
446 - 450 ft-Ib (605 - 610 N·m)
)
CAUTION I I =~;;.;;....;;..::;...;~;:;.,::....:.J. :A
Do not intermix studs and capscrews to secure a cylinder head or damage to equipment will result.
1..._: . :: .
CONNECTING ROD CAPSCREW TORQUING PROCEDURE (PIN SERIES 205407 AND 205507) A. Lubricate the the threads, and under the heads, offourferry head connecting rod capscrews with SAE 30 engine oil. B. Locate the number "1" stamped in the connecting rod cap. Hand tighten a capscrew in this hole first. Hand tighten the remaining capscrews in positions 2 thru 4 (see Figure 1.15-9). C. Following the same numerical sequence, torque the capscrews to 50% of the final torque value.
•
D. Repeating the torque sequence, torque the capscrews to a final torque value of 180 - 190 ft. Ibs. (244 - 257 N·m).
o
)
1
I"'""
11
A /
INTAKE VALVE BORES
CYUNDER HEAD
Figure 1.15-8, Cylinder Head Capscrew Tightening And Torquing Sequence (1 - 8)
Retorquing after running the engine at idle or after load testing is not required. If retorquing for any reason, use a value of 550 - 575 ft-Ib (746 - 779 N·m) to compensate for the set which the head gasket takes (see Table 1.15-4).
,
][
-
"-
RODCAP
, )
Figure 1.15-9. Connecting Rod Cap Capscrew Tightening Sequence (Series PIN 205407 and 205507)
1.15 -14
FORM 6248 First Edition
GENERAL INFORMATION MAIN BEARING CAP TORQUING PROCEDURE This torque sequence should be used on previous engines as well as current production ones.
NOTE: Generously apply engine oi/ to main bearing cap studs, nuts and side bolts immediately before installing them. Apply 3M Scotch Grip ~ Industrial Adhesive EC 847, or equivalent, to both sides of the side bolt washers to prevent lube oi/leaks. 1. Refer to Figure 1.15-10 and torque nuts 1 through 4 (in that order) to 75 ft-Ib (102 N·m). If installing replacement caps that will be align bored, torque to only 30 ft-Ib (40 N·m). When installing more than one cap, torque nuts 1 through 4 to 75 ft-Ib (102 N·m) on all caps before torquing side bo~s.
LEFT SIDE OF ENGINE 5
FRONT OF ENGINE
6
Figure 1.15-10. Main Bearing Cap Tlghtenlng/Torqulng Pattern - As Viewed From Underside Of Crankcase
2. Torque all left side bolts (5) to 250 ft-Ib (339 N·m), starting from the front of the engine. 3. Torque all right side bo~s (6) to 250 ft-Ib (339 N·m) starting from the front of the engine. 4. Torque nuts 1 through 4 to 275 ft-Ib (373 N·m) to two steps: first 175 ft-Ib (237 N·m), and then 275 ft-Ib (373 N·m).
)
FORM 6248 First Edition
1.15 - 15
GENERAL INFORMATION GENERAL TORQUE RECOMMENDATIONS the values specified below are to be used only in the absence of specified torquing instructions and are not to be construed as authority to change existing torque values. A tolerance of ±3 percent is permissible on these values, which are for oiled threads.
..
Table 1 15-5 US Standard Capscrew Torque Values
SIZEj THREADS PER INCH THREADS 1/4-20
G
@ I'
Grade 1 or2
Grade 5
GradeS
TORQUE In-lb (N·m)
TORQUE In-Ib (N·m)
TORQUE In-lb (N·m)
0
SAE GRADE NUMBER
DRY
OILED
PLATED
DRY
OILED
PLATED
DRY
OILED
PLATED
62 (7)
53 (6)
44 (5)
97 (11)
60 (9)
159 (18)
142 (16)
133 (15)
124 (14)
1/4-28
71 (8)
62 (7)
53 (6)
124 (14)
106 (12)
97 (11)
168 (19)
159 (18)
133 (15)
5/16-18
133 (15)
124 (14)
106 (12)
203 (23)
177 (20)
168 (19)
292 (33)
265 (30)
230 (26)
5/16-24
159 (18)
142 (16)
124 (14)
230 (26)
203 (23)
177 (20)
327 (37)
292 (33)
265 (30)
3/8-16
212 (24)
195 (22)
168 (19)
372 (42)
336 (38)
301 (34)
531 (60)
478 (54)
416 (47)
ft-lb (N·m)
ft-Ib (N·m)
ft-Ib (N·m)
3/8-24
20 (27)
18 (24)
16 (22)
35 (47)
32 (43)
28 (38)
49 (66)
44 (60)
39 (53)
7/16-14
28 (38)
25 (34)
22 (30)
49 (56)
44 (60)
39 (53)
70 (95)
63 (85)
56 (76)
7/16-20
30 (41)
27 (37)
24 (33)
55 (75)
50 (68)
44 (60)
78 (106)
70 (95)
62 (84)
1/2-13
39 (53)
35 (47)
31 (42)
75 (102)
68 (92)
60 (81)
105 (142)
95 (129)
84 (114)
41 (56) .
37 (50)
33 (45)
85 (115)
77 (104)
68 (92)
120 (163)
108 (146)
96 (130)
51 (69)
46 (62)
41 (56)
110 (149)
99 (134)
88 (119)
155 (210)
140(190)
124 (168)
1/2-20 9/16-12 9/16-18
55 (75) .
50 (68)
44 (60)
120 (163)
106 (146)
96 (130)
170 (230)
153 (207)
136 (184)
5/8-11
63 (113)
75 (102)
66 (89)
150 (203)
135 (183)
120 (163)
210 (285)
169 (256)
168 (228)
5/8-18
95 (129r
68 (117)
76 (103)
170 (230)
153 (207)
136 (184)
240 (325)
216 (293)
192 (260)
3/4-10
105 (142)
95 (130)
84 (114)
270 (366)
243 (329)
216 (293)
375 (508)
336 (458)
300 (407)
3/4-16
115 (156)
104 (141)
92 (125)
295 (400)
266 (361)
236 (320)
420 (569)
378 (513)
336 (456)
395 (535)
356 (483)
316 (428)
605 (820)
545 (739)
484 (856)
540 (732)
7/8-9
160 (217)
144 (195)
128 (174)
7/8-14
175 (237)
158 (214)
140 (190)
435 (590)
392 (531)
348 (472)
675 (915)
608 (824)
590 (BOO)
531 (720)
472 (640)
910 (1234)
819 (1110)
728 (987)
660 (895)
594 (605)
528 (716)
990 (1342)
891 (1208)
792 (1074)
1.0-8
235 (319)
212 (287)
188 (255)
1.0-14
250 (339)
225 (305)
200 (271)
NOTE: Dry torque values are based on the use of clean. dry threads. O;1ed torque values have been reduced by 10% when engine oil is used as a lubricant. Plated torque values have been reduced by 20% for new plated capscrews. Gapscrews which are threaded into aluminum may require a torque reduction of 30% or more. The conversion factor from ft-lb to in-lb is ft-Ib x 12 equals in-lb
1.15 - 16
FORM 6248 First Edition
)
GENERAL INFORMATION ENGLISH/METRIC CONVERSIONS Table 1.15-6. English To Metric Formula Conversion Table CONVERSION
FORMULA
EXAMPLE
Inches to Millimeters
Inches and any fraction in decimal equivalent multiplied by 25.4 equals millimeters.
2-5/8 in. = 2.625 x 25.4 = 66.7 mm
Cubic Inches to Litres
Cubic inches multiplied by 0.01639 equals litres.
93S8 cu. in. = 93S8 x 0.01639 = 153.91itres
Ounces to Grams
Ounces multiplied by 28.35 equals grams.
21 oz. = 21 x 28.35 = 595.4 grams
Pounds to Kilograms
Pounds multiplied by 0.4536 equals kilograms.
22,550 lls. = 22,550 x 0.4538 = 10.228.7 kg
Inch Pounds to Newton-meters
Inch pounds multiplied by 0.11298 equals Newton-meters.
360 in-Ib = 360 x 0.11298 = 40.7 N'm
Foot Pounds to Newton-meters
Foot pounds multiplied by 1.3558 equals Newton-meters.
145 ft-Ib = 145 x 1.3558 = 196.6 N'm
Pounds per Square Inch to Kilograms per Square Centimeter
kilograms per square centimeter.
45 psi = 45 x 0.0703 = 3.2 kg/cm2
Pounds per Square Inch to Kilopascals
Pounds per square inch multiplied by 6.8947 equals kilopascal.
45 psi = 45 x 6.6947 = 310.3 kPa
Fluid Ounces to Cubic Centimeters
Fluid ounces multiplied by 29.57 equals cubic centimeters.
8 oz. = 8 x 29.57 = 236.6 cc
Gallons to Utres
Gallons multiplied by 3.7853 equals Inras.
148 gal. = 148 x 3.7853 = 580.2 litras
Degrees Fahrenheit to Degrees Centigrade
Degrees Fahrenheft minus 32 divided by 1.8 equals degrees Centigrade.
212" F - 32+ 1.8 = 100" C
Pounds per square inch multiplied by 0.0703 equals
Table 1.15-7. Metric To English Formula Conversion Table. CONVERSION
FORMULA
.. EXAMPLE
Millimeters to Inches
Millimeters muniplied by 0.03937 equals inches.
67 mm = 67 x 0.03937 = 2.6 in.
Utres to Cubic Inches
Utres multiplied by 61.02 equals cubic Inches.
153.8 L = 153.8 x 61.02 = 9384.9 cu. in.
Grams to Ounces
Grams multiplied by 0.03527 equals ounces.
595 G = 595 x 0.03!;W = 21 oz.
Kilograms to Pounds
Kilograms muniplied by 2.205 equals pounds.
10,228 kg = 10,228 JI< .2.205 = 22,55t\lbs.
Newton-meters to Inch Pounds
Newton-meters multiplied by 8.85 equals inch pounds.
40.7 N·m = 40.7 x 8.85 = 360 in-Ibs.
Newton-meters to Foot Pounds
Newton-meters multiplied by 0.7375 equals foot pounds.
197 N'm = 197 x 0.7375 = 145ft-lb
Bar to Pounds per Square Inch
Bar multiplied by 14.5 equals pounds per square inch.
685 Bar = 685 x 14.5 = 9,932.5 psi
Kilograms per Square Centimeter to Pounds per Square Inch (psi)
Kilograms multiplied by 14.22 equals pounds per square inch.
3.2 kg = 3.2 x 14.22 = 45.5 psi
Kilopascals to Pounds per Square Inch (psi)
Kilopascals multiplied by 0.145 equals pounds per square inch.
310 kPa = 310 x 0.145 = 45 psi
Cubic Centimeters to Fluid Ounces
CubiC centimeters multiplied by 29.5 equals fluid ounces.
238 cc = 236 x 29.5 =8 oz.
Utres to Gallons
Litras muttiplied by 0.264 equals gallons.
580L = 580 x 0.284 = 147.8 gal.
Degrees Centigrede to Degrees Fahrenhen
Degrees Centigrede multiplied by 9/5 plus 32 equals Degrees Fahrenheft.
100" C = 100 x 9/5 + 32 = 212" F
)
FORM 6248 First Edition
1.15-17
GENERAL INFORMATION INDEX OF SEALANTS, ADHESIVES AND LUBRICANTS The following is a list of sealants, adhesives and lubricants (see Table 1.15-8) required to perform the tasks in this manual. Where possible, brand names are included with the task. When they are not, this index
may be used to match the general description to a specific product or its equivalent (ie. pipe sealant Perma Lok® Heavy Duty Pipe Sealant with Teflon® or its equivalent). Waukesha does not endorse one brand over another. In all cases, equivalent products may be substituted for the brand name listed. All part numbers listed are the manufacturer's numbers.
=
)
Table 1.15-8. Sealants, Adhesives, And Lubricanta
NAME USED IN TEXT High Temperature Anti-seize compound
BRAND NAMEJDESCRIPTION FEL-PRO® C5-A®, Part No. 51005 or Locti1.® Anti-Seize 767/ Copper based anti-seize compound
Anti-Seize
Bostik Never Seez® Anti-Seize and Lubricating Compound/Nickle based anti-seize compound
Black Silicone
G.E. Silmata .... Silicone Rubber
Bluing Agent
Magnaflux® Products: Penetrant (SKL-HF/S) Developer (SKD-NF-ZP-98) Cleaner/Remover (SKC-NF/ZC-7B)
Bluing Paste
Permatex® Non Drying Prussian Blue (mfg. by Loctite® Corporation)
Ceramic bonded high temperature solid film lubricant
Lube-Lok® 1000 or equivalent
Cleaning Solvent/Mineral Spirits
Amisol® Solvent (mfg. by Standard Oil)
Dielectric Silicone Grease
Dow Corning DC-200, G.E. G-624, GC Electronics 25
Engine Oil
See Lubricating Oil
Epoxy Seatant
Scotch Weld ~ No. 270 B/A Black Epoxy Potting Compound/Adhesive, Part Nos. A and B (3M 10 No. 62-3266-7430-6 (PA)
Gasket Adhesive
Scotch Grip~ 847 Rubber and Gasket Adhesive (mfg. by 3M), 3M 10 No. 62-0847-7530-3
Heavy Lube Oil
Vactra® 8OW90 Gear Oil (mfg. by Mobil)
UquidSoap
Dove® Dishwashing Liquid
Lithium Grease
See Molycote® Paste G
Locquic® Primer "T"
Item No. 74756 (mfg. by Loctite® Corporaflon)
Loctite® 242
Loctite® Item No. 24241/a blue coiorecl removable thread locking compound
Loctite® 271
Loctite® Item No. 27141/a red colored thread locking compound
Loctite® Compound 40
Loctite® Item No. 64041 /High Temperature Retaining Compound 40
Loctite® Hydraulic SeaJant
Loctne® Item No. 56941
)
Loctne® RC ~ /809
Locti1e® ~em No. 80931
Loctite® 620
Locti1.® Item No. 620/High Temperature Retaining Compound
Lubricating Oil/Engine Oil
New oil of the type used in the crankcase
Magnaflux®
See Bluing Agent
Molycote® Paste G
Dow Coming Molycote® Paste G or CITGO Uthoplex® Grease NLGI No.2 Product Code 55-340/ a molybdenum-based grease
D-ring Lubricant
Parker Super O-Lube®/dry silicone lubricant
Permatex® No. 3D Aviation FormA-Gasket® Sealant Uquid
Loctite® Item No. 3D
Permatex® No.2 Form-A-Gasket® Sealant
Loctite® Item No. 2C
Pipe Sealant
Perma Lok® Heavy Duty Pipe Sealant wtth Teflon®, Item No. LH050
Stellne®
Stellite® is a registered trademark of Stoody Deloro SteUite, Inc.
WD-4O®
WD-40® is a registered trademark of the WD-40@ Company.
1.15 -18
FORM 6246 First Edition
GENERAL INFORMATION SPLIT RING WASHER USABILITY CRITERIA Split ring washers are washers that, once compressed, keep an outward pressure applied on screw threads allowing friction to hold them in place. Depending on the location and application, these washers may be suitable for re-use. Do not re-use split ring washers that have flattened due to high temperatures or over-use (see Figure 1.15-11). If you are not sure if a split ring washer is suitable for re-use, replace it with a new one.
@ @ E::li23 DO NOT RE-USE
E%:3 RE-USE
Figure 1.15-11. SplH Ring Washers During overhauls, and on all components subjected to high temperatures, Waukesha recommends replacing split ring washers.
)
FORM 6248 First Edition
1.15 -19
GENERAL INFORMATION
)
1.15 - 20
FORM 6248 First Edition
SECTION 1.20 - SPECIFICATIONS SPECIFICATIONS
GEAR TOOTH WEAR - GENERAL
The following tables cover the minimum and maximum specifications for parts requiring inspection during routine maintenance or overhauls. The tables also appear in the tasks where the inspection criteria is required. Parts not meeting the specifications listed should be replaced. This section does not cover all components, but rather lists the most common wear parts and their allowable tolerances. All parts should be inspected for damage or wear whenever they are removed. Any questions on whether a part not covered in this section is suitable for reuse should be referred to Waukesha Engine Division, Service Operations.
After a gear train has initially worn in, it will have a long and trouble free life if not overloaded and if adequately lubricated with clean oil.
Waukesha provides the following wear limits to assist in deciding as to the reuse of engine parts. Many parts can be reused at overhaul time if wear limits do not exceed those listed in Table 1.20-1. Under no circumstances can the use of any part exceeding the established wear limits be justified. When using these wear limits, the decision to reuse engine parts must be tempered with the consideration of:
The first sign of a gear train in trouble is unusual gear tooth noise and a sudden increase in gear backlash. Gears fail because of excess wear, plastiC flow of gear material, surface fatigue, or tooth failure. If a gear train shows signs of excessive abrasive wear or scoring, it is an indication that abrasive material has passed through the gear train or there has been inadequate lubrication or both. the problems should be resolved and the affected gears replaced. The lube oil filter by-pass valves should be inspected as well as the oil passages and nozzles that provide lubrication to the gears.
• Problems that might occur in the future.
If the gears in the gear train show signs of !inning, ridging, rippling, pitting, spalling or tooth breakage, there is a serious problem. These types of failures are associated, in one way or another, with tooth loads that exceed the design of the gear. the reasons for the gear tooth overload should be determined and resolved and affected gears replaced. Bearing failures, misalignment, torsional vibrations, or failure of the driven equipment are some possible causes.
• Engine application.
TIMING GEARS
• Number of mating parts being reused. • Service life expected until the next overhaul.
E. Horsepower requirement F. Maintenance intervals G. Type of installation Waukesha Engine Division's position for these wear limits is that the reuse of an engine part that does not meet the new part specifications is solely the responsibility of the person making the inspection and repair. Under no circumstances is the reuse of any part exceeding the following wear limits justified.
The camshaft idler gear is a "hunting-tooth" design to minimize tooth wear. The fractional drive ratio between the crankshaft and camshaft gears results in the idler gear timing marks realigning with the crankshaft and camshaft timing marks only once in every 154 crankshaft revolutions. The most practical way to realign the timing marks, when timing a camshaft, is to remove the idler gear and reassemble to it's timed position as previously described.
CAUTION I~hile I A="--.;=.;:.::....:~=-..::...::..J.
Waukesha Engine does not recommend the reuse of pistons during engine overhauls, we recognize that this is a common field practice. Pistons experience a combination of mechanical and thermal cyclic stresses during operation. Aluminum piston life is unknown beyond recommended overhaul. If and when end users make the decision to reuse pistons, inspection steps need to be taken to minimize failure risks. Contact your authorized Waukesha distributor for assistance. Disregarding this Information could result In product damage and/or personal injury.
.L .:: ..
)
Waukesha Engine Division assumes no liability for any damage which may occur through the reuse of engine parts which fall outside of the new part tolerances. FORM 6248 First Ednion
1.20 - 1
SPECIFICATIONS Table 1.20-1. Wear Limits WEAR LIMITS - GAS INCHES, METRIC (mm)
MEASUREMENT Cylinder sleeve bore wear
0.001 (0.025 mm) per inch of diameter
Cylinder sleeve bore - maximum taper (after ridge removal and honing)
0.0005 (0.013 mm) per inch of piston travel
Cylinder sleeve out of round - maximum
0.005 (0.127 mm)
Piston diameter wear
0.0005 (0.013 mm) per inch of diameter measure at skirt and above pin
Piston pin diameter wear
0.001 (0.025 mm) total
wear
Piston pin bore wear and pin bushing wear (A) In piston
0.0005 (0.013 mm) per inch of diameter
(8) In rod
0.0005 (0.013 mm) per inch of diameter
Journal clearance Main and connecting rods
10.0005 (0.013 mm) per inch of diameter over high lim~
Crankshaft
(A) Main journal maximum out of round
0.0004 (0.010 mm) per inch of diameter
(8) Connecting rod journal out of round
0.0004 (0.010 mm) per inch of diameter
(C) End play
Camshaft - minimum journal diameter
0.005 (0.13 mm) over high lim~
0.0005 (0.013 mm) per inch diameter under the low limit
(A) Bushing 10
0.0005 (0.013 mm) per inch diameter over the high limit
(8) End play
0.010 (0.25 mm) over high limit
Valves
Minimum stem diameter
0.001 (0.025 mm) total wear
Valve guide - maximum 10
0.0015 (0.038 mm)
Valve seat maximum width
Original width +15%
)
. CAUTION IPiston rings must be re-
I.==......;;;.;;....;;.;;;;~.:....::'-"-;..J. . A
placed if they have been disturbed after 50 hours of operation. Disregarding this information could result In product damage.
L.
)
1.20 - 2
FORM 6248 First Edition
SPECIFICATIONS Table 1.20-2. Cylinder Sleeve (Used With Four Ring Pistons Only) - Gas
1-1_---
D
-----I
A
it l C
F
'\.020 -0.030
CYUNDER SLEEVE GASKET USED ON 9-3!8 BORE PIN 205130C AND 205130H CYUNDER SLEEVES ONLY
MEASUREMENT
INCHES
. METRIC (mm)
Sleeve type: Wet type, replaceable
(A) Heat dam projection
0.045 - 0.049
1.143 -1.245
(B) Flange height (current 8-1/2 in. bore sleeve used wnhout cylinder sleeve gasket)
0.5635 - 0.5655
,,',4.3,3 - 14.364
Flange height (sleeve used wnh cylinder sleeve gasket', 9-3/8 inch bore engines)
0.5345 - 0.5365
13.576 - 13.627
(C) Sleeve projection above crankcase (current 8-1/2 in. bore engines)
0.0010 - 0.0055
0.025 - 0.1397
Sleeve projection above crankcase (with cylinder sleeve gasket-' - 9-3/8 In. bore engines)
0.000 - 0.007
0.000 - 0.178
(D) Flange 00: L5108 and L5790
10.188 -10.190
258. n5 - 258.826
Flange 00: L7042
10.611 - 10.616
269.519 - 269.646
(E) Sleeve 00 (below flange) L5108 and L5790
9-11/16
246.050
Sleeve 00 (below flange) L7042
10-1/4
260.35
(F) Sleeve length
18-5/8
473.075
(G) Sleeve 10: L5108 and L5790
8.5003 - 8.5013
215.908 - 215.933
Sleeve 10: L7042
9.3753 - 9.3763
239.133 - 239.158
(H) Sleeve 00 lower seal area: L5108 and L5790 Sleeve 00 lower seal area: L7042
Sleeve 10 out of round limits
9.673 - 9.6n
245.694 - 245.796
10.240 - 10.245
260.096 - 260.223
0.001
0.025
Sleeve seal area to crankcase clearance on a side 8-1/2 inch bore
0.0005 - 0.0035
0.013 - 0.069
Sleeve seal area to crankcase clearance on a side 9-3/8 inch bore
0.0005 - 0.0040
0.013 - 0.102
NOTE: Cylinder sleeve gasket PIN 176375D is used on 9-3/8 inch bore PIN 205130C and 205130H cylinder liners only. For use of standard or oversize cylinder sleeve gaskets reter to Chapter 3.
)
FORM 6246 First Edition
1.20 - 3
SPECIFICATIONS Table 1.20-3. Piston (Four Ring Only) - Gas
) E
-.-l
T
,
A
@
W
NOTE: Dimensions A and B must be measured at the locations shown.
B
D-
fFOUR RING PISTON - GAS
Piston material: Tin plated aluminum alloy Piston type: Cam ground
Pistons are removed from: Top of crankcase Permissible weight variation per set: 2 ounces (56.7 grams)
MEASUREMENT
)
I
INCHES
I
METRIC (mm)
Piston hole center to piston crown standard compression ratio L5108G (8.25:15 to 1)
6.245 - 6.255
158.623 - 158.877
L5790G/GSI (8.25:15 to 1)
5.620 - 5.630
142.748 - 143.002
L7042G/GSI (8.0 to 1)
5.465 - 5.475
138.811 - 139.085
L5108GSI
6.587 - 6.597
167.310 - 167.564
5790GL
6.031 - 6.037
154.737 - 154.864
10.0:1 Compression ratio
10.5:1 Compression ratio
I
7042GL - 4 Ring (A) Piston skirt diameter
~op)
6.092 - 6.097
I
154.737 - 154.864
in line with pin hole:
All 8-1/2 inch bore models (L5108 etc .• L5108 etc.)
8.481 - 8.462
214.909 - 214.934
All 9-3/8 inch models (L7042 etc.) - 4 Ring
9.334 - 9.335
237.084 - 237.109
All 8-1/2 inch bore models
8.477 - 8.478
215.316 - 215.341
All 9-3/8 inch models - 4 Ring
9.350 - 9.351
237.490 - 237.515
All 8-1/2 inch bore models
8.478 - 8.479
215.341 - 215.367
All 9-3/8 inch models - 4 Ring
9.354 - 9.355
237.592 - 237.617
90" from pin hole:
(B) Piston skirt diameter (bottom) in line with pin hole:
90° from pin hole: All 8-1/2 inch bore models
8.487 - 8.488
215.570 - 215.595
All 9-3/8 inch models - 4 Ring
9.362 - 9.363
237.795 - 237.820
(Continued)
1.20 - 4
FORM 6248 First EdHion
SPECIFICATIONS
E
~
1
,
A
&~
~
NOTE: Dimensions A and B must be measured at the locations shown.
B
O-
f-MEASUREMENT
(e) Piston pin bore
INCHES
METRIC (mm)
3.0004 - 3.0009
76.210 - 76.223
0.0123 - 0.0143
Q:3124 - 0.3832
0.189 - 0.1S0
::4.901 - 4.826
(0) Piston skirt to sleeve clearance (thrust area) Ail 8-1/2 inch and 9-318 inch bore models - 4 Ring
--
I
(E) Groove width; Top, 2nd and 3rd: All 8-1/2 inch models (L5108 etc., L5790 etc.) Top: All 9-3/8 Inch bore models (L7042 etc.) 2nd and 3rd: AIIS-3/8 inch bore models (L7042 etc.) - 4 Ring
0.1915 - 0.1925 0.1S0 - 0.191
~.B641
- 4.8895
.,:4.826 - 4.851
4th Oil ring Oil ring, All 8-1/2 inch bore models
0.313 - 0.314
7.950 - 7.9756
Oil ring, All 9-3/8 inch bore models - 4 Ring
0.376 - 0.377
9.550 - 9.576
)
FORM 6248 First Edition
1.20 - 5
SPECIFICATIONS Table 1 20-4. Piston Rings (Four Ring Piston Only) - Gas
TANGENTIAL LOAD (Ll) IN-LB
==:l t=
) B (END CLEARANCE)
. . LOAD AT DIA. (LD) IN-LB
A (GAUGE DIAMETER)
L E (SIDE CLEARANCE)
LL
L
K (RADIAL WALL THICKNESS)
T~
!iN
-.lD (WIDTH)
T
PISTON RINGS (FOUR RING PISTON ONLy)- GAS Top ring: (L5108G/GSI/GL. L5790G/GSI/GL. L7042G/GSI/GL) Crowned plasma coated compression (top marked with notch) Second ring: Tapered face compression (top marked "top" and marked with notch) Third rinp,: (L5108G/GSI/GL. L5790G/GSI/GL. L7042G/GSI), tapered face compression scraper aced compression ring (top marked with indentation)
~op
marked "top" and marked with notch) 7042GL,
Fourth ring: (All VHP Gas Engines). conformable grooved oil ring with expander (top marked with notch) Measurement
Top
2nd and 3rd
4th
8.500 in. (215.9 mm)
8.500 in. (215.9 mm)
8.500 in. (215.9 mm)
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
L5108G!GSIIGL. L579OG!GSIIGL
0.040 - 0.055 in. (1.016 - 1.397 mm)
0.025 - 0.040 in. (0.635 - 1.016 mm)
0.023 - 0.038 in. (0.584 - 0.965 mm)
L7042G/GSI
0.045 - 0.060 in. (1.143 -1.524mm)
0.030 - 0.045 in. (0.762-1.143mm)
0.015 - 0.035 in. (0.381 - 0.889 mm)
0.300 - 0.315 in. (7.62 - 8.00 mm)
0.300 - 0.315 in. (7.62 - 8.00 mm)
0.243 - 0.258 in. (6.172 - 6.553 mm)
L7042G/GSI
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.290 - 0.310 in. (7.386 - 7.874 mm)
7042GL
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.290 - 0.310 in. (7.386 - 7.874 mm)
L5108G/GSIIGL, L579OG!GSIIGL
0.1850 - 0.1865 in. (4.699 - 4.7371 mm)
0.1835 - 0.1850 in. (4.661 - 4.699 mm)
0.3085 - 0.3100 in. (7.838 - 7.874 mm)
L7042G/GSI
0.1850 - 0.1865 in. (4.699 - 4.737 mm)
0.1850 - 0.1865 in. (4.699 - 4.737 mm)
0.3720 - 0.3735 in. (9.449 - 9.487 mm)
(A) Ring gauge diameter L5108G/GSIIGL. L579OG!GSIIGL L7042G/GSI/GL (B) Ring end clearanca at gauge diameter
(C) Ring redial wall thickness L5108G/GSIIGL. L5790G/GSIIGL
(D) Ring width
(Continued)
1.20 - 6
FORM 6248 First Ed~ion
)
SPECIFICATIONS
TANGENTIAL LOAD (LT) IN-LB
==:l t=
B (END CLEARANCE)
A (GAUGE DIAMETER)
..
LOAD AT DIA. (LD) IN-LB
.~ E (SIDE CLEARANCE)
..LL
L
K (RADIAL WALL THICKNESS)
T~
6$iI
-..1 D
T
(WIDTH)
Top
2nd and 3rd
0.1850 - 0.1885 in. (4.699 - 4.737 mm)
0.1850 - 0.1885 in. (4.699 - 4.737 mm)
Measurement
-
4th
(D) Ring width 7042GL
0.3720 - 0.3735 in. (9.449 - 9.497 mm)
,
(E) Ring, piston groove, side clearance L5108G/GSIIGL. L579OG!GSI/GL
0.0025 - 0.0050 in. (0.064 - 0.127 mm)
0.0040 - 0.0065 in. (0.102-0.165mm)
O.ao;ao - 0.0055 in. (O.~ - 0.140 mm)
L7042G/GSI
0.0050 - 0.0075 in. (0.127 - 0.1905 mm)
0.0035 - 0.0060 in. (0.0889 - 0.1524 mm)
0.0025 - 0.0050 in. (0.084 - 0.127 mm)
7042GL
0.0050 - 0.0075 in. (0.127 - 0.191 mm)
0.0035 - 0.0060 in. (0.089 - 0.152 mm)
0.0025 - 0.0050 in. (0.084 - 0.127 mm)
30 lb•. (13.6 kg) (minimum)
15 - 22 Ibs. (6.8 - 9.9 kg)
L7042 G/GSI
22 lb•. (13.6 kg) (minimum)
13.5 - 20.5 lb•. (6.1 - 9.3 kg)
7042GL
22 lb•. (13.6 kg) (minimum)
13.5 - 20.5 lb•. (6.1 - 9.3 kg)
-
-
-
28.5 - 38.5 lb•. (12.9 -17.5 kg)
L7042G/GSI
-
-
24.0 - 38.0 Ibs. (10.9 -17.2 kg)
7042GL
-
-
24.0 - 38.0 lb•. (10.9 - 17.2 kg)
(LO) Load in lb•. , a1 gauge diameter L5108G/GSI/GL. L5790G/GSI/GL
(LT) Tangential load, in lb•. , a1 end clearance L5108G/GSI/GL, L5790G/GSI/GL
)
FORM 6249 First Edftion
1,20 -7
SPECIFICATIONS Table 1.20·5. PIN 205130L Cylinder Sleeve (Sleeve Used On GL 9-3/8 Inch Bore" Only) - Gas
)
j.IO---D - - - . . j
c
*
IA
CAUTION ICylinder
sleeve gasket should NOT be used with this cylinder sleeve.
F
=.....;;;.:....;..;;;....;;...;;..;;;...:..:..J.
L.. ;:: .
MEASUREMENT
INCHES
METRIC (mm)
Sleeve type: Wet type, replaceable (A) Heat dam projection
0.045 - 0.049
1.143 -1.245
(8) Flange height
0.5635 - 0.5655
14.313 - 14.364
(e) Sleeve projection above crankcase
0.0010 - 0.0060
0.0254 - 0.1524
(D) Flange OD: 7042GL
10.611 - 10.616
269.519 - 269.646
(E) Sleeve OD (below flange) 7042GL
10.300 - 10.305
261.620 - 261.747
18.625
473.075
(G) Sleeve ID: 7042GL
9.3753 - 9.3763
238.133 - 238.158
(H) Sleeve OD lower seal area: 7042GL
10.240 - 10.245
260.096 - 260.223
0.002
0.0508
0.0005 - 0.0040
0.0127 - 0.1016
(F) Sleeve length
Sleeve 10 out of round limits (installed in crankcase) Sleeve seal area to crankcase clearance
NOTE: 'Preferred application. used with three ring pistons. Acceptable application. used with four ring piston.
)
1.20 - 8
FORM 6248 First Edition
SPECIFICATIONS Table 1.20-6. Three Ring Piston (PIN 2055040) (pIston Used On GL 9-3/8 Bore With PIN 205130L Liner Only) - Ges
E
~
T
I
A
~
~!~
W
NOTE: Dimensions A and B must be measured at the locations shown.
8
O-
fTHREE RING PISTON - GAS
Piston material: Tin plated aluminum alloy Piston type: Cam ground
Pistons are removed from: Top of crankcase
...
Permissible weight variation per set: 2 ounces (56.7 grams) MEASUREMENT
Piston hole center to piston crown
INCHES 6.094
'
METRIC (mm) -
....
154.787
9.336 - 9.337
23i134 - 237.159
9.352 - 9.353
237.541 - 237.820
9.354 - 9.355
237.592 - 237.617
9.362 - 9.363
237.795 - 237.820
3.0004 - 3.0009
76.2100 - 76.2228
0.0123 - 0.0143
0.3124 - 0.0363
Top
0.1920 - 0.1930
4.8768 - 4.9022
2nd
0.189 - 0.190
4.8006 - 4.6260
3rd
0.251 - 0.252
6.375 - 6.401
(A) Piston skirt diameter (top) in line wilh pin hole:
goo from pin hole (8) Piston skirt diameter (bottom) in line with pin hole
goo from pin hole: (e) Piston pin bore
(0) Piston skirt 10 sleeve clearance
~hrust
area)
(E) Groove width
)
FORM 6248 First Ed~ion
1.20 - 9
SPECIFICATIONS Table 1.20·7. Piston Rings (Used On GL 9-3!8lnch Bore With Three Ring Piston And PIN 205130L Cylinder Sleeve Only) - Gas
TANGENnALLOAD(Ln IN·LB
==:J t=
B (END CLEARANCE)
A
(GAUGE DIAMETER)
..
LOAD AT DIA. (LD) IN·LB
! E (SIDE CLEARANCE)
LL
L
K (RADIAL WALL THICKNESS)
T~
Top ring: Plasma coated (top marked
w~h
lSi
..-1 D
r
(WIDTH)
notch)
Second ring: Scraper groove compression (top marked with indentation mark) Third ring: Conformable grooved oil ring with expander
Measurement
Top
2nd
3rd
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
(8) Ring end dearance at gauge diameter
0.035 - 0.047 in. (0.889 - 1.194 mm)
0.065 - 0.080 in. (1.651 - 2.032 mm)
0.Q15 - 0.035 in. (0.381 - 0.889 mm)
(C) Ring radial wall thickness
0.317 - 0.302 in. (8.052 - 7.761 mm)
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.213 - 0.227 in. (5.410 - 5.7658 mm)
(D) Ring widlh
0.1850 - 0.1865 in. (4.6990 - 4.7371 mm)
0.1850 - 0.1865 in. (4.6990 - 4.7371 mm)
0.2475 - 0.2490 in. (6.2865 - 6.3246 mm)
(E) Ring, piston groove, side clearance
0.0055 - 0.008 in. (0.1143 - 0.2032 mm)
0.0025 - 0.0050 in. (0.0635 - 0.127 mm)
0.002 - 0.0045 in. (0.0508 - 0.1143 mm)
20.4Ibs. (9.2 kg)
13.5 - 20.5Ibs. (6.1 - 9.3 kg)
-
-
-
45.4 - 86.1 Ibs. (20.6 - 30.9 kg)
(A) Ring gauge diameter
(LD) Load in Ibs., at gauge diameter (Ln Tangenlialload, in Ibs., at end clearance
1.20 - 10
FORM 6246 Firsl
Ed~ion
SPECIFICATIONS Table 1.20-8. Crankcase - Gas
·1
JACKET
MEASUREMENT
INCHES
METRIC (mm)
(A) Sleeve counterbore diameter L51 08 and L5790
10.199 -10.202
259.055 - 259.130
Sleeve cQunterbore diameter l7042
10.625 - 10.628
269.875 - 269.951
(8) Sleeve counter bore depth 8-1/2 inch bore
0.5600 - 0.5625
14.224 - 14.288
Sleeve counter bore depth 9-3/8 inch bore
0.5595 - 0.5625
14.211 - 14.288
9.750 - 9.760
247.850 - 247.904
(C) Crankcase upper bore: L5108 and L5790
10.317 -10.322
262.051 - 262.178
9.678 - 9.660
245.821 - 245.872
Crankcase lower bore: L7042
10.245 - 10.248
260.248 - 260.299
Crankcase main bearing journal bore
6.6630 - 6.6615
169.240 - 169.202
3.752 - 3.753
95.301 - 95.326
Crankcase upper bore: L7042
(D) Crankcase lower bore: L5108 and L5790
Crankcase camshaft bearing bore
FORM 6248 Rrst Ednion
1.20 - 11
SPECIFICATIONS Table 1.20-9. Crankshaft Wear Limits
)
MEASUREMENT
INCHES
METRIC (mm)
Crankshaft end play (end play adjustment - 0.003 in. (0.076 mm) shims)
0.005 - 0.Q16
0.127 - 0.406
Thrust ring thickness (standard)
0.215 - 0.217
5.461 - 5.512
Crankshaft
Connecting rod bearing running clearance* (diametral clearance'*)
0.0042 - 0.0081
0.1069 - 0.2057
(A) Connecting rod bearing journal diameter
6.2485 - 6.2500
158.712 -156.750
(8) Main bearing journal diameter
6.2485 - 6.250
158.712 -156.750
Main bearing running clearance* (diamatral clearance*)
0.0045 - 0.0089
0.1143 - 0.2260
0.029 - 0.041
0.7366 -1.041
(e) Connecting rod end play
NOTE: *Main and connecting rod bearing running clearance* (diametral clearance*) = calculated bearing 1.0. minus journal 00.
Table 1 20-10 Piston Pin - Gas
t r-----------------------
(0
r-----------------------
f MEASUREMENT
INCHES
METRIC (mm)
(Al Piston pin diameter 8-1/2 inch bore
2.9987 - 2.9992
76.1670 - 76.1797
Piston pin diameter 9-3/8 inch bore
2.9989 - 2.9994
76.1720 -76.1847
Piston pin length
L5108G,L5790G
7-11/32
186
L7042G
8-11/32
212
0.0012 - 0.0022
0.0305 - 0.0559
0.001 - 0.002
0.0254 - 0.0508
Piston pin fit 8-1/2 inch bore Piston pin fit 9-3/8 inch bore
1.20 - 12
FORM 6248 First Edftion
)
SPECIFICATIONS Table 1.20-11. PIN Series 205507 Connecting Rod, Bushing And Bearing Specifications ~-----------------A----------------~
-+I
~C
I--B--o ; - - - - - - D ------I
MEASUREMENT
I
INCHES
I ' METRIC (mm)
Rod material: Heat treated steel forging Pennisslble connecting rocl weight variation in an engine, within weight class A, B, or C Connecting rod weight, Class A
60.0 ±0.12Ibs.
Connecting rod weight, Class B
62.0.0.12Ibs.
'28.12.0.054 Kg
Connecting rod weight, Class C
64.0.0.12Ibs.
"29.03 .0.054 Kg
(A) Connecting rod length, center to center
18.001 - 18.002
~457.225 - 457.251
' 27.21 .0.054 kg
3.250 - 3.251
82.550 - 82.575
(C) Bushing bore diameter (diamond bored), (assemble 2 bushings with open ends of grooves toward inside)
3.0015 - 3.0020
76.238 - 76.508
Bushing press fit into connecting rod
0.0035 - 0.0065
0.0889 - 0.1651
8.500 bore engines
0.0023 - 0.0033
0.0584 - 0.0838
9.375 bore engines
0.0021 - 0.0031
0.0533 - 0.0787
6.625 - 6,626
168.275 - 166.300
0.0042 - 0.0081
0.1067 - 0.2057
Width of connecting rod on bearing cap end
2.905 - 2.908
73.787 - 73.883
Connecting rod side clearance
0.029 - 0.041
0.736 -1.041
0.001
0.0254
(B) Bore diameter for piston pin bushing
Piston pin clearance in bushing
(0) Bore for crankpin bearing
Crankpin bearing diametral clearance (calculated bearing inside diameter minus connecting rocl journal diameter).
Parallelism and twist limit between piston pin bushing bore and crankpin bore
j
FORM 6248 First Edition
1.20 - 13
SPECIFICATIONS Table 1.20-12. Valve Train Clearances - Gas
)
..1I--H--/
t'I-!1'~
B
A
EXHAUST
INTAKE
INTAKE AND EXHAUST MEASUREMENT (A) Valve overall length GIGSI engines Ontake end exhaust)
GL engines Ontake) (exhaust)
INCHES
METRIC (mm)
10.883
276.428
10.883 10.837
276.428 275.260
0.557 - 0.558 0.5591 - 0.5598 0.5573 - 0.5580
14.148 -14.173 14.2011 - 14.2189 14.1554 -14.1732
0.557 - 0.558
14.148 -14.173
2.825 - 2.835
71.755 - 72.009
(8) Valve stem diameter GIGSI engines (intake) (exhaust) (top) (exhaust) (bottom) taper
GL engines
~ntake
and exhaust)
(e) Valve head diameter (intake and exhaust) (D) Valve face angle GIGSI engines Ontake end exhaust)
30" :!:15'
GL engines 30" :!:15' 20" ±15'
Ontake) (exhaust)
(Il") Valve seat width GlGSI engines 300 Ontake end exhaust)
0.265
6.731
(Continued)
1.20 -'4
FORM 6248 First Edition
SPECIFICATIONS
-IG~
1 1
1- f--- H -----I
t "f---- !-=lIS
E
-IF~
B
A
EXHAUST
INTAKE
INTAKE AND EXHAUST MEASUREMENT
INCHES
METRIC (mm)
0.265 0.281
6.731 7.137
5.188
131.775
1.0015 -1.0025
25.4381 - 25.4635
0.997 - 0.996
25.324 - 25.350
0.5608 - 0.5615
14.244 - 14.262
GIGSI engines (intake) (exhaustj (top) (exhaust (bottom)
0.0029 - 0.0045 0.0010 - 0.0027 0.0029 - 0.0045
0.0711 - 0.1143 0.0254 - 0.0696 0.0711 - 0.1143
GL engines Qntake and exhaust)
0.0028 - 0.0045
0.0711 - 0.1143
(H) Valve seat insert outside diameter Qntake and exhaust)
3.002 - 3.003
76.251 - 76.276
(I) Valve seat insert inside diameter (intake and exhaust)
2.441 - 2.451
62.001 - 62.255
(J) Valve seat insert height (intake and exhaust)
0.550 - 0.555
13.970 - 14.097
30° ±15'
30° ±15'
GLengines (intake) 300 (exhaust) 200
(E) valve guide length (intake and exhaust) (F) Valve guide outside diameter (intake and lower exhaust)
(F') Exhaust guide upper outside diameter (exhaust) (G) Guide inside diameter (reamed in assembly, except hardened guides in landfill applications) (G) Valve guide to valve stem clearance
)
(K) Valve seal insert seat angle GIGSI engines Ontake and exhaust) (Continued) FORM 6248 First Edijion
1.20 - 15
SPECIFICATIONS
-/Gi~
T 1
J--H--/
t'~!~IS
)
-/Gi-
1 1
F*
E
E
-/Ff--
-/Ff--
B
A
EXHAUST
INTAKE
INTAKE AND EXHAUST MEASUREMENT
INCHES
METRIC (mm)
30 0 +30' -0' 20 0 +30' -0'
30 0 +30' -0' 20° +30' -0'
0.172 - 0.203
4.370 - 5.160
0.172 - 0.203 0.188 - 0.250
4.365 - 5.159 4.780 - 6.350
1.75.0.03
44.25.0.76
(M) Valve guide bore in head Ontake and lower exhaust)
1.000 - 1.001
25.400 - 25.425
(M*) Valve guide bore in head (upper exhaust)
0.995 - 0.996
25.273 - 25.298
0.8245 - 0.8285
20.9423 - 21.0439
3.000 - 3.001
76.20 - 76.23
GL engines Ontake) (exhaust) (K*) Valve sea! Insert sea! width GlGSI engines 300 Ontake ..xl exhaust)
GLengi nes
(intake) 300 (exhaust) 200
(L) Valve guide extension above boss
(NJ Valve seat insert counterbore depth Ontake and exhaust)
(0) Valve seat insert counterbore diameter
)
1.20 -16
FORM 6248 First Edition
SPECIFICATIONS Table 1.20-13. Valve Clearance MEASUREMENT
I
INCHES
METRIC (mm)
0.039 (+0.018 -0.014)
0.9906 (+0.4572 -0.3556)
Intake lifter travel at 17° BTDC
0.229 (Piston travel from TOG) (0.0105 Nominal)
5.8166 (Piston travel from TOG) (0.2667 Nominal)
Exhaust lifter travel at 20° ATDC
0.315 (Piston travel from TOC) (0.0210 Nominal)
8.001 (Piston travel from TDC) (0.5334 Nominal)
Valve clearance (hydraulic lifters) Cam lift (see camshaft) Intake valve lifter travel at piston TOG
VALVE LIFTERS MEASUREMENT
INCHES
METRIC (mm)
Valve lifter body 00
1.4965 - 1.4975
38.0111 - 38.0365
Valve lifter guide 10
1.4995 - 1.5005
38.0873 - 38.1127
0.002 - 0.004
0.051-0.101
Valve lifter body to valve lifter guide clearance
Table 1.20-14. Camshaft
+ A
B1111- II!I8IutI 81[3EmllIllIll EiIId" I{JIIIIIIIlI MEASUREMENT
II
.1lI [J
II
INCHES
METRIC (mm)
(A) Camshaft journal diameter
3.498 - 3.499
66.849 - 66.875
Camshaft journal running clearance (theoretical)
0.003 - 0.0056
0.076 - 0.142
Camshaft end play
0.005 - 0.008
End Play Adjustment Thrust rtng thickness (standard)
0.127 - 0.203 0.002 shims
0.154 - 0.156
3.911 - 3.962
Cam lift (intake)
0.6435
16.345
cam lift (exhaust)
0.6735
17.107
Rocker arm ratio
1.0926 to 1
NOTE: camshaft coupling must never be loose.
)
FORM 6248 First Ednion
1.20 - 17
SPECIFICATIONS Table 1.20-15. Valve Springs
)
I~ A
\.
Lt MEASUREMENT
J J J )
"") METRIC (mm)
INCHES
(A) Intake and exhaust valve spring free length: 204035 and 204035A
~nner)
3·25/16.1/16
96mm:!:1.6mm
204135 (outer)
4·9/32.1/16
108.7 mm .1.6 mm
204135A (outer)
4-5/32 .1/16
105.56 mm .1.52mm
Intake valve closed spring length: 204035A (inner)
3.0 @ 66.4Ibs . .JIbs.
76.2
[email protected]
204135A (outer)
3·27/64@ 120 Ibs.•5Ibs.
86.91 mm @ 54.43 kg .2.27 kg
3 @ 56.7 Ibs.•2.5 Ibs.
76.2 mm @25.72 kg .1.36 kg
3·27/64 @ 111 Ibs.•5 Ibs.
86.9 mm @ 50.35 kg .2.27 kg
~nner)
2·19/64 @ 126.2 Ibs.•5 Ibs.
58.34 mm @ 57.24 kg .2.27 kg
204135A (outer)
2·23/32 @ 235 Ibs.•10 Ibs.
69.06 mm @ 106.60 kg .4.54 kg
Exhaust valve closed spring length: 204035
~nner)
204135 (outer)
Intake valve open spring length: 204035A
Exhaust valve open spring length: 204035 (inner)
2·17/64@ 110 Ibs.•5Ibs.
57.5 mm @ 49.8 kg .2.27 kg
204135 (outer)
2·11/16@ 2051bs .•10 Ibs.
68.3 mm @ 92.99 kg .4.54 kg
Table 1.20-16. Crankshaft Web Deflection Measurement With Connecting Rods Installed VIEW FROM FLYWHEEL END DIAL GAUGE POSITION FOR MEASUREMENT 3
CRANKSHAFT WEB DEFLECTION SPECIFICATIONS Total ot 0.001" (0.0254 mm) deflection from
pos~ive
to negative.
Except rear: Total of 0.0015" (0.0361 mm) from positive to negative.
1.20 - 18
FORM 6248 First Edition
)
SPECIFICATIONS
INTAKE OPENS
mc
EXHAUST CLOSES
~SEQUENCE
OF EVENTS
'\ EXHAUST FULL OPEN
INTAKE FULL OPEN
Figure 1.20-1. Valve Sequence - Crankshaft Degrees Shown Table 1.20-17. Rocker Arm Bores And Shafts
1=t·",""I~·=r-
-
-
-
-
--
f A
f ~-~----------------------~ - ..:..og:::..:..==.:..==.:.== -=-==.:..==.:..-=:. ~~B
MEASUREMENT (A) Rocker arm bushing bore 1.0. (machined in assembly)
/
INCHES
METRIC (mm)
1.375 - 1.376
34.925 - 34.950
(B) Rocker arm shaft 0.0.
1.3735 - 1.3745
34.8869 - 34.9123
Running clearance, rocker arm bushing to shaft
0.0005 - 0.0025
0.0127 - 0.0835
I
FORM 6248 First Ed~ion
1.20 - 19
SPECIFICATIONS Table 1.20-18. Rear Gear Backlash Specifications
1 2 3 4 5 6
-
CAM GEAR CAM IDLER GEAR CRANK GEAR OIL PUMP IDLER GEAR ACCESSORY IDLER GEAR ACCESSORY (MAGNETO) DRIVE GEAR
MEASUREMENT
)
\
)
INCHES
METRIC (mm)
(A) liming gears (helical gears) 0.008 - 0.012
0.203 - 0.305
0.0082 - 0.0122
0.2083 - 0.3099
60 and 72 tooth gears
0.005 - 0.007
0.127 - 0.178
42 and 90 tooth gears
0.003 - 0.005
0.076 - 0.127
0.004 - 0.006
0.102 - 0.152
0.0057 - 0.0085
0.1448 - 0.2159
Normal to tooth In plane of rotation Governor drive gears Magneto shaft to intermediate shaft (spur gears)
Intermediate shaft to governor (spiral gears) Normal to tooth In plane of rotation (governor gear)
NOTE: The engine camshaft idler gear is a "Hunting- Tooth" design, to minimize tooth wear. The fractional drive ratio between the crankshaft and camshaft gears results in the idler gear timing marks re-aligning with the crankshaft and camshaft timing marks only once in evel}' 154 crankshaft revolutions. The most practical way to realign the timing marks, when timing B camshaft, is to remove the idlergear and re-assembJe to it's timed position as previously described.
1.20-20
FORM 6248 First Edition
SPECIFICATIONS Table 1.20-19. Oil Pump And Oil Pump Drive Gears
l-CAMGEAR 2 - CAM IDLER GEAR 3 - CRANK GEAR 4 - OIL PUMP IDLER GEAR 5 - ACCESSORY IDLER GEAR 6 - ACCESSORY (MAGNETO) DRIVE GEAR 7 - OIL PUMP DRIVE GEAR 8 - OIL PUMP DRIVE GEAR
MEASUREMENT
INCHES
METRIC (mm)
Idler gear between crankshaft gear and oil pump drive gear (A) Backlash with crankshaft gear Normal to tooth In plane of rotafton
0.008 - 0.012
0.203 - 0.305
0.0082 - 0.0122
0.2083 - 0.3099
(B) Backlash wnh 011 pump drive gear Normal to tooth In plane of rotation
(C) End play Qncluding clamp load compression of spindle)
0.015 - 0.020
0.381 - 0.508
0.0153 - 0.0204
0.3888 - 0.5182
0.008 - 0.025
0.203 - 0.835
(0) Bushing inside diameter (machined in assembly)
1.5005 - 1.5015
38.1127 - 38.1381
(E) Idler spindle (hollow) outside diameter (free state)-
1.4985 - 1.4970
38.0111 - 38.0238
(F) Running clearance be1ween spindle (free state) and bushing*
0.0035 - 0.005-
0.0889 - 0.127*
Oil pump drive gears (G) Backlash between external oil pump drive gears
Backlash, normal to tooth
0.008 - 0.010
0.203 - 0.254
Backlash in plane of rotation
0.0082 - 0.010
0.2083 - 0.254
(Continuad)
/
I
FORM 8249 First Ednion
1.20-21
SPECIFICATIONS
MEASUREMENT Oil Pump Clearances
(H) Hub clearance with oil pump body Drive shaft bushing inside diameter
(Q In body (I') In cover
Drive shaft diameter (J) Body section
(J') Cover section
Running clearance between shaft and bushing (K) In cover
(1<') In body Oil pump pumping gears (L) Backlash between pumping gears
Backlash normal to tooth Backlash in plane of rotation (M) End play
0.015 - 0.020
0.381 - 0.508
0.016 - 0.021
0.408 - 0.533
0.005 (minimum)
0.127 (minimum)
(N) Pumping gear (idler) bushing inside diameter
1.0005 - 1.0015
25.4127 - 25.4381
(0) Pumping gear (idler) shaft diameter
0.9980 - 0.9985
25.3492 - 25.3619
(P) Pumping gear (idler) running clearance
0.002 - 0.0035
0.051 - 0.0889
(Q) Radial clearance between outside diameter of pumping gears and oil pump body bores
0.002 - 0.008
0.051 - 0.203
* Outside diameter will be slightly larger and running clearance will be slightly smaller, because of idler spindle capscrew clamp load.
)
1.20 - 22
FORM 6248 First Edition
SPECIFICATIONS Table 1.20-20. VHP Accessory Gear Backlash MEASUREMENT
I
INCHES
I
METRIC (mm)
Tachometer (spiral gears) Normal to tooth In plane of rotation (driven gear)
0.002 - 0.003
0.051 - 0.076
0.0021 - 0.0032
0.0533 - 0.0813
0.002 - 0.003
0.051 - 0.076
0.0021 - 0.0031
0.0533 - 0.079
0.002 - 0.004
0.051 - 0.102
0.0024 - 0.0049
0.0610 - .0.1245
Mechanical hourrneter (spiral gears) Normal to tooth In plane of rotation (driven gear) Mechanical overspeed governor (spiral gears) Normal to tooth In plane of rotation (driven gear) Speed switch drive (spiral gears) Normal to tooth In plane of rotation (driven gear) Magneto drive (spur gears) Magneto coupling end clearance
0.002 - 0.004
0.051 - 0.102
0.0023 - 0.0047
0.0584 - 0.1194
0.002 - 0.003
0.051 - 0.076
0.0310 (nominal) 0.015 (minimum)
0.7874 (nOmlnall 0.381 (minimum
Magneto pickup clearance with ring gear
0.015 .0.005
0.381 .0.127
Ring gear and starting motor (spur gears - stub tooth)
0.015 - 0.035
0.381 - 0.889
Jacket water pump Impellor to body clearance
I
0.015 - 0.045
I
0,381-1.143
NOTE: These backlash limits are based on gear tooth thIckness Bnd center distance design tolerances. Actual backlash may vary slightly because of inherent secondary tolerances, but must not be less than 75% of the minimum backlash value listed.
Table 1.20-21. Accessory Drive Ratios MEASUREMENT
DRIVE RATIO
DIRECTION OF ROTATION
Gamshaft
0.5
CW Oookin.!l. at front of engine)
Injection pump/main magneto drive
0.5
CW (looking at rear of engine)
On gear cover (2)
1.74
CCW
Governor drive ratios
0.79, 0.975, 1.22, 1.50, 1.80, 2.31, 2.94, 3.52
CCW
OVerspeed governor
1.0
CCW
Tachometer
0.5
CCW
Hourmeter
0.1
CCW
Speed switch
1.0
CCW
Oil pump (main drive shaft)
1.52
CW Oooking at front of engine)
(Cranking Ratio)*18.9:1
CW (looking at drive end of motor)
1.5
CW
Ring gear/starting mota.. Magneto drive**
Allowable Speed Range For Various Woodward Governors
)
VG8-
900 - 1550 RPM
EGB2P*'"
2000 - 4000 RPM
EGB lOP*'"
900 - 1100 RPM
PG - PL-
250 - 1200 RPM
NOTE: * Cranking ratio = Ring Gear Teeth + Starting Motor Pinion Teeth ** The magneto direction ofrotation designated is determined bylooking at the drive endofthe magneto. Therefore the magneto rotation designation is opposite to the rotation of the engine drive. A CWengine drive requires a magneto designated as CCWand vice versa. *** When normal engine operating speed is changed it may be necessary to change the governor drive gears to obtain a drive ratio that will maintain allowable governor speed. PG-PL governors are set at Woodward for air pressure verses engine speed. Re-adjusting PG-PL speed settings should not be attempted without thorough knowledge of the procedure.
FORM 6248 First Edition
1.20 - 23
SPECIFICATIONS Table 1.20-22. Flywheel And Housing
D
C
)
MEASUREMENT (TIR)
INCHES
METRIC (mm)
(A) Flywheel pilot bearing bore run-ou1
0.005
0.130
(8) Flywheel face runout on wheel
0.Q16
0.406
(C) Flywheel housing bore run-ou1
0.012
0.305
(D) Rywheel housing rear face run-out
0.012
0.305
(E) Rywheel clu1ch or coupling mounting face run-ou1
0.016
0.406
(F) Flywheel clutch or coupling pilot diameter run-ou1
0.005
0.130
5.219 - 5.281
132.563 - 134.137
(G) Flywheel housing rear face to crankshaft flange Flywheel housing SAE Size: #00 Starting motor flange size: #3 Starting motor pinion data: 6/8 pitch
1.20 - 24
FORM 6248 First Edition
SPECIFICATIONS Table 1.20-23. Turbo Inspection
AOAPTER PLATE MAGNETIC BASE
COMPRESSOR WHEEL
-
• BEARINGS TURBOCHARGER AXIAL PLAY
TURBOCHARGER RADIAL PLAY
TURBO INSPECTION Model
Axial Measurement
Radial Measurement
TV 94 (Airesearch)
0.004 - 0.009 in. (0.102 - 0.229 mm)
0.003 - 0.006 in. (0.076 - 0.152 mm)
Table 1.20-24. Lubrication System Pressures MEASUREMENT Normal stabilized oil pressure at idle speeds. Normal stabilized oil pressure with engine loaded
U.S.
METRIC
15 to 40 psi
103 - 276 kPa
55 %5 psi
380.34 kPa
Low oil pressure (alarm)
30 psi
207 kPa
Low oil pressure (shutdown)
20 psi
138 kPa
Minimum oil pressure at the turbocharger
10 psi
6BKPa
Table 1.20-25. Lubrication System Temperatures U.S.
METRIC
Minimum stabilized low oil temperature
MEASUREMENT
160° F
70° C
Normal stabilized oil temperature
160° F
82° C
High oil temperature (alarm)
195° F
91° C
High oil temperature (shutdown)
205°F
96° C
Table 1.20-26. lubrication System Engine Transient Tilt Angles ATTITUDE
Front down
DEGREE 2°
Rear down
2°
Left side down
7°
Right side down
.,.
NOTE: Permissible continuous duty engine tilt angles at low oil mark, based on keeping suction screen submerged.
)
FORM 6248 First Edition
1.20 - 25
SPECIFICATIONS Table 1.20-27. Cooling System Temperatures
)
Standard Cooling System: Normal: JACKET WATER OUTLET TEMPERATUREI :
Cl
0 0 180 F (82 for continuous rating 2000 F (930 C for intermittent rating
Elevated Temperature Solid Water Cooling System: Normal:
2100 - 235 0 F (820 - 1130 C) solid water
Ebullient Cooling System Normal: NOTE: 1 See Table 1.20·28 for alarm and shutclown temperatures.
A CAUTION ! !~.=.a.==~~~~~~~~.ues
Alarm and shutdown valare based on dry natural gas (900 BTU/cu. ft. SLHV). Refer to Gaseous Fuel Specification Sheet S7884C and Lube Oil Recommendations Sheet S1015Y or latest revisions for typical changes in operation temperatures for jacket water and lube oil when running on landfill or digester gas fuels. Disregarding this information could result in product damage.
Table 1.20-28. Alarm And Shutdown Setpoints Standard Cooling System:
Alarm:
1800 F (820 C) for continuous rating 200 0 F (930 C) for intermittent rating 100 F (5S C) above normal/design temperature
Shutdown:
20° F (11 0 C) above normal/design temperature
Normal:
Elevated Temperature Solid Water Cooling System: JACKET WATER OUTLET TEMPERATURE
Normal:
2100 - 235 0 F (820 - 1130 C) solid water
Alarm:
5° F (30 C) above normal/design temperature 1
Shutdown:
10° F (5.5° C) above normal/design operating temperature
Ebullient Cooling System Normal: Alarm:
See Note 2 below
Shutdown:
See Note 2 below 1800 F (820 C)
Normal: LUBE OIL HEADER TEMPERATURE
LUBE OIL HEADER PRESSURE
INTAKE MANIFOLD TEMPERATURE (GSI AND GL ENGINES) INTAKE MANIFOLD PRESSURE MAIN BEARING TEMPERATURE OVERSPEED
212 0 - 2500 F (1000 -1210 C)
Shutdown:
1950 F (W C) 2050 F (960 C)
Normal:
40 - 55 psi (275 - 380 kPa)
Alarm:
30 psi (207 kPa)
Alarm:
Shutdown:
20 psi (138 kPa)
Normal:
Up to 100 F (5.5° C) above design intercooter water inlet temperature
Alarm:
15° F (8 0 C) above design intercooler water inlet temperature
Shutdown:
20° F (11 0 C) above design intercooler water inlet temperature
Contact Waukesha Engine Application Engineering Department Shutdown: 250 F (121 0 C)
Shutdown:
10% over governed speed
NOTE: 1 Waukesha Power Systems Gode 1105, 110SA, or equivalent shutdown system is recommended when jacket water temperature exceeds 210 0 F (99" C). 2 Waukesha Power Systems Code 1106, 1106A, or equivalent shutdown system is recommended for ebulliently cooled engines.
1.20 - 26
FORM 6248 First Edition
)
SPECIFICATIONS Table 1.20-29 Capacities MEASUREMENT
U.S.
METRIC
Oil pan ~ow level mark) Oil pan high level mark)'
35 gal 45 gal
132.5 Litre 170.3 Litre
Lube oil filter
36 gal
136.3 Lnre
Oil cooler (8 inch) Oil cooler (10 inch)'
6.9 gal 10 gal
26.1 Litre 37.8 Litre
Lube oil strainer
0.75 gal
2.8 Litre
Lubrication System Capacities
*Total capacity of lube oil system. Fill oil pan, filter, cooler, etc., run engine, then add oil as required to bring all level in oil pan back to high mark.
Record total amount for future reference. Governor - Air Starter Capacities
UG8 governor oil reservoir
1.5 qt
1.1 Litre
EGB10P governor oil reservoir
1.5 qt
1.1 Litre
PG-PL governor oil reservoir
1.6 qt
1.1 Litre
Air starter all reservoir for one shot lubricator
2.0 Pint
0.9 Litre
Air motorized pre-lube motor ~n-line lubricator
0.5 Pint
0.2 Litre
Jacket Water Capacities
8-1/2 inch bore
107 gal
405 Litre
9-3/8 inch bore
100 gal
367 Litre
Surge tank
45.5 gal
183 Litre
Oil cooler water (6 inch diameter) Oil cooler water (8 inch diameter) Oil cooler water ( 10 inch diameter)
3.4 gal 5.5 gal 9.4 gal
12 Litre 20 Litre 34 Litre
Intercooler water capacity
5.50 gal
20 Litre
CAUTION 11/2 I =:......::::..:.....;;.,;;:;....;;,..;;..;:;".;~.
inch reach sp~rk plugs must be used with 1/2 inch reach spark plug carriers. Mixing spark plug carrier and spark plug components will cause damage to equipment. A
.L .:: ..
Table 1.20-30. 1/2 Inch Reach Spark Plugs (Used With 1/2 Inch Reach Spark Plug Carriers Only) SPARK PLUG
THRB
HEX
REACH
GAP
GASKET
APPUCATION
PIN 60999F
18mm
0.875
1/2 in
0.020 in (O.508mm)
Yes
Standard for GIGSI model used wnh: CEC, A~ III, FM9000
PIN 60999G
18mm
1.000
1/2 in
0.020 in (0.508 mm)
Yes
GlGSI Provisioo for spM< plug mounted coil, FM9000 - GSA
P/N60999H
18mm
0.875
1/2 in
0.020 in (0.508 mm)
Yes
GIGSI - Shielded CEC - CSA
P/N60999M
18mm
0.875
1/2 in
0.010 in (0.254 mm)
Yes
Standard for GL CEC ignition
P/N60999N
18mm
1.000
1/2 in
0.010 in (0.254mm)
Yes
P/N60999R
18mm
0.875
1/2 In
0.010 in (0.254mm)
Yes
Spark plug size
)
GL Provision for spark plug mounted coil, FM9000 -
eSA
GL Provision for spark plug mounted coil, Alt III -CSA 18 mm with 1/2 inch reach
NOTE: ' Torque to 40 - 45 ft-lb dry (54 - 61 N·m) Use steel gasket PIN 499865. ** When B shielded Ignition system is used, tighten allconnector nuts and spark plug extensions finger tight plus 1/8 to 1/4 tum. Do not touch terminal connectors with bare fingers and make sure all parts are clean before assembling them. All knurled connecffons on shielded magnetos and coil should be finger tightened only.
FORM 6248 First Ednion
1.20 - 27
SPECIFICATIONS
CAUTION I~HP I.=A=,---,~,---,;;....;..;;...::;..;~. .
GL 13/16 inch reach spark plugs must be used with 13/16 inch reach spark plug carriers. Mixing spark plug carrier and spark plug components will cause damage to equipment.
)
L..
Table 1.20-31. VHP GL 13/16 Inch Reach Spark Plugs (Used With 13/16 Inch Reach Spark Plug Carriers Only) SPARK PLUG
THRB
HEX
REACH
GAP
GASKET
APPLICATION
PIN 60999S
18mm
0.875
13/16
0.010 in (0.254 mm)
Yes
Non-shielded GL (Used w~h PIN 69694 "Blue Coil") (4 ground) (nickel)
P/N60999W
18mm
0.875
13/16
0.010 in (0.254 mm)
Yes
Non-shielded GLJUsed ~h PIN 69684 "Blue Coil") (" "type) (platinum)
PIN 60998T
18mm
0.875
13/16
0.010 in (0.254 mm)
Yes
Non-shielded GL (Used with PIN 69684 'Blue Coil') ("J" type) (iridium/platinum)
PIN 60999U
18mm
0.875
13/16
0.Q10 in (0.254mm)
Yes
13/16 INCH SPARK PLUG CARRIERS
Shielded GL (Used
~h
PIN 696840 coil)
PIN
APPLICATION
209567M
Used on 5108GL only
209567K
Used on 5790GL and 7042GL
NOTE:· Torque to 40 - 45 ft~b dry (54 - 61 N·m). Use steel gasket PIN 499865.
** When B shielded ignition system is used, tighten all connector nuts and spark plug extensions finger tight plus 1/8 to 1/4 tum. Do not touch terminal connectors with bare fingers and make sure all parts are clean before assembling them. All knurled connections on shielded magnetos and coil should be finger tightened only. -Refer to SB 11-2636 for additional GL spark plug information.
GAS ENGINE COMPRESSION PRESSURE Q
W W
11. UJ
CI
z
iii
g
I z
Ie
~
ll!
:> UJ
i z
i ::IE
8
280 270 260 250 240 230 220 210 200
,/
,/
./
./
./
;'
./ ./ ,/ V
./
/"
../I 190 ,; -..... I ./ 180 /' USUAL RANGE ./ 170 . / 160 ./ ./ 150 ,/ ./ 140 ,/ 130 ./ ./ 120 110 ~./ 100 ;..I 90 7 8 10 5 6 9
11
COMPRESSION RATIO
NOTE: use these compression values during troubleshooting to assist in determining engine condition.
Figure 1.20-2. Engine Compression Pressures 1.20 - 28
FORM 6248 First
Ed~ion
SPECIFICATIONS ENGINE TIMING DATA
\
CAUTION I I-=.A=--,,;.;;...;;.;;;;...;;.~...;;.,,-,. .
This information does NOT supercede Special Application Approval data found on the engine nameplate. Disregarding this Information could result In product damage.
L.
NOTE: Changing the engine timing will also change the exhaust emissions and fuel economy.
Table 1.20-32 and Table 1.20·33 list the correct ignition timing for VHP 12 Cylinder engines from January 1, 1980. Refer to Service Bulletin 11-1520A for the timing specifications for older engines. Both Table 1.20-32 and Table 1.20-33 list the engines by models and fuel types. Table 1.20·32 provides data for engines that are not DSM equipped and Table 1.20-33 provides data for engines that are DSM equipped. The fuel types are defined in the following paragraphs.
)
usually calculated from a component analysis. On the motor method scale used by Waukesha, the octane number ranges from 120 for methane (best) to 0 for normal heptane (worst). PROPANE, HD-S: A fuel gas made of carbon (C3 ), and hydrogen (Ha) with 97.1 octane rating. Often used as a backup fuel. LOW BTU FUEL: Fuel having less than 700 Btu!ft3 (26.08 J/cm3 ), such as landfill gas.
IA
CAUTION I
Detonation is NOT al.. lowed at any time during engine operation, regardless of the specified timing. H detonation occurs at the specified timing, a timing adjustment must be made to retard the ignition timing until NO audible detonation extsts. Engine damage may result If detonation occurs.
COMMERCIAL QUALITY NATURAL GAS: A naturally occurring mixture of hydrocarbon and other gases found beneath the earth's surface, often in connection with liquid petroleum. The principle component is usually methane (CH4). Minor components are heavier hydrocarbons and other gases such as nitrogen (N2), carbon dioxide (C02), helium (He), argon (Ar) , oxygen (02)' and hydrogen sulfide (H2S). The heat value normally ranges from 900 - 1000 Btu/ft3 SLHV (33.54 - 37.26 J/cm3 ). Octane rating of 118 - 120. Holland's pipeline gas has a heat value of 820 Btu!ft3 SLHV (30.5 J/cm3) DIGESTER GAS: A fuel gas formed by the anaerobic decomposition of organiC matter in a digester. It is composed primarily of methane (CH 4) and carbon dioxide (C02). The heat value normally ranges from 500 - 600 Btu!ft3 SLHV (18.63 - 22.36 J/cm3). Octane rating of 120. Hydrogen sulfide (H2S) is a typical trace component. FIELD GAS: The heat value normally ranges from 900 - 1500 Btu/ft3 SLHV (33.54 - 55.898 J/cm 3 ). Octane rating of 115 - 118.
)
LANDFILL GAS: A fuel gas formed by the decomposition of landfill refuse. It is composed primarily of methane (CH4) and carbon dioxide. (C02). The heat value normally ranges from 450 - 550 Btu!ft3 SLHV (16.77 - 20.39 J/cm3). Octane rating of 118 - 120. Chlorine and fluorine bearing compounds are typical trace components. OCTANE NUMBER: The octane number of a fuel is a measure of if its ability to resist detonation (knock). It may be measured or calculated. For gas mixtures it is FORM 6248 Rrst Edition
1.20 - 29
SPECIFICATIONS Table 1.20-32. Ignition Timing Data (Non-DSM) OPERATING RPM 600 1 700 1 800 1 900
1000 11100
1200
MODEL
COMPRESSION RATIO:1
DUTY
FUEL TYPE
L5108G
8.25:1
Cont.
Low Btu
2t O
21 0
21 0
240
240
240
240
L5108G
8.25:1
All
HD-5 LPG
180
18 0
18 0
150
150
150
150
L5108G
8.25:1
All
Nat. Gas
21 0
21 0
21 0
240
240
240
240
L5108G*
8.25:1
All
Nat. Gas
-
-
-
-
-
-
21 0
L5108G
10:1
Cant.
Low Btu
20 0
L5108G
10:1
L5108G
10:1
All All
L5108G*
10:1
L5108GSI L5108GSI**
IGNITION TIMING CO BTDC)
20
0
220
240
240
240
0
12
0
12
12
0
0
12 0
22
0
22 0
240
24 0
240
-
-
-
-
21 0
22"
22"
go
go
22 go
22 go
22 go
22 go
12 0
120
120
120
120
22
0
220
22
0
22 0
220
0
0
0
0
180
12
20 0
20
0
Nat. Gas
-
-
Cant.
Low Btu
22"
8.25:1
Cant.
HD-5 LPG
go
L5108GSI-
8.25:1
Cant.
HD-5 LPG
L5108GSI
8.25:1
Cant.
Nat. Gas
HD-5LPG
12
Nat. Gas
Cant.
8.25:1
22
0
0
0
0
0
12
12
22
0
22 0
0
0
0
0
18
18
18
18
-
-
-
-
12
0
L5108GSI
8.25:1
Intr.
Nat. Gas
18
L5108GSI*
8.25:1
Cont.
Nat. Gas
L5108GSI*
8.25:1
Intr.
Nat. Gas
-
L5108GSI
10:1
Cant.
Low Btu
180
180
180
18 0
18 0
150
15 0
0
0
0
0
0
0
-
L5108GSI
10:1
Cant.
Nat. Gas
18
18
18
L5108GSI
10:1
Intr.
Nat. Gas
-
L5108GSI*
10:1
All
Nat. Gas
-
-
-
5108GL
10.5:1
All
Low Btu
20
20 0
20
5108GL
10.5:1
All
Low Octane, 115 Min.
6"
6"
6"
10.5:1
Low Octane, 117 Min. Nat. Gas
14
14
0
0
18
0
-
-
22 0 18 0
18
15
15 0
-
-
-
150
-
150
200
200
20 0
200
60
6"
6"
60
18
5108GL
10.5:1
All All
L5790G
8.25:1
Cant.
Low Btu
22
0
220
22 0
240
240
240
240
L5790G
8.25:1
All
HD-5 LPG
180
18 0
180
150
150
15 0
150
L5790G
8.25:1
All
Nat. Gas
22
22
0
22
0
0
0
240
L5790G
10:1
Cant.
Low Btu
20
0
20
0
20
L5790G
10:1
All
HD-5 LPG
12
0
L5790G
10:1
Nat. Gas
L5790G*
10:1
All All
L5790GSI
8.25:1
L5790GSI**
8.25:1
5108GL
10
0
0
0
10
0
0
10
0
14
14
0
10
0
0
14
14
14 0
24
10
24
20 0
20 0
20 0
20 0
0
0
0
0
12
12 0
200
200
20
0
200
-
-
-
-
160
21 0
21 0
21 0
21 0
21 0
21 0
go
go
12
12
12
200
20
0
200
Nat. Gas
-
-
Cant.
Low Btu
21 0
Cont.
HD-5 LPG
go 0
10 0
0
0
0
0
0
go
9"
9"
9"
12
120
12 0
120
12 0
21 0
21 0
21 0
21 0
0
0
0
18
180
-
21 0
8.25:1
Cant.
HD-5 LPG
12
12
L5790GSI
8.25:1
Cant.
Nat. Gas
21 0
21 0
21 0
L5790GSI
8.25:1
Intr.
Nat. Gas
22
0
22
22
L579OGSI*
8.25:1
Cont.
Nat. Gas
L5790GSI*
8.25:1
Intr.
Nat. Gas
-
-
-
0
12
0
L5790GSI-
1.20 - 30
24
0
10
0
-
0
20
-
20
-
180
FORM 6248 First Edition
)
SPECIFICATIONS OPERATING RPM 600 MODEL
COMPRESSION RATIO:1
DUTY
FUEL TYPE
700
800
1000
900
IGNITION TIMING
1100
1200
r BTDC)
160 60
160 60
160 60
160 60
160 60
160 60
160 60
100 100
100 100
100 100
100 100
100 100
100 11 0
100 11 0
20 0 180
200 180
200 180
240 150
240 150
240 150
240 150
20 0 20 0
200 200
200 200
240 220
240 220
240 240
240 240
120 200
120 200
100 220
100 220
go
go
Nat. Gas
120 20 0
240
5790GL
10:1
5790GL
10:1
5790GL
10:1
5790GL
10:1
All All All All
L7042G
8:1
Cont.
Low Btu HD-5 LPG
Low Btu
Low Octane, 115 Min. Low Octane, 117 Min. Nat. Gas
L7042G
8:1
L7042G
8:1
All All
L7042G
10:1
Cont.
Low Btu
L7042G
10:1
HD-5 LPG Nat. Gas
-
-
-
-
-
-
240 21 0
21 0 go
21 0 go
21 0 go
240 go
240 go
240 go
240 go
120 21 0
120 21 0
120
120 0 24~..., . 24 15" _. 150
120 240
120 240
150
150 21 0
Nat. Gas
L7042G
10:1
L7042G"
10:1
All All All
L7042GSI
8:1
Cont.
Low Btu
L7042GSI-
8:1
Cont.
HD-5 LPG
L7042GSI
8:1
Cont.
HD-5 LPG
L7042GSI
8:1
Cont.
Nat. Gas
120 21 0
L7042GSI
8:1
InlT.
Nat. Gas
150
150
150
L7042GSI"
8:1
Cont.
Nat. Gas
L7042GSI"
8:1
InlT.
Nat. Gas
-
-
-
10.5:1
Cont.
160 60
160 60
16°.,. ~" 16"
60
60
160 60
100
100
100
100
100
6" 100
100 40
100 40
100 40
100 40
-
-
-
150
"
7042GL
10.5:1
All All
Low Octane, 117 Min.
-
7042GL
10.5:1
All
Nat. Gas
100
100
100
7042GL
10.5:1
Cont.
HD-5 LPG
-
-
-
7042GL 7042GL
10.5:1
Low Btu Low Octane,115 Min.
160
NOTE: "These enQlnes run wnh an elevated jacket water temperature between 2100 and 250 0 F (990 -1210 C). It is neeessaryto adjust the ignition timing to allow for a greater margin of protection from detonation. Changing the engine timing will also change the exhaust
emissions and fuel economy.
**1. W. Temperature 1300 F (540 C) -I. W. Temperature 850 F (2go C)
)
FORM 6248 First Edition
1.20 - 31
SPECIFICATIONS Table 1.20-33. DSM Timing Data (DSM Equipped) OPERATING RPM
600 MODEL L5108G
COMPRESSION RATIO:l 8.25:1
DUTY
FUEL TYPE
Cont.
Low Btu
8.25:1
All
HD-5 LPG
8.25:1
All
Nat. Gas
L5108G*
8.25:1
All
Nat. Gas
L5108G
10:1
Cont.
Low Btu
L5108G
10:1
HD-5 LPG Nat. Gas
14 - 20°
-
L5108G
10:1
L5108G*
10:1
Cont.
Nat. Gas
-
L5108GSI
8.25:1
Cont.,
Low Btu
16 - 22°
L5108GSI-
8.25:1
Con!.
HD-5 LPG
3 - go
L5108GSI
8.25:1
Cont.
HD-5 LPG Nat. Gas
L5108GSI
8.25:1
Intr.
Nat. Gas
L5108GSI*
8.25:1
Cont.
Nat. Gas
L5108GSI*
8.25:1
Intr.
Nat. Gas
L5108GSI
10:1
Cont.
Low Btu
L5108GSI
10:1
Cant.
Nat. Gas
L5108GSI
10:1
Intr.
Nat. Gas
L5108GSI*
10:1
All
Nat. Gas
5108GL
10.5:1
All
Low Btu
5108GL
10.5:1
All
Low Octane,
5108GL
10.5:1
All
5108GL
10.5:1
L5790G
-
-
14 _ 200 14 - 20 0 16-22° 6 _12 0 6 - 120 6 _120
All All
Cont.
900
1000
1100
1200
DSM TIMING (" BTDC)
L5108G
8.25:1
800
15-21 0 15-21 0 15-21 0 18 - 24° 12 - 180 12 - 180 12 - 180 9 - 150 15 - 21 0 15-21° 15 - 21 0 18 - 240
L5108G
L5108GSI-
700
-
-
16 - 220
18 - 240
18 - 24°
6 _120
6 _120
6 - 120 6 _12 0 0 18 - 24° 18 - 24 15-21 0 -
-
14 - 200 16 - 220 16 - 22 0
-
-
-
16 - 22 0 16 - 220 16 - 22"
3 _ g"
3 - g"
3 - g"
6 _12" 6 - 120 6 _12" 0 0 16 _ 22 16 _ 22 16 - 220 16 - 220 12 - 180 12 - 180 12 - 180 12 - 180 6 _120
-
-
-
-
18 - 240 18 - 240 18 - 240 9 _15 0 9 _15 0 9 _15 0 18 - 240 18 - 24 0 18 - 240 15-21 0
-
18 - 240
-
16 - 220 16 - 22 0 16 - 22°
3 _ go 6 _120 16 - 220 12 - 180
-
-
-
3 _ g"
3 - g"
6 - 120 0 16 _ 22 16 - 220 12 _18 0 12 - 180 6 _120
-
16 - 220 12 - 180
9 _15 0
9 _15 0
9 _15 0
9 _15 0
-
-
9 _15 0
-
-
9 - 15"
-
12 - 180 12 - 180 12 - 180 12 - 180 12 - 18" 12 - 180 12 _18 0 12 _18 0 12 _ 180 12 - 18°
-
18 - 240
14-20° 14 _ 200 14 _ 200 14 - 20 0 14-200 14_200 14 - 200 0-6"
0-6°
0_60
0-6°
0-6"
0_60
0-6"
Low Octane, 117 Min.
4 _10 0
4 _10 0
4 _10 0
4 - 10°
4 _10 0
4 _10 0
4 - 100
All
Nat. Gas
8 -14
8 - 140
8 _14 0
8 _14 0
8 _14 0
8 _14 0
8 - 140
8.25:1
Cont.
Low Btu
L5790G
8.25:1
HD-5 LPG
L5790G
8.25:1
All All
L5790G
10:1
Cont.
Low Btu
L5790G
10:1
All
HD-5 LPG
L5790G
10:1
All
Nat. Gas
L5790G*
10:1
All
Nat. Gas
115 Min.
Nat. Gas
)
16 _ 22 0 16 - 220 12 _18 0 12 - 180 0 16 - 22° 16 - 22 0 14 _ 200 14 - 20 6 _120 6 _12 0 0 14 - 20° 14 - 20
-
-
16 - 220 18 - 24° 18 - 240 18 - 240 18 - 240 12 _18 0 9 - 150 9 - 150 9 _15 0 9 _15 0 0 16 - 22 18 - 240 18 - 240 18 - 24" 18-240 0 14_200 14 - 20 0 14 _ 200 14 - 20" 14-20 6 _120 6 _120 6 _120 6 _120 6 - 120 14 - 200 14 - 200 14 - 200
-
-
-
14-200 14 - 200 10 - 160
)
1.20-32
FORM 6248 First EdHion
SPECIFICATIONS OPERATING RPM 600 MODEL
COMPRESSION RATIO:1
DUTY
FUEL TYPE
L5790GSI
8.25:1
Cant.
Low Btu
L5790GSlti
8.25:1
Cant.
L5790GSI-
8.25:1
Cant.
700
800
1000
900
1100
1200
DSM TIMING (' BTDC) 15-21° 3 _ go
15 - 21°
HD-5LPG
15 - 21' 15-21' 3 _ go 3 _ go
3 _ go
15-21' 15-21' 15-21' 3 _ go 3 _ go 3 - go
HD-5 LPG
6 _12'
6 _12'
6 _12'
6 _12'
6 _12'
L5790GSI
8.25:1
Cont.
Nat. Gas
15-21' 15-21' 15-21' 15-21' 15-21'
L5790GSI
8.25:1
In!r.
Nat. Gas
16 - 22°
L5790GSI*
8.25:1
Cont.
Nat. Gas
-
L5790GSI*
8.25:1
In!r.
Nat. Gas
-
5790GL
10:1
All
Low Btu Low Octane,
6 - 12'
6 _12'
15-21°
15-21'
14 - 20'
14 - 20'
12 - 18'
12 - 18°
-
-
-
12 - 18'
10 - 16' 10 - 16' 10 - 16'
10 - 16'
10 _16'
10 - 160
10 - 16'
0-6°
0_6
0_6
0_6
0_6
0_60
16 - 22' 16 - 22'
-
0_6
15-21°
5790GL
10:1
All
5790GL
10:1
All
Low Octane,
117 Min.
4 - 10'
4 _10'
4 _10'
4 _10'
4 _10'
4 - 100
4 _10'
5790GL
10:1
All
Nat. Gas
4 - 10'
4 _10'
4 _10'
4 _10'
4 _10'
5 - 11'
5 - 11°
L7042G
8:1
Cont.
Low Btu
14-20°
14 _ 20' 14 _ 20'
18 - 24'
18 - 24'
18 - 24'
18 - 24°
L7042G
8:1
All
HD-5 LPG
12 _18'
12 - 18
9 - 15'
9 _15'
8:1
All
Nat. Gas
14-20°
14 - 20°
18 - 24'
18 - 24°
L7042G
10:1
Cont.
Low Btu
14-20°
14 - 200
12 - 18' 9 _15' 14 _ 20' 18 - 24' 14 - 20' 16 _ 22'
9 _15
L7042G L7042G
10:1
All
HD-5 LPG
6 - 12°
6 _12'
6 _12'
4 _10'
16 - 22"' 18 - 24' 4 - 10'. 3 _ go
18 - 24' 3 - go
14-20° 14 - 20' 14 - 20'
16 _ 22'
16 - 22°, 18 - 24'
-
-
115 Min.
L7042G
10:1
All
Nat. Gas
L7042G*
10:1
All
Nat. Gas
-
0
0
0
-
0
0
0
18 - 24'
-
0
-
18 - 24°
15-21'
L7042GSI
8:1
Cont.
Low Btu
L7042GSlti
8:1
Cont.
HD-5 LPG
15-21' 15 - 21' 15 - 21' 3 _ go 3 _ go 3 _ go
18 - 24' 3 _ go
18 - 24". 18 - 24° 3 _ go 3 - go
18 - 24' 3 _ go
L7042GSI
8:1
Cont.
HD-5 LPG
6 - 12'
6 _12'
6 _12'
6 _12'
6 - 12'
6 _120
L7042GSI
8:1
Cont.
Nat. Gas
15-21' 15-21' 15-21' 18 - 24' 9 - 15' 9 _15' 9 _15' 9 _15'
18 - 24' 9 _15'
18 - 24'
18 - 24'
9 - 15'
9 _15'
-
15-21'
-
9 _15'
L7042GSI
8:1
Intr.
Nat. Gas
L7042GSI*
8:1
Cont.
Nat. Gas
L7042GSI*
8:1
Intr.
Nat. Gas
7042GL
10.5:1
Cont.
Low Btu
6 _12'
-
-
-
-
-
-
10 _16'
10 - 16'
10 - 16'
10 - 160
0_6
0_60
0-60
0-6 0
0_60
0_60
4 _10 0
4 - 10'
4 _10'
4 _10'
4 - 10°
4 _10'
7042GL
10.5:1
All
Low Octane,
7042GL
10.5:1
All
Low Octane,
117 Min.
-
4 - 10'
4 _10 0
4 _10 0
7042GL
10.5:1
All
Nat. Gas
4 -10'
4 - 10'
4 _10'
4 _10'
115 Min.
0
10 - 16' 10 - 16'
NOTE: * These en9ines run with an elevated jacket water temperature between 210 and 250 F (99° - 121 C). It is necessary to adjust the ignition timing to allow for a greater margin of protection from detonation. Changing the engine timing will also change the exhaust emissions and fuel economy. ti I. W. Temperature 130' F (54' C) - I. W. Temperature 85' F (29' C) 0
0
0
)
FORM 6248 First Edition
1.20 - 33
SPECIFICATIONS
)
)
)
1.20 - 34
FORM 6248 First Edition
CHAPTER 2 - ENGINE TEAR DOWN
CONTENTS SECTION 2.00 - CYLINDER HEAD REMOVAL SECTION 2.05 - CRANKCASE REMOVAL
)
FORM 6248 Rrst Edition
)
)
)
FORM 6248 First Edition
SECTION 2.00 - CYLINDER HEAD REMOVAL CYLINDER HEAD REMOVAL NOTE: Be sure that you have read and understood the safety and waming information in Section 1.01, Safety, and Section 1.02 Rigging and Lifting Engines. before proceeding.
A
WARNING
Failure to take adequate precautions when servicing this product can result in severe personal injury or death.
A
WARNING
Never walk or stand under an engine or component while it is suspended. Always consider the weight of the item being lifted. Use properly rated lifting equipment and approved lifting methods. H not supported by a properly rated lifting device, some heavy parts may fall when loosened. Failure to take adequate precautions can resuH in severe personal injury or death. NOTE: As part of the overhaul process, the exhaust manifold, intake manifold and water manifold should already be removed. If not, refer to Chapter 5 of this manual, for removal procedures for those particular items. Chapter 5 covers the removal of all the extemal components of the engine. Procedures have been included in this section to allow cylinder heads to be removed in field conditions, when the manifolds may not normally be removed.
CAUTION
A Ilf repair work requires IL• .: . =:.....;:;.;;...;;.;;;....;;...;;...;;:..--1. . removal of the cylinder heads from one or both banks while the exhaust manifold stays in place, care must be taken so that proper support is maintained for the exhaust manifold. To provide this support, only a limited number of cylinder heads can be removed at any one time. This specific technique provides the proper support to the exhaust manifold. If sufficient support is not provided to the exhaust manifold and associated components, severe damage can occur to these parts. Leave the exhaust manifold secured to cylinder heads 1L, 1R, 3L, 3R, 5L and 5R on Left and Right cylinder banks while cylinder heads 2L, 2R, 4L, 4R, 6L and 6R are removed. When the removed cylinder heads are replaced and secured to the exhaust manifold, then cylinder heads 1 L, 1 R, 3L, 3R, 5L and 5R on Left and Right cylinder banks can be removed.
CAUTION
A I Before disassembly, .. drain all coolant completely from the engine. Prevent dirt or water from entering the 011 sump when removing' the cylinder heads and liners.
I
A
WARNING
This procedure is a two person operation. To do this procedure alone is dangerous and can result In severe personal injury or death. 1. Refer to Chapter 5 and remove spark plug assembly.
NOTE: Service Bulletin 15-2oo7B, Exhaust Manifold Support Bracket, describes how to fabricate and use exhaust manifold support brackets, when it is desired to remove cylinder heads without removing the exhaust manifolds. If support brackets are not available, an altemative method is to remove six cylinder heads (three from each cylinder bank) in a pattem that allows for full support of the exhaust manifolds as outlined in the following.
A
WARNING
Ensure that the fuel source Is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe personal InJury or death could resuH. 2. Refer to Chapter 5 and disconnect the fuel supply
tube from the admission valve body (GL). 3. Refer to Chapter 5 and remove the admission valve assembly from the cylinder head (GL). 4. Remove the rocker arm covers and gaskets from the cylinder heads.
)
FORM 6248 First EdHion
2.00 -1
CYLINDER HEAD REMOVAL NOTE: Do not mix parts between rocker arm assemblies, lift both sides of the rocker arm assemblies off together.
5. Remove the rocker arm support capscrews and washers (8 capscrews per head, 1/2 x 4-3/4 inches). Move the rocker arm assemblies to a suitable workbench (See Figure 2.00-1).
7. Pull out the hydraulic push rods (2 rods per cylinder head) (see Figure 2.00-3). Tag the push rods as they are removed, so that they can be installed in their original locations. Place the pushrods in clean plastiC bags to keep dirt and debris out of the hydraulic lifters.
)
Figure 2.00-3. Push Rods And Water Outlet Elbows
8. Remove the water outlet elbows (2 ferry head, 2 hex head capscrews per elbow, 1/2x 1-3/4 inches, with lock washers) (see Figure 2.00-3). Remove and discard the rectangular rubber seals from the ends of each elbow (see Figure 2.00-4).
Figure 2.00-1. Rocker Arms
8. Remove the rocker arm oil supply tubes from the cylinder heads (see Figure 2.00-2). Remove the male connector tube fittings from the cylinder head castings.
~
ROCKER ARM OIL SUPPLY TUBE
)
~ ~ _
FERRULE
Nut
FERRULE~~lI"'''.f
I
Figure 2.00-4. Water Outlet Elbow Gaskets ~_MALE CONNECTOR ~ TUBE FITTING
Figure 2.00-2. Install Rocker Arm 011 Supply Tubes
IA
CAUTION IHydraulic
push rods must be stored I n the vertical position to prevent the oil from leaking out of the hydraulic valve lifters. Disregarding this information could result In product damage.
)
.L .:: . =:.......;::..;;,...;;,,;:...-.;:.,..:.-.;;;...0...:...1. .
2.00 - 2
FORM 6248 First Edition
CYLINDER HEAD REMOVAL 9. Remove two capscrews (2 hex head 1/2 x 5-1/2 inches, with washers and 2 hex head 1/2 x 8-1/2", with (see washers) from the exhaust manifold Figure 2.00-5).
A
WARNING
Each cylinder head weighs approximately 195 Ibs. (89 Kg). Use a suitable lifting device and exercise caution to avoid severe personal injury or death. 13. Thread an eye bolt (1/2"-13) into the rocker arm cover capscrew bore closest to the water oUOet elbow connection. Install a suitable lifting chain, (see Figure 2.00-7).
Figure 2.00-5. Exhaust Manifold - Rear VIew
10. Loosen the gasket seal where the exhaust manifold joins the cylinder head.
)
11. Remove four capscrews (GL models, hex head, 1/2 x 1-3/8" with washers and lockwashers) (G/GSI models, hex head, 1/2 x 1-1/4" with washers and lockwashers) from the intake manifold (see Figure 2.00-6). NOTE: Loosen the intake manifold capscrews on all cylinder heads to to allow the intake manifold to be moved back.
Figure 2.00-7. Eye Bolt Location 12 Cylinder Engines· ..
14. Remove the capscrews and washers securing the heads to the engine block (8 capscrews per head; 2 short, 6 long) (see Figure 2.00-8).
Figure 2.00-6. Intake Manifold
12. Loosen the gasket seal where the intake manifold joins the cylinder head.
Figure 2.0IHI. Cylinder Heads
)
FORM 6248 First Edition
2.00 - 3
CYLINDER HEAD REMOVAL
)
CYLINDER HEAD
WEIGHT
UNBALANCED
) CRANKCASE Figure 2.00-9. Lifting The Cylinder Head
CAUTION I I=.A=:........;~...;..;;;;....:c...:...;;;...;:....:...J. .
To avoid damage to the deck surface or the dowel locating pins, raise the cylinder head at an angle that closely approximates the angle of the crankcase.
L.
16. Remove the head gaskets from the engine block. Scrape any gasket material from the cylinder head and engine block.
15. Lift the head off the engine using an overhead lifting device (see Figure 2.00-9). NOTE: A pry bar may be needed to free the cylinder head from the head gasket. NOTE: The push rod cover assemblies may lift off with the cylinder head or remain attached to the valve lifter housing. In any case, remove the push rod cover assemblies from either the cylinder head or valve lifter housing.
CAUTION I I=.A=:........;~---''-c...:...;;;...;:....:...J. .
Position the cylinder heads on a wooden board or pallet. Place each head on its side to avoid damage to the nozzle of the prechamber cup on GL models.
L.
2.00 - 4
FORM 6245 First Ed~ion
SECTION 2.05 - CRANKCASE REMOVAL PISTON/CONNECTING ROD REMOVAL
A
WARNING
This procedure Is a two person operation. To do this procedure alone is dangerous and can result In severe personal injury or death.
A I ~emove only. one piston IL• .: . =:.......;;;;.;;....;;..;;....;~.;;...~. . and connecting rod as· sembly at one time. Removing more than one cylinder may cause damage to equipment.
CAUTION
NOTE: Drain all engine oil before proceeding. Engine coolant should already be drained.
1. Remove the connecting rod cap (4 ferry head capscrews) (see Figure 2.05-1).
Figure 2.05·2. Carbon Ridge 3. Install a piston puller (PiN 474018, for 8-1/2 in. bore, PiN 474019, for 9-3/8 in. bore) into the two threaded holes in the piston crown (see Figure 2.05-3). Use a suitable refacing tool to unplug the holes and clean hardened carbon from the threads without causing damage to the bore. Install a lifting chain to the piston puller.
PISTON PULLER
)
Figure 2.05-1. Capscrews - Connecting Rod Caps
A
CAUTION IToensureremo~alofthe
I = ' - ' -_ _ _ _--'. entire carbon ridge and to avoid nicking or scratching the piston with the carbon scraper, bar the engine over to move each piston to its lowest point of travel. L... : .
'A
= ..
CAUTION I~onotcutdownlntothe
IL. =:.......;;;;.;;....:.:=-.;:;..;;..;:;..;~. ring travel zone when removing the carbon ridge from the cylinder sleeve bore. Disregarding this information could result In product damage.
)
2. Use a suitable carbon scraper to remove the carbon ridge from the cylinder sleeve bore (see Figure 2.05-2). The ridge is confined to the area above the upper range of top piston ring travel.
Figure 2.05-3. Install Piston Puller
A
WARNING
Each piston and connecting rod assembly weighs approximately 90 Ibs. (41 Kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death. NOTE: The piston and connecting rod assembly consists of the piston, piston rings, piston pin and two retaining rings, piston pin bushings, connecting rod and connecting rod bearing.
FORM 6248 First Edition
2.05 - 1
CRANKCASE REMOVAL
IA
CAUTION I
Do not allow the con:.. necting rod to contact the crankshaft after the bearing halves have been removed. Insure that plastic is wrapped around the end ofthe connecting rod to preventthe connecting rod end end from damaging the cylinder sleeve bore.
NOTE: The piston slides out of the cylinder block with relative ease until the lower part of the skirt reaches the upper portion of the sleeve. At this point, the piston may become cocked, causing it to bind in the sleeve. To prevent this from happening, lightly jiggle the piston back and forth as it is raised.
I.A. CAUTION IConnecting rods and caps are matched sets.
)
Do not mix connecting rods and caps. Do not mix bearing halves. Tag bearing halves to identify them during wear analysis. Disregarding this information could result in product damage. 5. Remove bearing haives from the connecting rod cap and connecting rod (see Figure 2.05-5 and Figure 2.05-6).
4. Pull the piston and connecting rod assembly out of the cylinder block at an angle that closely approximates the angle of the crankcase (see Figure 2.05-4).
Figure 2.05-5. Connecting Rod
)
Figure 2.05-6. Bearing Cap CORRECT
Figure 2.05-4. Remove Piston/Connecting Rod Assembly
2.05 - 2
FORM 6248 First Ed~ion
CRANKCASE REMOVAL
WAUKESHA PART NUMBER
,L
IljIY
IR
.---- -CAP AND BLADE MATCH NUMBERS WEIGHT CLASSIFICATION
"A", "B", OR "c"
Figure 2.05-7. Keep Connecting Rod Caps And Blades Properly Mated 6. Temporarily install the connecting rod cap to the connecting rod. To keep the parts properly mated, verify that the rod and cap are marked with the same match or cylinder location numbers (see Figure 2.05-7).
)
FORM 6248 First Edition
IA
CAUTION I
Do not barthe crankshaft . .. . over more than necessary to remove each piston and connecting rod assembly while a piston and connecting rod are loose in the cylinder liner. Completely remove the piston and connecting rod assembly before barring over the engine. Disregarding this Information could result In product damage.
2.05 - 3
CRANKCASE REMOVAL 7. Repeat the procedure to remove any other pistons and connecting rods. Using the manual engine barring device, reposition the crankshaft as necessary to aid in further piston and connecting rod removal.
BAU
BEARING
S. Be sure to remove any connecting rod bearings which may have fallen into the oil sump during the removal process. Note their original location and tag each bearing.
CYLINDER SLEEVE REMOVAL
A
WARNING
The cylinder sleeve weighs approximately 63 Ibs. (28 kg). Use the aid of an assistant, and exercise caution during removal or installation avoid severe personal injury or death.
IA
CAUTION IInsure that
all. engine coolant was drained before proceeding. Use proper procedures to insure that the oil sump is not contaminated with coolant. Protect all electrical components to insure coolant does not enter. Disregarding this information could result in product damage.
'-'...==-...;;;..;;....;;..;;;."...;;;..--::,...;;;..;..J.
NOTE: Piston and connecting rods should already be removed from the engine.
Figure 2.05-8. Cylinder Sleeve Puller
5. Remove the upper and middle O-rings, and lower O-ring from cylinder sleeve (see Figure 2.05-9).
)
1. With a grease pencil, mark the cylinder liners parallel and perpendicular to the crankshaft. Use different colors or markings, so that you can differentiate between the two. The marks will be helpful later when measuring the cylinder liners for wear.
NOTE: The bottom plate of the Waukesha supplied screw-type cylinder sleeve remover must be sized for the liner as follows: 8-1/2 inch bore (PIN 4942840); 9-318 inch bore (PIN 494286). 2. Install a screw-type cylinder sleeve remover (PIN 499233) and pull the sleeve upward about 2 - 3 inches (51 - 76 mm) (see Figure 2.05-8). The puller and sleeve can be lifted out by hand once the sleeve seals clear the lower bore of the crankcase.
IA
CAUTION I
NEVER reuse a cylinder .. sleeve which has been dropped. A dropped cylinder sleeve can have unseen damage resulting in severe engine damage.
3. If the cylinder sleeves are to be reused, mark each cylinder sleeve with the position tt carne from on the engine; for example, 2LB, 3RB, etc. During reassembly, a reused sleeve must be installed in the sarne cylinder position. 4. Repeat this procedure for each cylinder sleeve being removed. 2.05 - 4
)
Figure 2.05-9. Cylinder Sleeve FORM 6248 First Edition
CRANKCASE REMOVAL
I.a A CAUTION I
Do NOT use a cylinder sleeve gasket with a PIN 205130L sleeve. Using the cylinder sleeve gasket will cause the sleeve to project too far above the crankcase deck for proper head gasket sealing, causing severe engine damage.
2. Install three guide pins in the 12, 9 and 3 o'clock positions (guide pins may be fabricated from 1/2 x 6-1/2 in. (12.7 x 165.1 mm) capscrews. Capscrews must be threaded approximately 2 in. (50.8 mm) on one end).
6. On 9-3/8 inch bore models using the PIN 205130C and 205130H cylinder sleeve, remove the cylinder sleeve gasket from the cylinder sleeve. The PIN 205130L cylinder sleeve does not use a cylinder sleeve gasket.
The vibration damper weighs approximately 3031bs. (137 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death.
A
7. Store the cylinder liners upright on end.
A
VIBRATION DAMPER REMOVAL
A
WARNING
This procedure Is a two person operation. To do this procedure alone Is dangerous and can result in severe personal injury or death.
WARNING
WARNING
Do not pull the vibration damper past the ends of the guide pins when installing lifting straps and lifting device. Allowing the vibration damper to slide past the ends of the guide pins without proper lifting devices attached could cause severe personal injury or death.
Different combinations of pulleys, vibration dampers, and spacers are installed on the the front of the engine. Figure 2.05-10, shows the engine with two vibration dampers installed. Refer to Table 4.00-3 and Table 4.00-4 in Chapter 4 for combinations of pulleys, spacers and attaching hardware. Current engines may have eITher "C" section or 5V section groove pulleys (see Figure 4.00-151). .
3. Attach a lifting eyes to the two threaded holes in the vibration damper and a suitable lifting device to the lifting eyes.
1. Remove three of the capscrews from the 12, 9 and 3 o'clock positions on the front drive pulley (see Figure 2.05-10).
5. Using a suitable lifting device, and:with the aid of an assistant, remove front vibration damper from the crankshaft.
/
4. Insuring that the vibration damper stays back against the rear crankshaft pulley, remove the remaining eight capscrews washers and front drive pulley, and spacer (if present) from front vibration damper.
REAR VIBRATION DAMPER
FRONT PULLEY SPACER
) Figure 2.05-10. Vibration Dampers/Crankshaft Pulleys
FORM 6248 First Edition
2.05 - 5
CRANKCASE REMOVAL 6. Remove three capscrews, 7/8 x 2-1 12" lock washers, washers, crankshaft end plate and crankshaft front pulley sleeve from the crankshaft. 7. Remove ten ferry head capscrews, 1/2 x 1-1/2" and washers from the rear crankshaft pulley and rear vibration damper.
A
/
WARNING
The special removal tool (stop sleeve) must be used, and the crankshaft end plate re-installed, when removing the rear crankshaft pulley. This will keep the crankshaft pulley from springing off the tapered sleeve during the removal process and also separates the tapered sleeve from the pulley. Failure to follow this procedure could cause severe personal injury or death.
Figure 2.05-12. Rear Vibration Damper/Rear Crankshaft Pulley
8. Install stop sleeve (PIN 474005) on the crankshaft end (see Figure 2.05-11). STOP SU,I:Vlc.
1/4" CLEARANCE
REAR VIBRATION DAMPER
TAPER SU,cVI:,
'"1i--++-
MINIMUM_IL~:+-t
A
The rear vibration damper weighs approximately 112 Ibs. (SO kg). Insure that the rear vibration damper does not slide off crankshaft while removing the rear crankshaft pulley to avoid severe personal injury or death.
9. Re-install the crankshaft end plate and three capscrews (see Figure 2.05-12).
)
10. Using a puller and a portable hydraulic press, remove the rear crankshaft pulley from the crankshaft.
A Figure 2.05-11. Crankshaft Pulley Stop Sleeve
WARNING
WARNING
The rear vibration damper weighs approximately 1121bs. (SO kg). Use a suitable lifting device and use caution during removal or installation to avoid severe personal injury or death.
IA
CAUTION I
The rear vibration damper .. will tilt during removal from crankshaft end, use aid of an assistant to steady vibration damper and prevent damage to equipment
11. Install two lifting eyes and lifting straps to the rear vibration damper. 12. Using a suitable lifting device, remove the rear vibration damper from the crankshaft. 13. Remove tapered crankshaft pulley sleeve from crankshaft. 14. Remove the crankshaft rear pulley spacer from the crankshaft.
2.05 - 6
FORM 6248 First
Ed~ion
)
CRANKCASE REMOVAL FRONT GEAR COVER REMOVAL
A
WARNING
This procedure is a two person operation. To do this procedure alone is dangerous. Failure to use at least two people for this operation can result in serious personal injury or death. See other warnIngs and cautions at the beginning of this section. NOTE: Engine oil and coolant should already be drained. 1. Remove capscrews, lock washers two circular cover plates and gaskets from gear housing cover (six capscrews per plate, 3/8 x 7/8") (see Figure 2.05-13).
Figure 2.05-14. Reer Gear Housing - Front Left
A
WARNING
Always wear proper eye protection when removing retaining rings. Slippage may propel the retaining ring with enough force to cause serious eye injury. use the correct retaining ring pliers. Verify that the tips of the pliers are not exC4!$Sively worn or damaged to prevent severe personal injury or death.
\
3. Remove retaining ring and ball bearing from accessory (magneto) drive shaft (see Figure 2.05-15).
Figure 2.05-13. Gear Cover Plates - Front Left
2. Remove six nuts, lock washers cover plate and gasket from rear left side of gear housing (see Figure 2.05-14).
Figure 2.05-15. Ball Bearing
FORM 6248 First Edttion
2.05 - 7
CRANKCASE REMOVAL
)
,--,,0«-...,..,0 •
\
1"'1
CAPSCREWS ALREADY REMOVED (5)
OIL PAN TO GEAR COVER - 6 CAPS CREWS
fO\
REAR HOUSING TO GEAR COVER - 15 CAPSCREWS
@ e
GEAR COVER TO REAR HOUSING - 13 CAPSCREWS DOWEL PIN HOLES - 2
)
Figure 2.05-16. Gear Cover
4. Remove eighteen capscrews (1/2 x 3") from the rear right and rear left gear housing cover.
10. Remove the oil seal from the front gear cover (see Figure 2.05-17).
5. Remove six capscrews, (1/2 x 1-3/4") and washers from the bottom flange of the gear housing cover and oil sump (see Figure 2.05-16). 6. Remove fifteen capscrews, (1/2 x 1-3/4") and lock washers from perimeter of gear housing cover.
A
WARNING
Front gear housing cover weighs approximately 157 Ibs. (71 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death. 7. Place lifting straps through upper right and left inspection holes and attach lifting device. Figure 2.05-17. Front 011 Seal
NOTE: There are dowel pins between the gear housing and gear housing cover, these pins do not have to be removed.
8. Using a pry bar, gently pry apart the seal between gear housing and gear housing cover. 9. Using a lifting device, carefully remove the gear housing cover from gear housing. 2.05 - 8
FORM 6248 First Edition
CRANKCASE REMOVAL 11. Remove O-ring and oil slinger from crankshaft end (see Figure 2.05-18).
3. Remove the drive gear from the shaft (see Figure 2.05-20).
Figure 2.05-20. Drive Shaft Figure 2.05-18.011 Slinger And O-Ring
MAGNETO DRIVE GEAR REMOVAL
4. Remove six nuts, lock washers and magneto drive from the front gear housing (see Figure 2.05-21).
1. Remove the key from the shaft keyway. 2. Remove six capscrews and lock washers from the drive gear (see Figure 2.05-19).
Figure 2.05-21. Magneto Drive
Figure 2.05-19. Magneto Drive Gear
FORM 6248 First Edition
2.05 - 9
CRANKCASE REMOVAL IDLER GEAR REMOVAL
CAMSHAFT GEAR REMOVAL
1. Bend back tabs on capscrew locks on idler gears (see Figure 2.05-22).
1. At the back of the engine, loosen the lock nut, and turn the camshaft set screw in to contact the camshaft, then back it out about 1/4 turn so cam is free to r01ate (see Figure 2.05-24).
)
Figure 2.05-22. Lock Idler Gear Capscrews Figure 2.05-24. Camshaft Cover Plate
2. Remove two capscrews, (1/2 x 1-1/4") capscrew locks and idler gear washers from each idler gear.
3. Remove the idler gears from the idler gear spindles.
2. Bend back the 1ab on the camshaft gear nut lock (see Figure 2.05-25).
NOTE: Perform Step 4, only if required.
4. Remove six Nyloc capscrews, (3/B x 1 ") ball bearing re1ainer, front ball bearing, spacer and rear ball bearing from the idler gear (see Figure 2.05-23).
Figure 2.05-25. Unlocking The Camshaft Gear Nut NOTE: The engine may be prevented from rotating by placing a clean shop rag between the camshaft and idler gear teeth. Figure 2.05-23. Camshaft Idler Gear - Upper
2.05 - 10
3. Remove the camshaft gear nut from the camshaft.
FORM 6248 First Ednion
)
CRANKCASE REMOVAL 4. Using the two threaded holes in camshaft gear, mount a bar-type gear puller to the camshaft gear.
3. Remove capscrews and lock washers from the front of the valve lifter housing and front gear housing (see Figure 2.05-27).
& WARNING Heated parts can cause serious bums. Use caution when heating parts to prevent severe personal injury or death.
CAUTION I I A="---==...:..:::....:~=:;..;~.
Use caution when using the torch to prevent damage to the camshaft or camshaft gear.
1... • .:: ..
5. The camshaft gear is a shrink fit to the camshaft. If required, apply heat to the camshaft gear to assist in removal of the gear, and remove gear using the puller.
6. Remove the key from the keyway in shaft end.
FRONT GEAR HOUSING REMOVAL NOTE: The gears, with the exception of the crankshaft and oil pump gear must be removed before removing the front gear housing.
Figure 2.05-27. Valve Llftar Housing - Front
1. Remove two capscrews and washers from the bottom flange of the front gear housing cover and oil sump (see Figure 2.05-26).
4. Remove sixteen capscrews and lock washers, (1/2 x 1-1/2" with lock washers) from the front gear housing cover (see Figure 2.05-2Sj.
\ I
Figure 2.05-2B. Front Gear Housing
Figure 2.05-26. 011 Pan Capscrew - Front Left
& WARNING ,I
Gear housing weighs approximately 138lbs. (63 kg) use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 2. Attach lifting straps and lifting device to the front gear housing. FORM 6248 First Edition
I& CAUTION I
Be careful not to bend or damage the oil tubes when removing the front gear housing cover. ==--.;:;..;;;....;;.;:;...;;;....;;...;:;...;~.
L..
5. Carefully pry the front gear housing cover from the crankcase and the dowel pins. 6. Using a suitable lifting device, carefully remove gear housing from crankcase. 7. Remove gasket from crankcase and front gear housing.
2.05 - 11
CRANKCASE REMOVAL ROCKER ARM OIL HEADER REMOVAL 1. Remove four long bolts (3/8 x 1-1/2 inches), 1/4 inch spacers, and the rocker arm oil header (see Figure 2.05-29 and Figure 2.05-30).
)
FRONT (GEAR TRAIN SIDE)
LEFT BANK
Figure 2.05-29. Rocker Arm Oil Header
) RIGHT BANK
REAR (FLYWHEEL SIDE)
Figure 2.05-30. Longer Capscrew Locations For Mounting The Rocker Arm Oil Header
2.05 -12
FORM 6248 First Edition
CRANKCASE REMOVAL VALVE LIFTER HOUSING REMOVAL NOTE: Retum each valve lifter to its original location facing in the proper direction. Always retain the established wear pattems to minimize roller and cam lobe wear.
I.A. CAUTION IofValve lifters may fall out the valve lifter guides during removal. Use caution during removal to prevent damage to the valve lifters.
1. Remove 44 short bolts (3/8 x 1·1/8 inches, with lock washers) and valve lifter guides from the valve lifter housing (see Figure 2.05·31). 2. Remove the valve lifters (cam followers) from slotted lower bore of the valve lifter guides (see Figure 2.05·31). Remove lifter guide gaskets. NOTE: Replace all valve lifters if a new camshaft is needed. Waukesha will not wa"antthe new shaft if used followers are installed.
Figure 2.05-32. Valve Lifter Housing Cover
5. Remove twenty-eight capscrews, 3/8 x 1·1/2" and lock washers from the valve lifter housing cover (see Figure 2.05·33).
Figure 2.05-33. Raising The Valve Lifter HOllslng
Figure 2.Q5.31. valve Lifter Guides
NOTE: The five ferry head capscrews and lock wash· ers attaching the front flange of the valve lifter housing to the rear of the front gear housing, should have been removed with the front gear housing.
3. If not already removed, remove the five ferry head capscrews and lock washers from the front flange of the valve lifter housing (see Figure 2.05·27). 4. Remove two ferry head capscrews, (3/8 x 1·1/2") and lock washers from the flanges of the upper and lower valve lifter housing covers (see Figure 2.05·32).
6. Carefully pry the valve lifter housing from the crankcase.
A
WARNING
Valve lifter housing weighs approximately 198 Ibs. (90 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal InJury or death. 7. Attach lifting eyes, lifting straps and a suitable lifting device to the valve lifter housing.
A CAUTION I~alve I.. ==-=:..:..=:....:...:....:=-=~.
lifter guides and lifters must be removed prior to Step 8, or severe engine damage may occur.
L.
FORM 6248 First Edition
2.05 -13
CRANKCASE REMOVAL 8. Using a suitable lifting device, remove the valve lifter housing from the crankcase. 9. Clean the gasket material from the valve lifter housing and crankcase mating surfaces. 10. Remove five capscrews and lock washers (3 ferry head capscrews, 3/8 x 1-1/2 inches, with lock washers and hex nuts; 2 ferry head capscrews, 3/8 x 1-1/4 inches, with lock washers) and separate the front and rear sections of the valve lifter housing (see Figure 2.05-34). LEFT BANK
THREADED FURROW
14. If required, remove two male connector tube fittings (7/8 inch tube OD). Using the 1-1/4 inch hex on the connector body. Remove the tube fittings in the 3/4 inch pipe taps at the rear of the valve lifter housing (for connection of the turbo oil drain tubes) (see Figure 2.05-36).
)
FRONT SECTION
~.~ I[ 1 ' - - [-
Figure 2.05-36. Valve Lifter Housing - Rear
o REAR SECTION
RIGHT BANK
15. Remove four capscrews, lock washers, lower valve lifter housing cover and gasket from the crankcase (see Figure 2.05-37).
Figure 2.05-34. Valve Lifter Housing Assembly
)
11. Clean the gasket material from the valve lifter housing front and rear sections. 12. Finger tighten the cover to the rear face olthe valve lifter housing (5 ferry head capscrews, 3/8 x 1-1/2 inches, with lock washers and hex nuts). 13. If required, loosen the hex jam nu1 and remove the jam nut and set screw from the rear face of the valve lifter housing (see Figure 2.05-35).
Figure 2.05-37. Lower Valve Lifter Housing Cover
Figure 2.05-35. Camshaft Set Screw On Valve Lifter Housing Cover
2.05 -14
)
FORM 6248 First Edition
CRANKCASE REMOVAL CAMSHAFT REMOVAL NOTE: Each thrust ring is located by a roll pin.
1. Remove the thrust washer, shims and outer thrust ring from the camshaft end (see Figure 2.05-38 and Figure 2.05-39).
I.A. CAUTION Ithe Do not mix or cross mate camshaft bearing shells. Bearings are matched sets. Mixing the camshaft bearings may cause damage to equipment 1. Remove sixteen ferry head capscrews and lock washers from the camshaft bearing caps (see Figure 2.05-40).
FIgure 2.05-38. Thrust Washer Figure 2.05-40. Cam Bearing Cap
2. Remove the camshaft bearing caps and bearings from the camshaft. 3. Remove and discard the O-rings from the top of the camshaft bearing caps. 4. Tag bearing shells to aid in assembly.
A
WARNING
Camshaft weighs approximately 114 Ibs. (52 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. Figure 2.05-39. Shim Pack
I.A. CAUTION IDo not mix camshaft bearing caps, camshaft
5. Attach a suitable lifting device to the camshaft. 6. Using a suitable lifting device, remove the camshaft from the camshaft bearing saddles.
bearing caps are marked for their proper location 1 thru 7 (front to rear). The camshaft bearing saddles are precision align bored with all camshaft bearing caps torqued In place. Installing the camshaft bearing caps in the wrong positions will result In camshaft bearing and/or camshaft failure.
FORM 6248 First Edition
2.05 -15
CRANKCASE REMOVAL 7. Remove the lower camshaft bearing shells and tag them to aid in assembly (see Figure 2.0541).
1. Attach a suitable lifting bracket, lifting straps and lifting device to the rear flywheel housing section. A lifting bracket (see Figure 2.05-43) should be devised to properly handle the flywheel. With this device, the flywheel can be safely handled.
)
Figure 2.0541. Valve Lifter Housing Gasket - Front
BARRING DEVICE REMOVAL 1. Remove the barring device from the starter bore on the left bank side of the front flywheel housing (3 capscrews, 5/8 x 1-1/4 inches, with lock washers) (see Figure 2.05-42).
Figure 2.0543. Flywheel Lifting Bracket
)
2. Remove sixteen capscrews, (1/2 x 1-1/2" and lock washers) from the rear flywheel housing section (see Figure 2.05-44).
BARRING DEVICE
Figure 2.0542. Front Flywheel Housing - Rear Left
FLYWHEEL REMOVAL
A
WARNING
Rear flywheel housing section weighs approximately 107 Ibs. (49 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death.
2.05 -16
Figure 2.0544. Rear Flywheel Housing 3. Carefully pry the rear flywheel housing section from the front flywheel housing section and the dowel pins.
FORM 6248 First Ednion
)
CRANKCASE REMOVAL 4. Using a suitable lifting device, remove the rear flywheel housing section from the front flywheel housing section.
A
WARNING
Flywheel weighs approximately 878 Ibs. (398 kg). Use a suitable lifting device and lifting bracket, and exercise caution during removal or installation to avoid severe personal injury or death.
5. Attach the flywheel lifting bracket, chains and a suitable lifting device, to the flywheel. 6. From the nine o'clock and three o'clock positions, remove two capscrews and lock washers (see Figure 2.05-45).
A
WARNING
Front flywheel housing section weighs approximately 202 Ibs. (97 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 11. Attach suitable lifting eyes, chains and lifting device to the front flywheel housing section. 12. Remove fourteen capscrews, 5/8 x 1-1/2" and lock washers from the front flywheel housing section (see Figure 2.05-46).
Figure 2.05-45. Remove Flywheel
Figure 2.05-46. Front Flywheel Section
7. Fabricate two guide pins approximately 6 in. (152.4 mm) long the same diameter as the flywheel bolts, threaded approximately 1/2 in. (12.7 mm) on one end. Install two guide pins at the nine o'clock and three o'clock positions.
13. Carefully pry the front flywheel housing section from the crankcase and dowel pins. 14. Using a suitable lifting device, remove the front flywheel housing section from the crankcase.
8. Remove the remaining ten flywheel bolts and washers from the flywheel. 9. Using a suitable lifting device, remove the flywheel from the crankshaft end. 10. Remove the guide pins.
)
FORM 6248 First Ednion
2.05 -17
CRANKCASE REMOVAL OIL PICKUP SCREEN REMOVAL
CAUTION I I A=:.....;=..:..::.....;~=...;:....:.J.
D? not bar o~er e.ngine with the 011 pickup screen assembly loose in the crankcase. Failure to remove the oil pickup screen assembly prior to barring the engine over will cause damage to the connecting rods and crankshaft.
.L..: ..
2. Remove capscrews and lock washers from oil elbow outlet flanges (2 capscrews per elbow, 3/8 x 1-1/8 inches, with lock washers) and the front of the oil pan.
)
3. Remove the oil pickup screen assembly and elbows from the oil pan. Replace the baffle if damaged. 4. Separate the baffle and oil pickup screen. 5. Remove oil tubes from screening element.
1. Remove capscrews and lock washers from oil elbow inletflanges (2 capscrews per elbow, 3/8 x 2 inches, with lock washers) and the pickup screen assembly (see Figure 2.05-47). The inlet flange is on the shorter end of the elbow.
NOTE: Gasket material may stick to the oil pan surface and oil pickup screen assembly as weI/ as the oil elbow flanges.
6. Remove gaskets from the oil elbow inlet and outlet flanges. 7. Remove gaskets from oil tube flanges.
)
Figure 2.05-47. Oil Pickup Screen Assembly 12 Cylinder
2.05 -18
FORM 6248 Firsl Edition
CRANKCASE REMOVAL OIL PAN REMOVAL 1. Insure the engine is positioned upright with the oil pan supported on suitable blocks or cribbing.
A
WARNING
The oil pan weighs approximately1790 Ibs. (813 kg). Use extreme caution when removing this component. Plan ahead on how this piece, as well as the crankcase, will be handled. Make sure that the 011 pan is properly supported by blocks or cribbing. Also make sure that properly rated lifting equipment and rigging are used. The crankcase weighs approximately 6793 Ibs. (3081 kg) with the crankshaft installed, but completely stripped of all other components. If ANY components are stili attached, the crankcase will be heavier by the amount of the components weight. Failure to take adequate precautions can result In severe personal injury or death.
A
WARNING
Always 11ft the engine using the approved lifting eyes. The 12 Cylinder VHP engine is equipped with two pairs of lifting eyes, one pair at the front, the other pair at the rear. Lifting eyes are meant for lifting the engine only. They must not be used to 11ft driven or auxiliary equipment that may be attached to the engine. Follow approved rigging procedures. Always use the proper spreader bar to ensure that no undue strain is placed on the lifting eyes and hoisting chains. Disregarding this information could result in severe personal injury or death.
A
capscrew heads are located inside the crankcase, along each side of the engine. They are accessible through the side access plates (see Figure 2.05-48).
WARNING
Figure 2.~B. Bolt Holes In Engine Block
A
WARNING
Make sure that the crankcase lifts 'away from the oil pan. Do not raise the crankcase ifthe oil pan does not separate from the crankcase Immediately as it is raised. The 011 pan must stay in contact with the supporting blocks or cribbing at all times. Failureto take adequate precautions can result in severe personal injury or death. 3. Carefully lift crankcase away from the oil pan. 4. Install the crankcase on a suitable engine rollover stand. 5. Remove the oil pan seal from the grooves along the edges of oil pan and crankcase (see Figure 2.05-49).
Never raise the crankcase more than an inch or two off the floor (except to remove It from the hot tank, install it in the rollover stand or position It on the oil pan). While the block Is suspended, do not put hands, arms, feet or any other body paris beneath it. Stand back as far as possible and exercise extreme caution. Disregarding this Information could result in severe personal injury or death. 1. Attach a suitable lifting device to the lifting eyes ofthe crankcase. NOTE: The front gear housing, along with two capscrews and washers that connect the bottom flanges of the front gear housing to the crankcase should already be removed. /
2. Remove twenty-eight capscrews, 3/4 x 2-1/2" and washers holding the oil pan to the crankcase. These
FORM 6248 First Edition
Figure 2.05-49. 011 Pan Cross Cuts - Rear Right
2.05 -19
CRANKCASE REMOVAL CRANKSHAFT REMOVAL
A
WARNING
1. Install the crankcase in a suitable rollover stand with the crankcase oriented so that the crankshaft is on top. (see Figure 2.05-50).
This procedure is a two person operation. To dothis procedure alone is dangerous. The only recommended way to remove the crankshaft from the crankcase is with an engine rollover stand with the crankcase oriented so that the crankshaft is on top. Use the proper attachment fixtures certified to handle the weights involved with the VHP engine. Failure to use at least two people for this operation and a proper engine rollover stand, and properly rated lifting and moving equipment can result in severe personal InJury or death. See otherwarnings and cautions at the beginning of this section.
A
WARNING
The crankcase weighs approximately 6793 Ibs. (3081 kg) with the crankshaft installed, but completely stripped of all other components. If ANY components are still attached, the crankcase will be heavier by the amount of the components weight. Failure to take adequate precautions can result in severe personal injury or death.
A
WARNING
Always lift the engine using the approved lifting eyes. The 12 Cylinder VHP engine is equipped with two pairs of lifting eyes, one pair at the front, the other pair at the rear. Ufting eyes are meant for lifting the engine only. They must not be used to lift driven or auxiliary equipment that may be attached to the engine. Follow approved rigging procedures. Always use the proper spreader bar to ensure that no undue strain is placed on the lifting eyes and hoisting chains. Disregarding this information could result in severe personal injury or death.
A
Figure 2.05-50. 011 Pump Gear
2. Remove the nut and washer from the oil pump gear bolt (see Figure 2.05-50). 3. Remove the oil pump gear capscrew, gear and the idler gear spindle from the front main housing (see Figure 2.05-51) Separate the capscrew. front washer and idler gear spindle. If required. press out bushing from idler gear spindle. Note position of the recess on the front washer.
)
WARNING
Never raise the crankcase more than an inch or two off the floor (except to remove It from the hot tank, install it in the rollover stand or position It on the oil pan). While the block Is suspended, do not put hands, arms, feet or any other body parts beneath it. Stand back as far as possible and exercise extreme caution. Disregarding this information could result in severe personal injury or death.
Figure 2.05-51. Oil Pump Gear Assembly
)
2.05 - 20
FORM 6248 First Edition
CRANKCASE REMOVAL
A
WARNING
Heated parts can cause serious bums. Use caution when heating parts to prevent severe personal injury or death.
CAUTION I I A=~=...:;.;::;...;;..;;..;::;..;~.
Use caution when using the torch to prevent damage to the crankshaft or crankshaft gear.
1.. • .:: ..
4. The crankshaft gear is a shrink fit to the crankshaft. Apply heat to the crankshaft gear to assist in removal of the gear, and remove gear using a puller. NOTE: Previous design crankshaft gears had threaded holes.
5. Attach a bar type puller to the threaded holes in the thrust washer (see Figure 2.05-52).
A
WARNING
The crankcase weighs approximately 6793 Ibs. (3081 kg) with the crankshaft Installed, but completely stripped of all other components. If ANY components are still attached, the crankcase will be heavier by the amount of the components weight. The crankshaft weighs approximately 1828 Ibs. (829 kg) with the counterweights attached. Each main bearing cap weighs 461bs. (21 kg). Use extreme caution when removing this component. Plan ahead on how this piece, as well as the crankcase it Is attached to, will be handled. Make sure that the crankcase and the crankshaft are properly supported and that properly rated lifting equipment and rigging are used. Failure to take adequate precautions can result In severe personal Injury or death. 8. Remove the four capscrews and lock washers from the rear of lower oil retainer plate at the rear of the engine (see Figure 2.05-53).
)
Figure 2.05-52. Crankshaft Gear Mount
6. Remove the crankshaft gear from the crankshaft. 7. Remove the thrust washer, shims (if present) and outer thrust rings from the crankshaft end (see Figure 2.05-52). NOTE: The pistons, connecting rods, and the oil pan should already be removed. Figure 2.05-53. Lower 011 Retainer Plate
9. Remove the two capscrews and lock washers from the flanges between the upper and lower shells olthe oil retainer plates.
10. Remove the lower oil retainer plate from the crankcase.
FORM 6248 Rrs! EdHion
2.05 - 21
CRANKCASE REMOVAL 11. Remove and discard the wick type seal from the lower oil retainer plate (see Figure 2.05-54).
IA
CAUTION I
Do not mix or cross mate .. crankshaft bearing caps. The crankshaft bearing saddles are precision matched with the caps (numbered 1 thru 7, front to rear). Installing the crankshaft bearing caps in the wrong positions will result in crankshaft bearing and/or crankshaft failure.
)
CAUTION I I A=~=..:..;:;....;;;..::..::;..;~.
While it is not recommended to reuse bearings, do not mix or cross mate the crankshaft bearing shells if they are to be reused. Tag bearings to Insure they are installed In the same position. Note the difference between upper and lower bearings and differences in bearing width. Mixing the crankshaft bearings may cause damage to equipment.
.L .:: ..
13. Remove four lock nuts and washers from each main bearing cap (see Figure 2.05-56).
Figure 2.05-54. Wick Seal 12. Remove two cross-tie bolts and washers from each main bearing cap (see Figure 2.05-55).
)
Figure 2.05-56. Main Bearing Cap Figure 2.05-55. Cross-Tie Bolts
A
WARNING
Once the main bearing caps are removed, the engine rollover stand cannot be moved. If the rollover stand is moved the crankshaft may fall from the crankcase, causing severe personal Injury or death.
A
14. Using the small "ears" on each end of the bearing caps, pry up alternately on each side, and remove the main bearing caps and the upper main bearing shells from the crankcase. 15. Remove the thrust ring from the No.1 main bearing cap (see Figure 2.05-57). Tag the thrust ring for identification.
WARNING
Main bearing caps weigh approximately 46 Ibs. (21 kg). Use the aid of an assistant and use suitable lifting devices when removing or installing the main bearing caps or severe personal injury or death may result.
)
Figure 2.05-57. No.1 Main Bearing Cap 2.05 - 22
FORM 6248 First Ednion
CRANKCASE REMOVAL NOTE: The lower thrust bearing segment will be removed with the No. 1 main bearing cap. 16. Remove the remaining inner thrust bearing ring segment from the crankshaft (see Figure 2.05-58). Tag the inner thrust ring for identification.
rooo
19. Using suitable lifting devices, remove the crankshaft from the crankcase and lower it to a suitable cradle (see Figure 2.05-59).
-
0 0 0
0
~o THRUST BEARING
t-'" Ll
Figure 2.05-59. CrankSflaft
Figure 2.05-58. Thrust Bearing
17. Remove the bearing shells from each main bearing. Tag the bearing shells for identification.
A
20. Remove the main bearing shelf$'from the bearing saddles (see Figure 2.05-60). Tag"the main bearing shells for identification.
WARNING
Crankshaft weighs 1828 Ibs. (829 kg). Use the aid of an assistant and use suitable lifting devices when removing or installing the crankshaft or severe personal injury or death may resuH.
1 A
CAUTION
1When removing the ;.. crankshaft, be sure the lifting straps distribute the weight of the crankshaft evenly. the crankshaft should not be subjected to any excessive bending or flexing. Use care during handling and prevent scratching or marring the machined surfaces, especially the connecting rod and main bearing Journals.
-A CAUTION 1Insure that the lifting deI=.. =~::.:....:..:=-=~::;..:~. vices used, do not L.
scratch or damage the crankshaft. 18. Attach suitable lifting devices to the crankshaft.
FORM 6248 First Edition
Figure 2.05-60. Bearings
2.05 - 23
CRANKCASE REMOVAL CRANKCASE 1. If required, matchmark position, and remove oil tubes from the front of the crankcase (see Figure 2.05-61).
A
WARNING
)
Heated parts can cause serious burns. Use caution when heating parts to prevent severe personal injury or death.
A CAUTION I I'!!!"!!:!!!!~::':'''':':::''''::'''':''=:..:..J.
Use caution when heatL. ing the area around the idler gear spindles. Applying too much heat could cause damage to the crankcase or idler gear spindle. 4. Apply heat to the area around the idler gear spindle. 5. Remove the idler gear spindles from the crankcase. 6. Remove five capscrews, lock washers and upper retainer plate from crankcase. 7. Remove the wick type seal from retainer plate (see Figure 2.05-63).
Figure 2.05-61. Oil Tubes NOTE: A collet type stud driver grips the threads of the studs. This will prevent scratching and gouging of the studs, causing weak spots to be created.
)
2. Using a collet type stud driver, remove the main bearing studs from the crankcase (see Figure 2.05-62).
Figure 2.05-63. Upper Retainer Plate
CRANKSHAFT NO.1 MAIN BEARING REMOVAL IN FIELD CONDITIONS Figure 2.05-62. Crankcase - Inside Front NOTE: The idler gear spindle nut is a left-hand thread. The idler gear spindle is a shrink fit to the crankcase.
3. If required, remove the nut and washer from the idler gear spindles.
2.05 - 24
NOTE: This procedure applies to the No. 1 main bearing with current 'T' Drilled crankshaft. Procedures for the remaining main bearings are similar, with the exception that Steps to remove the oil pump, oil pickup screen and oil pump drive gear, do not apply. Refer to Main Bearing, Removal for procedures to remove the other main bearings. Refer to Service Bulletin 5-2328D for all previous crankshaft and bearing configurations.
FORM 6245 First Edition
)
CRANKCASE REMOVAL
A
WARNING
3. Remove the two cross tie bolts from the No. 1 main bearing (see Figure 2.05-64).
Each main bearing cap weighs 46 Ibs. (21 kg). The bearing must be supported from underneath while removing or installing to avoid severe personal injury or death.
CAUTION I I.=A=---''----'_...;...;.;....~. .
Do not subject the crankshaft to any excessive bending or flexing. Keep high heat sources, such as cutting torches and welders, away from the crankShaft. use care during handling. prevent scratching or marring the machined surfaces, especially the rod and main bearing Journals. Disregarding this information could result In product damage.
L.
A CAUTION IT~e I.. ==....;;;;.;;...~....:..:...;;;....:..:..J.
main bearings conSISt of two half shells, fitted in the bearing saddle and bearing cap, respectively. The shells are precision machined. Do not file the joint faces, and do not scrape the running layer in anyway. Disregarding this Information could result in product damage.
Figure 2.05-64. Cross Tie Bolts
L.
A
4. Loosen the four lock nuts on the bottom of the bearing cap (see Figure 2.05-65).
WARNING
The crankshaft weighs 1828Ibs. (829 kg). to provide the crankshaft with adequate support, never remove more than two main bearing caps at the same time. the only exception to this is when the crankshaft Is removed from the crankcase and both are properly supported with adequate lifting devices. Failure to take adequate precautions can result in severe personal injury or death. NOTE: The oil pan doors should already be off. If not, remove the doors adjacent to the main bearing to be replaced.
1. Refer to Chapter 5, and remove the oil pump assembly.
IA
CAUTION IDo not leave an
unat.. tached 011 pickup screen beneath any rod journals If the engine Is to be barred over. Disregarding this Information could result in product damage.
2. Refer to Chapter 5, and remove the oil pickup screen from the oil sump. )
Figure 2.05-65. No.1 Main Bearing
5. To assist in the removal, install an eye screw in the center drilling of the No.1. main bearing cap (see Figure 2.05-65). 6. Protect the idler gear by placing a block of wood under the oil pump idler gear so that when the bearing cap and oil pump gear drop down, the gear will rest on the block of wood. 7. Carefully pry with pipe in eye screw to loosen cap (see Figure 2.05-65). Mark thrust bearing position. 8. Using a socket to secure the oil pump bolt, remove the self-locking marsden nut and washer from the spindle (see Figure 2.05-65). 9. Remove the oil pump bolt and washer from the oil pump gear.
FORM 6248 Rrsl Edition
2.05 - 25
CRANKCASE REMOVAL 10. Mark the gear spindle front side and remove the spindle through the oil pump opening. 11. While supporting the lower bearing cap, remove the four lock nuts and washers from the lower bearing cap.
BEARING SHELL
#1 MAIN BEARING JOURNAL
~
BEARING ROLLOUT TOOL
12. Slide the cap out from under the studs.
IA
CAUTION I
The eye screw is not .. required for installation. The eye screw must be removed from the bearing cap prior to installation, or damage to equipment will result.
14. Mark the position ofthe thrust bearings if they are to
GEAR
.00",
MAIN~
!
COUNTERWEIGHT
LOCATING TANG
Figure 2.05-66. Bearing Rollout
L..
15. Using a bearing rollout tool (PIN 494366), roll out the upper main bearing and thrust bearing (see Figure 2.05-66). Tag them for identification.
I
0 0 0
~~ 0 ~ '"'
FRONT BEARING SADDLE
CAUTION I~atch for the p~sition of
the upper bearmg tang before rolling out the upper bearing. The bearing must be rolled in the proper direction. H the tang Is accidently rolled through the upper bearing seat, damage to the seat and crankshaft will result.
"'.
I
1-
I.==,--,~..;;.;;;......_...;....---,. . A
r-
'\:1
0
13. Remove the eye screw from the bearing cap.
be reused.
~0 0 0
16. Inspect the roll pins on the front of the bearing cap, insure that the split of the roll pins is assembled as shown (see Figure 2.05-67). 17. Thoroughly clean all parts as required.
ROLL PINS AND HOLES IN CAP MUST BE CLEANED BEFORE ASSEMBLING ROLL PINS
l~
)
0.188.0.015" (4.775.0.381 mm) BOTH SIDES
MAIN BEARING CAP 12 eYL - FRONT
SPLIT OF ROLL PINS (4) TO BE ASSEMBLED AS SHOWN
)
Figure 2.05-67. Roll Pin Installation
2.05 - 26
FORM 6248 Firs! Edilion
CRANKCASE REMOVAL CRANKSHAFT NO.1 MAIN BEARING INSTALLATION IN FIELD CONDITIONS
4. Apply a small amount of grease to the thrust bearing roll pins (see Figure 2.05-68) to help hold the thrust bearing on the bearing cap.
NOTE: This procedure applies to the No. 1 main bearing with current "T' Drilled crankshaft. Procedures for all other main bearings are similar, with the exception that steps to remove the oil pump, oil pickup screen and oil pump drive gear, do not apply. Refer to Main Bearing, Installation, for procedures to remove the other main bearings. Refer to Service Bulletin 5-23280 for all previous crankshaft and bearing configurations.
IA
CAUTION IThrust bearings come in
matched sets. Always Install the thrust bearings in the same position. Failure to Install thrust bearings in the correct position can cause damage to equipment.
.1...= .=.....;::...:..=:;..:....:....;:;..::..=...1. .
1. Lubricate the running side of the upper main bearing shell.
A
)
CAUTION IWatchforthep~sitionof
I•L.;. ==-=:;..:.=....:....:=..:...::..J. . the upper bearing tang before roiling In the upper bearing. The bearing must be rolled In the proper direction. If the tang is accidently rolled through the upper bearing seat, damage to the bearing seat and crankshaft will result. 2. Using the bearing rollout tool (PIN 494366) (see Figure 2.05-66), install the upper bearing shell (grooved with elongated oil hole) and thrust bearing (Grease the thrust bearing to help hold it in place).
Figure 2.05-68. No.1 Main Bearing Cap
5. Install the lower bearing shell and and thrust bearing on the bearing cap (see Figure 2.05-66) .
A
WARNING
Each main bearing cap weighs 461bs. (21 kg). The bearing must be supported from underneath while removing or installing to avoid severe personal injury or death. NOTE: Each main bearing cap is matched to a main bearing saddle. Check the stamped number on the bearing cap before installing the cap (see Figure 2.05-69).
CAUTION
I Insure the ungrooved I A ;.. lower bearing shell is Installed on the bearing cap. Failure to follow proper procedures could cause damage to equipment. 3. Lubricate the running surface of the lower bearing.
Figure 2.05-69. Main Bearing Cap Stamped Identilication Numbers
)
6. Place the bearing cap on 2 inch x 6 inch (51 x 152 mm) wood blocks on edge, with the bearing cap just started on the studs. FORM 6248 First Edition
2.05 - 27
CRANKCASE REMOVAL 7. Refer to reference mark on the oil pump gear and install the gear on the lower main bearing cap with outer washer, oil pump bolt, inner washer and self-locking marsden nut (see Figure 2.05-70). Torque the nut to 175 ft-Ib (237N·m).
11. Torque the bearing cap in the proper sequence listed below (see Figure 2.05-71):
)
LEFT SIDE OF ENGINE
5
FRONT OF ENGINE
Figure 2.05-70. 011 Pump Gear Assembly
8. Generously apply engine oil to main bearing cap studs, nuts and washers before installing them. 9. Apply 3M Scotch-Grip'· 847, Rubber and Gasket Adhesive, to both sides of each cross tie bolt washer to prevent oil leaks. Install one washer on each cross tie bolt. 10. Install the main bearing cap with the four washers, lock nuts, cross tie bolts and washers (see Figure 2.05-64 and Figure 2.05-65).
6
Figure 2.05-71. Main Bearing Cap Tightening(Torqulng Pattern - As Viewed From Underside Of Crankcase
• Torque the bearing cap nuts one through four (in that order) to 75 ft-Ib (102 N·m). If installing replacement caps that will be align bored, torque to only 30 ft-Ib (40 N·m). When installing more than one cap, torque nuts one through four to 75 ft-Ib (102 N·m) on all caps before torquing side bolts.
)
• Torque all left side bolts (five) to 250 ft-Ib (339 N'm) starting from the front of the engine. • Torque all right side bolts (six) to 250 ft-Ib (339 N'm) starting from the front of the engine. • Torque nuts one through four to 275 ft-Ib (373 N'm) to two steps: first 175 ft-Ib (237 N'm), and then 275 ft-Ib (373 N·m). 12. Check the crankshaft for free rotation after the bearing cap is torqued. 13. Refer to Chapter 5 and install the oil pump assembly. 14. Refer to Chapter 5 and install the oil pickup screen.
)
2.05 - 28
FORM 6248 Rrst Edition
CRANKCASE REMOVAL CRANKSHAFT MAIN BEARINGS REMOVAL IN FIELD CONDITIONS
2. Loosen the four lock nuts (see Figure 2.05-72) on the bottom of the bearing cap.
NOTE: This procedure applies to the main bearings with current 'T' Drilled crankshaft, with the exception of the No. 1 Main bearing. For procedures for the No. 1 main bearing refer to Crankshaft, No. 1 Main Bearing, Removal In Field Conditions.
A
WARNING
Each main bearing cap weighs 46 Ibs. (21 kg). The bearing must be supporled from underneath while removing or installing to avoid severe personal injury or death.
IA
CAUTION I
Do not subject the crank.. shaft to any excessive bending or flexing. Keep high heat sources, such as cutting torches and welders, away from the crankshaft. use care during handling. prevent scratching or marring the machined surfaces, especially the rod and main bearing journals. Disregarding this Information could result in product damage
IA
Figure 2.05-72. Main Bearing
3. To assist in the removal, install an eye screw in the center drilling of the main bearing cap (see Figure 2.05-72). 4. Carefully pry with pipe in eye screw to loosen cap.
CAUTION I
The main bearings con;.. sist of two half shells, fitted in the bearing saddle and bearing cap, respectively. The shells are precision machined. Do not file the joint faces, and do not scrape the running layer in any way. Disregarding this Information could result in product damage
A
WARNING
The crankshaft weighs 1828Ibs. (829 kg). to provide the crankshaft with adequate support, never remove more than two main bearing caps at the same time. the only exception to this is when the crankshaft Is removed from the crankcase and both are properly supported with adequate lifting devices. Failure to take adequate precautions can result in severe personal injury or death. NOTE: The oil pan doors should already be off. If not, remove the doors adjacent to the main bearing to be replaced. 1. Remove the two cross tie bolts from the main bearing (see Figure 2.05-64).
FORM 6248 First Edition
A
WARNING
Each main bearing cap weighs 46 Ibs. (21 kg). The bearing must be supported from underneath while removing or Installing avoid seV8lie personal injury.
5. While supporting the lower main bearing cap, remove the four lock nuts and washers from the lower bearing cap (see Figure 2.05-72). NOTE: Do not handle the bearing running surfaces with bare hands.
6. Slide the main bearing cap and lower bearing shell out from under the studs.
IA
CAUTION I
The eye screw Is not .. required for installation. The eye screw must be removed from the bearing cap prior to installation, or damage to equipment will result. 7. Remove the eye screw from the main bearing cap.
IA
CAUTION I
Watch for the position of .. the upper bearmg tang before rolling out the upper bearing. The bearing must be rolled in the proper direction. If the tang Is accidently rolled through the upper bearing seat, damage to the bearing seat and crankshaft will result
2.05 - 29
CRANKCASE REMOVAL 8. Using a bearing rollouttool, roll outthe upper bearing shell (see Figure 2.05-73). BEARING SHELL MAIN BEARING JOURNAL BEARING
~0 0 0
""-.l:::::::!===s==:::!.1
ROLLOUTTOOL~
:=:::J
CI
I
GEAR
MOUNT
o o 0
%~f-~
BEARING SADDLE""
I
CAUTION
A 1Insure the ungrooved .. lower bearing shell Is Installed on the bearing cap. Failure to follow proper procedures could cause damage to equipment.
1
)
4. Install the lower bearing shell on the main bearing cap.
A
WARNING
Each main bearing cap weighs 46 Ibs. (21 kg). The bearing must be supported from underneath while removing or installing to avoid severe personal injury or death. NOTE: Each main bearing cap is matched to a main bearing saddle. Check the stamped number on the bearing cap before installing the cap (see Figure 2.05-74).
COUNTERWEIGHT LOCATING TANG
Figure 2.05-73. Bearing Rollout
9. Thoroughly clean all parts as required.
)
CRANKSHAFT MAIN BEARINGS INSTALLATION IN FIELD CONDITIONS NOTE: This procedure applies to the main bearings with current "T" Drilled crankshaft, with the exception of the No. 1 Main bearing. For procedures for the No. 1 main bearing refer to Crankshaft, No. 1 Main Bearing, Installation In Field Conditions.
1. Lubricate the running side of the upper main bearing shell.
-A CAUTION 1Watch for the p~sition of 1~="-=::..:....:..:=--=~;;;;...;~. the upper bearing tang L.. .
before rolling in the upper bearing. The bearing must be rolled In the proper direction. Ifthe tang Is accidently rolled through the upper bearing seat, damage to the bearing seat and crankshaft will result.
Figure 2.05-74. Main Bearing Cap Stamped Identification Numbers
5. Place the bearing cap on 2 inch x 6 inch (51 x 152 mm) wood blocks on edge, with the bearing cap just started on the studs. 6. Apply 3M Scotch-Grip~ 847, Rubber and Gasket Adhesive, to both sides of each cross tie bolt washer to prevent oil leaks. Install one washer on each cross tie bolt.
2. Using the bearing rollout tool, install the upper bearing shell (grooved with elongated oil hole) (see Figure 2.05-73). 3. Lubricate the running surface of the lower bearing shell.
2.05 - 30
)
FORM 6248 First Edition
CRANKCASE REMOVAL 7. Install the main bearing cap with the four washers, lock nuts, cross tie bolts and washers (see Figure 2.05-75).
• Torque all right side bolts (six) to 250 ft-Ib (339 N'm) starting from the front of the engine. • Torque nuts one through four to 275 f1-lb (373 N'm) to two steps: first t75 ft-Ib (237 N'm), and then 275 ft-Ib (373 N·m). 9. Check the crankshaft for free rotation after each bearing cap is torqued.
CAMSHAFT BEARING REMOVAL IN FIELD CONDITIONS NOTE: Replace one bearing at a time. 1. Remove the capscrews and lock washers from the bearing cap (see Figure 2.05-77).
Figure 2.05-75. Cross Tie Bolts
8. Torque the bearing cap in the proper sequence listed below (see Figure 2.05-76): LEFT SIDE OF ENGINE
5
Figure 2.05-77. Cam Bearing Cap
2. Remove the bearing cap and upper bearing shell.
FRONT OF ENGINE
3. Remove and discard the O-ring from the cam bearing cap.
A CAUTION I I'!!"!!:!!!!~=':':::""::"':"=-';:..:...J.
6
Figure 2.05-76. Main Bearing Cap Tightening(Torqulng Pattern - As Viewed From Underside Of Crankcase
)
• Torque the bearing cap nuts one through four (in that order) to 75ft-Ib (102 N·m). If installing replacement caps that will be align bored, torque to only 30 ft-Ib (40 N·m). When installing more than one cap, torque nuts one through four to 75 ft-Ib (1 02 N'm) on all caps before torquing side bolts. • Torque all left side bolts (five) to 250 ft-Ib (339 N·m) starting from the front of the engine. FORM 6248 Rrst
Ed~ion
The ~amshaft bearings L. consist of two half shells, fitted in the bearing saddle and bearing cap, respectively. The shells are precision machined. Do not file the joint faces, and do not scrape the running layer in any way. Disregarding this information could result in product damage.
A CAUTION l~atchforthep~SitionOf I'!!"!!:!!!!~=':':::""::"':"=-';:..:...J. L. the lower bearing tang before r0111ng out the lower bearing. The bearing must be rolled In the proper direction. If the tang Is accidently rolled through the lower bearing seat, damage to the bearing seat and camshaft will result. 4. Using the proper bearing rollout tool, PIN 474001, carefully roll out the lower camshaft bearing in the proper direction. 2.05 - 31
CRANKCASE REMOVAL CAMSHAFT BEARING INSTALLATION IN FIELD CONDITIONS
A CAUTION IWatchforthep~sitionof .. = before roiling in the lower bearing. The bearing
IL. ='---''----''--_-''-----1. the lower bearmg tang
must be rolled in the proper direction. If the tang is accidently rolled through the lower bearing seat, damage to the bearing seat and camshaft will result.
1. Lubricate the bearing shells. 2. Using the bearing rollout tool, PIN 474001, carefully roll in the lower bearing shell. 3. Install a new O-ring in the bearing cap. 4. Install the bearing cap and upper bearing shell, wtth the ferry head capscrews and lock washers. 5. Refer to Chapter 4 for procedures on replacing the valve lifter cover.
)
)
2.05 - 32
FORM 6248 First Ednion
CHAPTER 3 - ENGINE INSPECTION AND OVERHAUL
CONTENTS SECTION 3.00 - CYLINDER HEAD DISASSEMBLY SECTION 3.05 - CRANKCASE DISASSEMBLY
)
FORM 6248 First Ednion
)
)
)
FORM 6248 First Ednion
SECTION 3.00 - CYLINDER HEAD DISASSEMBLY CYLINDER HEAD DISASSEMBLY Refer to Chapter 5 for procedures to remove and install the admission valve, spark plug carrier and prechamber cup. Service of these components is also covered in Chapter 5.
NOTE: Perform Steps 5 thru 9 only as necessary. If parts are serviceable, only cleaning is required.
5. Remove the fixed valve lifter screws (3/4 inch) from the intake actuator and exhaust rocker arm. 6. Remove and discard the tappet ball insert from the
ROCKER ARMS
intake actuator.
Rocker Arms Disassembly 1. Remove the crossover oil tube between the rocker arm supports on the intake actuator side of the rocker arm assembly (see Figure 3.00-1).
7. Remove the two hex jam nu1s (15/16 inch) and rocker arm adjusting screws from the intake and exhaust rocker arms.
2. Remove and discard the O-rings from the crossover oil tube.
8. Remove the steel pop rivets (3/16 inch) from the intake actuator and exhaust rocker arm. The intake actuator has two rivets, the exhaust rocker arm has one.
3. Remove the rocker arm supports from the shafts. Remove the shafts from the rocker arms and rocker arm supports.
9. Press out the old rocker arm bushings and discard. The intake actuator has one bushing, the intake and exhaust rocker arms have two.
4. Remove the allen head pipe plugs (1/8 inch) from the ends of the rocker arm shafts.
HEX JAM NUT
~Ii ® I
i,
ROCKER ARM/ SUPPORT
ADJUSTING SCREW
,1 ,
FIXED VALVE
EXHAUST
/UFTER SCREW
I \I~
/
INTAKE ACTUATOR
ROCKER ARM SHAFT ALLEN HEAD PIPE
/
ROCKER ARM BUSHING INTAKE ROCKER STEEL POP RIVET
TAPPET BALL INSERT--[J
"
CROSSOVER OIL TUBE
Figure 3.()()'1. Rocker Arm Assembly
I
/
FORM 6248 First Edition
3.00 - 1
CYLINDER HEAD DISASSEMBLY Rocker Arm Cleaning and Inspection
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
2. Inspect the rocker arm adjusting screws for damaged threads. Look for cracks or breakage around the ball tappet insert. Verify that the ball rotates freely in all directions without binding. Direct compressed air through the lube oil passage to ensure its cleanliness (see Figure 3.00-3). Replace the adjusting screw if damaged. LUBE OIL
1. Inspect the fixed valve lifter screws for damaged threads. Look for cracks or breakage around the oil holes and excessive wear from contact with the hydraulic lifter socket. Direct compressed air through the lube oil passage to ensure its cleanliness (see Figure 3.00-2). Replace the fixed screw if damaged or excessively worn.
TAPPET INSERT
Figure 3.00-3. Rocker Arm Adjusting Screws Figure 3.00-2. Fixed Valve Lifter Screw
-
!fl
~
\i.J
3. Carefully inspect the rocker arm shafts for damage (see Figure 3.00-4). Replace the shafts if they are scratched, pitted, galled or seized.
ii
ii
_..J....J.... ________________________ ....J...J...._
--------- - - - - - ------ - - - - - - - - - ---
-r1"""------------------------r1"""-
II
II
Yj\ -F +-:~_I=
t-
lJ;
Figure 3.00-4. Rocker Arm Shaft
3.00 - 2
FORM 6248 First Edition
)
CYLINDER HEAD DISASSEMBLY 4. Check the rocker arm shafts for excessive wear. Refer to Table 3.00-1 for new part tolerances for the rocker arm shaft. Refer to Table 3.00-1 to calculate the wear limits. Discard the shafts that are not within allowable limits. Table 3 00-1 Rocker Arm Shaft INCHES
MILLIMETERS
1.3735 - 1.3745
34.8869 - 34.9123
1.3735 - 1.3745
34.8869 - 34.9123
8-1/2 INCH BORE L5108, L5790
9-3/8 INCH BORE L7042
5. Polish the rocker arm shafts with fine grit crocus cloth to remove minor scuff marks and scratches. 6. Inspect the 10 (see Table 3.00-2) of the rocker arm bore to verify that it is clean and smooth, free of burrs and high spots. Check the bore diameter to verify that there is proper bushing press interference (see Table 3.00-3).
..
Table 3 00-2 Rocker Arm Bushing Bore I D INCHES
MILLIMETERS
1.375 - .376
34.925 - 34.950
1.375 - 1.376
34.925 - 34.950
8-1/2 INCH BORE L51OS,L5790
Rocker Arm Assembly NOTE: If it was not necessary to totally disassemble the rocker arm assemblies, perform only those steps in this procedure that apply.
IA
CAUTION I
Insure that the 011 .. grooves of the rocker arm bushings are positioned at the bottom of the rocker arm with the open ends ofthe grooves facing the center. If the grooves are not positioned correctly, the rocker arms will not be adequately lubricated, causing damage to equipment.
1. Press in the two bushings in the exhaust rocker arm. The bearings must be flush with the ends of the rocker arm and the bearing oil grooves must be positioned at the bottom ofthe rocker arm with the open ends ofthe oil grooves facing the center, (see Figure 3.00-5 and Figure 3.00-6). 2. Press in the two bushings in the intake rocker arm. The bearings must be flush with the ends of the rocker arm and the bearing oil grooves must be positioned at the bottom of the rocker arm with the oPen ends of the oil grooves facing the center, (see Figure 3.00-6 and Figure 3.00-7).
9-3/8 INCH BORE L7042
Table 3.00-3. Running Clearence Rocker Arm Bushing To Shaft INCHES
MILLIMETERS
0.0008 - 0.0025
0.0127 - 0.0635
0.0008 - 0.0025
0.0127 - 0.0635
8-1/2 INCH BORE L51OS, L5790
9-3/B INCH BORE L7042
A
WARNING
Always use approved cleaning solvents in a well ventilated area. Contact with skin could result in severe personal Injury or death.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
) 7. Thoroughly clean all parts of the rocker arm assemblies in a non-volatile cleaning solution or solvent. Dry with moisture free compressed air. FORM 6248 First Edition
3.00- 3
CYLINDER HEAD DISASSEMBLY
LUBE OIL HOLE 11IROUGH BUSHING, #11 DRILL (.191")(4.86 mm) ON
BUSHING FLUSH
BUSHING FLUSH DRILL LUBE OIL HOLE THROUGH BUSHING, 1/8 DRILL (.125") (3.05 mm) LUBE OIL PASSAGE
Figure 3.00-5. Exhaust Rocker Arm Bushings
) OPEN GROOVES (INSIDE)
CLOSED GROOVES
INTAKE & EXHAUST ROCKER ARMS
INTAKE ACTUATOR
OUTSIDE END
OUTSIDE END
GROOVES ON BonOM
Figure 3.00-6. Rocker Arm Bushings
3.00 - 4
FORM 6248 First Ed~ion
CYLINDER HEAD DISASSEMBLY
~,:;.oo'--=r---------------
BEARING/' FLUSH
~I.
I
~O':'I~~~:be:~:::::::--t-j~
CAUTION Wi
lower Circumference,
faCing In.
DIA.
open
BEARING FLUSH
LUBE OIL PASSAGES
Figure 3.00-7. Intake Rocker Arm Bushings
3. Press in the bushing in the intake actuator rocker arm. The bearing must be flush with the ends of the rocker arm and the bearing oil grooves must be positioned at the bottom of the rocker arm (see Figure 3.00-8 and Figure 3.00-6).
6. Drill one lube oil hole (0.191 inch or 4.851 mm) through the intake actuator rocker arm bushing by inserting a #11 drill bit into the pop rivet hole behind the fixed valve lifter screw bore (see Figure 3.00-8). Remove any burrs left by drilling.
4. Drill one lube oil hole (0.191 inch or 4.851 mm) through the exhaust rocker arm bushing by inserting a #11 drill bit into the pop rivet hole behind the fixed screw bore (see Figure 3.00-5). Remove any burrs left by drilling.
7. Drill one lube oil hole (0.191 inch or 4.851 mm) through the intake actuator rocker arm bushing by inserting a #11 drill bit into the pop rivet hole behind the tappet ball insert bore (see Figure 3.00-8). Remove any burrs left by drilling.
5. Drill a smaller oil hole through the other exhaust rocker arm bushing by inserting a 1/8 inch (3.2 mm) drill bit into the hole in each adjusting screw bore. Remove any burrs left by drilling. 1.376" 134.95 mml 1.375" (34.93 mm) DIA.
) Figure 3.00-8. Inteke Actuator Rocker Arm Bushings
FORM 6248 First Edition
3.00 - 5
CYLINDER HEAD DISASSEMBLY
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 8. Direct compressed air into the lube oil passages and around the bushings to remove all metal debris.
NOTE: If the rocker arm shaft OD is within the new parts specification at 1.3735 - 1.3745 inches (34.8869 - 34.9123 mm), then the final bushing bore ID will be 1.375 - 1.376 inches (34.925 - 34.950 mm). (NOTE: Bushing to shaft running clearance is 0.0005 - 0.0025 inch (0.0127 - 0.0635 mm).
10. Direct compressed air into the lube oil passages and around the bushings to remove all metal debris. Lightly oil a good rocker arm shaft and insert H into the rocker arm bore to feel for the proper interference ffl. The shaft should slide in and out of the rocker arm bushing without binding. pivoting or rocking. The proper rocker arm bushing to shaft running clearance should be 0.0005 - 0.0025 inch (0.0127 - 0.0635 mm) (see Figure 3.00-9). 11. Tap in new 3/16 inch steel pop rivets to plug the exterior lube oil holes in the intake actuator and exhaust rocker arm castings. The intake actuator requires two rivets. the exhaust rocker arm requires one. 12. Install the two rocker arm adjusting screws and hex jam nuts (15/16 inch) on the intake and exhaust rocker arms.
9. Diamond bore the rocker arm bushings to a diameter 0.0005 - 0.0025 inch (0.0127 - 0.0635 mm) larger than the rocker arm shaft, to aRMS 24 MAX, finish.
HEX JAM NUT
1,1,
~
ROCKER ARM SUPPORT
/
ROCKER ARM SHAFT
ADJUSTING SCREW
f
/
/
FIXED VALVE LIFTER SCREW
ALLEN HEAD PIPE ROCKER ARM BUiSHII~G· INTAKE ROCKER ARM
/
STEEL POP
I
~~ ~~CROSSOVER -1! L@ ;
TAPPET BALL INSERT
O-RING
OIL TUBE
Figure 3.00-9. Rocker Arm Assembly
3.00 - 6
FORM 6248 First Edition
CYLINDER HEAD DISASSEMBLY NOTE: Install new ball tappet inserts in the intake actuators. Each insert consists of a seat, collar and ball tappet.
13. Install the cup-shaped seat into the intake actuator ball tappet insert bore with the rounded side facing inward (see Figure 3.00-10).
POP
A CAUTION I I=..
Do not Install the allen
L..
=---'_---'-_......;;_....... head pipe plugs too deep
in the rocker arm shafts. The allen heads pipe plugs must not block more than half of the diameter of the 011 passages in the ends of the rocker arm shafts. Also the allen head pipe plugs must be Installed completely into the rocker arm shafts. Failure to follow proper procedures could cause damage to equipment.
16. Install and tighten the allen head pipe plugs (1/8 inch) in the ends of the rocker arm shafts.
COLlAR
17. Look through the oil passages in the rocker arm shafts to insure that the allen head pipe plugs are not blocking more than half of the diameter of the oil passages at each end of the rocker arm shafts
FIXED VALVE
SCREW
18. Install the rocker arm supports on the ends of the rocker arm shafts. 19. Install the capscrews and washers on the rocker arm supports (8 capscrews per head, 1/2 x 4-3/4 inches).
POP
RIVET
Figure 3.00-10. Intake Actuator Assembly
IA
CAUTION I
Insure that the tabs on .. the collar are parallel to the shaft, with the split side of the collar facing the pop rivet, to avoid contact with the ball tappet during operation. Disregarding this Information could result in product damage.
20. Install the fixed valve lifter screws. (3/4 inch) on the exhaust rocker arm and intake actuator (see Figure 3.00-10). See note above. 21. Lubricate the rocker arm shafts and bushings. 22. Slide the exhaust rocker arm and intake actuator over the rocker arm shaft. Slide the second shaft into the intake rocker arm (see Figure 3.00-9).
14. Compress the collar with a channel lock and slide it into the ball tappet insert bore, insuring that the tabs on the collar are parallel to the shaft with the split side of the collar facing the pop rivet. Lightly tap the collar until it is fully seated.
23. Install a new O-ring in the groove at each end 01 the crossover oil tube. Apply Parker Super O-Lube® to each O-ring and instail the oil tube between the rocker arm supports on the intake actuator side of the rocker arm assembly.
IA
24. Lightly brush the rocker arm assemblies with clean engine oil. Cover the rocker arm assemblies with a clean plastic sheet to protect them from dust and dirt.
CAUTION ICrimping the tabs too
.. tightly will prevent the ball from rotating properly. If the tabs are not crimped enough, the ball could fall out, causing damage to equipment.
)
NOTE: The fixed valve lifter screws must torqued to 55 - 60 ft-Ib (75 - 81 N'm) after installation 01 the rocker arm assemblies on the cylinder heads and adjustment of the valves.
15. Tap in the ball tappet insert, and bend the two tabs in equally to secure the bail. Verify that the ball rotates freely in all directions without binding and is secured sufficiently by the tabs.
FORM 6248 First Ednion
3.00 - 7
CYLINDER HEAD DISASSEMBLY INTAKE AND EXHAUST VALVES
~ ((J!!!J).'TAPERED
~,KEEPERS SPRING RETAINER
I I
'OUTER VALVE SPRING
_ 'INNER VALVE __ SPRING
o>
WASHERS
8,
,
INTAKE VALVE GUIDE",
VALVE STEM SEAL
EXHAUST
Intake and Exhaust Valve Removal
A
)
WARNING
Use caution when removing or installing the valve springs. They are under tension and can eject from the cylinder head during the removal process. Use the special valve spring compressor tool for this procedure. Wear safety goggles. Failure to take adequate precautions can result In severe personal injury. 1. Compress the valve springs using a Valve Spring Compressor (PIN 494255). Remove the tapered keepers from each valve stem and slide off the spring retainer, inner and outer valve springs and washers (2). Slide out the two intake and two exhaust valves (see Figure 3.00-11). 2. Inspectthe intake and exhaust valves for wear. Refer to Table 3.00-4 for specifications of the valves. Discard any valve that is not within allowable limits. 3. Remove and discard the white Teflon® valve stem seal from the valve guides (see Figure 3.00-12).
)
VALVE SEAT INSERT
INTAKE VALVE",
EXHAUST VALVE
/
Figure 3.00·11. Cylinder Head Assembly - Exploded View
3.00 - 8
Figure 3.00-12. Install Valve Stem Seal
FORM 6248 First Ednion
CYLINDER HEAD DISASSEMBLY VALVE SEAT INSERT AND VALVE GUIDE REMOVAL 1. Move the cylinder head to a suitable workbench. 2. Grind or machine the head diameter of several discarded valves until they fit within the valve seat inserts. 3. Apply anti-spatter compound to protect the cylinder head deck surface and to facilitate the removal of weld spatter.
A
WARNING
Use a soft faced hammer and wear proper eye protection, to avoid severe personal injury or death while removing the valve seat insert. 7. Tap the valve stem tip with a soft faced hammer to remove the valve seat insert (see Figure 3.00-14 and Figure 3.00-15).
4. Insert the ground down valves into the cylinder head until the valve head makes contact with the valve seat insert bore.
A
WARNING
Always wear protective eye shields when welding, cutting or watching a welding operation. Protective clothing and face shields must be worn. Never weld or cut near combustible materials. Disregarding this Information could result in severe personal injury or death. 5. Using a mild steel rod, weld a series of tack welds around the perimeter of each valve head where it contacts the valve seat bore (see Figure 3.00-13). TACK WELD THREE PLACES
--..,-,..~/
VALVE SEAT INSERTS
Figure 3.00-14. Valve Seat Insert Removal
SPOT WELD 3 PLACES TO REMOVE INSERT
Figure 3.00-13. Tack Weld Valve To Valve Seat
CAUTION
A. Ilf a cracked weld breaks IL.. ~=~:..:.....:..::....:...:...;=~. . during removal of the insert, the seat may turn causing It to break or become lodged in the counterbore. A crooked or broken seat makes removal more difficult and can cause damage to the seat counterbore. 6. Tap on the welds to check for cracks. Figure 3.00-15. Valve Seat Insert Removal
FORM 6248 First Edition
3.00 - 9
CYLINDER HEAD DISASSEMBLY 8. Wipe off the anti-spatter compound. Use crocus cloth to remove all dirt, slag, weld spatter and debris from the lower deck surface and the valve seat insert counterbore.
IA
CAUTION I
The exhaust valve ... guides are machined with two outside diameters and can only be removed in one direction. Failure to press out the valve guides through the bottom of the cylinder head (piston side) can cause damage to equipment.
9. Using a Valve Guide Remover (PIN 494257) press out the valve guides. Guides must be pressed out through the bottom of the cylinder head towards the (piston side). CYLINDER HEAD CLEANING AND INSPECTION Generally the cylinder head casting does not require any unusual maintenance other than resurfacing of the lower deck if required, (see Cylinder Head, Lower Deck Reconditioning). Items needing replacement within the casting, are removable fittings, such as valve guides and valve seats. All water plugs and removable fittings must be removed to adequately clean the casting.
Figure 3.00-16. Core Plug Locations - Top
lJ '-
o
When the cylinder head is cleaned and air dried, check thoroughly for cracks. Magna-Flux® products can assist with such an inspection. When checking for cracks, special attention must be paid to the combustion side of the cylinder head. The area between the valve inserts must be inspected carefully. Only after the cylinder head casting is found to be free of cracks can the removable fittings be replaced. These fittings must also meet the required specifications. If they do not meet the specifications or guidelines for the reuse of used parts, replace with new genuine Waukesha parts. 1. Remove the eleven countersunk headless core plugs from each cylinder head (eight 3/4 inch NPT, three 1 inch NPT) (see Figure 3.00-16, Figure 3.00-17, Figure 3.00-18, Figure 3.00-19 and Figure 3.00-20).
0
V
Scale buildup in a cylinder head can cause it to fail. An accumulation of scale deposits within the cylinder head inhibits the proper transfer of heat around critical engine parts, causing overheating. This overheating and expansion cause the casting to crack. Preventing scale buildup will help prevent a cracked cylinder head. During an engine overhaul, hot tank the component to remove any scale.
"-
0
0
,.........
@
0
8~
Figure 3.00-17. Core Plug Locations - Front
,>-t-
~
Un)
lJ-
~
....
I~l
10:::::: 9
Figure 3.00-18. Core Plug Locations - Right
3.00 -10
FORM 6248 First Edition
)
CYLINDER HEAD DISASSEMBLY
A
WARNING
Use of caustic solutions should be restricted to a well ventilated area. Contact with skin, clothing and eyes could result In severe personal InJury or death.
~_--1..-_©)~----1..._---L::r 11 Figure 3.00-19. Core Plug Locations - Left
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 2. Submerse the cylinder heads in the caustic hot tank to remove all paint, dirt, grease, oil, carbon and varnish deposits. Follow up with a thorough hot rinse. Dry the heads with moisture free compressed air.
7
o
o
o
o
o o0
,..=r:;r
Figure 3.00-20. Core Plug Locations - Bottom
3. Inspect the cylinder head through a water passage opening for an accumulation of lime and mineral scale deposits. If use of an untested water supply or the lack of a suitable water treatment program resulted in a accumulation of deposits, then speciEll cleaning may be required. 4. Buff the gasket surfaces to ensure a tight seal at the crankcase, rocker arm cover and intake and exhaust ports. 5. With the valve seat side facing upward, position a straight edge diagonally across the length of the cylinder head intersecting the seats of one intake and one exhaust valve (see Figure 3.00-21). Slide a feeler gauge beneath the straight edge to check the head for warpage. Place the straight edge across the other intake and exhaust valve seats and repeat the procedure. If the gap between the straight edge and the lower deck surface exceeds 0.002 inch (0.051 mm) refer to Cylinder Head Lower Deck Recondition.
/
FORM 6248 First Edition
3.00 - 11
CYLINDER HEAD DISASSEMBLY CYLINDER HEAD CASTING PRESSURE TESTING
METAL STRAIGHT EDGE
EXHAUST VALVE
Water test the cylinder head casting for leaks.
)
1. Using the correct cylinder head gasket as a stencil , make a steel plate 3/4 to 1 inch thick (19 to 25 mm) (see Figure 3.00-22). To ensure a tightfit, cut holes in the plate to match all eight cylinder head capscrew holes in the head gasket. Cut the plate open at the valve area, so any leakage around the exhaust valve guides or between the valve seat inserts can be observed. Do not drill holesforthetwo locating dowels or the seven water passage openings. The rubber grommets in the head gasket point out the location of the water passage openings.
o o
o
St······ ~ ......... ~'"
INTAKE VALVE SEAT
.....
)
METAL STRAIGHT EDGE
\ Figure 3.00-22. Cylinder Head Pressure Test Plates
2. Fabricate a steel plate 3/4 to 1 inch thick (19 to 25 mm) to cover the water outlet elbow connection at the top of the cylinder head. Drill and tap the plate to accept a 3/8 or 1/2 inch pipe fitting. Fit the pipe fitting with a male air line fitting. 3. Using the plates as a stencil, cut rubber gaskets to seal the plates onto the cylinder head. 4. Bolt the plates onto the cylinder head.
CYLINDER HEAD
/
Figure 3.00-21. Check Cylinder Head Deck For Warpage
3.00 - 12
5. Fabricate a small plate or plug to close off the water outlet hole centered below the exhaust outlet port (see Figure 3.00-23).
FORM 6248 First Ednion
CYLINDER HEAD DISASSEMBLY CYLINDER HEAD CASTING MAGNAFLU)(® WATER OUTLET ELBOW CONNECTION
A
WARNING
Always carefully read the manufacturer's instructions to avoid severe personal injury or death. Using the Magnaflux@ Dye Penetrant Test Kit (Tool PIN 494283), inspect the cylinder head for surface cracks. The small area between the exhaust seat inserts is the location where most cracks occur. 1. To remove oily residues, apply the Magnaflux@ Spotcheck@ Cleaner/Remover (SKC-S) directly to the test area. Thoroughly wipe the area with a clean cloth. Repeat the procedure as necessary. Final wiping should result in a clean cloth. Allow the test area to dry. NOTE: Wear rubber gloves to avoid hard-to-remove stains on hands.
2. Spray the test area with the Magnaflux@ Spotcheck@ Penetrant (SKL-SP). Wait 1 to 30 minutes. WATER HOLE TO EXHAUST MANIFOLD
CYLINDER HEAD
Figure 3.00-23. Water Outlet Hole
A
DANGER
Never use air pressure alone to test a cylinder head casting. The cylinder head must be filled with water prior to applying air pressure or the casting will break, hurling fragments In all directions. Air pressure cannot exceed 50 psi (345 kPa). Failure to follow proper procedures will result in severe personal injury or death. 6. Fill the cylinder head with water. 7. Attach an air source to the male air fitting and apply 50 psi (345 kPa) air pressure on top of the water. 8. Inspect the cylinder head for leaks. Carefully check the lower deck surface between the two exhaust seats and between the intake and exhaust seats. Look for leakage at both ends of the exhaust guides. On rare occasions, leaks may be found around the core plugs or inside the spark plug carrier bore.
3. Spray the Magnaflux@ Spotcheck@ Cleaner/Remover (SKC-S) on a clean cloth (not on the test area). Wiping in one direction, remove all surface penetrant. Repeat as necessary. 4. Spray the test area with the MagnafluX® Spotcheck@ Developer (SKD-S2). Apply a thin even film. Allow the film to dry completely. The proper application dries to an even white layer. 5. Carefully inspect the test area for cracks. A bright colored solid or dotted line marks a crack. Fine cracks may take up to 15 minutes to appear. Large cracks can be seen almost immediately. If the crack is wide and deep, the indication will grow and spread. 6. Wipe the test area clean if cracks are not found.
IA
CAUTION
I~o
not weld cracked cylmder heads. Welding has been found to be an unsuccessful repair. Disregarding this information could result in product damage and/or personal injury.
.L..= .=c..-.;;;;.;;....;;.;::.....:;....:....::....::....:..J. .
7. Discard the cylinder head if cracks are found.
9. Carefully release air pressure. 10. Drain water from cylinder head.
FORM 6248 First Edition
3.00 -13
CYLINDER HEAD DISASSEMBLY CYLINDER HEAD LOWER DECK RECONDITION
VALVE FAILURE ANALYSIS
If it is determined that the lower deck needs to be reconditioned by milling, this reconditioning should be done prior to any other cylinder head reconditioning. The lower deck should be reconditioned until the surface is clean. Remove only sufficient material to clean up the lower deck surface.
The major causes for valve failures include:
CAUTION
A Ilf the lower deck of the I .. cylinder head is recondItioned, the valve seat insert counterbore depth will have to be recut as required, to maintain the proper depth of the valve heads In the cylinder head. Failure to recut the valve seat insert counterbore depth could cause damage to equipment. The height of a new cylinder head is 8.469 inch, (215.113 mm) (see Figure 3.00-24). During reconditioning, not more than 0.020 inch, (0.508 mm) may be removed from the lower deck. If more material is removed from the lower deck, the casting strength will be reduced, making it incapable of withstanding the firing pressure of rated horsepower, in addition to causing misalignment problems. These misalignment problems include misalignment between the exhaust manifold and intake manifold. The cylinder head must be marked to indicate it has been reconditioned.
• Valve recession • Wear • Scuffing of the valve stem • Excessive deposits on the valve • Carbon buildup in the guide • Distortion of the valve seat • Incorrect valve adjustment • Torching • Heat fatigue/cracking • Valve erosion • Other
Valve Recession Valve recession is a normal process, and is expected over time. Typically, 0.0015 to 0.002 in. (0.0381 to 0.0508 mm) of wear (per 1000 hours of operation on the valve and seat faces is acceptable and will result in a normal top end overhaul life.
Valve and Guide Wear
J
\0 8.469" /:,215.11 3mm) HEI HT(NEWHEAD)
frO Figure 3.00-24. Cylinder Head - Intake Port Side
lithe lower deck is reconditioned, it may be necessary to recut the valve seat insert counterbore depth to maintain the proper depth of the valve heads in the cylinder head (see Figure 3.00-24). The valve seat insert counterbore depth will have to be recut to the amount as was taken off the cylinder head.
Abnormal component wear leads to excessive valve recession. Wear can occur on the valve face, valve stems, valve guides, and valve seats. Valve guides typically wear from poor valve-to-seat contact, causing a side thrust on the guide. Out-of-round valve seats can also cause the same type of guide wear. In addition, combustion air or fuel gas can contain abrasives which can also wear the valve face, seat, and the lower end of the guide. Worn guides can cause the valves to meet the valve seat at a variety of angles, causing a sliding motion which will further wear the valve and its seat. This improper seating leads to blowby of combustion gases and seat burning, or torching. Other reasons for worn valve guides are: • Improperly adjusted valves which cause excessive side thrust on the valve stems. • Poor lubrication in the guide, either too much or too little. • Carbon deposits on the valve stem which cause the valve guide to wear into a bell-mouthed shape at the lower end. • Incorrect valve or seat angle due to grinding during rebuilding.
3.00 - 14
)
FORM 6245 First Edition
)
CYLINDER HEAD DISASSEMBLY Valve Stem Scuffing
Valve Breaks
Scuffing of the valve stem can result from a lack of lubrication and too much or too little stem to guide clearance. Poor disassembly or assembly practices can cause damage to the surface finish of the valve stem or valve guide, which will scuff the valve or guide.
When a valve breaks, it generally is from a bending fatigue or impact w~h the piston. Fatigue occurs usually from mechanical damage where the valve and piston have made contact, bending the valve slightly, and over a period of time the flexing at the stem-head interfaces, breaks the valve stem. Impact with the piston, if severe enough, will break the valve immediately or induce the cond~ion that causes a bending fatigue type failure.
Valve Deposits Valve deposits are normal. Deposits on exhaust valves should be dry and white, to tan in color. Depos~s typically occur on the head of the valve and the blended area between the valve head and stem. The seating surface of the valve will typically exhibit a matted appearance ~h some small pot marks due to deposits being caught between the valve and the seat. This is also considered normal unless the p~ng allows gas leakage. Deposits will also build up on intake valves, however they are typically darker in color, and on the blended area between the head and the valve stem, they will be black and carbonaceous with some oil present. The major~ of combustion chamber depos~ are made up of burnt lube oil and lube oil additives. These deposits are commonly called ash, and the proper amount of ash is desirable to to retard valve recession, or wear. Ash depos~ should be seen on the valve face and seat. Valve Guide Deposits Deposits (carbon or lacquering) in the valve guide can cause the valve to stick in the guide, causing the valve to be held in the open position. Inspect the valve guides for deposits or wear. See Clearances in Table 3.00-4 ofthis manual. Replace worn guides. Valve Seat Distortion Distortion of a valve seat can lead to burnt valves. This is usually caused by: • Poor grinding practice • Loose or improperly seated valve seats which may reduce or stop the transfer of heat between the valve seat insert and the cylinder head.
Valve Erosion Erosion of the valve stem under the valve head can cause valve breakage. Causes of valve erosion include fuel gas with high hydrogen sulfide levels, faulty combustion, or excessively high valve temperatures. Improper airlfuel mixture ratios which overheat and erode valves, can cause such high temperature valve failure as well. Other We have listed only a few of the reasons why valves fail, there are, obviously, many others. In the list above we have identified ten most common causes, however they are not necessarily in any prior~ of probable occurrence. Valve Inspection At overhaul, it is recommended tnat all valves be replaced. If the valves are to be reused, they must be inspected before grinding. The valve .[Tlust be cleaned thoroughly prior to inspection. The following checks should be made for each valve. 1. The diameter should be measured in three locations along the wear area length. In addition, each location should consist of two measurements, one at 90° to the other to check for roundness of the stem. 2. Valve stem straightness. Valve stem straightness can be examined using two V -blocks and a dial indicator (see Figure 3.00-25). total indicator reading must not exceed 0.002 inch, (0.050 mm). Never attempt to straighten a bent valve. Bent valves must be discarded.
• Failure of the cooling system Torching Burnt or torched valves are always caused by combustion gases leaking between the valve and seat. This leakage occurs when the valve is supposed to be closed, but is, in fact, held open due to excessive deposits, improper adjustment, or sticking valves. It can also be caused by improper valve grinding practices or valve adjustment procedures.
)
ROTATE
Valve Heat Fatigue/Cracking Heat fatigue, caused by overheating, can lead to valve head cracking, burning, or breakage. Heat fatigue can include worn valve guides, distorted valve seats, excessive deposits, and/or improper air/fuel ratios. FORM 6248 First Edition
Figure 3.00·25. Checking Valve Stems For Straightness
3.00 - 15
CYLINDER HEAD DISASSEMBLY 3. Head perpendicularity. The head must be perpendicularto the valve stem or improper seating will result (see Figure 3.00-26). Total runout must be within 0.002 inch, (0.050 mm).
-
become distorted. The grooves are machined with a 0.094 inch (2.388 mm) radius. Any valve with distorted grooves must be discarded (see Figure 3.00-27).
)
NOTE: "Ste/lite® is a registered trademark of Stoody De/oro Ste/lite, Inc." HARDENED STEM END IS PERPENDICULAR TO STEM CENTERLINE
/
C:I
I
RETAINER GROOVES
\/ C:I
b
~ C:I
STELLITE" FACE SEAT ANGLE
~
(
"l
C:~==F=~~)==~rARGIN \ \ HEAD PERPENDICULAR t V/ \ TO STEM CENTERUNE
HEAD STAMPED FOR INTAKE/EXHAUST PLUS PIN
Figure 3.00-26. Checking Head Perpendicularity
4. Stem end perpendicularity. It is important that this surface be flat and perpendicular to prolong the life of the valve and tappet ball (see Figure 3.00-27). 5. Margin wear. After the valve face is ground until all wear marks are removed, it is important to inspect the margin (see Figure 3.00-28). The valve is Stellite® faced, and it is important that there is enough Stellite® left on the valve face. A margin 0.128 inch (3.25 mm) or less, indicates that too much Stellite® has been removed and the valve will have a tendency to burn. This valve should be discarded. 6. Cracks. The valves must be inspected for hairline cracks which cannot be readily seen under conventional light. They must be inspected using a dye penetrant process. Ordinary Magnetic particle inspection will not locate fissures or cracks in non-ferrous materials.
/
Figure 3.00-27. Cylinder Head Valve
t
13.69
0.156" mml NEW VALVE 0.128" 3.25 mm MINIMUM AFTER GRINDING
fMARGIN
-
-
Figure 3.00-28. Margin Wear
7. Valve stem retainer groove wear. The two retainer grooves must be examined to determined if they have 3.00 - 16
FORM 6248 First Ednion
)
CYLINDER HEAD DISASSEMBLY Table 3.00-4. Valve Train
~
I---- ---l H
t'~!-=l'~
8
A
INTAKE
EXHAUST
INTAKE AND EXHAUST MEASUREMENT (A) Valve overailleng1h GlGSI engines (Intake and Exhaus1)
GLengines Qmake) (exhaust)
INCHES
METRIC (mm) .
10.883
276.428
10.883 10.837
276.428 275.260
0.557 - 0.558 0.5591 - 0.5588 0.5573 - 0.5580
14.148 -14.173 14.2011 - 14.2189 14.1554 -14.1732
0.557 - 0.558
14.148 -14.173
2.825 - 2.835
71.755 - 72.009
300 ±15'
300 :!:15'
(8) Valve stem diame1er GIGSI engines (intake) (exhaust) (top) (exhaust) (bottom) taper GL engines (I make and Exhaust)
(C) Valve head diame1er (Intake and Exhaust) (0) Valve face angle GlGSI engines Ontake and Exhaust) GLengines (intake) (exhaust) (Continued)
FORM 6248 First Edition
3.00 -17
CYLINDER HEAD DISASSEMBLY INTAKE AND EXHAUST MEASUREMENT
INCHES
METRIC (mm)
0.265
6.731
0.265 0.281
6.731 7.137
5.188
131.775
1.0015 - 1.0025
25.4381 - 25.4635
0.997 - 0.996
25.324 - 25.350
0.5608 - 0.5615
14.244 - 14.262
GIGSI entes (intake (eXhaust! ~) (exhaust bottom)
0.0028 - 0.0045 0.0010 - 0.0027 0.0028 - 0.0045
0.0711 - 0.1143 0.0254 - 0.0886 0.0711 - 0.1143
GL engines (intake and exhaust)
0.0028 - 0.0045
0.0711 - 0.1143
(D') Valve seat width GlGSI engines :30' Qntake and exhaust)
)
GLengines (intake) 30' (exhaust) 20' (E) Valve guide length (intake and exhaust)
(F) Valve guide outside Diameter (intake and lower exhaust) (F') Exhaust guide upper outside diameter (exhaust) (G) Guide inside diameter (reamed in assembly, except hardened gUides in landfill applications) (G) Valve guide to valve stem clearance
(H) Valve seat insert outside diameter (intake and exhaust)
3.002 - 3.003
76.251 - 76.276
(I) Valve seat insert inside diameter (intake and exhaust)
2.441 - 2.451
62.001 - 62.255
(J) Valve seat insert height Qntake and exhaust)
0.550 - 0.555
13.970 - 14.097
30° ±15'
30" ±15'
:30' +30' -0' 20" +30' -0'
30° +30' -0' 20° +30' -0'
0.172 - 0.203
4.370 - 5.160
0.172 - 0.203 0.188 - 0.250
4.365 - 5.159 4.780 - 6.350
(I<) Valve seat insert seat angle GiGSI engines Qntake and exhaust)
GLengines Qntake) (exhaust)
(K., Valve seat insert seat width GiGSI engines :30' Qntake and exhaust)
GL engines (intake) 30' (exhaust) 20'
(l) Valve guide extension above boss
eM) Valve guide bore in head (intake and lower exhaust) (M') Valve guide bore in head (upper exhaust) (N) Valve seat insert counterbore depth (Intake and Exhaust)
(0) Valve seat insert counterbore diameter
1.75.0.03
44.25.0.76
1.000 - 1.001
25.400 - 25.425
0.995 - 0.996
25.273 - 25.298
0.6245 - 0.8285
20.9423 - 21.0439
3.000 - 3.001
76.20 - 76.23
)
)
3.00 - 18
FORM 6248 First Edition
CYLINDER HEAD DISASSEMBLY Valve Seat Bore and Insert Inspection NOTE: Before inspection, all parts must be thoroughly cleaned. 1. Inspect the cylinder head valve seat bores for cracks, pits, wear or any deformations. The bores must be perfectly smooth.
3. Start the new valve guides in their respective bores. Always press in the valve guides from the valve seat insert side of the cylinder head. Use a 20-ton hydraulic press and the Valve Guide Removerllnstaller (PIN 494257) (see Figure 3.00-29). Any contact between the press and the lower deck ofthe cylinder head must be avoided.
2. Refer to Table 3.00-4 for the proper measurements of the valve seat bore.
CYLINDER HEAD ASSEMBLY The correct order of assembly for a cylinder head is: • Valve guides
o
• Water Plugs • Valve seat inserts • Valves with springs • Prechamber assembly
PRESS TOOL VALVE
GUID~I
-............:(~~==iii()t
• Spark plug carrier assembly • Rocker arm assemblies
A
WARNING
CYUNDER( HEAD" [
PRESS~IC==!Il
GAUGE
The cylinder head weighs approximately 195 Ibs. (89 kg). Use a suitable lifting device and exercise caution during removal or installation to prevent severe personal InJury or death. VALVE GUIDE INSTALLATION
CAUTION I I A!:!!c...::::::....:.:::....:~=.::..:..J.
Only a ~mall amount of .L.! .. grease IS req u I red, do not apply grease to necked-down portion of the exhaust guide. Disregarding this information could resuh in product damage. 1. Apply a small amount of grease to the outside surface of the new intake and exhaust valve guides.
IA
CAUTION I
Insure that the exhaust ;.. valve guide is pressed in from the valve seat insert side of the cylinder head. Insure that the correct end of the guides are Inserted first. Failure to follow these procedures will cause damage to equipment. 2. Position a shop towel to prevent metal chips and debris from falling into the cylinder heads.
Figure 3.00-29. Installing Valve Guides
IA
CAUTION I
IA
CAUTION I
Always start the reamer .. from the valve seat Insert side of the cylinder head and never tum the reamer backwards. Failure to follow these procedures will cause damage to equipment. The valve guides .. P/N204109G (Intake) and 204109F (Exhaust) used in landfill applications (Cylinder Head assemblies PIN AF204802C, CF204802C and AC204702N) are specially hardened. These guides are pre-sized, and should not be reamed, to preserve the hardened surface. Disregarding this information could result in productdamage. 4. Using a Carboloy-tip Reamer, (PIN 499953), ream the valve guides, starting from the valve seat insert side of the cylinder head. 5. Carefully remove the shop towel to prevent metal chips and debris from falling into the cylinder head.
FORM 6248 First Ednion
3.00 -19
CYLINDER HEAD DISASSEMBLY CYLINDER HEAD CASTING PLUG INSTALLATION 1. Apply a removable pipe sealant (Loctite® Removable Threadlocker 242) to the threads of the countersunk headless core plugs (see Figure 3.00-16, Figure 3.00-17, Figure 3.00-18, Figure 3.00-19 and Figure 3.00-20).
2. Install eleven core plugs in each cylinder head (eight 3/4 inch NPT, three 1 inch NPT). TIghten the core plugs to 600 in-Ib (68 N·m). VALVE SEAT INSERT INSTALLATION
A
I. . "'A.-.='-CAUTION -_____---'.I
Install the valve seat insert with the beveled side facing outwards. Disregarding this information could result in product damage.
)
NOTE: The insert warms up rapidly, and must be properly installed before its diameter increases to the point where installation becomes difficult.
5. Using a wire bent in the shape of a hook, pick up Ihe valve seat insert and position it into the counterbore with the beveled side facing outward (see Figure 3.00-30).
WARNING
Always wear safety gloves and safety glasses when handling liquid nitrogen. Comply with the liquid nitrogen/dry ice manufacturer's recommendations for proper use and handling of liquid nitrogen/dry ice. Improper handling or use could result in severe personal InJury or death .
IA
CAUTION I
Do not drive the valve .-. seat insert into the cylinder head at room temperature. The valve seat inserts are a shrink fit In the valve seat counterbore and must be cooled with liquid nitrogen/dry ice before Installation. Disregarding this information could result in product damage.
)
3. Chill each valve seat insert prior to installation. Chilling decreases the diameter of the insert to ensure an easy fit. Submerse the valve seat insert in liquid nitrogen or a solution of dry ice and alcohol. NOTE: Liquid nitrogen is recommended for shrink fitting valve seat inserts and is the method used in the factory for seat installation. The low temperatures provided by liquid nitrogen guarantee maximum shrinkage, thereby reducing the risk of damage to the counterbore or improper seating of the valve seat insert. 4. Allow the insert to remain submersed until the solution stops boiling. At this point, the temperature of the insert will not drop any further.
A
WARNING
Always wear safety gloves and safety glasses when handling liquid nitrogen. Comply with the liquid nitrogen/dry Ice manufacturer's recommendations for proper use and handling of liquid nitrogen/dry ice. Improper handling or use could result in severe personal injury or death.
3.00 - 20
Figure 3.00-30. Valve Seat Insert 6. Wait for several minutes for the valve seat insert to warm to the temperature of the cylinder head. As the insert warms, it expands to form a metal-to-metal contact with the counterbore. Use a 0.001 inch (0.0254 mm) feeler gauge to verify that the insert is properly set in the bottom ofthe counterbore. Verify that the insert frts tightly around its circumference.
)
FORM 6248 First Ed~ion
CYLINDER HEAD DISASSEMBLY VALVE SEAT GRINDING NOTE: Use of the Hall-Toledo EDP Valve Seat Grinder (PIN. 494277) is the only factory approved service method of grinding valve seats (an eccentric grinder, diamond dresser, stand and necessary wrenches are included).
~TIGHTEN
PILOT MANDREL
A CAUTION I~aChining I~.a=~=..:..;:;...:....:...;:;..:~.
accuracy depends upon the fit of the pilot mandrel. The pilot mandrel should fit snugly In the guide and in the hub of the grinder stone. Be sure that the upper end of the mandrel does not wobble during the grinding procedure. Upper end movement will produce a seat that is not ground true, causing damage to equipment.
L.
NOTE: The pilot mandrel allows each valve seat to be ground concentric with the valve guide. The Waukesha supplied pilot mandrels (PIN 494344) are made only for use with the Hall- Toledo EDP Valve Seat Grinder.
• ' " REMOVE HANDLE
1. Install the handle on the pilot mandrel. Insert the mandrel (0.564 inch) into the intake or exhaust valve guide. Turn the round knob until the mandrel is snug (see Figure 3.00-31). 2. Remove the handle from the pilot mandrel (see Figure 3.00-31). Slide on a dial indicator gauge graduated in thousandths of an inch (PIN 494278). 3. Measure the valve seat concentrici1y to determine the amount of valve seat grinding required (see Figure 3.00-31).
I;A. . CAUTION Iseats Do not grind the valve too long and do not
INSTALL DIAL /INDICATOR GAUGE
~
apply too much pressure to the grinding stone. Disregarding this information could resuH in productdamage.
I~ A
CAUTION IAlways dress the stone
before grinding, failure to dress the stone could cause damage to equipment. The stone should be dressed to the proper angle after each seat is ground.
4. Refer to Table 3.00-5 to select the proper degree angle grinding stone, Rough grind the valve seat insert to obtain a total indicator runout of 0.002 inch (0.0508 mm) maximum.
Figure 3.00-31. Measure Valve Seat Concentricity 5. Install a finer dressed stone or fine dress the stone for a final cut. A highly polished seat with a total indicator runout less than 0.001 inch (0.0254 mm) is deSirable. 6. Repeat the grinding procedure as necessary.
Table 3.00-5. Valve See! Insert Grinding Stones TYPE STONE
ANGLE
WEDTOOLP/N
Seat Angle
20 Degrees
494014
Seat Angle
30 Degrees
(current wide bridge heeds)
..
FORM 6248 First Edition
494305 3.00 - 21
CYLINDER HEAD DISASSEMBLY
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
A
WARNING
Always use approved cleaning solvents in a well ventilated area. Contact with skin could result in severe personal injury or death. 7. Use compressed air to blow away all loose dust. Wipe down the valve seat and seat insert surfaces with a non-volatile cleaning solution or solvent and dry with a clean cloth.
VALVE SEAT LAPPING 1. Apply a good fine grinding compound sparingly around the entire valve face (see Figure 3.00-32).
2. Install a light lifting spring over the valve stem, apply a small amount of Iubricating oil into the valve guide bore and slide the valve into the cylinder head. The spring should just barely hold the valve off its seat. 3. Press down until the valve is seated. Rotate the valve a quarter turn, first in one direction, then in the other. Do this three or four times (see Figure 3.00-32). 4. Release the pressure on the valve stem, so that the spring lifts the valve straight off its seat. Turn the valve about 10 to 15 degrees clockwise and repeat the grinding procedure. Continue this operation until the valve has been rotated a complete 360 degrees and all grinding compound has been rubbed off the valve seat.
IA CAUTION I
Insure that all lapping compound Is completely removed from tihe valve and valve seat. Failure to completely clean all lapping compound from tihe valve and valve seat could cause damage to equipment. ==-.;;..;;;....;;..;;;....;....;;...;:;..;~_
L.
5. Remove the valve and spring from the cylinder head and thoroughly clean the valve and valve seat insert of any lapping compound. 6. Carefully inspect the mating surfaces. A proper1y lapped valve will show a gray, frosly seating surface located either near the center of the valve face for 30' valves, or near the valve head end for 20' valves. If proper1y lapped, the lapped surface width will equal the valve seat width values listed in Table 3.00-6.
)
7. Repeat the lapping procedure if necessary. Regrind the valve seat insert if the results are not acceptable. 8. Apply Prussian blue dye sparingly around the entire circumference of the valve seat surface.
Figure 3.00-32. Valve Lapping NOTE: Lap the va/ves in the locations in which they will
be installed. The va/ve type, whether (INT)ake or (EXH)aust, is stamped on the head at the va/ve.
9. Install the valve in the cylinder head. Gently push down on the valve stem until the valve face just contacts the valve seat. Do not rotate or turn the valve. Carefully pull the valve straight out of the head.
Table 3 DO-6. Valve Seat Width And Face Angle INTAKE AND EXHAUST MEASUREMENT Valve seat width GlGSI engines 30' (Intake ,.,d Exhaust)
INCHES
METRIC (mm)
0.265
6.731
0.265 0.281
6.731 7.137
30 0 ±15'
30° :1::15'
30° ±15' 20° ±15'
30 0 :!:15' 20° :1::15'
GLengines (Intake) 30' (Exhaust) 20' Valve face angle GIGSI engines (Intake and Exhaust)
)
GLengines (Intake) (Exhaust)
3.00 - 22
FORM 6248 First Edition
CYLINDER HEAD DISASSEMBLY 10. Inspect the valve face for Prussian blue transfer (see Figure 3.00-33). The dye transfers from the valve
INTAKE AND EXHAUST VALVE INSTALLATION 1. Apply a small amount of lubricating oil into the valve guide bores and install the valves in the cylinder head, in the locations from which they were removed. To distribute the lubricating oil around the valve stem, hand spin the valves as they are installed. Work the valves back and forth to verify that they slide smoothly and seat properly.
seat to the valve face wherever a good face-to-seat contact exists. A definite Prussian blue transfer around the entire valve face circumference is desirable. VALVE
A
WARNING
Always use approved cleaning solvents in a well ventilated area. Avoid contact with skin. Failure to follow proper procedures could cause severe personal injury or death.
WIDTH OF PRUSSIAN BLUE TRANSFER
Figure 3.00-33. Good Valve And Seat Contact
2. Clean the inner and outer valve springs, washers, retainers and tapered keepers in a non-volatile cleaning solution or solvent. Although replacement of these parts is uncommon, they should be inspected for damage, rust pits or excessive wear. Replace as necessary (see Table 3.00-7).
11. Repeat the lapping procedure if necessary. If the results are not acceptable, regrind the valve seat insert before relapping. Table 3 00-7 Valve Springs
I~ ~
) )
t
)
A
L~ MEASUREMENT
) ) )
INCHES
I
METRIC (mm)
(A) Intake and Exhaust Valve Spring Free Length:
96mm ±1.6 mm
204035 and 204035A (Inner)
3-25/16.1/16
204135 (Outer)
4·9/32 .1/16
108.7 mm ±1.6 mm
204135A (Outer)
4·5/32 .1/16
105.56 mm .1.52 mm
204035A (Inner)
3.0 @ 66.4 Ibs.•3 Ibs.
76.2
[email protected]
204135A (Outer)
3-27/64 @ 120 Ibs.•5 Ibs.
66.91 mm @ 54.43 kg .2.27 kg
Intake Valve Closed Spring Length:
Exhaust Valve Closed Spring Length: 204035 (Inner)
3 @ 56.7 Ibs.•2.5 Ibs.
76.2 mm @ 25.72 kg .1.36 kg
204135 (Outer)
3-27/64@ 111 Ibs.•5Ibs.
66.9 mm @ 50.35 kg .2.27 kg
204035A (Inner)
2-19/64 @ 126.2 Ibs.•5 Ibs.
58.34 mm @ 57.24 kg .2.27 kg
204135A (Outer)
2-23/32 @ 235 Ibs.•10 Ibs.
69.06 mm @ 106.60 kg 04.54 kg
204035 (Inner)
2-17/64@ 110 Ibs .•5Ibs.
57.5 mm @ 49.8 kg .2.27 kg
204135 (Outer)
2-11/16@205Ibs.•10 Ibs.
66.3 mm @ 92.99 kg 04.54 kg
Intake Valve Open Spring Length:
)
Exhaust Valve Open Spring Length:
FORM 6248 First Edition
3.00-23
CYLINDER HEAD DISASSEMBLY 3. Position the intake and exhaust valve springs on a level surface and use a straight edge to check for proper squareness and height (see Figure 3.00-34). Too much height corresponds to a reduction in spring pressure which results in sluggish valve action. Load test the springs in a valve spring tester.
)
Figure 3.011-34. Checking Valve Spring Height
IA
CAUTION I
To avoid cracking the .. white Teflon® valve stem seals, always use the proper valve stem seal installation tool (Tool PIN 494335). Use of an ordinary socket may damage the seals, resulting In leakage around the valve stem and excessive oil consumption.
4. Position the new valve stem seal on top of each valve guide with the outer band facing downward (see Figure 3.00-35). The outer band holds the seal in place on the guide, while the spring maintains even tension on the valve stem.
3.00 - 24
Figure 3.00-35. Install Valve Stem Seal 5. Position the valve stem seal installation tool (PIN 494335) over the valve stem and seal. The tool bore allows insertion of the valve stem, while the counterbore fits over the valve stem seal. 6. With the palm of your hand, lightly strike the end of the tool to seat the seal evenly on the valve guide. 7. Install two washers over the valve guide shoulders until they come to rest on the cylinder head casting. The washers are needed to retain proper tension on the inner spring (see Figure 3.00-36).
FORM 6248 First Edition
)
CYLINDER HEAD DISASSEMBLY
till,
~
TAPERED ~, KEEPERS
I I
SPRING RETAINER
NOTE: Do not intennix the intake and exhaust valve springs. Since the orange dye may eventually wear off, the intake valve springs can be distinguished from the exhaust valve springs by the direction in which they wind from the top down (see Table 3.00-8 Valve Spring Reference). Table 3 00-8 Valve Spring Reference
'OUTER VALVE SPRING
DIRECTION OF HEUX (TOP TO BOTTOM)
Inner
Orange
Right
Outer
Orange
Left
INTAKE
. - 'INNER VALVE __ SPRING
<=::>
COLOR
VALVE
WASHERS
,) ( I
EXHAUST
Inner
Black
Left
Outer
Black
Right
9. Install the spring retainer on top of the inner and outer valve springs. The smaller diameter flange fits inside the inner valve spring. The larger diameter flange separates the inner and outer springs. 10. Install the special boR supplied with the Valve Spring Compressor (PIN 494255) (see Figure 3.00-37), in the bolt holes shown (see Figure 3.00-38).
Figure 3.00-37. Valve Spring Compressor INSTALL SPECIAL BOLT EXHAUST /VALVE
INTAKE VALVE~
~~o o
Figure 3.00-36. Cylinder Head Assembly Exploded View
A
WATER OUTLET ELBOW CONNECTION
O~~''-
a
WARNING
Use caution when removing or installing the valve springs. They are under tension and can eject from the cylinder head during the removal process. Use the special valve spring compressor tool for this procedure. Wear safety goggles. Failure to take edequate precautions can result in severe personal injury or death i
8. Install the inner and outer valve springs on the intake and exhaust valve guides. The intake valve springs are dyed orange. FORM 6248 Firs! Edition
Figure 3.00-38. Valve Compressor SpeCial Bolt Installation Locations
3.00 - 25
CYLINDER HEAD DISASSEMBLY 11. Position the grooved end of the Valve Spring Compressor below the head of the special bolt. 12. Position the open center of the Valve Spring Compressor around the valve stem end and on the spring retainer. Press down to compress the valve
springs. Fit the halves of the tapered keepers together on the valve stem recess. The taper of the keepers should point downward. Release the compression on the valve springs to center the tapered keepers in the spring retainer bore (see Figure 3.00-39).
)
RETAINER
OUTER VALVE SPI~IN'G~
VALVE STEM SEAL VALVE SPRING
CVUNDER HEAD
WATER PASSAGES
) VALVE GUIDE
EXHAUST
SEAT INSERT
Figure 3.00-39. Assembled Cylinder Head - Cross Sectional View
)
3.00 - 26
FORM 6248 Firsl Edition
SECTION 3.05 - CRANKCASE DISASSEMBLY CRANKCASE INSPECTION NOTE: The crankshaft should already be removed from the crankcase. Refer to Chapter 2, Engine Teardown for the removal procedure.
The crankcase is gray cast iron. Its partitions and webs hold the bearing saddles and contain drillways, through which lube oil is supplied to the bearings. The crankcase is open to the bottom once the oil pan is removed, so fitting the crankshaft is easier. Each main bearing cap is fitted to the crankcase with four vertical studs. Two cross-tie bolts are fitted horizontally, one from each side, to provide positive positioning between the crankcase and each bearing cap. This gives the necessary stiffening to the lower part of the crankcase. Routine access to the crankcase is through inspection openings located in both sides of the oil pan. The camshaft and bearings are located in the "Vee" between the cylinder banks. the bottom of the crankcase is is enclosed by the oil pan.
A )
WARNING
Be sure you have read and under stood the safety and warning Information in Section 1.01 - Safety, and Section 1.02 - Rigging and Lifting Engines, before proceeding. Failure to take adequate precautions when servicing this product can result In severe personal Injury or death.
A
WARNING
Never walk or stand under an engine or component while it is suspended. Use properly rated lifting equipment and approved lifting methods. Failure to take adequate precautions can result in severe personal injury or death.
A
WARNING
The crankcase weighs 4965 Ibs. (2252 kg) with its main bearing and camshaft caps attached, but completely stripped of all other components. If ANY components are still attached, the crankcase will be heavier by the amount of the components weight. Make sure that the crankcase Is properly supported and that properly rated lifting equipment and rigging are used. Failure to take adequate precautions can result in severe personal injury or death. CRANKCASE CLEANING AND INSPECTION Crankcase Cleaning Crankcases are most effectively cleaned by the hot tank method. Alternative methods may be used. Lime and scale deposits found, must be removed. A caustic solution will attack and break the lime down into solution. Steam cleaning will not be effective on lime deposits, although it will break down oil deposits. Precision machined surfaces must be cleaned to allow for accurate measuring. All cylinder sleeve bores must be cleaned down to bare metal for proper cylinder sleeve sealing. Crankcase inspection The crankcase should be thoroughly checked for cracks. Special attention should be paid to the area between the cylinders. Cracked crankcases should not be reused. Cracks may be detected with dye penetrant process. The lower sleeve seal area in the cylinder block must be checked. See Table 3.05-1 for specifications of the crankcase.
)
FORM 6248 First Ednion
3.05 - 1
CRANKCASE DISASSEMBLY Table 3.05·1. Crankcase - Gas
)
MEASUREMENT
INCHES
METRIC (mm)
(A) Sleeve counterbore diameter L5108 and L5790
10.199-10.202
259.055 - 259.130
Sleeve counterbore diameter L7042
10.825 - 10.628
269.875 - 269.951
(8) Sleeve counter bore depth 8-1/2 inch bore
0.5600 - 0.5625
14.224 - 14.288
Sleeve counter bore depth 9-3/8 inch bore
0.5595 - 0.5825
14.211 - 14.288
9.750 - 9.780
247.650 - 247.904
10.317 -10.322
262.051 - 282.178
(C) Crankcase upper bore: L5108 and L5790 Crankcase upper bore: L7042 (0) Crankcase lower bore: L5106 and L5790
9.678 - 9.680
245.821 - 245.872
Crankcase lower bore: L7042
10.246 - 10.246
280.246 - 260.299
Crankcase main bearing journal bore
6.6630 - 6.6615
169.240 - 169.202
3.752 - 3.753
95.301 - 95.326
Crankcase camshaft bearing bore
3.06 - 2
FORM 8248 First Edition
CRANKCASE DISASSEMBLY LOWER SLEEVE BORE AND SLEEVE PROJECTION INSPECTION Cavitation and erosion can affect the lower sleeve area (see Figure 3.05·1) and prevent the sleeve packing rings from sealing. This area must be in good condition. if grooves or pockmarks have affected the area, or fretting can be seen or felt, the bore must be machined and fitted with a steel sleeve to restore it to standard size. This operation should only be performed by service shops that have experience in this type of repair.
Table 3 05-2 Cylinder Sleeve Gaskets INCHES MILLIMETERS PIN 1763750*
0.028 - 0.000
0.711 - 0.762
176375E*
0.032 - 0.034
0.813 - 0.864
176375F*
0.038 - 0.042
0.965 - 1.067
NOTE: Used on 9.375 inch (238 mm) bore with PIN 205130H and 205130C cylinder sleeves.
IA CAUTION I
The PIN 205130L cylinder sleeve does NOT use a cylinder sleeve gasket. Disregarding this information could result In product damage and/or person· al injury.
...=:=-....;;.._....;;......;...;;....;;....;...;;..J.
IA CAUTION I
Refer to Fits an~ Clear· ances to determine cor· rect sleeve projection. It is necessary to maintain proper sleeve projection after the gaskets and sleeves are Installed. The sleeve projection dimen· sion will be reduced by 0.001 inch (0.0254 mm) due to gasket (seal ring) crush when the cylinder head Is torqued, so you must reduce the measured projection by this amount. Disregarding this information could resuH in product damage and/or personal injury.
1...==....;::~=:.....:..:...:::;..;~.
Figure 3.05·1. Lower Sleeve Bore
CAUTION IDo not machine material
I =:......;=...:..=-.:...:~..:...::..J. 'A
from the lower seal area to clean up the surface. While this may provide a good surface for sleeve sealing, there will not be a correct fit to hold the sleeve In place.
1.. • .: ..
Sleeve side play cannot be tolerated. Any lateral motion, no matter how slight, will cause the sleeve to crack and separate from the top flange. (The top flange will remain in place due to the cylinder head/flange mounting. The sleeve counter bore depth must be checked (see Chapter 1 - Table 1.20·2 and Table 1.20·5, and Table 3.05·1). The correct depth will provide proper sleeve projection and gasket crush. If this surface is in poor condition it will be necessary to machine the counterbore deeper and install an iron ring. The GL 9.375 inch (238 mm) bore with PIN 205130H and 205130C cylinder sleeves are assembled with a cylinder sleeve gasket (see Table 3.05·2). Cylinder sleeve gaskets are available in two oversize thick· nesses which may be used in the place of a standard cylinder sleeve gasket, if the sleeve counterbore needs to be machined deeper.
FORM 6248 First Edition
CRANKCASE LOWER BORE RESTORATION The crankcase lower bore cylinder sleeve sealing areas are subject to deterioration if cooling system mainte· nance is neglected. Deterioration, such as grooves, pockmarks or fretting, if not detected in the earliest possible stages, could become severe enough to prevent proper sealing. Evidence of sealing area deterioration includes engine coolant in the oil due to leakage past the seal rings. If deterioration should occur, the crankcase lower bore sealing areas (see Figure 3.05·2) must be restored by being machined oversize and fitted with restoration sleeves. Restoration Sleeve Machining The sleeve should be machined to a depth of 1.75 inch (44.45 mm), which is the same as the depth of the crankcase lower bore. A 15° chamfer must be machined on the inner diameter at one edge of the sleeve. The restoration sleeve should be machined to the same inner diameter as the original crankcase lower bore diameter. The outer diameter should be machined 0.250 inch (6.340 mm) larger than the inner diameter to provide a 0.125 inch (3.170 mm) sleeve wall thickness.
3.05 - 3
CRANKCASE DISASSEMBLY
15...LJ0~ 1.75'
/
RESTORATION SLEEVE
I~=======ll
i==: ==J
T 1.7
RESTORAnONSLEEViE A.
SLEEVE INNER DIAMETER (SAME AS CRANKCASE ORIGINAL LOWER BORE DIAMETER)
B.
SLEEVE OUTER DIAMETER
UPPER BORE
A. ORIGINAL LOWER BORE DIAMETER (SAME AS RESTORATION SLEEVE INNER DIAMETER)
)
C. MACHINED LOWER BORE DIAMETER
Figure 3.05-2. Lower Bore And Restoration Sleeve Dimensions
Typical. readily available. materials used to make restoration sleeves are mild seamless steel tubing, Grade 1021, DaM (drawn over mandrel) seamless steel tubing and cast iron. Old cylinder sleeves. if the appropriate size is available, may also be used. The crankcase lower bore should be machined to provide an interference fit for the restoration sleeve. The correct interference fit can be determined by multiplying the outer diameter of the restoration sleeve by 0.001 inch (0.02 mm). Table 3.05-3 gives examples for calculating restoration sleeve and crankcase lower bore machining dimensions.
The crankcase lower bore must be machined concentric with the upper bore within 0.003 inch (0.08 mm). A vertical boring machine large enough to accommodate VHP series crankcases is required.
I~ CAUTION I -A
Never machine the crankcase lower bore beyond the determined machining dimension, just to clean up the bore. Machining beyond the established machining dimension will result in a loose restoration sleeve fit. Disregarding this information could result in product damage and/or personal injury.
Table 3 05-3 Restoration Sleeve And Crankcase Lower Bore Machining Dimensions MEASUREMENT Restoration Sleeve 10 (Same as original lower bore diameter) Step 1
+ Restoration sleeve wall thickness (0.125" (3.17 mm) x 2) Restoration sleeve 00 Step 2
Step 3
L5108. L5790G/GSI/GL
L7042G/GSI/GL
9.678 - 9.680" (245.82 - 245.87 mm)
10.246 - 10.248" (260.25 - 260.30 mm)
+ 0.250" (6.35 mm)
+ 0.250"
(6.35 mm)
9.928 - 9.930" (252.17 - 252.22 mm)
10.496 -10.499" (266.60 - 266.65 mm)
- Interference fit • (0.001" (0.025mm) x sleeve 00)
- 0.010" (0.25 mm)
- 0.010" (0.25 mm)
Lower bore machined dimension
9.918 - 9.920" (251.92 - 251.97 mm)
10.499 - 10.488" (266.35 - 266.40 mm)
NOTE: • RestoratIon sleeve dIameter OD x 0.001 inch (0.025 mm) to three (3) _imal plaoes.
3.05 - 4
FORM 6248 First Edilion
)
CRANKCASE DISASSEMBLY Restoration Sleeve Installation NOTE: The machined surfaces of the restoration sleeve and the machined surface of the crankcase lower bore must be clean and dry before installation of the restoration sleeve. 1. The restoration sleeve must be installed with the chamfered end facing upward in the crankcase (see Figure 3.05-2). The chamler will prevent damage to the cylinder sleeve packing rings when the cylinder sleeves are lowered into position.
A
WARNING
Always wear safety gloves and safety glasses when handling liquid nitrogen. Comply with the liquid nitrogen/dry Ice manufacturer's recommendations for proper use and handling of liquid nitrogen/dry ice. Improper handling or use could result in severe personal injury or death.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
2. Air dry bearing caps and oil passages. NOTE: Main Bearing caps must be secured in their proper positions and torqued in their proper sequence before making these checks. • Out-ol-round: A maximum measurement 01 0.001 inch (0.0254 mm) is allowed il the horizontal dimension exceeds the vertical dimension. The bore should be measured at lour locations (see Figure 3.05-3).
2. Chill the restoration sleeve in liquid nitrogen or a dry ice and alcohol solution to reduce its size.
.i
NOTE: Locktite ~ may be applied to the mating surfaces of the restoration sleeve and the crankcase lower bore. This will help prevent leakage behind the sleeve and eliminate possible callbacks. However, if the mating surfaces have been properly machined and cleaned, and the restoration sleeve is properly installed, there is little chance of leakage.
3. Slip the restoration sleeve into position on the machined lower bore and hold it in position until it warms enough to expand and secure itself in the crankcase. NOTE: If at some future time the sealing surface of the restoration sleeve bore deteriorates, a new restoration sleeve may be installed without the need of further crankcase machining. The deteriorated restoration sleeve must be cut for removal. Replacing the sleeve may be accomplished time after time without any adverse affects to the crankcase. MAIN BEARING BORE CLEANING AND INSPECTION The main bearing bore must be checked lor wear and/or distortion, including out-ol-round, taper, surface condition, and bore size. 1. Thoroughly clean all oil passages 01 sludge.
~~
OIL PUMP IDLER GEAR SPINDLE BORE
BEARING TEMPERATURE SENSOR BORE (SENSOR OPTIONAL)
Figure 3.05-3. Main Bearing Bores • Taper: Maximum taper in any bearing bore is 0.0005 inch (0.0127 mm). • Surface condition: Main bearing borelinish should be 80 micro-inches. Bearing cap parting surfaces must be flat, free from burrs and nicks, and must match evenly when torqued in position. • Bore size: Bore diameter should be 6.6615 - 6.6630 inches (169.202 - 169.240 mm) measured at lour locations.
FORM 6248 First
Ed~ion
3.05 - 5
CRANKCASE DISASSEMBLY Normally main bearing bores are found in alignment. Misalignment could occur if the engine had not been properly installed. It bearing bores are not worn or damaged, or it all damaged caps(s) have been replaced, the bore may be considered properly aligned if a standard size crankshaft can be rotated freely with the main bearings installed and lubricated, and with the bearing caps properly torqued. Replacement bearing caps are only furnished semi-finished. They must be torqued in position and align-bored to size.
• Torque all right side bolts (six) to 250 ft-Ib (339 N'm) starting from the front of the engine. • Torque nuts one through four to 275 ft-Ib (373 N'm) to two steps: first 175 ft-Ib (237 N'm), and then 275 ft-Ib (373 N·m). LEFT SIDE OF ENGINE
5
MAIN BEARING RUNNING CLEARANCE
A CAUTION I I. .=.. =:.......;~--';......_.;;;.....---'.
The use of Plastigage®ls an acceptable method of determining bearing running clearance, if used properly. The Improper use of Plastigage® can result in false measurements that may lead to bearing and/or crankshaft failure.
CAUTION I I...=.A=:.......;~--':......:....:....;;;.....~. .
Do not mill: or cross mate main bearing caps. The bottom of each cap is stamped with a number to identify its location. Disregarding this information could result in product damage and/or personal injury.
1. Position the engine with the engine rollover stand so that the engine is upside down. 2. Starting at the front of the engine and moving towards the rear, install main bearing caps 1 through 7. Position each cap so that the pin hole in the foot is aligned with the dowel on the deck of the main bearing saddle. Carefully slide the cap onto the four studs until it comes to rest on the bearing saddle. Use a rubber mallet to seat the cap, if necessary.
FRONT OF ENGINE
4@@ 2 n
6
Figure 3.05-4. Main Bearing Cap TlghtenlngfTorquing Pattern - As Viewed From Underside Of Crankcase
6. Using an inside micrometer, measure the inside diameter of each main bearing bore at several locations (see Figure 3.05-3). Write down both the minimum and maximum diameters.
3. Lubricate the main bearing cap studs and nuts with clean engine oil. 4. Install the washers and nuts on the studs of the main bearing caps. 5. Torque the bearing caps in the proper sequence listed below (see Figure 3.05-4): • Torque the bearing cap nuts one through four On that order) to 75 ft-Ib (102 N·m). If installing replacement caps that will be align bored, torque to only 30 ft-Ib (40 N·m). When installing more than one cap, torque nuts one through tour to 75 ft-Ib (1 02 N·m) on all caps before torquing side bolts. • Torque all left side bolts (five) to 250 ft-Ib (339 N'm) starting from the front of the engine.
3.05 - 6
FORM 6248 First
Ed~ion
)
CRANKCASE DISASSEMBLY Table 3.05-4. Crankshaft Wear Limits
MEASUREMENT
INCHES
METRIC (mm)
Crankshaft end play (end play adjustmen1-0.003 (0.076 mm) shims)
0.005 - 0.016
0.127 - 0.406
Thrust ring thickness (standard)
0.215 - 0.217
5.461 - 5.512
Connecting red bearing running clearance*(diametral clearance')
0.0042 - 0.0081
0..1.069 - 0.2057
(A) Ccnnecting rod bearing journal diameter
6.2465 - 6.2500
158;712 - 158.750
(8) Main bearing journal diameter
6.2465 - 6.250
158.712 - 158.750
Main bearing running clearance* (diametraJ clearance*)
0.0045 - 0.0089
0.1143 - 0.2280
0.029 - 0.041
0.7366 -1.041
(C) Connecting rod end play
NOTE: *Main and connecting rod bearing running clearance* (diametral clearance*) = calculated bearing 1.0. minus joumal 00.
7. Use an outside micrometer to measure the outside diameter of the associated crank pin at several locations (see Table 3.05-4) Write down both the minimum and maximum diameters. 8. Insert the min./max. diameters of the bearing bore and crank journal into the following formulas (see Figure 3.05-5). The results will determine the required thickness of the bearing shell.
.!
FORM 6248 First Edition
3.05 -7
CRANKCASE DISASSEMBLY Determining Bearing Thickness
)
See Figure 3.05-5 to determine bearing thickness.
Min. bearing thickness
=
(Min. Bore 10) - (Max. journal 00) - (Max. running/oil clearance) 2 (Max. Bore 10) - (Min. journal 00) - (Min. running/oil clearance) 2
Max. bearing thickness
Figure 3.05-5. Determine Bearing Thickness
Table 3.05-5. Main Bearings DESCRIPTION
WALL THICKNESS AT CROWN
200025U
Standard
0.2035 - 0.2028
6.250/6.249
200025U2
0.020 Undersize
0.2135 - 0.2128
6.230/6.229
2OO022U
Standard
0.2035 - 0.2028
6.250/6.249
2OO022U2
0.020 Undersize
0.2135 - 0.2128
6.230/6.229
PIN
CRANKSHAFT DIAMETER
Front, Center, Rear
Intermediate
9. Using a micrometer with a ball adapter (for measuring spherical surfaces), check the thickness of each bearing shell to be sure that it is suitable for use (see Table 3.05-5 and Figure 3.05-6).
10. Remove the cross tie bolts and main bearing cap stud nuts. Remove the main bearing caps.
WAll. AT CROWN (SEE TABLE)
I - - - - - ---I
WALL THICKNESS TO BE 0.0000 - O.llOO7 LESS THAN MEASURED WALL AT CROWN (BOTH SIDES)
Figure 3.05-6. Select Main Bearing Shells For Proper Running Clearance
3.05 - 8
FORM 6248 First Edition
CRANKCASE DISASSEMBLY CAMSHAFT BEARING BORE INSPECTION
CRANKSHAFT
The camshaft bearing bore must be checked for wear and/or distortion.
CRANKSHAFT CLEANING AND INSPECTION
NOTE: Camshaft bearing caps must be secured in their proper positions and torqued before making these checks.
Crankshaft Cleaning
IA
CAUTION I
The crankshaft counter=:....-"---'''-_"''----'. weights should never be removed from the crankshaft unless grinding is necessary. The crankshaft is balanced at the factory with the counterweights attached. The counterweight mounting holes are oversize, and It is impossible to attach the weights back In the original positions. Disregarding this information could result In product damage
L.." . ' ..
• Surface condition: Camshaft bearing parting surfaces must be flat, free from burrs and nicks, and match evenly when torqued in position. • Bore size: Camshaft bore diameter should be 3.752 - 3.753 inches (95.301 - 95.326 mm) measured at four locations (see Figure 3.05-7).
Once the crankshaft is removed from the engine it .should be thoroughly cleaned. All VHP crankshafts have internal oil passages. Drilling of these passages results in six openings in the crankshaft cheeks. These openings are plugged with set screws to prevent loss of engine oil pressure. Prior to hot tank cleaning, these set screws should be removed from the crankshaft.
A CAUTION I I==--.;:;..;;-"-;;....;....;;....;:.....;~
The set Screws must be from the crankshaft for proper cleaning of the oil passages. If the set screws are not removed, they will make flushing of the oil passages diflicuh and will prevent inspection of the oil passages for debris. Cleaning solution can easily be trapped in these passages and bearing faOure can resuh upon engine startup. h will be necessary to insert a high pressure air line into the passageways to blow out cleaning solution. You should be certain all cleaning solution is thoroughly removed from the oil passageways. THE SET SCREWS MUST BE INSTALLED PRIOR TO INSTALLING THE CRANKSHAFT IN THE ENGINE. Failure to follow proper procedures may cause damage to equipment
. '-'. . .
Figure 3.05-7. Camshaft Bearing Bore The process of checking longitudinal alignment of the camshaft bores must be made with all bearing caps in place and properly torqued. Normally the camshaft bore will be found in alignment. If bearing bores are not worn or damaged, or if all damaged camshaft bearing caps have been replaced, the bore may be considered properly aligned if a standard size camshaft can be rotated freely with camshaft bearing caps properly torqued.
.. removed
Replacement camshaft bearing caps are only supplied semi-finished. they must be torqued in position and align-bored to size.
)
FORM 6248 First Edijion
3.05 - 9
CRANKCASE DISASSEMBLY 1. Remove the set screws from the crankshaft cheeks (see Figure 3.05-8).
NOTE: Wedge a pointed punch between the set screws and crankshaft threads and sharply strike the punch a single blow to securely stake the set screws in place. This operation distorts the threads to lock the set screws in place.
)
6. Carefully examine the entire crankshaft to be certain all cheek openings are plugged with set screws.
7. In addition, check the area for metal chips resulting from the staking operation.
Figure 3.05-8. Crankshaft Set Screws 2. Flush the cleaning solution through all of the drilled oil passages. Run a stiff wire brush through the oil passages to loosen deposits.
A
WARNING
)
Compressed air can pierce the skin and cause severe personal injury. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 3. Blow the crankshaft dry after it is removed from the hot tank, paying special attention to the drilled oil passages. insert a stiff, clean wire through all of the passages to be certain they are clear of any obstruction. 4. Lightly coat the crankshaft with a thin coat of oil to prevent surface oxidation.
A CAUTION I I=...
THE CRANKSHAFT SET =.--::._..::..----'-.;;;,..,:....:..J. SCREWS MUST BE INSTALLED PRIOR TO INSTALLING THE CRANKSHAFT IN THE ENGINE. A crankshaft installed and operated with one or more missing set screws will cause bearing seizure and piston/sleeve damage due to low oil pressure.
L.
5. Coat the threads of the set screw plugs with Loctite® 271. Install set screw plugs approximately three threads below the cheek surface. Peen or stake these set screws into place as described in the Note below.
3.05 - 10
)
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
Figure 3.05-9. 12 Cylinder Crankshaft Crankshaft Inspection
CRANKSHAFT JOURNAL REPAIR
The crankshaft should be Magnafluxed® before it is remachined, since cracked crankshafts cannot be reused. However, surface cracks a tew thousandths of an inch deep in bearing surface areas can be sometimes ground oul. A shaft with surface cracks may be reused, but only IT the shaft reveals no cracks alter the grinding operation.
NOTE: Repairs to the crankshaft journals and pins should only be performed by a firm specializing in such worle Contact your distributor or Waukesha Engine Division's Service Operations Department for the latest information regarding this process.
It is recommended to send crankshafts which require remachining to a crankshaft reconditioning shop. Re· machined crankshaft main and rod journals should be finished to a 12 RMS finish.
CRANKSHAFT POLISHING
1. Inspect the crank pin and main bearing fillets. these areas are most likely to develop cracks, IT cracks are found (see Figure 3.0S-9). 2. Inspect the crank pins for wear. It is this inspection step that will usually determine how much material will be ground off. 3. Inspect the end play thrust surface. If it is in poor condition, the surface must be reground. 4. Inspect the thrust washer thrust surface. If the thrust surface is in poor condition the washer must be replaced.
NOTE: The crankshaft may have some deflection under its own weight, when supported between centers. Deflection usually follows a symmetrical pattern. S. Inspect the crankshaft for straightness. The shaft must be inspected for straightness before it can be ground.
FORM 6248 First Edition
A crankshaft journal or pin with a roughened surface, but with the dimensions still within limits, should be polished. However, do not polish by haM with emery or polishing paper. Polishing the crankshaft where critical tolerances are involved, requires great skill and specialized equipment. Waukesha Engine Division recommends contacting a company which specializes in polishing such highly machined surfaces. CRANKSHAFT REPAIR
NOTE: Rebuilding the crankshaft (straightening, grinding, polishing and rebalancing) must be done by a firm specializing in such work. Diameter tolerance limits must not exceed those listed in Table 3.05-4. NOTE: All crankshafts must be shot -peen stress relieved around all of the joumals prior to grinding. There are two options when machining the crankshaft; • If it is desired to maintain the crankshaft to standard size, the crankshaft may be chrome plated to bring it to oversize and then machined to standard size. The engine can then be rebuilt with standard size bearings. Chrome plating must be kept off of the fillet surfaces. Since the chrome used for crankshaft plating has a hardness of SO Rockwell. After the crankshaft is ground back to standard size, there should be approximately 0.060 inch (I.S24 mm) of plating thickness remaining. 3.05 - 11
CRANKCASE DISASSEMBLY • If the engine will be rebuilt with undersized bearings, the machine operator will have to machine to crankshaft to accept 0.020 inch (0.508 mm) undersized bearings.
CRANKSHAFT COUNTERWEIGHT RETORQUE
CAUTION I I A.=:........:;;.;;......;:,,:::....:~=-.;:....:..J.
Improperly torqued fasteners can cause the counterweights to become loose resulting in catastrophic engine damage and possible severe personal injury or death.
If there is any doubt as to the condition of a chromed shaft, or verification of a possible crack under the chrome, the chrome plating must be ground off and the shaft reinspected. Disregarding this information could result in product damage and/or personal injury.
.L .:: ..
When the shafts are rebalanced, they must be balanced with the counterweights attached. Any metal removed to bring the shaft into balance should be removed from the counterweights, not from the crankshaft. Precision balancing of the crankshaft can increase bearing life from 25 to 100 percent. Static balancing (shaft is placed on knife edges and will come to rest with the heaviest part of the shaft on the bottom) is not adequate to balance crankshafts from these high speed engines. The shaft must be placed in a spin balancer to locate kinetic and dynamic unbalance. This type of unbalance will create forces which will cause the shaft to rock and twist on an axis perpendicular to the axis of rotation. Rotating the shaft is the only method capable of identifying this type of balance problem.
CAUTION IAft~r a crankshaft is re-
I =:........:=....;:,,:::....:~:::...::....:..J. A.
bUilt and before It Is installed Into the engine, check and verify that all tolerances are correct. Disregarding this information could result in product damage and/or personal injury.
.L .:: ..
A
)
WARNING
To prevent possible loosening of the counterweights, verify the torque on the fasteners after serviCing or reconditioning of the crankshaft or prior to installation after each bottom end overhaul. Retorque the counterweight capscrews 30 to 60 days after startup. Retorque the counterweight capscrews once a year afterwards. 1. Retorque each counterweight 510 - 525 ft-Ib (691 - 712 N·m).
capscrew
to
NOTE: For 6 and 12 cylinder engines, fully counterweighted crankshafts are defined as those having 12 counterweights (with a total of 24 fasteners, 2 per counterweight). Sixteen cylinder fully counterweighted crankshafts have 8 counterweights (16 fasteners, 2 per counterweight) .
2. If any fastener is found to be loose or not torqued to specification, remove the capscrew and hardened washer for inspection.
)
3. Carefully check the capscrew for nicks, cracks, galled or stretched threads and other damage. Inspect the washer for nicks and abrasive wear. Replace the counterweight capscrew (P/N 199168A) and/or hardened washer (P/N 209667) if any defects are found. 4. If removed, place the counterweight on the crankshaft flat with the part number facing the main bearing journal. 5. Always verify that the counterweight and the crankshaft cheek are stamped with the same location number (see Figure 3.05-10). Starting at the front of the crankshaft (crank gear side) and moving towards the rear (hub side), the counterweights and crankshaft cheeks are numbered 1 through 12 (6 and 12 cylinder engines).
A
WARNING
Installing the counterweights In the wrong location will cause the crankshaft to be unbalanCed. Operation with an unbalanced crankshaft will result In catastrophic engine damage and possible severe personal Injury or death. 6. Verify that the Side of the counterweight is flush with or slightly set back from the wall of the crankshaft on the 3.05 - 12
FORM 6248 First Edijion
)
CRANKCASE DISASSEMBLY main bearing side. The counterweight may overlap the wall slightly on the rod bearing side.
9. Install the screws in the counterweight capscrew bores. Snug the counterweight to the crankshaft.
NOTE: Overlapping the wall on the main bearing side will interfere with installation of the main bearing cap.
10. Alternately torque the two counterweight capscrews to 255 - 262 ft-Ib (346 - 355 N·m), which is 50% of the final torque value.
7. Lubricate the first few threads of the counterweight capscrew, the underside of the bolt head and one side of the hardened washer with a quality high viscosity oil, such as Slide Rite® 220.
11. Torque the counterweight capscrews to 510 - 525ft-lb (691 - 712 N·m).
8. Slide the hardened washer on the capscrew with the lubricated side facing the bolt head.
COUNTERWEIGHT
""'-=--,
J:>.
""'A'"
..."-
/CAPSCREW
HARDENED WASHER
Figure 3.05-10.12 Cylinder Crankshaft
FORM 6248 First Edition
3.05 - 13
CRANKCASE DISASSEMBLY Table 3 05-6 Camshaft
) A
DID 1--:1 tJI8IuIllf[lftlaIHIJ].i~j2j. []JIdm{JIlH!~lll • •gIS-1i ..... t INCHES
METRIC (mm)
(A) Camshaft journal diameter
MEASUREMENT
3,498 - 3.499
88,849 - 88,875
Camshaft journal running clearance (theoretical)
0,003 - 0,0056
0,076 - 0,142
Camshaft end play
0,005 - 0,008
0,127 - 0,203 0,002 shims
End Play Adjustment 0,154 - 0,156
3,911 - 3,962
Cam lift (Intake)
0,6435
16,345
Cam lift (Exhaust)
0,6735
17,107
Thrust ring thickness (standard)
Rocker arm ratio
1,0926 to 1
NOTE: Camshaft coupling must never be loose.
CAMSHAFT CAMSHAFT CLEANING AND INSPECTION
CAUTION
I A I When a new camshaft is .. to be Installed, all valve lifter assemblies must also be replaced. Wear patterns on used lifters can result in early failure of a new camshaft.
-A CAUTION Icams~aft I'!!!"~~::::''':'::::''::'':'=-:.:.J.
bearing caps L. are alig ned bored and matched to the camshaft bearing saddles. Camshaft bearing caps are marked 1 thru 7, frontlo rear. Install them in their original position. Changing camshaft bearing cap pOSition will cause damage to equipment. NOTE: If any of the camshaft drive gears exceed the gear lash tolerances, they MUST be replaced. with a new gear. See Chapter 1, Clearances, and Chapter 4, Camshaft Installation, for the correct tolerances and installation procedures. NOTE: The camshaft bearings should be replaced at engine overhaul.
Since camshafts rotate at one half engine speed and are liberally lubricated, camshaft bearing surfaces are usually found in good condition. If after inspection (see Camshaft, Inspection) the camshaft or its journais are not in satisfactory condition, it will be necessary to chrome plate the camshaft and grind it back to size,
)
CAUTION
A I Keep all chrome from I .. fillet areas. Camshaft journals should be polished after the camshaft is ground back to standard size. Disregarding this information could result In product damage and/or personal Injury. After removing the camshaft from the engine, all camshaft lobes and bearing journals should be thoroughly inspected. The camshaft may be varnished from engine oil, butthe bearing and lobe running surfaces will normally be clean enough to allow a close and accurate inspection. 1. Inspect the camshaft lobes and bearing journals to be certain they are in useable condition, Normally, under good lighting, a slight wear pattern will be viSible. Camshaft lobes will show a wear pattern as wide as the valve lifter roller, These light wear patterns may be polished by spinning in a lathe,
Normally the camshaft needs no special maintenance, other than regular inspections of its bearings, journais, and cam lobes when other routine maintenance is performed (see Table 3.05-6). Camshafts are of two piece construction, permanently joined to form a single shaft. Camshafts are supplied as an assembly only. Waukesha Engine Division will not furnish a single section of the camshaft The camshaft bearings should be replaced at engine overhaul. 3.05 -14
)
FORM 6248 First Edition
CRANKCASE DISASSEMBLY NOTE: The body of the valve lifter roller has a machined flat side with an oil passage hole drilled (see Figure 3.05·11). On 12 cylinder engines only. this flat side may be oriented in either direction, once the roller is seated in the groove.
7. Inspect the camshaft for cracks or fissures using a dye penetrant process. Since the camshaft is of two piece construction, the Magnaflux© process cannot be used.
VALVE LIFTERS ROLLER TYPE LIFTERS
A CAUTION I I.. ==.....;:==:;....;:....:...;=~.
Valve Ii~ers should nev· er be disassembled for Inspection or repair. Only complete lifters are available for replacement. Disregarding this in· formation could resub in product damage and/or personal injury.
1....
FLAT SIDE
A
BOTTOM VIEW OF VALVE LIFTER BODY
Figure 3.05·11. Camshaft Valve lifter BodyBottom View
2. Inspect the valve lifter rollers (see Figure 3.05·12). If the lifters have caused any wear on the cam lobes, the camshaft must be reconditioned or replaced.
WARNING
Cleaning solvents may be toxic or flammable. Keep away from heat or flame. Read the manufacture's warnings on the container. Always use approved cleaning solvents In a well ventilated area. Contact with skin could resub in severe personal injury or death.
A CAUTION I~oller I.. ==.....;:==:;....;:....:...;=~.
type lifters used for replacement are shipped from the factory coated with a light rust preventative coating. the coating may be removed from the lifters by wiping them with a dry cloth or a cioth dampened in cleaning solvent. Roller type lifters should not be immersed in cleaning solvent, since this would not only remove the outer rust preventative coating but would also remove the lubricant from the lifter roller bushing and pin, which can result in lifter failure.
1....
Figure 3.05-12. Camshaft Valve Ufters And Guides
3. Inspect the camshaft for heavily pitted areas. Replace camshafts that have pitting that cannot be polished out. 4. Inspect the camshaft for straightness. Support the camshaft on blocks at the camshaft end bearing journals. Using a dial indicator, check for straightness while rotating the camshaft. The camshaft must be straight within 0.001 inch (0.0254 mm). 5. Using a dial indicator, inspect the camshaft journals (this check should be repeated after polishing, before assembly). )
6. Inspect the camshaft coupling for tightness. the coupling should never be loose. A camshaft with a loose coupling should be replaced.
FORM 6248 First Ed~ion
3.05 - 15
CRANKCASE DISASSEMBLY 1. Clean valve lifters of varnish and buildup (insure that the lubricant is not removed from the bushing and pin area (see Figure 3.05-13).
1. Inspect the hydraulic lifters for damage and dirt particles (see Figure 3.05-14).
)
PLUNGER~~C-CUP
HYDRAULIC
LIFTER",
"-~/
/
Figure 3.05-13. Lubricate Valve Lifter Rollers 2. Inspect the outside diameter of the roller for scuffing or chips. 3. Inspect the roller for smooth rotation (insure that the roller is properly lubricated during this step). Insure that the roller is free and does not have tight or loose spots during its rotation. 4. Inspect the valve lifter body for scratches and galled areas.
IA
PUSH ROD TUBE
1'-
"
Figure 3.05-14. Hydraulic Lifter
)
2. Inspect the push rod for straightness, kinks or other damage. Replace any bent or damaged push rods. The push rod must be straight to within 0.020 in (0.508 mm) T.I.R. (see Figure 3.05-15).
CAUTION I
Dry valve lifters should .. never be installed In the engine. Disregarding this information could result in product damage and/or personal injury. 5. After inspection and cleaning, the lifters should be stored in a container of S.A.E. 20 or 30 lube oil. New replacement lifters should be stored in the same container of lube oil (do not wipe the oil from the lifters when installing them). HYDRAULIC LIFTERS Servicing hydraulic lifters requires a clean service shop. Because of the delicate procedures required to service hydraulic lifters, many service agencies replace all lifters at engine overhaul.
IA
CAUTION I
Hydraulic lifters must be .. filled with the proper oil prior to installation in the engine. Failure to fill the lifters with oil will cause damage to equipment.
3.05 - 16
Figure 3.05-15. Push Rod 3. Inspect the ball and socket fittings for signs of wear beyond the case hardening. Push rods with worn socket and ball assemblies must be replaced. NOTE: Since testing of the hydraulic lifters requires a special viscosity fluid and test equipment, Waukesha Engine Division does not recommend testing in the field. FORM 6248 First
Ed~ion
CRANKCASE DISASSEMBLY 4. Inspect the hydraulic lifter to insure that the spring and check valve are not broken (see Figure 3.05-16).
PISTON PISTON DISASSEMBLY
A
WARNING
Always wear proper eye protection when removing piston pin retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged. CHECK VALVE Figure 3.05-16. HydrauliC Lifter - Internal View 5. If it is determined that the hydraulic lifter is to be replaced, insure that the push rod is not damaged when removing the hydraulic lifter. 6. Use a suitable fixture and press, to properly install the hydraulic lifter on the push rod (see Figure 3.05-17).
A
WARNING
The connecting rod weighs 62 Ibs. (28 kg). Use a suitable lifting device and use caution during removal or Installation to prevent serious personal injury or death. 1. Remove the piston pin retaining rings. Slide out the piston pin and remove the connecting rod (see Figure 3.05-18).
Figure 3.05·17. Hydraulic Lifter - Installation
)
Figure 3.05-18. Piston Assembly
FORM 6248 First Edition
3.05 -17
CRANKCASE DISASSEMBLY 2. Remove and discard the piston rings. Piston rings take a definite set and must not be reused if the engine has been operated in excess of 50 hours (see Figure 3.05-19).
3. Thoroughly clean the oil drain holes leading from the oil control ring groove (bottom) to the underside of the piston crown (see Figure 3.05-20). Run a small bristle brush through the passageways to ensure their cleanliness, but be careful not to damage or enlarge the holes. Do not use a wire brush.
~
"'"
)
~OILDRAIN HOLES
\: j
-
Figure 3.05-19. Piston And Rings
PISTON CLEANING AND INSPECTION
I
A
CAUTION IDo
Figure 3.05-20. Piston 011 Drain Holes
not sand blast or .. glass bead blast pistons. Sand and glass bead blasting removes the tin plating and rounds off the ring lands. Disregarding this information could result in product damage and/or personal Injury.
I.A. CAUTION Iscratching Exercise care to avoid the sides of
CAUTION IDo not place pistons in
4. Thoroughly clean the piston ring grooves of all carbon deposits. A broken piston ring properly ground to a sharp chisel-like edge may be used for this purpose.
I
A
.. the caustic hot bath. The caustic solution attacks aluminum and the tin plating may blister or warp if heated to temperatures above 212' F (100' C). 1. To remove all carbon and combustion deposits, soak the pistons in a special detergent that will not corrode aluminum. Maintain the temperature of the cleaning solution well below 212' F (100' C).
A
WARNING
Compressed air can pierce the skin and cause severe personal Injury. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
the piston ring grooves.
5. Carefully inspect the pistons for excessive damage. Discard pistons with cracked, broken or bent ring lands. Check the piston skirt for cracks, gouges, deep scratches or heavy scoring (displaced metal formed into patches or crowns). Check the piston heads for evidence of burning, etching or melting. Look for marks or imprints caused by contact with valves. Pistons with superficial wear marks, minor scratching or mild scoring may continue to be used. 6. Run your index finger around the edge of the piston crown to feel for dings, nicks or burrs. lightly file the edge of the crown to remove any defects. 7. Check under crown and pin tower bosses for any cracks.
2. Thoroughly rinse the pistons and dry with moisture free compressed air.
3.05 - 18
FORM 6248 First Edition
)
CRANKCASE DISASSEMBLY
A
WARNING
Always carefully read the manufacturer's instructions to avoid severe personal injury or death. Using the Magnaflux® Dye Penetrant Test Kit (Tool PIN 494283), inspect the piston for surface cracks. Pay special attention to the area around the pin bores, ring lands and oil drain holes beneath the piston crown. 8. To remove oily residues, apply the Magnaflux® Spotcheck® Cleaner/Remover (SKC-S) directly to the test area. Thoroughly wipe the area with a clean cloth. Repeat the procedure as necessary. Final wiping should result in a clean cloth. Allow the test area to dry.
NOTE: Wear rubber gloves to avoid hard-to-remove stains on hands. 9. Spray the test area with the Magnaflux® Spotcheck® Penetrant (SKL-SP). Wait 1 to 30 minutes. 10. Spray the Magnaflux® Spotcheck® Cleaner/Remover (SKC-S) on a clean cloth (not on the test area). Wiping in one direction, remove all surface penetrant. Repeat as necessary. 11. Spray the test area with the Magnaflux® Spotcheck® Developer (SKD-S2). Apply a thin even film. Allow the film to dry completely. The proper application dries to an even white layer. 12. Carefully inspect the test area for cracks. A bright colored solid or dotted line marks a crack. Fine cracks may take up to 15 minutes to appear. Large cracks can be seen almost immediately. If the crack is wide and deep, the indication will grow and spread. Discard the piston if any cracks are found.
A
WARNING
Operating an engine with a cracked piston could resuH In severe engine damage and possible severe personal Injury or death. 13. Wipe the test area clean if no cracks are found. Thoroughly wash the piston in a non-caustic cleaner to remove any traces of dye penetrant. Carefully inspect the pistons for excessive wear. The following checks and measurements are helpful in determining whether the pistons are fit for reuse.
IA
CAUTION I
Waukesha assumes ab.. solutely no liability for any damage that may occur through the reuse of engine parts failing within published wear limit guidelines. Reuse of engine parts that do not meet the new part speCifications listed In the Fits and Clearances section of this manual are the sole responsibility of the user. Under no circumstances is the reuse of any part exceeding the published wear IimHs Justified. 14. Weigh the pistons to verify that all are within 2 ounces (56.7grams) of one another. 15. Measure the piston skirt diameter (top), in line with and at 90 degrees from the pin hole (A inTable 3.05-7 and Table 3.05-8). Discard the piston if the measurement does not fall within allowable limits.
I~ A CAUTION I
Use the published wear limits with discretion. Although Waukesha recognizes that many used parts are suitable for continued service, there is almost always a corresponding reductlon.ln performance. Carefully consider the following items before reusIng any particular part: (a.) The number of mating parts being reused. (b.) The extent of the repair relative to the expected service life prior to the next major overhaul. (c.) The engine application, such as horsepower requirement, maintenance Intervals and type of installation. (d.) The problems that may occur through reuse. 16. Measure the piston skirt diameter (bottom), in line with and at 90 degrees from the pin hole (8 in Table 3.05-7 and Table 3.05-8). Discard the piston if the measurement does not fall within allowable limits. 17. Measure the inside diameter of the piston pin bore at four locations (C in Table 3.05-7 and Table 3.05-8). Discard the piston if any measurement does not fall within allowable limits. 18. Check the piston pin bores for excessive wear. Insert a good piston pin into the pin bore. The pin should slide in and out without binding, pivoting or rocking. 19. Measure the inside diameter of the cylinder sleeve at right angles to the crankshaft in the lower or most worn area of the sleeve. Measure the outSide diameter of the piston skirt across the thrust faces (at right angles to the piston pin bore). The difference in these two measurements is the piston skirt to cylinder sleeve clearance (0 in Table 3.05-7 and Table 3.05-8).
NOTE: Check piston clearance in the sleeve in which the piston will run. The sleeve must be deglazed before it is suitable for further service. FORM 6248 First Edition
3.05 -19
CRANKCASE DISASSEMBLY Table 3.05-7. Piston (Four Ring Only) - Gas
E
-.l
T •
A
W vIS;
NOTE: Dimensions A and B must be measured at the locations shown.
'-=/
.B
D-
~ FOUR RING PISTON - GAS
Piston material: Tin plated aluminum alloy Piston type: Cam ground Pistons are removed from: Top of crankcase Permissible weight variation per set: 2 ounces (56.7 grams)
Measurement
I
Inches
I
Metric (mm)
Piston hole center to piston crown standard compression ratio L5108G (8.25:15101)
6.245 - 6.255
158.623 - 158.877
L5790G,GSI (8.25:15101)
5.620 - 5.630
142.748 - 143.002
L7042G/GSI (8.0 to 1)
5.465 - 5.475
138.811 - 139.065
L5108GSI
6.587 - 6.597
167.310 - 167.564
5790GL
6.031 - 6.037
154.737 - 154.864
10.0:1 Compression ratio
10.5:1 Compression ratio
I
7042GL - 4 Ring (A) Piston skirt diameter
~op)
6.092 - 6.097
I
154.737 - 154.864
in line wnh pin hole:
All 8-112 inch bore models (L5108 etc., L5108 etc.)
8.461 - 8.462
214.909 - 214.934
All 9-3/8 inch models (L7042 etc.) - 4 Ring
9.334 - 9.335
237.064 - 237.109
All 8-1/2 inch bore models
8.477 - 8.478
215.316 - 215.341
All 9-3/8 inch models - 4 Ring
9.350 - 9.351
237.490 - 237.515
90° from pin hole:
(8) Piston skirt diameter (bottom) in line with pin hole: All 8-112 inch bore models
8.478 - 8.479
215.341 - 215.387
All 9-3/8 inch models - 4 Ring
9.354 - 9.355
237.592 - 237.617
All 8--1/2 inch bore models
8.487 - 8.488
215.570 - 215.595
All 9-3/8 inch models - 4 Ring
9.382 - 9.363
237.795 - 237.820
90° from pin hole:
(Continued)
3.08-20
FORM 6248 First Edition
)
CRANKCASE DISASSEMBLY
E
~
T
, ~
A
es!~
W
NOTE: Dimensions A and B must be measured at the locations shown.
R
D-
fMeasurement
(e) Piston pin bore
Inches
Metric (mm)
3.0004 - 3.0009
76.210 - 76.223
(D) Piston skirt to sleeve clearance (thrust area) All 8-1/2 inch and 9-3/8 inch bore models - 4 Ring
."
0.0123 - 0.0143
I
0.~1.24 - 0.3632
(E) Groove width; Top, 2nd and 3rd: All 8-1/2 inch models (L5108 etc., L5790 etc.)
0.189 - 0.190
4.801 - 4.826
0.1915 - 0.1925
4.8641 - 4.8995
0.190 - 0.191
4,~26 - 4.851
Oil Ring, All 8-1/2 inch bore models
0.313 - 0.314
7.950 - 7.9756
Oil Ring, All 9-3/8 inch bore models - 4 Ring
0.376 - 0.377
9.550 - 9.576
Top: All 9-3/8 inch bore models (L7042 etc.) 2nd and 3rd: All 9-3/8 Inch bore models (L7042 etc.) - 4 Ring 4th Oil Ring
)
FORM 6248 First Edition
3,05 - 21
CRANKCASE DISASSEMBLY Table 3.05-8. Three Ring Piston (PIN 2055040) (pIston Used On GL 9-3/8 Bore With PIN 205130L Liner Only) - Gas
) E
-.-1
T
I
A
~
6!~
~
NOTE: Dimensions A and B must be measured at the locations shown.
8
D_
~ THREE RING PISTON - GAS
Piston material: lin plated aluminum alloy
Piston type: Cam ground Pistons are removed from: Top of crankcase Pennissible weight variation per set: 2 ounces (56.7 grams)
Measurement Piston hole center to piston crown
Inches
Metric (mm)
6.094
154.787
9.336 - 9.337
237.134 - 237.159
9.352 - 9.353
237.541 - 237.820
9.354 - 9.355
237.592 - 237.617
9.362 - 9.363
237.795 - 237.820
(e) Piston pin bore
3.0004 - 3.0009
76.2100 - 76.2228
(D) Piston skirt to sleeve clearance (thrust area)
0.0123 - 0.0143
0.3124 - 0.0363
Top
0.1920 - 0.1930
4.8768 - 4.9022
2nd
0.189 - 0.190
4.8006 - 4.8260
3rd
0.251 - 0.252
6.375 - 6.401
(A) Piston skirt diameter (top) in line wtth pin hole: go.;l from pin hole
(8) Piston skirt diameter (bottom) in line with pin hole 0
90 from pin hole:
(E) Groove width
3.05-22
FORM 6248 First Edition
CRANKCASE DISASSEMBLY
CAUTION I~or~ I=.-A='-;;;..;;....;;.;::..~..;::.-'---'. .
rin9. grooves re~ult high 011 consumption and blow-by of exhaust gases. Blow-by of exhaust gases contaminates the engine 011 supply with acids and leaves sludge in the crankcase. It also reduces engine efficiency by weakening the combustion seal necessary for efficient transfer of energy to the piston.
NOTE: The weights of the pistons installed in the engine must not vary by more than 2 ounces. For example, if the piston weights are stamped 500, 501 and 502 ounces, then the variance would be within the acceptable range. But if the weights are 499-1/4, 500 and 501-1/2, then the variance exceeds specification, and the piston set, as constituted, would be unacceptable.
20. Measure the piston ring groove widths (D in Table 3.05-9 and Table 3.05-10).lnserttheedgeof a new ring into the piston ring groove (see Figure 3.05-21). Insert a feeler gauge between the upper surface of the ring and the ring land to measure the ring groove side clearance. Since the grooves wear unevenly, repeat this check at several locations around the piston groove circumference. Discard the piston if any ring groove clearance does not fall within allowable limits (see Table 3.05-9 and Table 3.05-10).
23. Cover the pistons with a clean plastic sheet to protect them from dust and dirt.
L.
In
PISTON RING INSPECTION Before placing each ring on the piston, perform the following checks.
A CAUTION IExces~ive I. . =..
.'ing gap re-
='-'----''-_,;;,...--1. suits In high oil con-
sumption and blow-by of exhaust gases. Blow-by of exhaust gases contaminates the engine oil supply with acids and leaves sludge in the crankcase. It also reduces engine efficiency by weakening the combustion seal necessary for efficient transfer of energy to the piston.
I. . =.A. CAUTION I
Insufficient ring gap may cause the ends to abut at engine operating temperatures, resulting in ring breakage, sleeve scuffing and/or piston seizure. ='-;..;;....;;.;;;....;;....;;.;::..;....;;..J.
Figure 3.05-21. Check Piston Ring Groove Clearance
1. Insert the new ring into the cylinder sleeve, square it in the lower end of the bore and measure the ring gap with a feeler gauge (see Figure 3.05-21). Do not use the ring if the gap exceeds the specifications listed in Table 3.05-9 and Table 3.05-10. Discard the ring if any clearance does not fall within allowable limits.
NOTE: The top compression ring groove is exposed to the highest temperature, pressure and abrasion. To prolong piston and ring life, a cast iron ni-resist insert is installed to slow groove and ring side wear. The extended service life realized by the ni-resist insert may result in a condition where the greatest wear is found in the second compression ring groove.
21. Polish the pistons and pin bosses with fine grit crocus cloth to remove minor scuff marks and scratches. 22. Replace pistons that do not conform to specifications.
)
FORM 6248 First Edition
3.05 - 23
CRANKCASE DISASSEMBLY Table 3.05-9. Piston Rings (Four Ring Piston Only) - Gas
TANGENTIAL LOAD (LT)
=:::I C
) B (END CLEARANCE)
. . . LOAD AT DIA. (LD)
A (GAUGE DIAMETER)
~ E (SIDE CLEARANCE)
.LL
L
T~
K (RADIAL WAlL THICKNESS)
NSI
...10
"T
(WIDTH)
PISTON RINGS (FOUR RING PISTON ONLy) - GAS Top ring: (L51OSG/GSI/GL, L5790G/GSI/GL, L7042G/GSI/GL) Crowned plasma coaled compression (top marked with notch)
)
Second ring: (All VHP gas engines), Tapered face compression (top marked "top" and marked with notch) rin~: (L5108G/GSI/GL, L579OG/GSI/GL, L7042G/GSI) Tapered face compression Scraper aced compression ring (top marked with indentation)
Third
~op
marked "top' and marked with notch} 7042GL,
Fourth ring: (All VHP Gas Engines) Conformable grooved oil ring with expander ~op marked w~h notch) Measurement
Top
2nd and 3rd
4th
(A) Ring gauge diameter 8.500 in. (215.9 mm)
8.500 in. (215.9 mm)
8.500 in. (215.9 mm)
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
L51OBG/GSI/GL, L579OG/GSI/GL L7042G/GSI/GL
(8) Ring end clearance at gauge diameter L51OSG/GSI/GL, L5790G/GSI/GL
0.040 - 0.055 in. (1.016 -1.397 mm)
0.025 - 0.040 in. (0.635 - 1.016 mm)
0.023 - 0.038 in. (0.584 - 0.965 mm)
L7042G/GSI
0.045 - 0.060 in. (1.143 -1.524 mm)
0.030 - 0.045 in. (0.762 -1.143 mm)
0.Q15 - 0.035 in. (0.381 - 0.889 mm)
0.300 - 0.315 in. (7.62 - 8.00 mm)
0.300 - 0.315 in. (7.62 - 8.00 mm)
0.243 - 0.258 in. (6.172 - 6.553 mm)
L7042G/GSI
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.290 - 0.310 In. (7.366 - 7.874 mm)
7042GL
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.290 - 0.310 in. (7.366 - 7.874 mm)
L51OSG/GSI/GL, L5790G/GSI/GL
0.1850 - 0.1865 in. (4.699 - 4.7371 mm)
0.1835 - 0.1850 in. (4.661 - 4.689 mm)
0.3085 - 0.3100 in. (7.836 - 7.874 mm)
L7042G/GSI
0.1850 - 0.1865 in. (4.699 - 4.737 mm)
0.1650 - 0.1865 in. (4.899 - 4.737 mm)
0.03720 - 0.03735 in. (9.449 - 9.487 mm)
(C) Ring radial wall thickness L5108G/GSI/GL, L579OG/GSI/GL
(D) Ring width
(Continued)
3.05 - 24
FORM 6248 First
Ed~ion
CRANKCASE DISASSEMBLY
TANGENTlAL LOAD (LT)
=:I t=:
B (END CLEARANCE)
~
A
LOAD AT DIA. (LD)
(GAUGE DIAMETER)
J E (SIDE CLEARANCE)
LL
L
T~
K (RADIAL WALL THICKNESS)
fi:!i:!
-1 D
T
(WIDTH)
Top
2nd and 3rd
0.1850 - 0.1865 in. (4.699 - 4.737 mm)
0.1850 - 0.1865 in. (4.699 - 4.737 mm)
Measurement
:.Ath
(D) Ring width 7042GL
0.03720. - 0.03735 in. (9.449 - 9.487 mm) .
(E) Ring, piston groove, side clearance
L5108G/GSIIGL, L579OG/GSIIGL
0.0025 - 0.0050 in. (0.064 - 0.127 mm)
0.0040 - 0.0065 in. (0.102 - 0.165 mm)
0.0030:- 0.0055 in. (0.076:' 0.140 mm)
L7042GIGSI
0.0050 - 0.0075 in. (0.127 - 0.1905 mm)
0.0035 - 0.0060 in. (0.0689 - 0.1524 mm)
0.0025 - 0.0050 in. (0.064 - 0.127 mm)
7042GL
0.0050 - 0.0075 in. (0.127 - 0.191 mm)
0.0035 - 0.0060 in. (0.069 - 0.152 mm)
0.0025 - 0.0050 in. (0.064 - 0.127 mm)
L5106GIGSIIGL, L5790GIGSIIGL
30 Ibs. (13.6 kg) (minimum)
15 - 22 Ibs. (6.8 - 9.9 kg)
L7042GJGSI
22 Ibs. (13.6 kg) (minimum)
13.5 - 20.5 Ibs. (6.1 - 9.3 kg)
7042GL
22lbs. (13.6 kg) (minimum)
13.5 - 20.5Ibs. (6.1 - 9.3 kg)
-
(LD) Load in Ibs. at gauge diameter
(LT) Tangenlialload, in Ibs. at end clearance L510SGIGSIIGL, L5790GIGSIIGL L7042GIGSI 7042GL
-
-
28.5 - 3S.Slbs. (12.9 - 17.5 kg) 24.0 - 3S.0 Ibs. (10.9 - 17.2 kg) 24.0 - 3S.0 Ibs. (10.9 - 17.2 kg)
)
FORM 6248 Firs!
Ed~ion
3.06 - 25
CRANKCASE DISASSEMBLY Table 3.05-10. Piston Rings (Used On GL 9-3/8 Inch Bore With Three Ring Piston And PIN 205130L Cylinder Sleeve Only) - Gas
TANGENTIAL LOAD (LT)
==:I t=
)
8 (END CLEARANCE)
~ LOAD AT DIA. (LD)
A (GAUGE DIAMETER)
~ E (SIDE CLEARANCE)
.LL
LK
Tr-:
(USED ON GL
(RADIAL WALL THICKNESS)
I~
...1 D
r(WIDTH)
PISTON RINGS AND PiN 205130L CYUNDER SLEEVE ONLY) - GAS
9-3/8 INCH BORE THREE RING PISTON
Top ring: Plasma ooated (top marked wnh nelch) Second ring: Scraper groove compression (top marked with indentation mark) Third ring: Conformable grooved oil ring with expander Measurement
Top
2nd
3rd
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
9.375 in. (238.125 mm)
(8) Ring end clearance at gage diameter
0.035 - 0.047 in. (0.889 -1.194 mm)
0.065 - 0.060 in. (1.651 - 2.032 mm)
0.015 - 0.035 in. (0.381 - 0.889 mm)
(C) Ring radial wall thickness
0.317 - 0.302 in. (8.052 - 7.761 mm)
0.302 - 0.317 in. (7.671 - 8.052 mm)
0.213 - 0.227 in. (5.410 - 5.7658 mm)
(D) Ring widlh
0.1850 - 0.1865 in. (4.6990 - 4.7371 mm)
0.1850 - 0.1865 in. (4.6990 - 4.7371 mm)
0.2475 - 0.2490 in. (6.2865 - 6.3246 mm)
(E) Ring, piston groove, side clearance
0.0055 - 0.008 in. (0.1143 - 0.2032 mm)
0.0025 - 0.0050 in. (0.0635 - 0.127 mm)
0.002 - 0.0045 in. (0.0506 - 0.1143 mm)
20.4 lb•. (9.2 kg)
13.5 - 20.5 Ibs. (6.1 - 9.3 kg)
-
-
-
45.4 - 68.1 lb•. (20.6 - 30.9 kg)
(A) Ring gauge diameter
(LD) Load in lb•. at gauge diameter (LT) Tangential load, in lb•. at end clearance
3.05 - 26
FORM 6248 First Edition
CRANKCASE DISASSEMBLY PISTON RING ASSEMBLY
NI·RESIST INSERT
8-1/2 INCH BORE G/GSI/GL (4 RING PISTON)
A
CAUTION IAIWaYS~nstalinewPiston
A
CAUTION 1~lngdeSignSandmateri
. =.
I =----'=..;;..;;;....;;....;;...;;;..;~. rings. Piston rings take a definite set and must not be reused If the engine has been operated In excess of 50 hours. Deglaze the cylinder sleeve before installing new rings. Disregarding this information could result in product damage and/or personal injury. L..
I. ==----'=..;;..;;;....;;....;;...;;;..;~. . als vary between engine models. Be sure that the replacement ring set is the one specified for the engine. Disregarding this information could result in product damage and/or personal injury. L..
Figure 3.05-22. Install Piston Rings
= .. CAUTION
A I Use the proper piston I =--=:...::..-::..::;...:...:....;:;..:..:.J. ring spreader (Tool PIN 494019) to prevent excessive ring twist and expansion. Over expansion may cause the ring to crack opposite the ring gap. Defective or distorted rings result in blow-by of exhaust gases, increased oil consumption and lower service life on components. 1...
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 1. Use compressed air to remove any dirt or dust that may have settled in the oil drain holes and piston ring grooves (see Figure 3.05·22).
A I ~o avoid stre~ching the IL.= .=:........;=...;..;;....;;....;;...;;;..;~. . expander spring, Install the spring and 011 control ring separately. Excessive stretching may adversely affect spring tension and reduce ring performance.
CAUTION
2. Remove the expander spring from the slotted spring-loaded oil control ring (see Figure 3.05-23). Carefully inspect the ring for burrs or metal fragments that may remain from the machining process.
DIRECTIONAL NOTCH
) Figure 3.05-23.011 Control Ring Detail - 8-1/2 Inch Bore
FORM 6248 First Edition
3.05-ZT
CRANKCASE DISASSEMBLY 3. Pull apart the ends of the expander spring. Wrap the spring around the bottom ring groove. Insert the 1-1/2 inch (38.1 mm) wire pin at one end of the spring into the coil loop on the other end.
6. Install the top crowned plasma-coated compression ring. The notch on center of the ring gap must face up (see Figure 3.05-25). Verify that the ring rotates freely on the piston.
)
4. Install the slotted oil control ring with ring gap opposite mated ends of the expander spring. Be sure that the notches on the ring gap face upward (see Figure 3.05-23). Verify ring rotates freely on the piston.
CAUTION I I A=:.....:=.:..;::;.....;:~=-.::..:..J.
Do not Install th.e 2nd and 3rd compression rings upside down. Upside down rings will scrape 011 up Into the combustion chamber, resulting in high oil consumption and sticking valves.
L.. : ..
5. Install the two tapered compression rings with the word "Top" facing the piston crown. The top olthe ring is also identified by the inside bevel and the notch in the center of the ring gap (see Figure 3.05-24). Verify that the ring rotates freely on the piston. Figure 3.05-25. Barrel-faced Compression Ring Detail
7. Rotate the four piston rings using the palms of both hands. The rings must rotate freely without sticking.
8. Stagger the ring gaps around the piston. Rotate each ring to position the gap 90 degrees from the gap in the
)
ring above it.
Figure 3.05--24. Compression Ring Detail
)
3.05-28
FORM 6248 First Ed~ion
CRANKCASE DISASSEMBLY 9-3/8 INCH BORE GIGSI (4 RING PISTON)
A
WARNING
5. Install the 3rd and 2nd compression rings with the sides marked "TOP" up, this side is also marked with a notch. Verify that the ring rotates freely on the piston (see Figure 3.05-26).
Compressed air can pierce the skin and cause severe personal Inlury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 1. Use compressed air to remove any dirt or dust that may have settled in the oil drain holes and piston ring grooves.
IA
CAUTION I
To avoid stretching the ... expander spring, Install the spring and oil control ring separately. Excessive stretching may adversely affect spring tension and reduce ring performance.
TOP COIWPRESSIION NOTCH
NOTCH
2. Remove the expander spring from the slotted spring-loaded oil control ring. Carefully inspect the ring for burrs or metal fragments that may remain from the machining process. 3. Pull apart the ends of the expander spring. Wrap the spring around the bottom ring groove. Insert the 1-1/2 inch (38.1 mm) wire pin at one end of the spring into the coil loop on the other end.
IA
CAUTION I
Use the proper piston ... ring spreader (Tool PIN 494019) to prevent excessive ring twist and expansion. Over expansion may cause the ring to crack opposite the ring gap. Defective or distorted rings result in blow-by of exhaust gases, increased oil consumption and lower service life on valves and other components. 4. Install the slotted oil control ring with the ring gap opposite the mated ends of the expander spring. The ring must be installed with the notched side up. Verify that the ring rotates freely on the piston.
IA
CAUTION I
CONTOURED _--FACE
Figure 3.05-26. 9-3/8" Bore G,GSI Piston Ring Configuration
6. Install the top crowned plasma coated compression ring with the notch on the ring gap facing the piston crown. Verify that the ring rotates freely on the piston. 7. Rotate the four piston rings using the palms of both hands. The rings must rotate freely without sticking. 8. Stagger the ring gaps around the piston. Rotate each ring to position the gap 90 degrees from the gap in the ring above it.
Do not install the 2nd and ... 3rd compression rings upside down. Upside down rings will scrape 011 up into the combustion chamber, resulting in high oil consumption and sticking valves.
FORM 6248 First Edition
3.05 - 29
CRANKCASE DISASSEMBLY PREVIOUS PRODUCTION 9-3/8 INCH BORE GL (4 RING PISTON)
A
WARNING
Compressed air can pierce the skin and cause severe personal in/ury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 1. Use compressed air to remove any dirt or dust that may have settled in the oil drain holes and piston ring grooves.
A CAUTION I I=..
5. Install the 3rd compression ring with the scraper groove on the outer lower corner facing down toward the piston skirt. Verify that the ring rotates freely on the piston (see Figure 3.05-27). NOTCH IN RING GAP FACES CROWN
NI-RESIST INSERT
To avoid stretching the
L.
='-"---''"---_.;;...---J. expander spring, Install
the spring and oil control ring separately. Excessive stretching may adversely affect spring tension and reduce ring performance. GROOVE
2. Remove the expander spring from the slotted spring-loaded oil control ring. Carefully inspect the ring for burrs or metal fragments that may remain from the machining process. 3. Pull apart the ends of the expander spring. Wrap the spring around the bottom ring groove. Insert the 1-1/2 inch (38.1 mm) wire pin at one end of the spring into the coil loop on the other end.
IA
CAUTION I
Use the proper piston .. ring spreader (Tool PIN 494019) to prevent excessive ring twist and expansion. Over expansion may cause the ring to crack opposite the ring gap. Defective or distorted rings result In blow-by of exhaust gases, increased 011 consumption and lower service life on valves and other components. 4. Install the slotted oil control ring with the ring gap opposite the mated ends of the expander spring. The ring may be installed with either side up. Verify that the ring rotates freely on the piston.
CAUTION I I.=A='-"-..;-::....;.....;;...;;;;....;~. .
Do not install the 2nd and 3rd compression rings upside down. Upside down rings will scrape oil up into the combustion chamber, resulting in high 011 consumption and sticking valves.
L.
3.05-30
, ) DRAIN HOLE
Figure 3.05-27. Previous Production 9-3/8" Bore GL Piston Ring Configuration PIN 205404Z 6, Install the 2nd compression ring with the word "Top" facing the piston crown. The top of the ring is also identified by the inside bevel and the notch in the center olthe ring gap (see Figure 3.05-27). Verify that the ring rotates freely on the piston. 7. Install the rectangular Plasma-faced top compression ring with the notch on the ring gap facing the piston crown. Verify that the ring rotates freely on the piston. 8. Rotate the four piston rings using the palms of both hands. The rings must rotate freely without sticking. 9. Stagger the ring gaps around the piston. Rotate each ring to position the gap 90 degrees from the gap in the ring above it.
FORM 6248 First Edition
CRANKCASE DISASSEMBLY CURRENT PRODUCTION 9-3/8 INCH BORE GL (3 RING PISTON)
IA
CAUTION I
To avoid stretching the :.. expander spring, install the spring and 011 control ring separately. Excessive stretching may adversely affect spring tension and reduce ring performance.
I~ CAUTION I -A
Do not shorten the expander spring for any reason. Shortening the expander spring will cause high oil consumption.
2. Install the second ring (see Figure 3.05-28 and Figure 3.05-29). Position the piston with the ring gap located toward the rear of the engine. The ring must be installed with the scraper edge down. The top of the ring is identified with a machined mark.
3. Install the top compression ring (see Figure 3.05-28 and Figure 3.05-29). Position the end gap toward the front of the engine. Do not put the ring gap toward the exhaust side of the engine. Carbon usually forms on the exhaust side early in the operation of the engine. Ring gaps located on the exhaust side enhance the formation of carbon. The top of the ring is marked "TOP".
1. Install oil control ring on the piston with the ring gap located to the intake side of the engine (see Figure 3.05-28 and Figure 3.05-29). Install spring in the oil control ring groove with joint 180 degrees away from oil control ring gap. TOP RING CENTERLINE /. RING ~~~~~
'"
__________~Ic=J
-..j I-- ~:~:
CENTERLINE BARREL
GAP
SECOND RING
"'>--____________--'1 c=J -----I '------ 0.080" ----, , - - 0.065" GAP OIL CONTROL RING
IECI}§~~~I-.r 1
0.250"
B
Figure 3.05-28. Current Production Piston Ring Detail 9-3/8 Inch 80re GL (3-Rlng Piston)
Figure 3.05-29. Current Production 9-3/8 Inch Bore GL (3-Ring Piston) FORM 6248 First
Ed~ion
3.05 - 31
CRANKCASE DISASSEMBLY NOTE: A/ways rep/ace the pin when a new piston is instal/ed.
PISTON PIN CLEANING AND INSPECTION
A
3. Visually inspect the pin for etching, scoring, damage or excessive wear. Any surface wear or detect that may be felt is cause for replacement.
WARNING
Always use approved cleaning solvents in a well ventilated area. Contact with skin could result in severe personal injury or death.
4. Measure the outside diameter of the piston pin in all wear areas. Wear is usually concentrated on those surfaces that run in the pin bosses and rod bushings. Measure the pin diameter 90 degrees to the wear area. Refer to Table 3.05-11 for the new part tolerances olthe piston pin. Discard the pin if the measurement is not within allowable limits.
1. Wash the piston pins in a non-volatile cleaning solution or solvent.
A
WARNING
5. Polish the piston pins with fine gr~ crocus cloth to remove minor scuff marks and scratches. Rotate each pin in a lathe to avoid an out-ot-round condition.
Compressed air can pierce the skin and cause severe personal Injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 2. Thoroughly dry the pins pressed air.
w~h
6. Replace pins that do not conform to specifications. 7. Cover the piston pins with a clean plastic sheet to protect them from dust and dirt.
moisture free com·
Table 3.05·11. Piston Pin - Gas
t
)
------------------------
[)
-----------------------T INCHES
METRIC (mm)
(A) Piston pin diameter 8-1/2 inch bore
2.9987 - 2.9992
76.1670 - 76.1797
Piston pin diameter 9-3/8 inch bore
2.9989 - 2.9994
76.1720 -76.1647
MEASUREMENT
Piston pin length
L5108G,L5790G
7-11/32
186
L7042G
8-11/32
212
0.0012 - 0.0022
0.0305 - 0.0559
0.001 - 0.002
0.0254 - 0.0508
Piston pin fit 8-1/2 inch bore Piston pin fit 9-3/8 inch bore
)
3.05 - 32
FORM 6248 First Edilion
CRANKCASE DISASSEMBLY
CAUTION I I. ... =A= __ ---'___---'.
CONNECTING ROD
Adequately support the upper end of the connecting rod to avoid unnecessary stress when pressing out old piston pin bushings.
CONNECTING ROD DISASSEMBLY
1. Remove and discard the connecting rod bearings (see Figure 3.05-30 and Figure 3.05-31).
2. Refer to Table 3.05-12 and measure the piston pin bushings for wear. If the piston pin bushings are to be replaced, press the old piston pin bushings from the upper connecting rod bore and discard (see Figure 3.05-32). SPLIT LINE OF BUSHING (NEARSIDE)
Figure 3.05-30. Connecting Rod
SPLIT LINE OF BUSHING (FAR SIDE)
Figure 3.05-32. Align Rod Pin Bushing Split Line 3. Remove the allen head pipe plug (1/8 inch) above the pin bore (see Figure 3.05-33). Figure 3.05-31. Bearing Cap
lro~~~ -----
__::::-
-------------
--~~-:::--\~~~=-==-===--=-=-==--:..:--~-------~ =~ --",,: ... LUBE OIL PASSAGEWAYS
PISTON PIN BUSHING
'-_
-
_==_
.....
ROD BEARING
Figure 3.05-33. Clean Connecting Rod Lube 011 Passageways FORM 6248 First EdHion
3.05 - 33
CRANKCASE DISASSEMBLY Table 3.05-12. Series PIN 205507 Connecting Rod, Bushing And Bearing Specifications
)
A
~
~ rt~~J~ r"'\ -+~-I ~ ~~-[-] ~ ~~ ~
~~~~
\!
I
~
!--C_
-B_
~
D
INCHES
METRIC (mm)
Connecting rod weight, Class A
60.0 ±O.12Ibs.
27.21 .0.054 kg
Connecting rod weight, Class B
62.0 ±O.12Ibs.
28.12.0.054 Kg
Connecting rod weight, Class C
64.0 ±O.12Ibs.
29.03.0.054 Kg
(A) Connecting rod length, center to center
18.001 - 18.002
457.225 - 457.251
3.250 - 3.251
82.550 - 82.575
(Assemble 2 bushings with open ends of grooves toward inside)
3.0015 - 3.0020
76.238 - 76.508
Bushing press fit into connecting rod
0.0035 - 0.0085
0.0889 - 0.1651
8.500 bore engines
0.0023 - 0.0033
0.0584 - 0.0838
9.375 bore engines
0.0021 - 0.0031
0.0533 - 0.0787
6.625 - 6.626
168.275 - 168.300
0.0042 - 0.0081
0.1067 - 0.2057
Width of connecting rod on bearing cap end
2.905 - 2.908
73.787 - 73.863
Connecting rod side clearance
0.029 - 0.041
0.736 - 1.041
0.001
0.0254
MEASUREMENT Rod material: Heat treated steel forging Permissible connecting rod weight variation in an engine, within weigrt class A, B, or C
(8) Bore diameter for piston pin bushing
(C) Bushing bore diameter (diamond bored)
)
Piston pin clearance in bushing
(D) Bore for crankpin bearing Crankpin bearing diametral clearance (calculated bearing inside diameter minus connecting rod journal diameter).
Parallelism and twist limit between piston pin bushing bore and crankpin bore
)
3.05 - 34
FORM 6248 First
Ed~ion
CRANKCASE DISASSEMBLY CONNECTING ROD CLEANING AND INSPECTION Connecting Rod Cleaning
A
WARNING
Use of caustic solutions should be restricted to a well ventilated area. Contact with skin, clothing and eyes could result In severe personal InJury or death. 1. Submerse the connecting rods in the caustic hot tank (or flush with a non-volatile cleaning solution and steam clean) to remove all dirt, grease, oil, carbon and varnish deposits. 2. Rush out the rifle drilled oil passageways with cleaning solution (see Figure 3.05-33). Run a stiff bristle brush through the passageways to ensure their cleanliness.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 3. Thoroughly rinse the rods and dry with moisture free compressed air.
A
WARNING
Always use approved cleaning solvents in a well ventilated area. Contact with skin could result in severe personal injury or death. 4. Clean the connecting rod capscrews in solvent. Inspect the capscrews for nicks, cracks, galled or stretched threads and other obvious damage. Replace as necessary.
A CAUTION I I..=~.::;.::....:..::;...;:....:..,;;;,.;~.
Any ~Ick, dent or ding in the SIde of the rod shank is a potential problem. Stress focused at these points may result in metal fatigue and eventual failure. Disregarding this Information could result in product damage and/or personal InJury.
1.,;.
FORM 6248 First Edition
Connecting Rod - MagnafluX® Application
A
WARNING
Always carefully read the manufacturer's instructions to avoid severe personal injury or death. Using the Magnaflux® Dye Penetrant Test Kit (Tool PIN 494283), inspect the connecting rods for surface cracks and defects. Look around high stress areas, such as the pin bushing and rod bearing bores. Proceed as follows:
1. Remove the rod caps from the blades. 2. To remove oily residues, apply the Magnaflux® Spotcheck® Cleaner/Remover (SKC-S) directly to the test area. Thoroughly wipe the area with a clean cloth. Repeat the procedure as necessary. Final wiping should result in a clean cloth. Allow the test area to dry. NOTE: Wear rubber gloves to avoid hard-to-remove stains on hands.
3. Spray the test area with the Magnaflux® Spotcheck® Penetrant (SKL-SP). Wait 1 to 30 minutes. 4. Spray the MagnafluX® Spotcheck®'Cleaner/Remover (SKC-S) on a clean cloth (not on the test area). Wiping in one direction, remove all surface penetrant. Repeat as necessary. 5. Spray the test area with the MagnafluX® Spotcheck® Developer (SKD-S2). Apply a thin even film. Allow the film to dry completely. The proper application dries to an even white layer. 6. Carefully inspect the test area for cracks. A bright colored solid or dotted line marks a crack. Fine cracks may take up to 15 minutes to appear. Large cracks can be seen almost immediately. If the crack is wide and deep, the indication will grow and spread. 7. Wipe the test area clean if cracks are not found. Thoroughly wash the rod to remove any traces of dye penetrant.
3.05 - 35
CRANKCASE DISASSEMBLY
A CAUTION 'Install a ~alrofbra.ssjaw =~=..:..::;...:~.;;....;~. inserts In the vise to
Connecting Rod Inspection 1. Perform a careful visual inspection of the connecting rods. Verify that the rod shank is free of sharp nicks, dents and gouges.
NOTE: All grinding to remove defects must be longitudinal and blend in smoothly with the surrounding areas. Do not transverse grind.
, -A
CAUTION , Do not try .to straighten
'!!"!!:!!!~::'::''':':::''''::''':'':=''::..:..J. bent or twisted rods. A straightened rod will revert to its bent condition after several hours of engine operation. Disregarding this Information could result in product damage.
L.
2. Position the rod in a fixture suitable for measuring parallelism and length. A. Connecting rods are twisted when the sides of the bearing bore (large) and pin bushing bore (small) are not parallel (see Figure 3.05-34). The connecting rod bores must be parallel (see Table 3.05-12) within 0.001 inch (0.0254 mm) per inch of bushing diameter. Discard any connecting rods that are bent or twisted.
L . .:: ..
avoid damage to the rod shanks.
'
4. Place the rod blade in a vise with the serrated split facing upward.
5. Use Prussian blue to check the mating surfaces of the rod cap and blade for proper contact. Proceed as follows: A. Apply the dye sparingly to the rod blade serrations.
B. Install the rod cap and torque each capscrew equally to 45 ft-Ib (61 N·m) or less. C. Remove the connecting rod capscrews and carefully pull cap straight back off the rod blade. Inspeclthe cap serrations for Prussian blue transfer. The blue dye transfers from the blade to the cap wherever good contact exists. The flanks of the cap serrations must show at least 50% surface contact Non-contact areas must be discontinuous with no more than 10% of the void concentrated in any area.
6. If the transfer of Prussian blue does not meet the above speCification, proceed
as follows:
A. Using a needle nose pliers, remove the 1/8 x 1/2 inch hollow roll pin from the rod cap (see Figure 3.05-35).
INDICATOR
B.
Figure 3.05-34. Connecting Rod Twist Gap Measure the rod length. The center of the bearing bore to the center of the pin bushing bore (see Table 3.05-12) must be 18.001 - 18.002 inches (457.225 - 457.251 mm). Discard any rod that does not conform to this specification.
3. The difference between the bearing bore diameter measurements on one side of the rod and the other is the bore taper. Discard the connecting rod (see Table 3.05-12) if the taper exceeds 0.0003 inch (0.00762 mm).
3.05-36
Figure 3.05-35. Rod Cap Roll Pin
B. Slide the cap back and forth on the blade. If the cap sticks, use a fine triangular pattern file between the serrations to lightly dress down any burrs and high spots or to straighten any teeth that may be bent slightly.
FORM 6248 First Edijion
)
CRANKCASE DISASSEMBLY C. Slide the cap back and forth on the blade. If the cap sticks again, repeat the procedure until the cap slides smoothly without sticking.
D. Repeating the torque sequence, torque the capscrews to a final torque value of 180 - 190 ft-Ib (244 - 257 N·m).
D. Use Prussian blue to recheck the mating surfaces for proper contact. Discard the rod if the transfer is still unacceptable. If the transfer is within specification, install the roll pin with the longitudinal groove facing the cap and the end of the pin flush with the finished surface.
9. Inspect the connecting rod bore to verify that it is clean and smooth.
Check the rod bearing bore for out-of-round and taper.
CAUTIO N
A !Install a pair of brass Jaw !L.="'='--';";"'---''-''';'''';;;''''---1. Inserts In the vise to avoid damage to the rod shanks. 7. Place the rod blade in a vise with the serrated split facing upward. 8. Torque the connecting rod cap to the blade, as follows:
CAUTION!
A Do not use a flexible ball !L. =~=..:..;::;..;:....:...;=-=~. type hone to recondition the rod bearing bore. The rod bearing bore is shot peened and stress relieved. Honing degrades the bearing seat by removing the shot peened finish. Disregarding this information could resuH In productdamage.
= ...
10. Using an inside micrometer or dial bore gauge, measure the diameter of one side of the connecting rod bearing bore at four locations (see Figure 3.05-37). Write down the diameter readings for reference purposes. The difference between the largest and smallest diameter is the out-of-round condition.
A. Lubricate the threads and under the heads of four ferry head connecting rod capscrews with SAE 30 engine oil. B. Locate the number "1" stamped in the connecting rod cap. Hand tighten a capscrew in this hole first. Hand tighten the remaining capscrews in positions 2 thru 4 (see Figure 3.05-36).
/~o
STAMP
I"'"
OV
3
lJ
A
,
][
~\.O
,
"-
ROD CAP
0--2
Figure 3.05-36. Connecting Rod Cap Capscrew Tightening Sequence - Roll Pin Equipped C. Following the same numerical sequence, torque the capscrews to 50% of the total torque value.
FORM 6248 First
Ed~ion
Figure 3.05-37. Check Rod Bearing Bore For Out-Of-Round And Taper 11. Repeat the measurements on the other side of the rod bearing bore (see Figure 3.05-37). 12. Discard the connecting rod if the variation between the four out-of-round measurements on either side of the bore exceeds 0.001 inch (0.0254 mm). 3.05 - 37
CRANKCASE DISASSEMBLY CONNECTING ROD ASSEMBLY Replace connecting rods as necessary. The letters"A," "8" or "C" are stamped on the cap of A205507A and A205507C series connecting rods to identify its weight classification (see Figure 3.05-38). Only rods from the same weight class may be used in any engine (see Table 3.05-13).
NOTE: Total weight is not the most important consideration in matching connecting rods. Connecting rods are classified by matching unbalanced weight distribution.
)
CAUTION I I A=~=...;;..;:::....:~.;:;..;;....;;.J.
Carefully inspect new connecting rods before use. Damage may occur from careless handling. Verify that the rod shank is free of sharp nicks, dents, gouges, etc.
1....; . ::
.
All grinding to remove damages must be longitudinal and blend smoothly with the surrounding areas. Do not transverse grind. 1. Obtain a set of new piston pin bushings. Rotate one of the bushings to take note of the split line (see Figure 3.05-39). ROD PIN /BUSHING
WEIGHT CLASSIFICATION STAMP
)
Figure 3.05-38. Weight Classification Stamp Location
IA
CAUTION I
Never intermix rods of ;... different weight classifications. Disregarding this information could result in product damage.
Figure 3.05-39. Rod Pin Bushing
Table 3 05-13 Connecting Rod Weight Classifications A205507A SERIES Large End Weight ~O.06lbs.
Small End Weight ~ 0.06Ibs.
~0.13Ibs.
42.5Ibs.
2O.0Ibs.
62.5Ibs.
B
43.5Ibs.
21.0Ibs.
64.5Ibs.
C
44.5Ibs.
22.0Ibs.
66.5Ibs.
Weight Class A
Total Rod Weight
A205507C SERIES Weight Class
~eEnd eight ~ O.06lbs.
Small End Weight ~ 0.06Ibs.
~0.12Ibs.
A
4O.3Ibs.
19.7Ibs.
6Olbs.
B
41.3Ibs.
2O.7Ibs.
621bs.
C
42.3Ibs.
21.7Ibs.
64lbs.
Total Rod Weight
)
3.05-38
FORM 6248 First Edition
CRANKCASE DISASSEMBLY 2. Position the bushing over the rod pin bore so thatthe split line is 45 degrees off the rod centerline with the open ends of the two lateral oil grooves facing inward (see Figure 3.05-32 and Figure 3.05-40).
6. Diamond bore the upper connecting rod bushings in Table 3.05·12) to a diameter (see B 3.0015 - 3.0020 inch (76.238 - 76.508 mm) and a RMS 24 MAX finish.
A OIL GROOVES
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 7. Direct compressed air into the lube oil drillings and around the surface of the bushings to remove all metal debris. 8. Ughtly oil a good piston pin and insert it into the upper connecting rod bore to feel for the proper interference fit. The pin should slide in and out of the pin bushing without binding. but also without pivoting or rocking. 9. Apply a drop of Loctite@ 271 Adhesive Sealant (High Strength) to the leading threads of the pipe plug. Install a new 1/8 inch allen head pipe plug in the oil hole above the pin bore (see Figure 3.05-40). Wrench tighten.
LINE
Figure 3.05-40. Verify Orientation Of Rod Pin Bushings Oil Groove
3. Press the piston pin bushing into the rod pin bore (see Figure 3.05-40).
10. Wedge a pointed punch between the plug and connecting rod threads. Strike the punch sharply with a single blow. Staking distorts the threads of the plug and locks it in place. 11. Place a second stake 180 degrees from the first.
4. Turn the connecting rod over and repeat steps 2 and 3 to install the second bushing.
12. Remove any metal chips or fragments that may have been produced by the staking operation.
5. Note that proper installation of the bushings puts the oil grooves at the bottom of the bore with the closed end of each groove pointing to opposite sides of the rod shank (see Figure 3.05-40). The outside edge of each bushing must be flush with the connecting rod.
IA
CAUTION I
Clamp the connecting .. rod In a suitable fixture that references off the center of the crankshaft bore_ A loose boring setup will produce an oblong hole. Disregarding this information could result in product damage.
I=.A. CAUTION I
Do not r~am the upper connectmg rod bushings. The reamer will merely follow the existing bushing bore. Diamond bore the bushings to maintain rod centerline tolerances. Disregarding this information could result in product damage.
L.
=:.....;;..;;....;;..::;.........:...;;;...;;...;;..J.
FORM 6248 First Edition
3.05 - 39
CRANKCASE DISASSEMBLY CONNECTING ROD BEARING RUNNING CLEARANCE 1. Obtain a set of new connecting rod bearings. Each set consists of two shells. The shell installed in the cap, which is the unloaded side of the rod, is fully grooved with no oil holes. The bearing installed in the blade is partially grooved, the groove extending from the parting edges ofthe shell to each oil hole (see Figure 3.05-41).
3. Position the fully grooved bearing shell above the bearing seat on the rod cap. The shell diameter is slightly larger than the connecting rod bore, so the bearing ends protrude approximately 1/4 inch (6.35 mm) above the bearing seat (see Figure 3.05-42). /
PARTING EDGES ~
LATERAL LOCATING TANG
/
ROD CAP (LOWER)
Figure 3.05-42. Position Bearing Shell Above Bearing
Seat
/
CENTERED LOCATING TANG
4. Apply even pressure on the edges of the bearing to press it into place. The locating tang on the parting edge ofthe shell must fit squarely in the notch machined in the roll pin side of the cap (see Figure 3.05-43).
)
ROD BLADE (UPPER)
L OIL HOLES
Figure 3.05-41. Connecting Rod Bearings
I It.
CAUTION I
Do not touch the rod .. bearing running surface. Acidic skin secretions promote the start of surface corrosion and wear in the affected area.
It. CAUTION I I..:"~!.....:=...:..:=-.;:...;;....;:..:....:..J.
The bearing shells and .L rod bore must be completely free of oil, dirt or other foreign material. Any dirt or debris caught between the bearing shell and bore results in bearing distortion and reduced service life. 2. Wipe the rod bearing bore and bearing shells clean. 3.05 - 40
BEARING SHELL
Figure 3.05-43. Installing Bearing Shell 5. Position the partially grooved bearing shell above the bearing seat on the rod blade. The locating tang centered on the parting edge of the bearing shell (opposite the bearing running surface) must be directly above the notch centered in the roll pin side ofthe blade. Apply even pressure on the edges of the bearing to press it into place. FORM 6248 First Edition
)
CRANKCASE DISASSEMBLY
-----WEIGHT CLASSIFICAnON
"A", "S"', OR "c"
Figure 3.05-44. Keep Connecting Rod Caps And Blades Properly Mated
6. Verify that the two oil holes in the shell match up with the supply holes in the rod bearing bore.
CAUTION
A Ilf the bearing shells fit IL. • .:: . =;....'-.....;'-_"'----'. . loosely in the rod bearing bore, poor heat transfer will result in excessive temperatures that shorten bearing service life. A spun bearing may damage the crankshaft journal.
B. Locate the number 'I" stamped in the connecting rod cap. Hand tighten a capscrew in this hole first. Hand tighten the remaining capscrews in positions 2 thru 4 (see Figure 3.05-45).
1
7. Verify that the bearing shells fit tightly in the bearing bore.
A
11
WARNING
Both the connecting rod blades and caps are punched to Identify their location in the engine. For example, 12 cylinder rods are stamped 1R, 1L, 2R, 2L, etc. The blade and cap also have mating numbers. Do not crossmate connecting rod blades and caps. Disregarding this Information could result in severe personal Injury or death. 8. Install the connecting rod caps. Verify that the rod blade and cap are marked with the same number (see Figure 3.05-44).
A
,
][
"-
RODCAP
\
9. Torque the four connecting rod capscrews in the proper numerical sequence, as follows: A. Lubricate the threads and under the heads offour ferry head connecting rod capscrews with SAE 30 engine oil.
FORM 6248 First
Ed~ion
Figure 3.05-45. Connecting Rod Cap Capscrew TIghtening Sequence - Roll Pin Equipped
3.05 - 41
CRANKCASE DISASSEMBLY C. Following the same numerical sequence, torque the capscrews to 50",(, of the total torque value. D. Repeating the torque sequence, torque the capscrews to a final torque value of 180 - 190 ft-Ib (244 - 257 N·m). 10. Use an inside micrometer to measure the inside diameter of the connecting rod bearing bore. 11. Use an outside micrometer to measure the outside diameter of the crankshaft connecting rod journal. 12. Subtract the results of Step 11 from those of Step 10 to find the connecting rod bearing running clearance. If the clearance exceeds specification, then the rod must be replaced.
INCHES
MILLIMETERS
0.0042 - 0.0081
0.10668 - 0.20574
0.0042 - 0.0081
0.10668 - 0.20574
CYLINDER SLEEVE CYLINDER SLEEVE DISASSEMBLY
A
WARNING
Cylinder sleeve weighs approximately 63 Ibs. (28 kg). Use a suitable lifting device and exercise caution during removal or installation to prevent severe personal injury or death. 1. Remove the lower, middle and upper O-rings from the cylinder sleeve (see Figure 3.05-46).
8-1/2 Inch Bore L5108. L5790
9-3/8 Inch Bore L7042
13. Remove the caps from the connecting rods. 14. Cover the connecting rods and caps with a clean plastic sheet to protect them from dust and dirt. CONNECTING ROD BEARING RUNNING CLEARANCE MEASUREMENT WITH PLASTIGAGE® Plastigage® provides an easy and accurate way to check rod bearing running clearances. Plastigage® is a special plastic thread with ex1remely accurate crush properties. 1. Remove the connecting rod cap. Wipe all oil from the bearing shell and crankshaft journal, if necessary. 2. Place a string of Plastigage® across the full width of the bearing shell (parallel to the crankshaft) about 1/4 inch off the centerline. 3. Install the rod cap. Tighten the connecting rod capscrews to the specified torque. 4. Remove the bearing cap without rotating the crankshaft. The flattened Plastigage® will be found adhering to the rod bearing shell or the crankshaft journal. 5. Compare the width of the Plastigage® strip with the graduated scale on the envelope. The scale indicates the bearing running clearance in thousandths of an inch (or millimeters). NOTE: Measure both ends of the Plastigage® strip. If the bearing bore or crankshaft journal is tapered, then one end of the flattened Plastigage® strip will be wider than the other.
Figure 3.05-46. Cylinder Sleeve
CAUTION I~o I A=:-..;=....:..:::.....::....:...;:;...;:..:..J.
Not use a cylinder sleeve gasket with PiN 205130L sleeve. Using the sleeve gasket will cause the sleeve to project too far above the crankcase deck for proper head gasket sealing, causing severe engine damage.
.L .:: ..
2. On 9-3/8 inch bore models, remove and discard the cylinder sleeve gasket from the cylinder sleeve. Cylinder sleeve gaskets are NOT used with the PIN 205130L cylinder sleeve.
6. Remove the Plastigage® material from the engine and discard. 3.05 - 42
FORM 6248 First Edition
)
CRANKCASE DISASSEMBLY CYLINDER SLEEVE CLEANING AND INSPECTION Cylinder Sleeve Cleaning 1. Thoroughly clean the cylinder sleeve.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 2. Hot rinse the sleeves and dry with moisture free compressed air. Cylinder Sleeve MagnafluX® Application
A
WARNING
Always carefully read the manufacturer's instructions to avoid severe personal injury or death. Using the Magnaflux® Dye Penetrant Test Kit (Tool PIN 494283), inspect the sleeves for surface cracks. Pay particular attention to the area in or around the three sleeve seal grooves and beneath the upper sleeve flange. 1. To remove oily residues, apply the Magnaflux® Spotcheck® Cleaner/Remover (SKC-S) directly to the test area. Thoroughly wipe the area with a clean cloth. Repeat the procedure as necessary. Final wiping should result in a clean cloth. Allow the test area to dry. NOTE: Wear rubber gloves to avoid hard-to-remove stains on hands.
2. Spray the test area with the Magnaflux® Spotcheck® Penetrant (SKL-SP). Wait 1 to 30 minutes. 3. Spray the Magnaflux® Spotcheck® Cleaner/Remover (SKC-S) on a clean cloth (not on the test area). Wiping in one direction, remove all surface penetrant. Repeat as necessary. 4. Spray the test area with the Magnaflux® Spotcheck® Developer (SKD-S2). Apply a thin even film. Allow the film to dry completely. The proper application dries to an even white layer. 5. Carefully inspect the test area for cracks. A bright colored solid or dotted line marks a crack. Fine cracks may take up to 15 minutes to appear. Large cracks can be seen almost immediately. If the crack is wide and deep, the indication will grow and spread.
FORM 6248 First Edition
6. Wipe the test area clean if cracks are not found. Thoroughly wash the sleeve to remove any traces of dye penetrant. Cylinder Sleeve Cleaning 1. Inspect the cylinder sleeve bore for defects or damage in the ring travel area. Replace sleeves that are severely scored, scuffed or scratched. 2. Inspect the outside surfaces of the cylinder sleeve for corrosion and cavitation damage. Pay particular attention to the upper sleeve flange and lower sleeve seal areas. Replace sleeves that are severely pitted. NOTE: The cylinder sleeves of 9-3/8 inch bore engines are chrome plated to better withstand corrosion and cavitation erosion.
3. Using an inside micrometer or dial bore gauge, check for excessive sleeve bore wear and taper (see Table 3.05-14 and Table 3.05-15).
IA
CAUTION I
IA
CAUTION I
Waukesha assumes ab... solutely no liability for any damage that may occur through the reuse of engine parts falling within published wear limit guidelines. Reuse of engine parts that do not meet the new part specifications listed In the Fits and Clearances section of this manual are the sole responsibility of the user. Under no circumstances is the reuse of any part exceeding the published wear limits justified. Use the published wear ... limits With discretion. Although Waukesha recognizes that many used parts are suitable for continued service, there is almost always a corresponding reduction in performance. Carefully consider the following Items before reusIng any particular part: (a.)The number of mating parts being reused. (b.) The extent of the repair relative to the expected service life prior to the next major overhaul. (c.) The engine application, such as horsepower requirement, maintenance Intervals and type of Installation. (d.) The problems that may occur through reuse.
I~ A CAUTION I
Maximum sleeve wear occurs at the very top of top ring travel. Minimum wear occurs below ring travel. Failure to measure the sleeve diameter at these points may result In a faulty decision regarding the suitability of the sleeve for continued use.
3.05 - 43
CRANKCASE DISASSEMBLY 4. At the top of the piston ring travel area Oust below the cylinder ridge), measure the cylinder sleeve diameter at two locations-parallel and perpendicular to the crankshaft. Mark the readings on the outside of the cylinder sleeve for reference purposes. 5. Repeat the procedure below the piston ring travel area at the bottom of the bore. 6. Refer to Table 3.05-14 and Table 3.05-15 for the new part tolerances ofthe cylinder sleeve bore. Discard the cylinder sleeve if any single measurement is not within allowable limits.
I.A. CAUTION IInCheck piston clearance the sleeve in which the piston will run. Disregarding this information could result in product damage and/or personal injury. 7. Measure the piston skirtto cylinder sleeve clearance (see Piston, Measuring for Wear).
)
)
3.05 -44
FORM 6248 First Edition
CRANKCASE DISASSEMBLY Table 3.05-14. Cylinder Sleeve (Used With Four Ring Pistons Only) - Gas
j.1'---
D
---..-I
C F
"
0.020 - 0.030 CYLINDER SLEEVE GASKET USED ON 9-318 BORE PIN 205130C AND 205130H CYLINDER SLEEVES ONLY
MEASUREMENT
INCHES
METRIC (mm)
0.045 - 0.049
1.143 -1.245
(B) Flange height (current 8-1/2 in. bore sleeve used without cylinder sleeve gasket)
0.5635 - 0.5655
14.313 - 14.364
Flange height (sleeve used with cylinder sleeve gasket*, 9-3/8 inch bore engines)
0.5345 - 0.5365
13.576 - 13.627
(C) Sleeve projection ebove crankcase (current 8-1/2 In. bore engines)
0.0010 - 0.0055
0.025 - 0.1397
0.000 - 0.007
0.000 - 0.178
(D) Flange 00: l5108 and l5790
10.188 -10.190
258.775 - 256.826
Flange 00: L7042
10.611 - 10.616
269.519 - 269.646
9-11/16
246.050
10-1/4
260.35
Sleeve type: Wet type, replaceable (A) Heat dam projection
SleE,W8 projection above crankcase (with cylinder sleeve gasket* - 9-3/8 in. bore engines)
(E) Sleeve 00 (below flange) l5108 and l5790 Sleeve 00 (below flange) L7042
18-5/8
473.075
(G) Sleeve 10: l5108 and l5790
8.5003 - 8.5013
215.908 - 215.933
Sleeve 10: L7042
9.3753 - 9.3763
238.133 - 238.158
9.673 - 9.677
245.694 - 245.796
10.240 - 10.245
260.096 - 260.223
0.001
0.025
Sleeve seal area to crankcase clearance on a side 8-1/2 inch bore
0.0005 - 0.0035
0.013 - 0.089
Sleeve seal area to crankcase clearance on a side 9-3/8 inch bore
0.0005 - 0.0040
0.013 - 0.102
(F) Sleeve length
(H) Sleeve 00 lower seal area: l5108 and l5790
Sleeve 00 lower seal area: L7042 Sleeve 10 out of round limits
NOTE: Cylinder sleeve gasket PIN 176375D is used on 9-3/8 inch bore PIN 205130C and 205130H cylinder liners only. For use of standard or oversize cylinder sleeve gaskets refer to Chapter 3.
FORM 6248 First Edition
3.05-45
CRANKCASE DISASSEMBLY Table 3.05-15. PIN 205130L Cylinder Sleeve (Sleeve Used On GL 9-3/8 Inch Bore" Only) - Gas
I~'---- 0
)
----I A
it! c
CAUTION
Cylinder
sleeve
L..:="--'_-:-:-:----'-::--:-' gasket should
F
NOT
be used with this cylinder sleeve.
MEASUREMENT
INCHES
METRIC (mm)
0.045 - 0.049
1.143 -1.245
)
Sleeve type: Wei type, replaceable
(A) Heat dam projeclion
(B) Flange heighl
0.5635 - 0.5655
14.313 - 14.364
(C) Sleeve projection above crankcase
0.0010 - 0.0060
0.0254 - 0.1524
(0) Flange OD: 7042GL
10.611 - 10.616
269.519 - 269.646
(E) Sleeve OD (below flange) 7042GL
10.300 - 10.305
261.620 - 261.747
(F) Sleeve lenglh
18.625
473.075
(G) Sleeve ID: 7042GL
9.3753 - 9.3763
238.133 - 238.156
(H) Sleeve OD lower seal area: 7042GL
10.240 - 10.245
260.096 - 260.223
0.002
0.0508
0.0005 - 0.0040
0.0127 - 0.1016
Sleeve ID out of round limns (Installed in crankcase)
Sleeve seal area to crankcase clearance
NOTE: ·Preferred application, used wah three ring pistons. Acceptable application, used with four ring piston.
)
3.05- 46
FORM 6248 Firsl Ednion
CRANKCASE DISASSEMBLY CYLINDER SLEEVE DEGLAZING
CAUTION I~yllnder I~"A=~=:..:.=.:..:;.;:;..:.;:.J.
sleeve honing IS not recommended as a sleeve reconditioning method. Disregarding this information could result in product damage and/or personal injury. Deglaze the cylinder sleeve bore. Deglazing removes wear patterns, minor scuff marks and scratches without enlarging the sleeve bore diameter.
L. . .
6. Thoroughly wash the cylinder sleeve bore with liquid dishwashing soap and warm water to remove all abrasive particles and residual grit. Continue cleaning until a clean cloth shows no evidence of dirt or debris.
1. Lightly swab the sleeve bore with a cloth dipped in clean engine oil.
CAUTION I I~A=~=:..:.=.:..:;.;:;..:.;:.J.
A uni-directional hon~ng pattern does not provide optimum lubrication and may result in severe piston scuffing.
L. . .
2. Use a flexible ball-type deglazing tool (see Figure 3.05-47), (8-1/2 inch bore - Tool PIN 494236; 9-3/8 inch bore - Tool PIN 494234). The bristle tip or finishing stone arrangement (180 to 250 grit) is able to produce a 60 degree cross hatch pattern (see Figure 3.05-48). The angular cross hatch pattern ensures an even flow of oil onto the cylinder walls and promotes longer sleeve, piston and ring life.
i;22222221
Figure 3.05-47. Flexible Hone
3. Install the deglazing tool in a slow-speed drill. The speed at which the tool rotates determines the speed at which it must be stroked up and down the bore to produce the desired cross hatch pattern. 4. Move the deglazing tool up and down the entire length of the sleeve bore for IOta 12 complete strokes. NOTE: Make the transition between the naturally worn surface and the area cut with the ridge reamer as smooth as possible.
5. Stop to examine the sleeve bore and/or take measurements. A precise cross hatch pattern in the piston travel area is the most important.
Figure 3.05-48. Cylinder Sleeve Deglazing Cross Hatch Pattern
A
WARNING
Compressed air can pierce the skin and cause severe personal Injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 7. Hot rinse the sleeve and dry with moisture free compressed air.
I.A. CAUTION IabraSive Failure to remove all particles may
8. Oil the inside olthe cylinder sleeve with a light coat of clean engine oiL
result in premature sleeve, piston and ring wear and possible engine failure.
9. Cover the cylinder sleeves with a clean plastic sheet to protect them from dust and dirt.
FORM 6248 First Edition
3.05-47
CRANKCASE DISASSEMBLY FLYWHEEL RING GEAR REMOVAL
A
WARNING
Always wear protective equipment when installing or removing components with an interference fit. Installation or removal of interference components may cause flying debris. Failure to use protective equipment may result in severe personal injury or death.
IA
CAUTION I
Do not try to pry or tap .. the rmg gear from the flywheel. The shrink fit holds the ring gear with sufficient bond that damage to the gear will result if these methods are used.
3. Clean the outer circumference of the flywheel to be certain the new ring gear will seat properly. Dress down any burrs or raised spots. RING GEAR INSTALLATION 1. Position the flywheel on a flat surface.
A
WARNING
Always wear protective equipment when Installing or removing components with an interference fII. Installation or removal of interference components may cause flying debris. Failure to use protective equipment may result in severe personal injury or death.
A
WARNING
A CAUTION I I~"!!:!!!!!""":=:"':':::""::"":'=:....:..J. L.
Heated components can cause severe bums. Do not handle heated paris with bare hands. Failure to use protective equipment may result in severe personal injury or death.
1. Using a hacksaw, cut into the ring gear between two teeth (see Figure 3.05·49). Use caution to avoid cutting into the flywheel.
NOTE: If the shop oven is not large enough, a torch may be used to heat the ring gear. If the torch is used, make sure to heat the ring gear evenly to insure the ring gear will not bind during installation.
When cutting the ring gear from the flywheel, use caution to avoid damage to the flywheel.
)
)
2. Heat the new ring gear to approximately 350' F
(176' C). 3. Install the ring gear evenly on the flywheel. Once cooled, the flywheel ring gear will be held to the flywheel by the shrink fit. 4. Check flywheel balance. Balance must be within 4 inch-ounces (0.028 N·m). Any metal removed must be removed from the outer rim.
BLOCKS
Figure 3.05-49. Flywheel Ring Gear 2. After a cut is established, wedge a cold chisel into it and tap the chisel until the ring gear slits open.
3.05 - 48
)
FORM 6248 First
Ed~ion
CHAPTER 4 - ENGINE ASSEMBLY
CONTENTS SECTION 4.00 - CRANKCASE ASSEMBLY SECTION 4.05 - CYLINDER HEAD ASSEMBLY SECTION 4.10 - VALVE ADJUSTMENT AND WEB DEFLECTION
FORM 6248 First Edition
)
FORM 6248 First Edition
SECTION 4.00 - CRANKCASE ASSEMBLY CRANKCASE ASSEMBLY
A
WARNING
The bare engine crankcase may weigh as much as 4965Ibs. (2252 Kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal Injury or death.
A
WARNING
while the case is still hot. The spindles are more difficult to install after the block has cooled. 2. Slide the washer onto the threaded end of each idler gear spindle.
3. Apply a small amount of Loctite® 271 Adhesive Sealant (High Strength) on the threads of the spindle. 4. Install the idler gear spindle nut (see Figure 4.00-1). Turn the reverse threaded nut counter-clockwise to tighten.
Always lift the engine using the approved lifting eyes. The 12 CylinderVHP engine is equipped with two pairs of lifting eyes, one pair at the front, the other pair at the rear. Lifting eyes are meant for lifting the engine only. They must not be used to 11ft driven or auxiliary equipment that may be attached to the engine. Follow approved rigging procedures. Always use the proper spreader bar to ensure that no undue strain is placed on the lifting eyes and hoisting chains. Disregarding this information could result in severe personal injury or death.
A
WARNING
Neverraise the crankcase more than an inch or two off the floor (except to remove it from the hot tank, install it In the rollover stand or position it on the 011 pan). While the block is suspended, do not put hands, arms, feet or any other body parts beneath it. Stand back as far as possible and exercise extreme caution. Disregarding this information could result in severe personal injury or death.
A
WARNING
The engine crankcase depicted In the accompanying photographs is mounted in a rollover stand. A rollover stand is necessary to ensure maximum safety and ease of assembly. Tipping or flipping the engine block using dual chains and lifting devices is a tricky and extremely dangerous maneuver that is not recommended. Disregarding this information could result in severe personal injury or death. IDLER GEAR SPINDLE INSTALLATION NOTE: Install idler gears prior to installation of the crankshaft.
1. Install the two idler gear spindles, if removed (see Figure 4.00-1). Using a rubber mallet, drive the shafts into the spindle bores until their collars are seated solidly against the front face of the engine block. For best results, install the spindles at the hot tank area FORM 6248 FirS! Edition
Figure 4.00-1. Crankcase - Inside Front
5. Torque the idler gear spindle nlill to 775 - 780 ft-Ib (1051 - 1058 N·m). OIL TUBE INSTALLATION
A
CAUTION Ilfthe~lotintheo~l.spray
I..... ;:=.__----'_...:.."----'. tube IS not positioned correctly, or If the Internal oil passage is obstructed, Insufficient lubrication of the gear train will result in premature wear and gear failure. 1. Verify thatthe oil passage within the oil tubes are free of dirt, grit or other obstructions (see Figure 4.00-2). Replace the tubes if bent or damaged. INTERNAL OIL PASSAGE~
LiF~========---~~1, SLOT
Figure 4.00-2. Gear Train 011 Spray Tube
4.00 -1
CRANKCASE ASSEMBLY
IA
CAUTION I
Do not use Loctite® on .. the threads of the oil spray nozzles. Loctite® or any similar substance may obstruct the oil passage and deprive the gear train of proper lubrication. Disregarding this Information could result in product damage and/or personal injury.
) = /NEWSTYLE
2. Refer to the matchmarks and install the two oil tubes on each side of the camshaft idler gear spindle (see Figure 4.00-3). Thread the tubes into the block until snug. Position each tube so that the center of the slot points toward the center of the crank bore.
==
/
STRAIGHT THREADS
Figure 4.00-4. Main Bearing Cap Studs Old And New Styles
Figure 4.00-3. 011 Tubes
MAIN BEARING STUD INSTALLATION New and improved studs (better retention) are currently being installed in VHP production engines. The new stud uses straight threads with a 31/32 inch lead (see Figure 4.004). Do not intermix old and new style studs on the same engine.
)
1. Check all main bearing cap studs (28) for nicks, cracks, burrs, galled or stretched threads and other obvious damage. Replace as necessary. 2. Apply Loctite® 271 Adhesive Sealant (High Strength) into the two stud holes on each side of the seven main bearing saddles (see Figure 4.00-5).
) Figure 4.00-5. Main Bearing Cap Studs
4.00 - 2
FORM 6248 First Ednion
CRANKCASE ASSEMBLY A CAUTION I~o I-="=-=:.:...=:...:;...:...;::;..;;..~.lng
not install main bearstuds with a pipe wrench or similar device, since these devices may scratch or gouge the studs, causing weak points. Use a collet type stud driver that grips the 00 ofthe threads without causing damage, to properly Install the main bearing studs. Disregarding this information could result in product damage and/or personal injury.
L.
3. Using a collet type stud driver, turn each main bearing cap stud until the lead bottoms out in the bore. 4. Torque the studs to 50 ft-Ib (68 N·m). DOWEL INSTALLATION 1. Inspect the dowel pins on the cylinder head deck (24). Replace if damaged or missing.
Figure 4.00-6. Waler Header/Oil OuUel Plugs Rear Left
2. Inspect the dowel pins on each side of the cam bearing saddle (14). Replace, if damaged or missing.
Oil Header - Right Bank
3. Inspect the dowel pins on the inside deck ofthe main bearing saddle (7). Replace if damaged or missing.
1. Apply Loctite® 271 Adhesive Sealant (High Strength) to the threads of two 1-1/4 inch NPT countersunk headless pipe plugs..>
WATER HEADER PLUG INSTALLATION
1. Apply Loctite® 271 Adhesive Sealant (High Strength) to the threads of two 1·1/2 inch NPT square head pipe plugs. Install the plugs where the right and left bank water headers open at the rear of the block (see Figure 4.00-6). Torque the plugs to 50 ft-Ib (68 N·m).
....... '-,-
2. Install the plugs where the right I:IIJnk main oil tleader opens at the front and rear cie the block (see Figure 4.00·7) Torque the plugs to 453 ft·lb (316 N·m). .. ' .
2. Apply Loctite® 271 Adhesive Sealant (High Strength) to the threads of twelve 1-1/2 inch NPT countersunk headless pipe plugs. Install the plugs in the right and left bank water headers (see Figure 4.00-6). Torque the plugs to 50 ft·lb (68 N·m). 3. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of four 3/4 inch NPT countersunk headless pipe plugs. Install the plugs in the drain holes just below the water header on both the right and left bank sides (front and rear) (see Figure 4.oo-6). Torque the plugs to 50 ft·lb (68 N·m).
Figure 4.00·7. Oil Outlet Plugs - Rear Righi View
IA
CAUTION I
The oil header plugs .. must be Installed so that they are recessed 0.015 to 0.062 Inches (0.38 to 1.58 mm) below the machined surface ofthe crankcase, to prevent Interference with the fly· wheel. Failure to properly install these plugs may cause damage to equipment.
FORM 6248 First Edition
4.00 - 3
CRANKCASE ASSEMBLY 3. Verify that the oil header plugs are 0.015 to 0.062 inches (0.38 to 1.58 mm) below the machined surface of the block.
I.A. CAUTION IThe rear face of the crankcase Is machined to mate with the front flywheel housing. Traces of Loctite® left on the machined surface may result In a rear flywheel housing face runout that exceeds specification. Traces of Loctlte® left on the machined surface at the front of the crankcase may result in 011 leakage from beneath the rear gear housing. Disregarding this information could result In product damage and/or personal Injury. 4. Remove all traces of Loctite® from the machined surfaces at the front and rear of the block. 5. Install five 3/4 inch NPT square head pipe plugs in the right bank main oil header (from front to rear, ports 2, 3, 6, 7 and 8) (see Figure 4.00-8). These plugs will be removed for connection of external oil supply lines.
6. Apply Loctite® 271 Adhesive Sealant (High Strength) to the threads of three 3/4 inch NPT square head pipe plugs. Install the plugs in the remaining ports of the right bank main oil header (ports 1, 4 and 5). Torque the plugs to 50 ft-Ib (68 N·m).
)
7. Apply Loctite® Removable Threadlocker 242 to the threads of a single 1/4 inch NPT hex head pipe plug. Install the plug adjacent to the farthest rearward square head in the right bank main oil header (see Figure 4.00-8). Torque the plug to 50 ft-Ib (68 N·m).
Oil Outlet Ports - Left Bank 1. Apply Loctite® 271 Adhesive Sealant (High Strength) to the threads of a 3/4 inch NPT square head pipe plug. Install the plug in the rear oil outlet port on the left bank side olthe engine (atthe level olthe right bank main oil header) (see Figure 4.00-6). Torque the plug to 50 ft-Ib (68 N·m). 2. Install a 3/4 inch NPT square head pipe plug in the front oil outlet port. This plug will be removed for connection of an external oil supply line.
)
PORTS:
II • • ONLY LOCnTE® 3/4" NPT SQUARE HEADS
PORTS:
®@
18 FINGER TIGHTEN 3/4" NPT SQUARE HEADS
Figure 4.00-8. 3/4' NPT 011 Header Pipe Plugs
4.00 - 4
FORM 6248 First Edition
CRANKCASE ASSEMBLY LUBE OIL STRAINER ADAPTER INSTALLATION
CAUTION I I.=A=~=..;;.;;:;...;;-=-;:;..;~. .
Deposits left on gasket surfaces will cause leaks. Verify that the gasket and gasket mating surfaces are clean and completely free of grease and 011. Disregarding this information could result in product damage.
L.
4. Place masking tape over the adapter opening to keep out dust and dirt while the engine is being assembled. LOWER VALVE LIFTER HOUSING COVER INSTALLATION
CAUTION I I-=.A=~=..:.;::;....;-=-;:;..;~. .
Deposits left on gasket surfaces will cause leaks. Verify that all gaskets and gasket mating surfaces are clean and completely free of grease and oil. Disregarding this information could result in product damage.
L.
1. Locate the 2 inch diameter hole in the rear right side of the main oil header (see Figure 4.00-9).
1. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the rear portion of the block that mates with the camshaft cover plate (see Figure 4.00-11).
Figure 4.00-9. Crankcase - Main 011 Header Rear Right
2. Slide the fasteners through the flange holes in the lube oil strainer adapter (4 capscrews, 1/2 x 1-1/2 inches, with lock washers). Install a new gasket on the capscrews. Figure 4.00-11. Lower Valve Lifter Housing Cover
3. With the strainer adapter pointing upward (see Figure 4.00-10), fasten the flange to the block.
2. Place a new gasket on the contact cement. Gently push down on the gasket to verify that it is properly seated. 3. Install the camshaft cover plate (4 capscrews, 3/8 x 3/4 inch and lock washers).
Figure 4.00-10. Lube 011 Strainer Adapter
FORM 6248 First Edition
4.00 - 5
CRANKCASE ASSEMBLY VALVE LIFTER HOUSING GASKET INSTALLATION
A. CAUTION I I,:-.="=:=~;:.......;....;,"---:,:-,,-~:-,-:,.
Deposits left .on gasket surfaces will cause leaks. Disregarding this information could result in product damage.
5. Apply Permatex® Aviation Form-A-Gasket Sealant to the exposed side of the entire rear section olthe valve lifter housing gasket (see Figure 4.00-14). Apply Aviation Form-A-Gasket Sealanttothose areas where the four dovetails interlock.
)
1. Verify that all gaskets and gasket mating surfaces are clean and completely free of grease and oil. 2. Apply 3M Scotch Grip~ Rubber and Gasket Adhesive 847 to the area of the block around the camshaft recess (that mates with the bottom flange of the valve lifter housing) (see Figure 4.00-12).
Figure 4.00-14. Valve Lifter Housing Gasket - Rear
CAMSHAFT AND BEARING INSTALLATION
A Figure 4.00-12. Crankcase - Top Rear
3. Carefully place the gasket strips on the contact cement. The gasket is made up of five separate pieces (two sets of side gaskets and one rear). Fit the dovetailed sections together to interlock the gasket strips. 4. Remove the excess gasket material that overlaps the block at the front of the engine, (see Figure 4.00-13).
WARNING
Compressed air can pierce the skin and cause severe personal injury. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 1. Verify that the internal lube oil passages leading from the main oil header to the cam bearing saddles are completely free of dirt, grit and other accumulations. Check the oil passage in the cam bearing caps for cleanliness. Visually inspect the passageways wherever possible or insert a piece of drill welding rod to feel for obstructions. Use compressed air to blowout all dirt and debris.
I A.
CAUTION I
The cam bearing .. saddles and caps must be completely free of oil, dirt or other foreign material. Any dirt or debris caught between the bearing shell and cam bore can result in bearing distortion and reduced service life.
)
Figure 4.00-13. Valve Lifter Housing Gasket - Front 4.00 - 6
FORM 6248 First Edition
CRANKCASE ASSEMBLY 2. Thoroughly clean the cam bearing saddles (see Figure 4.00-15) and caps. Inspect the bearing running surfaces for burrs, nicks, minor scuff marks or scratches. Use compressed air to blow away all dust and debris.
7. Obtain a set of new cam bearings.
IA
CAUTION I
Do not touch the cam ... bearing running surface. Acidic skin secretions can promote the start of surface corrosion and wear.
8. Wipe the cam bearing shells clean. Inspect the bearing surfaces for burrs, nicks, minor scuff marks or scratches. Use compressed air to blow away all dust and debriS.
Figure 4.00-15. Camshaft Bearing Saddles
3. Verify thatthe roll pins in the front and rear face ofthe front cam bearing cap are clean and straight.
9. Locate the two front cam bearing shells. An oil groove distinguishes the front cam bearing shells from the others (see Figure 4.00-17). The twelve intermediate, center and rear cam bearing shells are ungrooved and about 1/2 inch thinner.
r--
2-5/16"
I
4. Remove and discard the pins if bent or damaged.
r-
---1 I
OIL GROOVE
~ ~;'
CAUTION I~f I A=:......::=...:..::.....::...:...=-..::...:..J.
installed incorrect!y, mternal stress may dIStort or damage the roll pins, resulting in dislocation of the thrust ring. Disregarding this information could rasult in product damage.
1.. • .:: ...
L-----IHOLE~
.• ~
5. Verify that the pin holes in the front and rear face of the front cam bearing cap are completely free of dirt and gr~. 6. Install new roll pins with the split opposite the bearing seat (see Figure 4.00-16). Measure the length of each pin to verify that it protrudes 0.125 inch (±0.015 inch) from the face of the cam cap. SPLIT OF ROLL PINS (2) TO BE ASSEMBLED AS SHOWN
14"-I
13 -
.
0
".,-
,·r: ::I
-- --
::I
LOCATING TANG
FRONT (UPPER & LOWER)
INTERMEDIATE REAR (UPPER & LOWER)
Figure 4.00-17. Cam Bearings
1O. Position one of the fully grooved Shells above the bearing seat of the front cam saddle. The two halves of the front cam bearing are interchangeable.
UJ
o
12. Verify that the locating tang on the parting edge of each shell (opposite the bearing running surface) is directly above the notch machined on the inSide edge of the bearing saddle . •125" ± .015" BOTH SIDES
Figure 4.oo-16.ln81811 Roll Pins In Front Cam Bearing Cap FORM 6248 First Edition
11. Position the narrow, ungrooved shells above the six remaining cam bearing saddles. The intermediate, center and rear cam bearings shells (both upper and lower) are also interchangeable.
13. Apply even pressure to the parting edges of each bearing shell to snap it into place. 4.00 -7
CRANKCASE ASSEMBLY A CAUTION I I-=.a=~=..:.;:::....:~;::..;~.
While ~oose fitting shells are nOIsy, they also can have an adverse affect on the bearing's ability to transfer heat. Excessive temperatures shorten bearing service life and may lead to camshaft damage.
NOTE: Install the wider fully grooved bearing in the front cam bearing cap (stamped with the number 1). Instal/ the narrow ungrooved bearing shells in the intermediate, center and rear cam bearing caps (stamped with the numbers 2 through 7).
14. Verify that the bearing shells fit tightly in the cam bearing bore.
19. Install the second half of the bearing shells in the cam bearing caps. The locating tang on the parting edge of each shell must fit squarely in the notch machined on the inside edge of the cap .
L.
I.a A CAUTION I
011 starvation results In rapid bearing failure and possible damage to the cam journal.
15. Verify that the oil hole in each shell matches up with the supply hole in the center of the cam bearing bore.
)
20. Verify that the bearing shells fit tightly in the cam bearing caps.
A CAUTION IOil starv~tlon I-=.a=~;.:=.....;.;:::-::...:...::..:=-:..J.
results in rapid fall u re of the affected valve lifter and possible damage to the cam lobe.
1:-.
16. Apply oil to the running surface of the lower cam bearing shells. Use a quality high viscosity oil. Evenly spread the oil up over the entire bearing surface.
A
WARNING
The camshaft weighs approximately 115 pounds (52 Kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 17. While the camshaft is suspended, slide a new thrust ring over the cam end. Move the ring down the shaft until the flat side (with the oil grooves) is flush against the circular plate attached to the rear face of the front cam bearing journal (see Figure 4.00-18). Rotate the ring so that the notch on the outside edge faces upward.
21. Verify that the oil hole in each shell matches up with the exit hole in the center of the cam bearing cap. 22. Apply a quality high viscosity oil to the upper cam bearing shells. Evenly spread the oil up over the entire bearing surface. 23. Be sure that the dowels on the deck of the cam bearing saddles and the pin holes in the cam bearing caps are free of dirt and grit.
A CAUTION I. . ==-__ -"-_"-_--'.I~onotml~orcrossmate
cam beanng caps. The cam bearing saddles are precision align bored with all cam bearing caps torqued in place. The caps are stamped 1 thru 7, for easy identification. Installing the caps in the wrong positions will result In cam bearing and/or camshaft failure. 24. Install the cam bearing caps. The top of each cap is stamped to identify its location. Starting at the front of the engine and moving towards the rear, install cam bearing caps 1 through 7.
Cam Bearing Cap location Numbers #1 - Front (Gear Train Side) #2 - Intermediate
#3 - Intermediate #4 - Center Figure 4.00-18. Inside Camshaft Thrust Ring
#5 - Intermediate
18. Install the camshaft in the cam bearing bore. The front of the camshaft is easily identified by the cam gear mount and the wider front bearing journal.
#6 - Intermediate #7 - Rear (Flywheel Side) Position each cap so that the dowel pin holes in the feet are aligned with the two dowels on the deck of the cam bearing saddle. The dowels are offset, so the caps can only be installed one way. If necessary, use a rubber mallet to ensure that the caps are fully seated.
4.00 - 8
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY NOTE: Rotate the installed thrust ring, so that the notch on the outside edge fits over the roll pin centered on the rear face of the front cam bearing cap. The lip on the inside diameter of the thrust ring seats in the groove where the cam journal, shell and bearing bore converge.
25. Starting at the front of the engine (see Figure 4.00-19) and moving towards the rear, install the capscrews in the cam bearing caps (16 capscrews, 3/8 x 2-1/2 inches, w~h lock washers). Wrench tighten.
28. Slide a new thrust ring over the camshaft end, w~h the lipped side facing inward (see Figure 4.00-21). Position the ring flush against the front face of the front cam bearing cap. Fit the notch on the outside edge of the thrust ring, over the roll pin centered on the face of the cap (see Figure 4.00-22). The lip on the inside diameter of the thrust ring, seats in the groove where the cam journal, shell and bearing bore converge.
UP~
OIL GROOVE
Figure 4.00-21. Camshaft T'hrust Ring Figure 4.00-19. Front Cam Bearing Cap
26. Following the same sequence, torque the capscrews
of each cam bearing cap to 22 - 24 Ib-ft (30 - 33 N·m).
A CAUTION I I=.. =~=..:.;:~~~~.
Aged or missing O-rings may cause leakage and loss of pressure around the oil hole, resulting in insufficient lubrication of the affected valve lifter roller and possible damage to the cam lobe.
L..
27. Install new O-rings in the circular recess around the oil exit holes at the top ofthe cam bearing caps (see Figure 4.00-20).
Figure 4.00-22. Outside Camshaft Thrust Ring
Figure 4.00-20_ Cam Bearing Cap
FORM 6248 First Edition
4.00 - 9
CRANKCASE ASSEMBLY 29. Move 8 shims (0.002 thickness each) down the camshaft end until they contact the thrust ring (see Figure 4.00-23). Replace any shims that are missing, torn or otherwise damaged.
4. Aligning the holes in the gasket with those at the back of the housing, assemble a new gasket on the flange. The gasket is made up of five separate pieces (two sets of side gaskets and one top). Fitthe dovetailed sections together to interlock the gasket strips (see Figure 4.00-25). If necessary, trim the dovetails to find the best fit.
Figure 4.00-23. Shim Pack
Figure 4.00-25. Gear Housing Flange
GEAR HOUSING INSTALLATION
A. CAUTION I I~"=:""";:;,,;;,,,;;,,;~;;,,,,;:,~,,-,-,_
Deposits I~ft on gasket surfaces will cause leaks. Disregarding this information could result in productdamage.
L.
5. Remove the assembled gasket from the rear gear housing flange. 6. Apply 3M Scotch Grip Rubber and Gasket Adhe· sive 847 to the rear gear housing cover flange. N
1. Verify that the mating flanges are completely smooth. Use a fine toothed pattern file to lightly dress down any burrs or high spots.
7. Install the gasket on the flange. Gently pull each leg ofthe gasket (on each side ofthe crankshaft recess), so that the material extends past the bottom edge of the cover approximately 1/32 inch (0.79 mm).
2. Slide a new thrust washer down the cam shaft end until it contacts the shim pack (see Figure 4.00-24). Install the thrust washer with the small inside bevel (and smooth machined surface) facing inward.
8. Push down on the gaskets to verify that the strips are properly seated. Using a ball peen hammer, lightly tap the dovetails to flatten the tabs, if necessary. 9. Apply Permatex® Aviation Form-A-Gasket Sealant to those four areas where the dovetails interlock (see Figure 4.00-26).
Figure 4.00-24. Thrust Washer 3. Verify that all gaskets and gasket mating surfaces are clean and free of grease and oil. 4.00 - 10
Figure 4.00-26. Rear Gear Housing Flange FORM 6248 First Edition
)
CRANKCASE ASSEMBLY 10. Inspect the dowel pins on the frontface ofthe block (2). Replace the dowels if damaged or missing.
11. Be sure that the dowels and the pin holes in the rear
CAMSHAFT END PLAY MEASUREMENT NOTE: Fabricate a sleeve to simulate a cam gear, for measuring cam gear end play.
gear housing are free of dirt and grit.
A
WARNING
The rear gear housing weighs approximately 140 Ibs. (64 Kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death.
1. To measure the lateral movement of the camshaft, install a pin in the bo~ hole in front of the camshaft cover plate. Mount a dial indicator to the pin. Position the indicator button against the face of the rear cam journal (see Figure 4.00-28).
12. Install the rear gear housing on the dowel pins. 13. Holding the rear gear housing in position, tighten the two capscrews in the botIom comers of the block, one on each side of the crankshaft recess (1/2 x 1-1/2 inches, with lock washers). 14. Remove the lifting strap. 15. Install the remaining fasteners in the rear gear housing (14 capscrews, 1/2 x 1-1/2 inches, with lock washers). Wrench tighten.
CAUTION
A Ilf the r~ar gear housing IL.=.a=---::..:.....:..;;"--"...:....:;:....;'-"-I. gasket IS left uncut, the excess material will dig into the oil pan seal. Damage to the oil pan seal will result in oil leakage.
Figure 4.00-28. Measuring Camthaft End Play -:;:~
2. Install the sleeve and cam gear nut on the camshaft.
16. Using a sharp knife or razor, carefully cut the rear gear housing gasket, so that the legs (on each side of the crankshaft reoess) are flush with the bottom of the block.
3. Holding the camshaft in the_~jarthest rearward
A I ~f the rear ge?r housing IL.=.a=---'=..:..;::;....:...:....=-=~. IS not flush With the bottom of the block, a faulty seal with the 011 pan will result in oil leakage.
4. Hand push the camshaft forward as far as it will go.
CAUTION
17. Verify that the bottom of the rear gear housing is flush with the bottom of the block. Slide a metal straight edge across both surfaces to detect if there is a drop between one plane and the other (see Figure 4.00-27). Check the block on each side of the crankshaft bore.
position, zero the dial indicator on the face of the rear cam journal.
5. Holding the camshaft in the farthest forward position, take note of the dial indicator reading. Verify that the camshaft end play is between 0.005 and 0.008 inch (0.127 and 0.203 mm). If the end play is too small, add additional shims between the thrust ring and washer. Shims come in standard thicknesses of 0.002 inch (PIN 153029). If the end play is too great, remove shims as necessary.
6. Remove the cam gear nut and sleeve from the camshaft.
Figure 4.00-27. Verify The! Bottoms Are Flush FORM 6248 Firsl Edition
4.00 -11
CRANKCASE ASSEMBLY CAM GEAR INSTALLATION 1. Move the camshaft forward. To keep the camshaft from moving backward, place a wooden block between the camshaft cover plate and the face of the rear cam journal. Insert the blade of a screwdriver between the camshaft and the block, so that the block fits snugly in the recess (see Figure 4.00-29).
4. Verify that the keyway on the camshaft end is clean and undamaged. Install the Woodruff key (see Figure 4.00-31). Ughtly tap the key to properly seat it in the keyway. Verify that the key is level.
)
Figure 4.00-31. Cam Gear Key
A Figure 4.00-29. Prevent Lateral Movement Of Camshaft
2. To prevent the camshaft from turning, wedge the rubber handle of a mallet between one of the front cam lobes and the camshaft recess (see Figure 4.00-30).
WARNING
Always wear suitable Insulated gloves when handling the cam gear. Ifthe gear slips from your grasp and drops, do not attempt to catch it. The sharp teeth of the gear combined with its weight 30 Ibs. (14 Kg) and momentum may cause severe lacerations. Heating the gear during assembly can cause burns If Insulated gloves are not worn.
A CAUTION I I=.. =-.:___
Do not drive a cold cam gear onto the end of the camshaft. Driving the cam gear onto the shaft may gall the inside diameter of the gear, resulting in Improper installation and gear or camshaft damage.
L..
.;;....;_...J.
IA CAUTION I:a~.~~~~t~:gth:n~~
gear will not withstand the excessive heat generated by the torch. Penetration of the case-hardening will also resuh in brittle teeth leading to premature gear failure. Uneven expansion also can lead to gear or camshaft damage during installation.
Figure 4.00-30. Prevent Camshaft Rotation
3. Inspect the Woodruff key for damage and distortion. Replace the key if necessary.
4.00 - 12
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY 5. Heat the cam gear (see Figure 4.00-32). Place the gear in an oven for a period of 1-1/2 to 2 hours. Maintain the oven temperature at 500 - 550 0 F (260 - 288 0 C).
feel for obstructions. Use compressed air to blowout all dirt and debris. 3. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 where the front section mates with the rear. The mating flange of each section can be identified by the threaded furrow adjacent to one of the capscrew holes (see Figure 4.00-33).
LEFT BANK
THREADED FURROW
FRONT SECTION
~.~ I[ 1 ' - - [-
r
o Figure 4.00.;32. Locking The Camshaft Gear Nut REAR SECTION
6. Install key in the camshaft end.
po~C o R/GIf/{(BANK
Figure 4.00.;33. Valve Lifter Ho~ng Assembly ·.t..
7. Install the camshaft gear on the camshaft with camshaft gear nut lock and camshaft gear nut. 8. Torque camshaft gear nut to 433 - 450 Ib-ft (587 - 610 N·m). 9. Bend camshaft gear nut lock against the camshaft gear nut. VALVE LIFTER HOUSING INSTALLATION
A
WARNING
Compressed air can pierce the skin and cause severe personal injury. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 1. Refer to Valve utter Housing Gasket, Installation, and install the valve lifter housing gasket on the engine block. 2. The valve lifter housing consists of a front and rear section. Be sure that the internal lube oil passages in both sections are completely free of dirt, grit and other accumulations. Visually inspect the passageways wherever possible or insert a piece of drill welding rod to
FORM 6248 Rrst Edition
4. Place a new gasket on the contact cement. Gently push down on the gasket to verify that it is properly 'C seated. $:!'.
5. Apply Permatex® Aviation Form-A-Gasket Sealant to the exposed side of the valve lifter housing gasket. 6. Fasten together the front and rear sections of the valve lifter housing (3 ferry head capscrews, 3/8 x 1·1/2 inches, with lock washers and hex nuts; 2 ferry head capscrews, 3/8 x 1·1/4 inches, with lock washers). Install the two short capscrews in the holes leading to the threaded furrows. 7. Verify that the bottom of the front section is flush with the bottom of the rear section. Slide a straight edge across both surfaces to detect if there is a drop between one section and the other. Check each side of the valve lifter housing recess. 8. Apply PermateX® Aviation Form-A-Gasket Sealant to the exposed portion of the gear housing gasket that mates with the front face of the valve lifter housing. 9. Apply PermateX® Aviation Form-A-Gasket Sealant to both legs of the valve lifter housing gasket (where it approaches the rear face of the gear housing).
4.00 -13
CRANKCASE ASSEMBLY 10. Apply a bead of RTV Silicone Rubber Adhesive Sealant along the seam in the bottom flange where the front and rear sections are joined.
A
WARNING
13. Verify that the tip of the rear gear housing gasket (the portion that mates with the valve Ilfter housing above the top center capscrew hole) was not folded over or pulled down when the valve lifter housing was installed (see Figure 4.00-35).
The valve lifter housing assembly weighs approximately 400 Ibs. (181 Kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 11. Fasten lifting brackets to the valve lifter guide bolt holes on opposite sides of the valve lifter housing assembly (see Figure 4.00-34). Install lifting chains of equal length and raise the valve lifter housing using an overhead hoist.
o
o
o
o
DAMAGED OR CREASED GASKET
I o
o
o
o
Figure 4.00-34. Lowering The Valve Lifter Housing
I.A. CAUTION Iwill Excessive oil leakage occur if the tip of the rear gear housing gasket is creased or folded. 12. With the 3/4 inch pipe taps (or male connector tube fittings) atthe rear olthe engine block, position the valve lifter housing in the center of the crankcase vee.
Figure 4.00-35. Rear Gear Housing Gasket
14. Remove the lifting device. 15. Install the fasteners in the valve lifter housing (28 capscrews, 3/8 x 3-1/4 inches, with lock washers).
IA CAUTION I
The ends of the longer
....==--....:........;._---':....::.__...... capscrews may contact
the rear face of the cam gear If installed in the holes closest to the block. Contact will gouge the gear when the camshaft is rotated.
4.00 -14
FORM 6248 First Edition
CRANKCASE ASSEMBLY 16. Fasten the valve lifter housing to the gear housing (3 ferry head capscrews, 3/8 x 1-1/2 inches; 2 ferry head capscrews, 3/8 x 1-1/4 inches, all with lock washers) (see Figure 4.00-36). Always install the two shorter capscrews in the holes closest to the crankcase (see Figure 4.00-37).
21. Wrench tighten the Figure 4.00-38).
seven
capscrews
(see
Figure 4.00-38. Camshaft Cover Plate
Figure 4.00-36. Valve Lifter Housing - Front
LUBE OIL PASSAGE
Xoo
22. I nstall the camshaft set screw in the valve lifter housing cover, if necessary. The set screw consists of a slotted headless capscrew (3/8 x 2-1/2 inches), washer and hex jam nut (see Figure 4.00-39).
VALVE LIFTER /HOUSING
Figure 4.00-39. Camshaft Set Screw On Valve Ufter Housing Cover
Figure 4.00-37. Fasten valve Lifter Housing To Rear Gear Housing
17. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the rear face of the valve lifter housing. 18. Place a new gasket on the contact cement. Gently push down on the gasket to verify that it is properly seated. 19. Finger tighten the cover to the rear face of the valve lifter housing (5 ferry head capscrews, 3/8 x 1-1/2 inches, with lock washers and hex nuts).
I.. =A CAUTION I L.
=--';..;;....;;..;;;....;;...;;...;;....:c..:...J.
Overti,ghtening the jam nut Will cause the head
of the set screw to break.
23. Loosen the hex jam nut and turn the set screw in until it just contacts the camshaft. Turn the set screw out 2 full turns. Tighten the hex jam nut to lock the position of the set screw. As the jam nut is tightened, verify that the set screw does not rotate more than 1/2 turn.
20. Finger tighten the valve lifter housing cover to the camshaft cover plate (2 ferry head capscrews, 3/8 x 1-1/2 inches, with lock washers).
FORM 6248 First Ednion
4.00 - 15
CRANKCASE ASSEMBLY 24. Apply Loctite® 271 Adhesive Sealant (High Strength) to the threads of two male connector tube fittings (7/8 inch tube OD). Using the 1-1/4 inch hex on the connector body, install the tube fittings in the 3/4 inch pipe taps at the rear of the valve lifter housing (for connection of the turbo oil drain tubes) (see Figure 4.00-40).
IA CAUTION II~staliarubbertiPonthe
~~":::':""::":::'''':''';=-=:'':'''::..J_ 011 nozzle or spout to avoid scratching the valve lifter rollers.
L..
)
28. Lubricate the valve lifter rollers (see Figure 4.00-41). Use SAE 40 engine oil. Also apply a bead of oil between the valve lifter body OD (roller side) and the guide bore sidewall (see Figure 4.00-41).
Figure 4.00-40. Valve Lifter Housing - Rear
25. Apply Loctite® 271 Adhesive Sealant (High Strength) to the threads of two 1/2 inch square head pipe plugs. Install the plugs in the pipe taps althe front of the valve lifter housing. Wrench tighten.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury. Never use your hand to check for leaks or to determine air flow rates_ Wear safety glasses to shield your eyes from flying dirt and debris.
Figure 4.00-41. Lubricate Valve Lifter Rollers
29. Ensuring that the valve lifter rollers do not slide out, slide the valve lifter guide assemblies into the valve lifter housing bores. For best results, insert the guide with the right angle of the mounting flange facing the center of the vee and then rotate the assembly 180 degrees (see Figure 4.00-42). Align the holes in the valve lifter guide gaskets with those in the mounting flange.
26. Be sure that the internal lube oil passages in the valve lifter guides are completely free of dirt, grit and other accumulations. Visually inspect the passageways wherever possible or insert a piece of drill welding rod to feel for obstructions. Use compressed air to blowout all dirt and debris.
27. Insert the valve lifters (cam followers) into the slotted lower bore of the valve lifter guides (see Figure 4.00-41). Slide on new valve lifter guide gaskets. NOTE: Return each valve lifter to its original location facing in the proper direction. Always retain the established wear patterns to minimize roller and cam lobe wear. Figure 4.00-42. Install Valve Lifter Guides
NOTE: Replace all valve lifters if a new camshaft is needed. Waukesha will not warrant the new shaft if used followers are installed. 4.00 -16
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY 30. Four long bolts (3/8 x 1-1/2 inches) with 1/4 inch spacers are used to secure the rocker arm oil header to the valve lifter guides. Install the 44 short bolts (3/8 x 1-1/8 inches, with lock washers) to secure the guides to the valve lifter housing, leaving the holes for the longer bolts open (see Figure 4.00-43).
FRONT (GEAR TRAIN SIDE)
31. Lubricate the inside diameter of the upper valve lifter guide bores, to a depth of approximately 1/4 to 1/2 inch (6.35 to 12.70 mm) with Parker Super O-Lube®.
LEFT BANK
RIGHT BANK
REAR (FLYWHEEL SIDE)
Figure 4.00-43. Longer Capscrew Locations For Mounting The Rocker Arm 011 Header
FORM 6248 First Ednion
4.00 - 17
CRANKCASE ASSEMBLY ROCKER ARM OIL HEADER INSTALLATION 1. To verify cleanliness, remove the magnet plug from the center port ofthe pipe tees on each end ofthe rocker arm oil header (see Figure 4.00-44). Clean the plugs in solvent, if necessary. Wipe the plugs clean to ensure that all ferrous metal debris is removed. APP~ Perma Lok® Heavy Duty Pipe Sealant with Teflon to the threads of each plug. Install the plugs back in the pipe tees.
3. Slide the fasteners (1 capscrew per clamp, 3/8 x 1-1/2 inches, with lock washer) through the slotted holes in the tube clamps. Install 1/4 inch spacers and thread the capscrews into the empty valve lifter guide bolt holes (see Figure 4.00-46). Wrench tighten.
)
Figure 4.00-44. Pipe Tee Magnet Plug
2. Position the rocker arm oil header assembly in the center of the crankcase vee. Verify that the free end of the front male elbow tube fitting points horizontally toward the left bank, while the rear male elbow points to the right (See Figure 4.00-45).
Figure 4.00-46. Rocker Arm Oil Header
REAR OIL SEAL RETAINER INSTALLATION
IA
CAUTION IThe two piece rope-type
.. seal In the rear oil seal retainer must be correctly installed to prevent oil leakage and keep out dirt and dust. 011 leakage will occur if the ends of the wick-type seal are not slightly above flush on both the upper and lower halves of the retainer. If the ends of the seal protrude too far, then the seal will bunch up upon Installation and 011 leakage will also occur. 1. Secure the upper half ofthe rear oil seal retainer in a vise with the inside groove facing upward. 2. Roll a new rope-type seal into the groove of the retainer, leaving a half inch of material on each side.
Figure 4.00-45. Rocker Arm Oil Header - Rear
4.00 - 18
FORM 6248 First Ed.ion
)
CRANKCASE ASSEMBLY 3. Work the smooth rounded handle of a hammer back and forth along the full length of the seal until the material is pressed tightly into the groove (see Figure 4.00-47). While the inside of the seal should be firmly seated against the bottom of the groove, the material on ihe worked Side spreads out to overlap the flat edge on the retainer 10.
6. Repeat Steps one thru five to install the rope-type seal in the lower half of the retainer assembly. 7. Thoroughly wipe the machined areas where the rear oil seal retainer assembly mates with the rear face of the crankcase (see Figure 4.00-49). Dirt, grit or other debris will prevent proper seating. Verify that the mating flanges are completely smooth. Use a fine toothed pattern file to lightly dress down any burrs or high spots.
Figure 4.110-47. Rear 011 Seal Retelner - Upper Half
4. To trim the ends of the seal, start from the crankshaft side and make the first cut so that ij would be flush wijh the top of the gasket (if one were installed) (see Figure 4.00-48). Using a sharp knife, saw the seal at a slight downward angle leaving the low end of the cut slightly above flush with the foot of the retainer.
Figure 4.00-49. Rear 011 Seal
R~ner '.
- Upper Half
\.'
8. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the portion of the crankcase that mates with the upper and lower halves of the rear oil seal retainer. 9. Place a new gasket on the contact cement. Push down on the gasket to verify that the strip is properly seated. Gently pull each leg of the gasket (on each side of the crankshaft bore), so that the material extends past the bottom edge of the crankcase approximately 1/32 inch (0.79 mm). 10. Posijion the upper half of the rear oil seal retainer against the gasket and start the fasteners (5 capscrews, 3/8 x 1 inch, with lock washers). 11. I nsert a dowel pin into the two smaller holes on each side of the upper retainer. Use a hammer and a blunt tipped center punch to ensure that the pins are fully seated in the crankcase.
Figure 4.00-411. Cut Rope Type Seal
5. Use the side of the blade to form the cut ends of the seal into a square shape (so that the material does not interfere wijh proper placement of the gasket).
FORM 6248 First Edition
4.00 -19
CRANKCASE ASSEMBLY 12. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the two feet of the upper retainer (those that mate with the lower half of the retainer assembly). If necessary, use the side of a knife blade to form the cut ends of the seal into a square shape (so that the material does not interfere with proper placement of the gasket) (see Figure 4.00-50).
CAUTION
A I This publication ad.. dresses current production configurations only. Refer to Service Bulletin 5-23280, Crankshaft, Main Bearing and ConnectIng Rod Identification and Replacement for information regarding previous production configurations, to avoid damage to equipment.
I
)
CAUTION
A IThe main bearing I .. saddles and caps must be completely free of oil, dirt or other foreign material. Any dirt or debris caught between the bearing shell and crankshaft bore results in bearing distortion, reduced service life and product damage. 1. Thoroughly clean the main bearing saddles and caps. Inspect the bearing running surface for burrs, nicks, minor scuff marks or scratches, remove as necessary. Use compressed air to blow away all dust and debris.
Figure 4.00-50. Rear Oil Seal Retainer - Upper Half
2. Check the oil passage in the front main bearing cap for cleanliness. Insert a piece of drill welding rod into the passageway to feel for obstructions. The front main bearing cap, stamped with the number I, is easily identified by the oil pump idler gear spindle bore (see Figure 4.00-51).
13. Place two new gaskets on the contact cement. 14. Apply Permatex® Aviation Form-A-Gasket Sealant to the exposed side of each gasket piece (see Figure 4.00-49).
BEARING TEMPERATURE SENSOR BORE
l~
15. Apply Permatex® Aviation Form-A-Gasket Sealant to the exposed portions of the rear oil seal retainer gasket (the legs on each side of the crankshaft bore) (see Figure 4.00-49). NOTE: The lower half of the rear oil seal retainer is installed after the crankshaft is in place. See Rear Oil Seal Retainer (Lower Half).
MAIN BEARING INSTALLATION
A
WARNING
Compressed air can pierce the skin and cause severe personal injury. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
4.00 - 20
~~
OIL PUMP IDLER GEAR SPINDLE BORE
Figure 4.00-51. Front Main Bearing Cap
3. Verify that the four roll pins in the front main bearing cap are clean and straight.
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY
o
SPLIT OF ROLL PINS (4) TO BE ASSEMBLED AS SHOWN
Figure 4.00-52. Install Roll Pins In Front Main Bearing Cap
4. Remove and discard the pins if bent or damaged.
CAUTION
A Ilf installed incorrect~y, I..... "'='-___ . ....0..._--0. Internal stress may distort or damage the roll pins, resulting in dislocation of the thrust ring.
WIDE SHELL (FRONT, CENTER AND REAR)
~
5. Verify thatthe four pin holes in the front main bearing cap are completely free of dirt and grit. 6. Install new roll pins with the split opposite the bearing seat approximately 15 degrees below horizontal (see Figure 4.00-52). Measure the length of each pin to verify that it protrudes 0.188 inch (±O. 015 inch) from the face of the main bearing cap.
CAUTION
I A I Do not touch the main .. bearing runmng surface. Acidic skin secretions can promote the start of surface corrosion and wear. 7. Wipe the main bearing shells clean. Inspect the bearing surfaces for burrs, nicks, minor scuff marks or scratches, remove as necessary. Use compressed air to blowout all dust and debris. 8. Locate the seven upper main bearing shells. All upper main bearing shells are fully grooved with a slotted oil hole towards the center (see Figure 4.00-53).
FORM 6248 First Edition
NARROW SHELL (INTERMEDIATE)
Figure 4.00-53. Upper Fully Grooved Main Bearing Shells - Bearing Saddles
NOTE: The words "UPPER" and ''LOWER" are marked on the back of each shell to indicate its location. 9. Position the fully grooved shells above the bearing seats of the seven main bearing saddles. The front, center and rear bearing shells are about 1-1/8 inches (28.575 mm) wider than the four intermediate shells (see Figure 4.00-53).
4.00 - 21
CRANKCASE ASSEMBLY 10. Verify that the locating tang on the parting edge of each shell (opposite the bearing running surface) is directly above the notch machined on the inside edge of the bearing saddle. 11. Apply even pressure to the parting edges of each bearing shell to snap it into place.
A CAUTION I.. ==......;:=..:...:::.....:....:...;;;.....:~.
lin ~ddltlon to m~k~ng nOIse, loose fItting shells can adversely affect the bearing's ability to transfer heat. Excessive temperatures shorten bearing service life and may cause damage to the crankshaft.
16. Apply even pressure to the parting edges of each bearing shell to snap it into place.
lin ~ddition to making 1= .=......;:==::.....:...::..;;.....:~. . nOIse, loose fitting shells can adversely affect the bearing's ability to transfer heat. Excessive temperatures shorten bearing service life and may cause damage to the crankshaft.
:11.. CAUTION
L..
L..
12. Verify that the bearing shells fit tightly in the main bearing bore.
IA
CAUTION IOil
starvation results in .. rapid bearing failure and possible crankshaft damage.
17. Verify that the bearing shell fits tightly in each main bearing cap.
:11.. CAUTION I ~iI ~arvatlon results In 1L.. =......;:;..;;....;;...;'--...::....:....;~. rapId wear of the oil pump idler gear bushing and spindle.
= ..
18. Verify that the oil hole in the shell of the front main bearing cap matches up with the supply hole to the oil pump idler gear spindle bore. CRANKSHAFT INSTALLATION
13. Verify that the slotted oil hole in each shell matches up with the oil supply hole centered in each main bearing saddle. 14. Position the ungrooved bearing shells above the bearing seats of the seven main bearing caps (see Figure 4.00-54).
UNGROOVED
Crankshaft Set Screws
A CAUTION I I.="='--':-_ _
A missing crankshaft set screw causes a loss of engine oil pressure resulting in bearing seizure and piston/sleeve damage.
L. •
"'::"'_--1.
1. Six drillings can be found in the crankshaft cheeks of current production tee-drilled crankshafts. Since Waukesha recommends that the set screws (see Figure 4.00-55) be removed for proper cleaning, inspect the cheeks to verify that all openings are plugged and staked (see Figure 4.00-56).
NARROW SHELL (INTERMEDIATE)
Figure 4.00-54. Lower Ungrooved Main Bearing Shells - Bearing Caps
15. Verify that the two locating tangs on the parting edges of each shell (opposite the bearing running surface) are directly above the notches machined on the inside edge of each main bearing cap. FIgure 4.00-55. Crankshaft Set Screws 4.00 - 22
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY
Figure 4.00-56. Crankshaft Set Screw Locations (6)
IA CAUTION I~~~~~~NK~~~'i S:~ I
A.
CAUTION ISlide plastic or rubber
=,---,;,.;;"...;;..;;.,.,;;;,..;;.,,;;;,,,,;~. tubes over the main
L.,;: ..
INSTALLED PRIOR TO INSTALLING THE CRANKSHAFT IN THE ENGINE. A crankshaft installed and operated with one or more missing set screws will cause bearing seizure and piston/sleeve damage due to low oil pressure.
2. Carefully examine the entire crankshaft to be certain all cheek openings are plugged with set screws.
3. In addition, check the area for metal chips resulting from the staking operation.
4. If a set screw is missing, proceed as follows: Coat the threads of the set screw plugs with Loctite® 271. Install set screw plugs approximately three threads below the cheek surface. Peen or stake these set screws into place as described in the Note below. NOTE: Wedge a painted punch between the set screws and crankshaft threads and sharply strike the punch a Single blow to securely stake the set screws in place. This operation distorts the threads to lock the set screws in place.
bearing cap studs to avoid damage to the crankshaft and/or studs during Installation. 3. Slide protective plastic or rubber tubes over the main bearing cap studs.
A
WARNING
The crankshaft weighs approximately 1,850 Ibs. (839 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death.
4. Gently position the crankshaft iri the main bearing bore. While the crankshaft is suspended, wrap a clean cloth around the end of the crankshaft (see Figure 4.00(57). Interlock the fingers iii both handis over the top of the cloth to guide the crankshaft as ~ is lowered into position. Position the crankshaft so that the oil grooves behind the oil slinger (see Figure 4.Q0(58) are centered on the rope-type seal of the rear oil seal retainer (upper hall) (see Figure 4.CJO.59).
5. Carefully check the surface area of the cheek for metal chips that may have been produced from the staking operation. 1. Apply oil to the upper bearing halves in the main bearing bore. Use SAE 40 engine oil, and evenly spread the oil up over the entire bearing surface. 2. Before installing crankshaft in crankcase, use a clean cloth to clean the main and rod bearing journals.
Figure 4.00-57. Crankshaft Guiding )
FORM 6248 First Edition
4.00 - 23
CRANKCASE ASSEMBLY Inside Crankshaft Thrust Ring Installation
)
I~ CAUTION I -A
Do not mix or match thrust rings. If reinstalling thrust rings, insure that the thrust rings are installed in their original position. Mixing thrust rings may affect the crankshaft end play. Disregarding this information could result in product damage andlor personal injury. 1. Install one half of a new thrust ring into the space between the bearing saddle .and the cheek of the #1 main bearing journal. The lip on the inside diameter of the thrust ring seats in the groove where the crankshaft journal, shell and bearing bore converge (see Figure 4.00-60).
Figure 4.00-58. Crankshaft 011 Grooves
BEARING SHELL #1 MAIN BEARING JOURNAL
BEARING
OIL SLINGER
CRANKSHAFT HUB
) ROPE-TYPE SEAL
o
OIL GROOVES
GEAR MOUNT
o
o 0
0
7
FRONT MAIN.---' BEARING SADDLE COUNTERWEIGHT
o o MAIN BEARING SADDLE
Figure 4.00-60. Install Inside Thrust Ring ROPE-TYPE SEAL
UPPER REAR OIL SEAL RETAINER
Figure 4.00-59. Crankshaft Placement
5. Remove the protective tubes from the main bearing cap studs.
IA
CAUTION I
To avoid damage to a .. crankshaft Journal or fillet, always position the pry bar against a non-critical surface, such as the crankshaft cheek, counterweight, or main bearing cap. 2. Use a pry bar to bump the crankshaft towards the rear if the gap is too narrow to accommodate the thrust ring.
3. Place one half of a new thrust ring (PIN 153031 B) flush against the front face of the #1 main bearing saddle. The lip on the inside diameter of the thrust ring fits in the groove where the crankshaft journal, shell and bearing bore converge. NOTE: The upper and lower halves of the thrust ring are interchangeable.
4.00 - 24
FORM 6248 First Ed~ion
CRANKCASE ASSEMBLY REAR OIL SEAL RETAINER (LOWER HALF) INSTALLATION 1. If not already accomplished, see Rear Oil Seal Retainer (Upper Half) for installing a new rope-type seal.
CAUTION
A I Pinning the lower half of I.L .:!! .!!!!!!~=..:..:::....::...:..=...;~. . the rear 011 seal retainer to an upper retainer that is already tightened to the crankcase will pinch or crack the legs of the retainer gasket. Damage to the rear oil seal retainer gasket will result in oil leakage.
6. Fasten the lower half of the retainer to the crankcase (4 capscrews, 3/8 x 1 inch, with lock washers).
A
CAUTION Ilfther~roilsealretainer
I.L . .:!!!!!!!!~=..:..:::....::...:..=...;~. . gasket IS left uncut, the excess material will dig into the oil pan seal. Damage to the oil pan seal will result in oil leakage. 7. Using a sharp knife or razor, carefully cut the rear oil seal retainer gasket, so that the legs (on each side of the crankshaft bore) are flush with the bottom of the crankcase (see Figure 4.00-62).
2. Be sure that the five capscrews of the upper rear oil seal retainer are loose (see Figure 4.00-61). UPPER HALF OF RETAINER
Figure 4.00-62. Trim Rear Oil Seal Re1alner Gasket
CAUTION
I A Ilf the lower half of the .. rear oil seal retainer Is not flush with the bottom of the crankcase, a faulty seal with the 011 pan will result in 011 leakage. 8. Verify that the bottom of the lower rear oil seal retainer is flush with the bottom of the crankcase. Slide a metal straight edge across both surfaces to detect if there is a drop between one plane and the other. Check each side of the seal retainer bore. Figure 4.00-61. Rear Oil Seal Retainer Assembly
3. Align the dowels in the lower half of the rear oil seal retainer with the two pin holes in the upper half. If necessary, use a rubber mallet to bring the mating flanges together. 4. Fasten the lower retainer to the upper half (2 capscrews, 7/16 x 1-1/4 inches, with lock washers). 5. Fasten the upper half ofthe retainer to the crankcase (5 capscrews, 3/8 x 1 inch, with lock washers). FORM 6248 First Edition
4.00 - 25
CRANKCASE ASSEMBLY MAIN BEARING CAPS INSTALLATION
CRANKSHAFT END PLAY MEASUREMENT
This torquing sequence should be used on previous engines as well as current production ones.
IA
NOTE: Generously apply engine oil to main bearing cap studs, nuts and side bolts immediately before installing them. Apply 3M Scotch Grip ~ Industrial Adhesive EC 847, or equivalent, to both sides of the side bolt washers to prevent lube oil leaks. 1. Apply engine oil to the lower bearing halves in the main bearing caps and to the crankshaft main bearings.
2. Refer to the stamped marks on the main bearing caps and install them on their corresponding main bearing seat on the crankcase. 3. Refer to Figure 4.00-63 and torque nuts 1 through 4 (in that order) to 75 ft-Ib (102 N·m). If installing replacement caps that will be align bored, torque to only 30 ft-Ib (40 N·m). When installing more than one cap, torque nuts 1 through 4 to 75 ft-Ib (102 N·m) on all caps before torquing side bolts.
CAUTION I
)
The crankshaft gear .. should not be installed prior to checking the crankshaft end play. Disregarding this Information could result In product damage and/or personal Injury.
NOTE: Fabricate a sleeve to the same dimensions as the crankshaft gear, leaving enough inside diameter that the gear fits over the crankshaft easily. A second longer sleeve with a closed end should be fabricated to fit over the end of the crankshaft, with enough length to reach the sleeve positioned against the thrust washer (see Figure 4.00-64). The longer sleeve should be fabricated to allow capscrews to be threaded through the closed end, and into the threaded holes in the crankshaft end. This will allow the sleeves to be tightened against the thrust washer.
LEFT SIDE OF ENGINE 5 LOCATING DOWEL
)
I I
~"
FRONT OF ENGINE Figure 4.00-64. Torque Front Main Bearing Cap
1. Position temporary sleeves against the thrust thrust as described in the Note above, and tighten. 2. Remove the capscrew (3/8 x 1 inch, with lock 6
Figure 4.00-63. Main Bearing Cap Tightening(Torqulng Pattem - As Viewed From Underside Of Crankcase
washer) from the lower right corner of the rear oil seal retainer assembly. Install a pin in the bo~ hole.
4. Torque all left side bo~s (5) to 250 ft-Ib (339 N·m), starting from the front of the engine. 5. Torque all right side bolts (6) to 250 ft-Ib (339 N·m) starting from the front of the engine. 6. Torque nuts 1 through 4 to 275 ft-Ib (373 N·m) to two steps: first 175 ft-Ib (237 N'm), and then 275 ft-Ib (373 N·m).
7. Check the crankshaft for free rotation after each bearing cap is torqued. 4.00 - 26
FORM 6248 First Edition
CRANKCASE ASSEMBLY 3. To measure the lateral movement of the crankshaft, mount a dial indicator on the pin. Position the indicator button against the crankshaft hub (see Figure 4.00-65).
5. Holding the crankshaft in the farthest rearward posHion, zero the dial indicator on the crankshaft hub. 6. Insert a pry bar between the main bearing cap and the crankshaft cheek. Push on the cheek to bump the crankshaft forward as far as it will go. 7. Holding the crankshaft in the farthest forward position, take note of the dial indicalor reading. Verify that the crankshaft end play is between 0.005 and 0.016 inch (0.127 and 0.406 mm). If the end play is too small, add addHional shims between the thrust ring and washer. Shims (PIN 153043A) come in standard thickness of 0.003 inch (0.076 mm). If the end play is too great, then remove shims as necessary (see Figure 4.00-67). Table 4.00-1 lists the standard thrust ring measurements.
Figure 4.00-65. Measure Crankshaft End Play
I
A
CAUTION ITo avoid damage to a crankshaft journal or fil-
... let, always position the pry bar against a non-critical surface, such as the crankshaft cheek, counterweight or main bearing cap. 4. Insert a pry bar between the counterweight and the main bearing cap (see Figure 4.00-66). Push on the counterweight to bump the crankshaft back as far as H will go.
LJ
~~* D BEARING
CRANKCASE
#1 MAIN JOURNAL ADDING SHIMS W ILL INC REASE PLAY ENI
. -.
CRANKSHAFT
-~-'~D CRANK GEAR"""'-
D
THRUST RING (BEARING)
Figure 4.00-67. Crankshaft End Play Table 4.00-1. Crankshaft Thrust Rings
Standard
PIN
A
B
1530318
0.215 0.217
0.268 0.263
Figure 4.00-66. Bump Crankshaft Towards Rear
FORM 6248 First Edition
4.00 - 'Z1
CRANKCASE ASSEMBLY 8. Remove the dial indicator from the crankshaft hub. 9. Remove the pin from the rear oil seal retainer and install the capscrew (3/8 x 1 inch, with lock washer) in the bolt hole. 1O. Remove the fabricated sleeves from the crankshaft end. OUTSIDE CRANKSHAFT THRUST RING INSTALLATION 1. Verify that the two roll pins in the front face of the #1 main bearing journal are clean and straight (see Figure 4.00-68).
CAUTION
A Ilf installed incorrect!y, IL. =~;;.;;....:..:;;.....;....:...;;;...;~. Internal stress may distort or damage the roll pins, resulting In dislocation of the thrust ring.
. =.
3. Verify that the pin holes are completely free of dirt and grit. 4. Install new roll pins (PIN 26800) with the split opposite the crankshaft end. Measure the length of each pin to verify that it protrudes 0.312 inch (±0.015 inch) from the face of the crankshaft journal (see Figure 4.00-69).
Figure 4.00-68. Roll Pins
2. Remove and discard the pins if bent or damaged.
/
--lI--
#1 MAIN BEARING JOURNAL
---h-I;.-2 ~q 'v
---SPLIT OF ROLL PINS (2) TO BE ASSEMBLED AS SHOWN
.312" •.015.J (BOTH SIDES)
Figure 4.00-69. Install Roll Pins In Crankshaft
4.00 - 28
FORM 6248 First Edition
CRANKCASE ASSEMBLY 5. Position the other half of the thrust ring flush against the machined flange on the front face of the front main bearing cap (see FlQure 4.00-70, Figure 4.00-71 and Figure 4.00-72). The two roll pins in the cap fit into pin holes on opposite sides of the thrust ring. The lip on the inside diameter of the ring seats in the groove where the crankshaft journal, shell and bearing bore converge. If necessary, place a little grease on the roll pins to help hold the thrust ring in place.
Figure 4.00-72. Outside Thrust Ring - Saddle Side
ROLL PIN HOLES
Figure 4.00-70. Crankshaft Thrust Ring (Half) Up
6. Slide the thrust washer onto the end of the crankshaft with the inside bevel facing the thrust ring (see Figure 4.00-73). Position the washer so thai the notch on the inside diameter slides past ttJe< "dowel pin on the crankshaft circumfererce (see Figure".<\.00-74). Move the washer down the crankshaft until tt, Contacts the thrust ring, fitting the two roll pins on the fiice of the #1 main bearing journal into the pin holes on opPosite sides of the thrust washer.
Figure 4.00-71. Outside Thrust Ring - Cap Side
Figure 4.00-73. Crankshaft Thrust Washer
FORM 6248 Firs! Edition
4.00 - 29
CRANKCASE ASSEMBLY
A
WARNING
Always wear insulated gloves when handling heated gears. Use of bare hands will result In severe bums. NOTE: Do not delay installation of the crankshaft gear after it is removed from the oven. The gear shrinks as it cools, so it must be properly installed before its inside diameter decreases to the paint where installation becomes difficult. Any difficulty associated with installation of the crankshaft gear increases the risk of improper installation or damage to the crankshaft gear and/or crankshaft.
Figure 4.00·74. Thrust Washer
CRANKSHAFT GEAR INSTALLATION
2. Align the notch on the inside diameter of the heated crankshaft gear with the dowel pin on the crankshaft end (see Figure 4.00-76). Verify that the timing marks (the letters "X· and "0") face outward. Slide the gear down the crankshaft end until Rseats solidly against the thrust washer.
CAUTION I~notdriveacoldcrank I~A!!:!!!!~~....:..:::....::....:..:::..:~.
L. . . shaft gear onto the crankshaft. Driving the gear onto the shaft may gall the Inside diameter of the gear, resulting In Improper installation and gear or crankshaft damage.
I
A
)
CAUTION IDo not torch heat the
.. crankshaft gear. The nitrating on the gear will not withstand the excessive heat generated by the torch. Penetration of the case-hardening will also result in brittle teeth leading to premature gear failure. Uneven expansion also can lead to gear or crankshaft damage during installation. 1. Heat the crankshaft gear (see Figure 4.00-75). Place the gear in an oven for a period of 1·1/2 to 2 hours. Maintain the oven temperature at 500 0 - 550 0 F (260 0 - 288 0 C).
Figure 4.00-76. Crankshaft Gear Mount
3. WaR for the gear to cool to the temperature of the crankshaft. Occasionally tap on the gear face with a soft hammerto ensure that it remains tight against the thrust washer. As the gear cools, it shrinks to form a metal-to-metal contact with the crankshaft. 4. Verify that the gear fRs snugly on the crankshaft without rocking or sliding.
)
Figure 4.00-75. Crankshaft Gear 4.00 - 30
FORM 6248 First Edttion
CRANKCASE ASSEMBLY OIL PUMP IDLER GEAR 1. Lubricate the exterior surface of the oil pump idler gear spindle (see Figure 4.00-77). Use a quality high viscosity oil.
8. Install the spindle screw hex nut (Grade 8, 3/4" -16) the large chamfer facing outside, the smaller chamfer in toward the bearing cap. Secure the head of the spindle screw w~h a wrench (see Figure 4.00-78) and tighten the hex nut. w~h
Figure 4.00-77. 011 Pump Gear Assembly
2. Slide the spindle into the hole at the bottom of the front main bearing cap until ~ is seated solidly against the inside counterbore. Verify that the WED part number faces outside toward the front of the engine. 3. Install the oil pump idler gear onto the spindle with the tapered end facing inward. 4. W~h the recessed side facing the screw head, move the thick washer down the spindle screw.
Figure 4.00-78. Secure Spind!i$crew Head
9. Leaving the wrench in place to keep the oil pump idler gear from turning, torque the sPindle screw hex nut to 300 - 325ft-lb (407 - 441 N·m) (~Figure 4.00-79).
•.
5. Insert the screw into the oil pump idler gear spindle until ~ exits the bore at the rear of the front main bearing cap. 6. Install the thin washer on the end of the spindle screw. 7. Apply a small amount of Loctite@ 271 Adhesive Sealant (High Strength) to the threads of the spindle screw.
Figure 4.00-79. Torque Spindle Screw Hex Nut
FORM 6248 First Edition
4.00 - 31
CRANKCASE ASSEMBLY CAMSHAFT IDLER GEAR INSTALLATION
A
WARNING
Always wear suitable safety gloves when handling the idler gears. The edges of the gear teeth are sharp enough to cut flesh if mishandled. If the gear slips from your grasp and drops, do not attempt to catch It. The sharp edges of the gear teeth combined with its weight 30 Ibs. (14 kg) and momentum may cause severe lacerations.
5. Position a new bearing above the gear hub. Exert uniform pressure against the outer race of the bearing until it makes solid contact with the counterbore (see Figure 4.00-81). The bearing is a slight interference fit, so minimum pressure is required to press the bearing into place.
)
NYLOK CAPSCREW BORE
WIDE
1. Position the camshaft idler gear in a suitable press with the shallow CQunterbore in the gear hub facing upward (see Figure 4.00-80). Position a new ball bearing above the hub. ,5HALL.UW COUNlERBORE
THIN
Figure 4.00-111. Idler Gear
6. Position the gear on a suitable workbench with the threaded holes around the hub facing upward. 7. With the beveled inside diameter of the bearing retainer plate facing outward, align the holes in the plate with the holes in the gear.
DEEP
Figure 4.00-80. Idler Gear
2. Exert uniform pressure against the outer race until the bearing makes solid contact with the counterbore. Since the bearing is a slight interference fit in the gear bore, minimum pressure is required to press the bearing into place.
8. Start six new 3/8 x 1 inch Nylok capscrews in the gear hub (see Figure 4.00-82). Aijernately wrench tighten the capscrews.
3. Turn the idler gear over so that the deeper counterbore in the gear hub faces upward. 4. Position the spacer in the gear hub.
Figure 4.00-112. Camshaft Idler Gear
4.00 - 32
FORM 6248 First
Ed~ion
)
CRANKCASE ASSEMBLY 9. Use a piece of white chalk to highlight the timing marks ("X's" and "0'5") on the faces of the cam, crank and idler gears (see Table 4.00-2) (the oil pump idler gear is not timed). The chalk enables the technician to quickly focus on the timing marks, which facilitates installation olthe gears and provides for quick confirmation of correct timing.
AUGN VERTICAL "X" BELOW TOOTH WITH "X" ON CAM GEAR ROOT
NOTE: Install both idler gears cold.
10. With the timing marks facing outward, push the idler gear onto the spindle until the rear ball bearing race is fully seated. The spacer separating the front and rear ball bearings drops down to halt complete installation of the idler gear (see Figure 4.00-83).
ALIGN HORIZONTAL "X" BELOW ROOT WITH "X" ON CRANK GEAR TOOTH
Figura 4.00-84. Camshaft Idler Gear - Timing MlIrks
13. Align the camshaft idler gear so that the vertical "X" on the tooth lines up with the "X" on the cam gear root (see Figure 4.00-85), and the horizontal "X" on the root lines up with the "X" on the crank gear tooth. Figure 4.00-83. Camshaft Idler Gear - Upper
11. When the end of the spindle contacts the spacer, rotate the idler gear to align the timing marks. 12. Two "X's," positioned 180 degrees apart, are stamped on the camshaft idler gear. One "X" (vertical) is stamped at the base of a tooth, the other (horizontal) is directly below a root (see Figure 4.00-84).
,I
Figure 4.00-85. Cam GearlCamshaft Idler Gear Timing
FORM 6248 First Ed~ion
4.00 - 33
CRANKCASE ASSEMBLY Table 4.00-2. Rear Gear Backlash Specifications
)
1- CAM GEAR 2 - CAM IDLER GEAR 3 - CRANK GEAR 4 - OIL PUMP IDLER GEAR 5 - ACCESSORY IDLER GEAR 6 - ACCESSORY (MAGNETO) DRIVE GEAR MEASUREMENT
) INCHES
METRIC (mm)
0.005 - 0.012
0.203 - 0.305
0.0052 - 0.0122
0.2063 - 0.3099
60 and 72 Tooth Gears
0.005 - 0.007
0.127 - 0.178
42 and 90 tooth gears
0.003 - 0.005
0.076 - 0.127
(A) TIming Gears (Helical Gears) Normal to tooth In plane of rotation Governor Drive Gears Magneto shalt to Intermediate Shalt (Spur Gears)
Intermediate shalt to governor (Spiral Gears) Normal to tooth In plane of rotation (Governor Gear)
0.004 - 0.006
0.102 - O.t52
0.0057 - 0.0085
0.1448 - 0.2159
NOTE: The engine camshaft idler gear is a "Hunting - Tooth" design, to minimize tooth wear. The fractional drive ratio between the crankshaft and camshaft gears results in the idler gear timing marks re - aligning with the crankshaft and camshaft timing marks only once in Bvel}' 154 crankshaft revolutions. The most practical way to realign the timing marks, when timing a camshaft, is to remove the idler gear and re - assemble to it's timed position as previously described.
4.00 - 34
FORM 6248 First Edition
CRANKCASE ASSEMBLY 14. With the timing marks correctly aligned, pull up on the ball bearing spacer and slide the idler gear down the spindle until the rear face contacts the spindle shoulder. Lightly tap the gear face with a soft rubber mallet to ensure that it is completely seated.
15. Align the holes in the idler gear washer and lock washer with those in the idler gear spindle. (Use a new lock washer) Verify that the tapered hole in the center of the idler gear washer faces inward. Finger tighten the two capscrews (1/2 x 1-1/4 inches), so that the flat of one is parallel with the flat of the other (see Figure 4.00-86).
Figure 4.00-86. Lock Idler Gear Capscrews
16. With the facing flats parallel, use a thin wall socket to tighten the first capscrew. If the socket cannot be removed, then make the capscrew a little tighter to bring the flats parallel again. TIghten the second capscrew in the same manner. The socket can only be removed when the facing flats of the two capscrews are parallel.
ACCESSORY IDLER GEAR INSTALLATION 1. Follow steps 1 - 11 under Camshaft Idler Gear. 2. Align the accessory idler gear so that the "0" stamped at the base of the tooth lines up with the "0" below the crank gear root (see Figure 4.00-87).
AUGN "0" BELOW TOOTH WITH "0' ON CRANK GEAR ROOT
"12" BELOW TOOTKTP~BE ALIGNED WITH "12" BELOW MAG DRIVE GEAR ROOT
Figure 4.00-87. Accessory Idler Gear - Timing Marks
3. Follow steps 13 - 17 under Camshaft Idler Gear (see Figure 4.00-88).
17. Torque the two idler gear capscrews to 87 ft-Ib (118 N·m). Using a thin wall socket, follow the "parallel flats" tightening procedure described in step 15.
NOTE: It may be necessary to exceed the torque value slightly in order to make the facing flats of the two capscrews parallel. The flats must be parallel to install or remove the thin wall socket.
)
18. Use a chisel and hammer to bend the rounded tab on each end of the idler gear lock washer toward the head of the adjacent capscrew. Bend each tab forward until it rests tightly against the flat of the capscrew (see Figure 4.00-86). Figure 4.00-88. Accessory Idler Gear - Lower FORM 6248 First Ednion
4.00 - 35
CRANKCASE ASSEMBLY GEAR BACKLASH MEASUREMENT
Camshaft Idler Gear to Cam Gear
Backlash is the distance or the amount of "play" between the teeth of two meshed gears (see Figure 4.00-89). Always check the backlash, regardless of whether the gear is new or used. Refer to Chapter 1 for backlash values.
1. Mount a dial indicator with a magnetic base next to the camshaft idler gear. Position the indicator point against the inside face of any idler gear tooth.
GEAR BACKLASH
2. Secure the cam gear against movement. 3. Turn the idler gear until contact with the stationary cam gear prevents further movement. 4. Holding the idler gear in position, zero the dial indicator. 5. Turn the idler gear in the opposite direction until movement is again ha~ed by contact with the stationary cam gear. 6. Take note of the dial indicator reading. Verify that the camshaft idler gear to cam gear backlash is between 0.008 and 0.012 inch (0.203 and 0.305 mm).
Figure 4.00-89. Gear Backlash
CAUTION
A Ilf the backlash on a new I .. gear is not within specification, recheck the part number to be sure that the correct gear was installed. Use of tight or "bound" gears or use of excessively worn gears, can lead to severe engine damage. If the backlash is not within specification, then the gear, and/or the gear with which it mates, must be replaced. Camshaft Idler Gear to Crank Gear 1. Mount a dial indicator with a magnetic base next to the camshaft idler gear (see Figure 4.00-88). Position the indicator point against the inside face of any idler gear tooth. 2. Turn the camshaft idler gear until contact with the stationary crank gear prevents further movement. 3. Holding the idler gear in position, zero the dial indicator. 4. Turn the camshaft idler gear in the opposite direction until movement is again halted by contact with the crank gear. 5. Take note of the dial indicatorreading. Verify thatthe camshaft idler gear to crank gear backlash is between 0.008 and 0.012 inch (0.203 and 0.305 mm).
CAUTION I
A Severe engine damage I.L .: .=:.-...:=...:...;::;...::....:..=;..;;.J. . may result from operation with "tight" or excessively worn gears.
CAUTION I
A Severe engine damage I ="=-:-:-~-:--:may result from operation with "tight" or excessively worn gears.
,":,
__-"
7. Back off the point ofthe dial indicator, rotate the idler gear 180 degrees and recheck the backlash. Accessory Idler Gear to Crank Gear 1. Mount a dial indicator with a magnetic base next to the accessory idler gear. Position the indicator point against the inside face of any idler gear tooth. 2. Turn the accessory idler gear until contact with the stationary crank gear prevents further movement. 3. Holding the idler gear in position, zero the dial indicator. 4. Turn the accessory idler gear in the opposite direction until movement is again ha~ed by contact with the crank gear. 5. Take note ofthe dial indicator reading. Verify thatthe accessory idler gear to crank gear backlash is between 0.008 and 0.012 inch (0.203 and 0.305 mm).
CAUTION I
A ~evere engine damage IL. =-==..:...::.....:~::;..:~. may result from operation with "tight" or excessively worn gears.
.. =
6. Back off the point of the dial indicator, rotate the accessory idler gear 180 degrees and recheck the backlash.
6. Back off the point of the dial indicator, rotate the idler gear 180 degrees and recheck the backlash. 4.00-36
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY 011 Pump Idler Gear to Crank Gear 1. Mount a dial indicator w~h a magnetic base next to the oil pump idler gear. Position the indicator point against the inside face of any idler gear tooth. 2. Turn the oil pump idler gear until contact w~h the stationary crank gear prevents further movement. 3. Holding the idler gear in indicator.
pos~ion,
zero the dial
4. Turn the oil pump idler gear in the opposite direction until movement is again halted by contact with the crank gear. 5. Take note ofthe dial indicator reading. Verifythatthe oil pump idler gear to crank gear backlash is between 0.008 and 0.012 inch (0.203 and 0.305 mm).
CAUTION I =A= ______ I..
Severe engine damage ....;;.._~. may result from operation with "tight" or excessively worn gears.
L..
6. Back off the point of the dial indicator, rotate the oil pump idler gear 180 degrees and recheck the backlash. MAGNETO DRIVE ASSEMBLY INSTALLATION 1. Remove the 3/4 inch NPT square head pipe plugs from taps 2 and 3 in the right bank main oil header. Oil header tap number 1 is at the front of the engine, while tap number 8 is at the rear. 2. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a 1/2 to 1/8 inch reducing bushing. Install the bushing in oil header tap number 2 (for connection of the oil header pressure tube to the prechamber safety fuel shutdown valve).
I.A. CAUTION Idrive Do not install magneto mounting studs with a pipe wrench or similar device. Use a collet style stud driver to prevent damage to studs. 6. Install the six studs in the rear right bank side of the rear gear housing. Drive each stud into the flange until the last coarse thread is turned into the casting.
IA
.. leaks.
CAUTION IDeposits left on gasket surfaces will cause
7. Verify that all gaskets and gasket mating surfaces are clean and completely free of grease and oil. 8. Slide a new gasket on the mounting studs.
A
WARNING
The magneto drive assembly weighs approximately 70 Ibs. (32 Kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 9. Locate the bolt hole between the'tWo rounded cuts in the flange of the magneto drive housing (see Figure 4.00-90). With the bolt hole at the 10 o'clock position and the overspeed governor mounting pad facing upward (but tilting toward the right), move the magneto drive down the mounting"Studs until the outer lip on the spindle side fits squarely in the hole in the rear gear housing.
3. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a 1/2 to 1/4 inch reducing bushing. Install the bushing in oil header tap number 3 (for connection of the governor drive oil supply and overspeed governor oil header pressure tube connections). 4. Check the six magneto drive mounting studs for nicks, cracks, galled or stretched threads and other obvious damage. Replace as necessary (P/N B839). 5. Each magneto drive mounting stud has both fine and coarse threads separated by a smooth boss. Apply Loctite® Removable Threadlocker 242 to the coarsely threaded side.
FORM 6248 First Edition
Figure 4.00-90. Magneto Drive Assembly
10. Install the fasteners (1/2 inch hex nuts with lock washers) on the six mounting studs. Alternately wrench tighten.
4.00 - 37
CRANKCASE ASSEMBLY 11. Remove the two side bolts (3/8 x 1 inch, with lock washers) from the magneto drive adapter cover, if installed (see Figure 4.00-91).
14. Alternately wrench tighten the capscrews (5) to secure the magneto drive support bracket to the block and to the magneto drive adapter cover (see Figure 4.00-92).
)
Figure 4.00-91. Remove Adapter Cover Side Bolts
12. Leaving the fasteners loose, attach the magneto drive support bracket to the front right side of the engine block (3 capscrews, 1/2 x 1-1/8 inches, with both lock and flat washers). Slide the bracket forward until it contacts the magneto drive adapter cover.
Figure 4.00-92. Mount Magneto Drive Assembly
)
NOTE: The round hole in the center of the bracket, as well as the rounded open-ended cut at the back, provides access to the second and third taps in the main oil header.
13. Slide two longer fasteners (3/8 x 1-1/2 inches, with lock washers and flat washers) through the slots in the magneto drive support bracket. Install spacers (5/32 inch) on the capscrews and thread them into the magneto drive adapter cover.
4.00 - 38
FORM 6248 First Edition
CRANKCASE ASSEMBLY MAGNETO DRIVE GEAR INSTALLATION 1. Use a piece of white chalk to highlight the timing marks (the number "12") on the face of the magneto drive and accessory idler gears. The chalk enables the technician to quickly focus on the timing marks, which facilitates installation and provides for easy confirmation of correct timing. 2. Bar the engine over, so that the "12" on the accessory idler gear is facing the mag drive gear shaft (see Figure 4.00-93).
4. With the timing marks facing outward, slide the magneto drive gear onto the drive shaft (see Figure 4.00-94). Align the magneto drive gear so that the "A" marked on the magneto drive shaft and the" A" marked on the magneto drive gear lines up, and the number "12" stamped below the magneto drive gear root lines up with the "12" at the base of the accessory idler gear tooth (see Figure 4.00-93, Figure 4.00-94 and Figure 4.00-95).
ALIGN "0" BELOW TOOTH WITH '0" ON CRANK GEAR ROOT
Figure 4.00-94. Drive Shaft
5. Install the six magneto drive gearcapscrews (7/16 x 3 inches, with lock washers) (see Figure 4.00-95). lighten the capscrews in an alterilating pattern (see Figure 4.00-96).
"12" BELOW TOOTH TO BE ALIGNED WITH "12" BELOW MAG DRIVE GEAR ROOT
Figure 4.00-93. Accessory Idler Gear - Timing Marks
A
LINE UP "A" ON MAGNETO DRIVE GEAR
wrTH "A" ON MAGNETO DRIVE SHAFT
WARNING
Always wear suitable safety gloves when handling the magneto drive gear. The edges ofthe gear teeth are sharp enough to cm flesh If mishandled. If the gear slips from your grasp and drops, do not attempt to catch it. The sharp edges of the gear teeth combined with its weight 80 Ibs. (36 Kg) and momentum may cause severe lacerations. 3. Rotate the magneto drive shaft so that the keyway slot and the "N marked on the shoulder face of the shaft, (marked between threaded holes) are at the top (see Figure 4.00-94 and Figure 4.00-95).
Figure 4.00-95. Mount Magneto Drive Gear
NOTE: An "A" is marked on both the front and rear of the magneto drive gear. FORM 6248 First Edition
4.00 - 39
CRANKCASE ASSEMBLY Magneto Drive Gear to Accessory Idler Gear Backlash, Measure
)
1. Mount a dial indicator with a magnetic base on the rear gear housing flange next to the magneto drive gear. Position the indicator point againstthe inside face of any drive gear tooth. 2. Secure the accessory idler gear against movement. 3. Turn the magneto drive gear until contact with the stationary idler gear prevents further movement. 4. Holding the magneto drive gear in position, zero the dial indicator. 5. Turn the drive gear in the opposite direction until movement is again halted by contact with the stationary idler gear. 6. Take note of the dial indicator reading. Verify that the magneto drive gear to accessory idler gear backlash is between 0.008 and 0.012 inch (0.203 and 0.305 mm). 7. Back off the point of the dial indicator, rotate the magneto drive gear 180 degrees and recheck the backlash.
Figure 4.00-96. Magneto Drive Gear TIghtening And Torquing Pattern
6. Torque the magneto drive gear capscrews to 60 ft-Ib (8t N·m). 7. To verify proper torque, retorque the capscrews moving clockwise around the mag drive gear hub.
4.00 - 40
CAUTION I I.=A=,---,;;..;;..~:......;;...;;..;;;....:~. .
Severe engine damage may result from operation with "tight" or excessively worn gears.
L.
NOTE: If the backlash on a new gear is not within specification, recheck the part number to be sure that the correct gear was installed. If the gear is used, then the distance between the teeth gradually increases as the gear wears, eventually resulting in excessive backlash. If the backlash is not within specification on a new or used gear, then the gear, and/or the gear with which it mates, must be replaced.
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY CYLINDER SLEEVE INSTALLATION
A CAUTION I I=... = ______.;;...;-...1.
Do NOT use a cylinder sleeve gasket PIN 1763750 with PIN 205130L sleeve. Using the cylinder sleeve gasket will cause the sleeve to project too far above the crankcase deck for proper head gasket sealing, causing severe engine damage.
L.
A
WARNING
Cylinder sleeve weighs approXimately 63lbs. (28 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 1. Make sure that the crankcase counterbore is clean, as the new sleeve pilots in the upper crankcase bore provide rigidity and support.
IA
3. On 9-3/8 inch bore GL models with PIN 205130C and 205130H cylinder sleeves only (see Figure 4.00-98) Install cylinder sleeve gasket to the cylinder sleeve.
CAUTION I
Remove caution tape ... "Do not use a cylinder sleeve gasket #1763750 with this sleeve as severe damage will occur", from the circumference of the PIN 205130L cylinder sleeve priorto installation, or severe engine damage will result.
2. On PIN 205130L cylinder sleeves, (see Figure 4.00·97) remove the caution tape from the circumference ofthe cylinder sleeve. Clean any residue from the cylinder sleeve.
Figure 4.00-98. Cylinder Sleeve
4. Lubricate the a-rings and the crankcase a-ring bores with Parker Super-O-Lube® silicone lubricant, prior to installing the sleeve into the crankcase. NOTE: Prior to assembling the D-rings into the sleeve grooves, the grooves should be cleaned of any preservative oil. Remove all traces of the oil from the grooves. Failure to remove petroleum based oils will cause the ethylene propylene rings to swell when they come in contact with the oil. Figure 4.00-97. PIN 205130L Cylinder Sleeve Caution
Tape
FORM 6248 First Ednion
5. Install the a-rings into the sleeve grooves by hand. The red a-ring is silicone and is installed on the oil side
4.00 - 41
CRANKCASE ASSEMBLY olthe sleeve. The two black O-rings are installed on the water side of the sleeve. 6. With the O-rings installed in the grooves, spiral the O-rings, using a pencil to remove the twists in the O-rings and properly seat the rings in the sleeve grooves (see Figure 4.00-99).
10. Measure the bore diameter 2 and 8 inches (51 and 203 mm) down from the top of the sleeve. The sleeve must be round within the tolerances listed in Table 3.05-14 and Table 3.05-15. lithe sleeve bore is out of round, reposition the sleeve and recheck tolerance.
11. Repeat Steps 1 thru 10 for the remaining cylinder sleeves. PISTON AND CONNECTING ROD INSTALLATION
A
WARNING
Always wear proper eye protection when removing piston pin retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged. NOTE: Refer to Chapter 3 for procedures to install piston rings. NOTE: The rounded edge of the retaining rings should
be oriented towards the piston pin.
Figure 4.00-99. Spiraling O-rings
NOTE: Pull the pencil around the sleeve circumference at least twice.
1. Install one piston pin retaining ring into the piston (see Figure 4.00-101).
)
7. Install the sleeve into the crankcase. The fit will be snug. If the sleeve will not fit with a good push, pick up the sleeve, rotate and try again. NOTE: It is only necessary to snug the screws down in Step 8 to allow the sleeve to fully seat down against the crankcase counterbore. 8. Using the crossbar from the sleeve puller (PIN 499233), clamp the cylinder sleeve down against the crankcase counterbore.
9. Measure the sleeve projection (see Figure 4.00-100 above the crankcase deck. Refer to Table 3.05-14 and Table 3.05-15 for the proper sleeve projection value. MEASURE SLEEVE PROJECTION _ _ _ _ _ABOVE CRANKCASE DECK
J 1
Figure 4.00-100. Sleeve Projection
NOTE: If the O-rings become twisted during installation of the sleeve, this may be enough to cause the cylinder sleeve to exceed out of round tolerance. When cylinder sleeve is repositioned, insure thai the O-rings are not twisted. 4.00-42
Figure 4.00-101. Piston And Connecting Rod
FORM 6248 First Edition
CRANKCASE ASSEMBLY 2. Lubricate a piston pin and insert it part way into the opposite piston pin boss.
A
WARNING
LATERAL LOCATING TANG
/
ROD CAP (UNLOADED SIDE)
Connecting rod weighs 62 Ibs. (28 kg). Use a suitable lifting device and the aid of an assistant when removing or installing the connecting rod to prevent severe personal injury or death. 3. Position connecting rod between the piston pin bosses. Push the pin through the connecting rod and into position against the retaining ring. 4. Install the second retaining ring into the piston.
I.a A CAUTION I
Do not touch the rod bearing runmng surface. Acidic skin secretions promote the start of surface corrosion and wear in the affected area.
/
CENTERED LOCATING TANG
ROD BLADE (LOADED SIDE)
A CAUTION I I=.a= __:...;......;...:__
The bearing shells and ....::..:.;;...;~. rod bore must be completelyfree of oil, dirt or other foreign material. Any dirt or debris caught between the bearing shell and bore results in bearing distortion and reduced service life.
L.
5. Wipe the rod bearing bore and bearing shells clean. 6. Obtain a set of new connecting rod bearings. Each set consists of two shells. The shell installed in the cap, which is the unloaded side of the rod, is fully grooved with no oil holes. The bearing installed in the blade is partially grooved, the groove extending from the parting edges of the shell to each oil hole (See Figure 4.00-102).
Figure 4.00-102. Connecting Rod Bearings
7. Position the fully grooved bearing shell above the bearing seat on the rod cap. The shell diameter is slightly larger than the connecting rod bore (see Figure 4.00-103). /
PARTING EDGES ~
Figure 4.00-103. Connecting Rod Bore And Bearing Shell
FORM 6248 First Ednion
4.00 - 43
CRANKCASE ASSEMBLY 8. Apply even pressure on the edges of the bearing to press ~ into place. The locating tang on the parting edge ofthe shell mustftt squarely in the notch machined inthe roll pin side of the cap (see Figure 4.00-104).
A. II~sure that the piston I.L .=.a=~;;.;;....;;.::.......;;;..;;..;;;;..;;..:...J. ring compressor is properly installed on the piston, to prevent it from falling off and causing damage to equipment and/or personal injury.
CAUTION
)
NOTE: Stagger the piston ring openings 120 degrees, prior to installing the ring compressor on the piston. NOTE: Proper use of the piston ring compressor is especially important when installing the three ring piston, due to piston ring tangential load.
14. Install the piston ring compressor (P/N 494085 for 8-1/2 inch bore or PIN 494206 for 9-3/8 inch bore) on the piston (see Figure 4.00-105).
BEARING RUNNING SURFACE
">(
ROD CAP
~OILGROVE
"
BEARING SHELL
Figure 4.00-1 04. Installing Bearing Shell
9. Position the ungrooved bearing shell above the bearing seat on the rod blade. The locating tang centered on the parting edge of the bearing shell must be directly above the notch centered in the roll pin side of the blade. Apply even pressure on the edges of the bearing to press ~ into place.
PISTON RING COMPRESSOR
10. Verify that the two oil holes in the shell match up w~h
the supply holes in the rod bearing bore.
CAUTION
A. Ilf the b!aring shells fit I.L .=.a='--:........;..;;;....;;..;;.._--I. loosely In the rod bearing bore, poor heat transfer will result In excessive temperatures that shorten bearing service life. A spun bearing may damage the crankshaft journal.
CORRECT
11. Verify thatthe bearing shells f~ tightly in the bearing bore.
PISTON RING COMPRESSOR
12. Lubricate the piston, piston rings, cylinder sleeve, crankshaft and bearings w~h clean engine oil. 13. Using the engine barring device, bar the engine over until the crankshaft connecting rod journal is oriented towards the midpoint of the crankcase door opening, on the same side of the engine as the piston being installed.
Figure 4.00-105. Install Piston And Connecting Rod
Assembly
15. Install a piston puller (P/N 474018 for 8-1/2 inch bore or PIN 474019 for 9-3/8 inch bore) to the two threaded holes in the piston pin crown.
4.00 - 44
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY NOTE: Looking at the rod centerline, note that one "leg" of the rod bore is longer than the other (see Figure 4.00-106). The long "leg" olthe rod bearing bore must face inside toward the camshaft during installation.
17. Install the connecting rod cap. Verify that the rod blade and cap are marked with the same cylinder location number (see Figure 4.00-107).
1
1J THIS SIDE TOWARDS THE CAMSHAFT
00'.' ~\mI.N"I-_-"''-----''''-_~\
A
][ "
ROD CAP
I
\
Figure 4.00-106. Connecting Rod Position
16. Using a su~able lifting device and the aid of an assistant, slowly lower the piston into the cylinder bore. As the piston ring compressor touches the top circumference of the cylinder sleeve, the piston must be pushed down through the piston ring compressor and into the cylinder sleeve. Hold the piston ring compressor against the crankcase to prevent the rings from slipping out between the piston ring compressor and the crankcase.
A
WARNING
Both the connecting rod blades and caps are marked to Identify their location in the engine. For example, 12 cylinder rods are marked 1R, 1L, 2R, 2L, etc. Do not crossmate connecting rod blades and caps. Disregarding this information could result in severe personal injury or death.
A CAUTION I I=.. ='--''--'--''--....;;..~:--'.
Use the aid of a~ assistant when lowering the piston and connecting rod assembly into the cylinder sleeve, to prevent damage to the cylinder sleeve, crankshaft, connecting rod journal and/or personal Injury.
L.
FORM 6248 First Edition
Figure 4.00-107. Connecting RoctCap Capscrew TIghtening Sequence - Roll Pih Equipped
18. Torque the four connecting rod capscrews in the proper numerical sequence, as follows: A. Lubricate the the threads, and under the threads, of four ferry head connecting rod capscrews with engine oil. B. Locate the number "1" stamped in the connecting rod cap. Hand tighten a capscrew in this hole first. Hand tighten the remaining capscrews in pos~ions 2 thru 4 (see Figure Figure 4.00-107). C. Following the same numerical sequence, torque the capscrews to 50% of the final torque value. D. Repeating the torque sequence, torque the capscrews to a final torque value of 180 - 190 ft-Ib (244 - 257 N·m). 19. Repeat Steps 1 thru 18 for each piston assembly. 20. Refer to Table 1.20-9 and verify thatthe connecting rod end play is 0.029 - 0.041 in. (0.7366 - 1.044 mm).
4.00-45
CRANKCASE ASSEMBLY OIL PAN Oil Pickup Screen Installation 1. Inspect the pickup screen for tears or holes (see Figure 4.00-108). Replace the screen if damaged.
2. Inspect the baffle box for broken welds, split seams or cracks around the oil tube holes. Replace the baffle if damaged.
)
3. Apply a fast setting gasket adhesive, such as 3M Scotch Grip~ Rubber and Gasket Adhesive 847, on the oil tube flanges. Place new gaskets on the flanges. 4. Install the oil tubes in the screening element. Place the baffle over the screen aligning the holes with those in the flange gaskets. 5. Obtain two new gaskets for the oil elbow inletflanges and apply gasket adhesive to one side. Press the sticky side of the gasket onto the baffle aligning the holes with those in the box. 6. Verify that the oil elbow inlet and outlet flanges are clean. Old gasket material or adhesive left on the mating surfaces may cause air or unfiltered oil to leak into the elbows. 7. Finger tighten the oil elbow inlet flanges (2 capscrews per elbow, 3/8 x 2 inches, with lock washers) to the pickup screen assembly. The inlet flange is on the shorter end of the elbow. 8. Position the pickup screen assembly in the oil pan. 9. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the oil elbow outlet flanges. Place new gaskets on the flanges. 10. Finger tighten the oil elbow outlet flanges (2 capscrews per elbow, 3/8 x 1-1/8 inches, with lock washers) to the front of the oil pan. 11. Alternately wrench tighten all capscrews.
Figure 4.00-108. 011 Pickup Screen Assembly12 Cylinder
)
4.00 - 46
FORM 6248 First Edition
CRANKCASE ASSEMBLY
Figure 4.00-109. Oil Pan Seal
Oil Pan Seal Installation I. Verify that the oil pan flange and seal groove are clean.
5. Apply a small amount of RTV Silicone Rubber Adhesive Sealant to one end of the seal. Press the ends together. Use two oil pan bolts to hold the seal in place until the adhesive is dry (see Figure 4.00-110).
2. Place a new silicon rubber seal in the groove. Locate the break in the seal material along the right front side of the oil pan where the groove is straight (in the area between the first and second oil pan doors) (see Figure 4.00-109). 3. Back the seal up slightly in the groove to obtain a little slack. This step ensures that both ends meet without any stretching of the material once the seal is cut. 4. Hold both ends of the seal side-by-side and cut them diagonally at a 45 - 60 degree angle. Since each end must be cut althe same angleto provideforthe best fit, always cut both ends simultaneously.
Figure 4.00-110. Oil Pan Seal - Front Right
FORM 6248 First Edition
4.00 - 47
CRANKCASE ASSEMBLY 011 Level Dipsticks Installation
Expansion Plug Instsllatlon
CAUTION I~posits I=.A.="-==..;;..;;;...;;..:..~~. .
1. Apply Loctite® Hydraulic Sealant around the edge of a new expansion plug (see Figure 4.00-112).
left .on gasket surfaces will cause leaks. Verify that the gasket and gasket mating surfaces are clean and completely free of grease and 011.
)
1...
1. Slide two new NyIok capscrews through the holes in the oil gauge support. Position a new gasket on the
capscrews. 2. Install the gauge support on the right side of the engine between the second and third oil pan doors. 3. Install a new a-ring on the neck of the oil level gauge (see Figure 4.00-111). Apply Parker Super-O-Lube® silicone lubricant, to the a-ring. Install the gauge in the oil gauge support. Repeatthe procedure on the left side. IlO'N
IFUU.
i> 0 0
1I1If===::::l
--------~2~~~\J~
EXPANSION PLUG
OoRlNG
I
Figure 4.00-112. Expansion Plug Location
Figure 4.00-111. Dipstick
2. With the concave side facing inward, pos~ion the plug against the opening in the oil pump mounting flange. The correct opening (lower left corner) is easily identified by the counterbore. 3. Using a suitably sized brass drift and a brass faced hammer, seat the plug squarely in the opening. 4. Reach into the oil pan and push against the back of the plug to verify that it is tightly and squarely seated against the counterbore.
Oil Pan Cover Plate Installation
CAUTION I I.. =A.= ____ ....;;.."'---'.
Deposits left .on gasket surfaces Will cause leaks. Verify that the gasket and gasket mating surfaces are clean and completely free of grease and oil.
L..
1. Slide two fasteners through the holes in the diamond-shaped cover plate (1/2 x 1-1/2 inches, with lock washers). Hang a new gasket on the capscrews. 2. Position the cover plate over the flange on the rear right corner of the oil pan. Tighten the capscrews. Repeat the procedure on the rear left corner.
4.00 - 48
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY CRANKCASE INSTALLATION 1. Fill in the cross cuts at the rear corners of the oil pan with RTV Silicone Rubber Adhesive Sealant (see Figure 4.00-113).
to ensure that no dirt, grit or debris is caught between the block and the oil pan. 5. Apply a bead of RTV Silicone Rubber Adhesive Sealant along the bottom seam formed where the front of the block mates with the rear gear housing cover. Apply another bead of RTV along the seam formed where the rear of the block mates with the lower half of the rear oil seal retainer.
A
WARNING
While the crankcase Is suspended, do not put hands, arms, feet or any other body part beneath it. Stand back as far as possible and exercise extreme caution. Disregarding this Information could result in severe personal Injury or death. Figure 4.00-113.011 Pan Cross Cuts - Rear Right
2. Inspect the area where the oil pan seal bends around the rear corners ofthe oil pan. Use RTV Silicone Rubber Adhesive Sealantto fill any small gaps between the seal and the inside wall of the groove. 3. From the center of the second oil pan door up to the first bolt hole on the right bank side, lay a bead of RTV Silicone Rubber Adhesive Sealant in the gap between the oil pan seal and the inside wall of the groove. Repeat this step on the left bank side.
A
WARNING
The crankcase at this point in assembly may weigh as much as 13,000 Ibs. (5897 kg). To avoid serious personal injury or death, always consider the weight of the engine when selecting hoisting chains and lifting equipment. Never exceed the maximum capacity rating of the lifting device. Inspect the lifting equipment for physical damage or defects before use. Remain alert to potential hazards.
A
6. Using a suitable lifting device, raise the crankcase. 7. The upper flange of the oil pan has two locating dowels, one at the front left corner, the other at the rear right corner. With the crank shaft gear end of the installed crankshaft on the same side as the lube oil pump mounting pad on the oil pan, carefully lower the crankcase down on the locating dowels and the oil pan.
8. Install the 28 capscrews (3/4 x~2-1/2 inches, with washers) around the perimeter oftheoil pan, 12 on each side and 4 in the rear. Torque the 28 capscrews ofthe oil pan to 215 ft-Ib (292 N·m). 9. Install the two smaller oil pan capscrews (5/8 x 2-1/4 inches, with washers) in the bottom of the rear gear housing at the front of the engine, one on each Side of the crankshaft bore (see Figure 4.00-114 and Figure 4.00-115). Torque the 2 smaller capscrews threaded into the rear gear housing to 150 ft-Ib (203 N·m).
WARNING
Always lift the crankcase using the approved lifting eyes. The 12 Cylinder VHP engine Is equipped with two pairs of lifting eyes, one pair at the front, the other pair at the rear. Follow approved rigging procedures. Always use the proper spreader bar to ensure that no undue strain Is placed on the lifting eyes and hoisting chains. Disregarding this Information could result in severe personal injury or death. 4. While the crankcase still installed in the engine stand, thoroughly clean the bottom of the cylinder block FORM 6248 First Edition
Figure 4.00-114.011 Pan Capscrew - Front Right 4.00-49
CRANKCASE ASSEMBLY
A
WARNING
The front flywheel housing weighs approximately 205 Ibs. (93 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 3. Attach a suitable lifting device to the front flywheel housing (see Figure 4.00-117).
Figure 4.00-115. Oil Pan Capscrew - Front Left
10. Remove the hoisting chains from the lifting eyes. FRONT FLYWHEEL HOUSING INSTALLATION
NOTE: Insure that the camshaft rear cover plate is installed prior to installing the front flywheel section. 1. Install two 1-1/2 inch dowel pins into the rear face of the engine block to a depth of 3/4 inch. 2. Thoroughly wipe the flanges where the front flywheel housing mates with the rear face of the block (see Figure 4.00-116). Dirt, grit or other debris will prevent proper seating. Verify that the mating flanges are completely smooth. Use a fine toothed pattern file to lightly dress down any burrs or high spots.
Figure 4.00-117. Front Flywheel Sectlon
4. Position the front flywheel housing on the dowel pins (see Figure 4.00-117 and Figure 4.00-118). Note that the bore resembles the shape of the rear oil seal retainer assembly.
) Figure 4.00-116. Crankcase - Rear 4.00 - 50
Figure 4.00-11 B. Front Flywheel Housing Capscrew TIghtening Pattern FORM 6248 First Edition
CRANKCASE ASSEMBLY 5. Start two capscrews (5/8 x 1-1/2 inches, with lock washers) in the top center segment of the front flywheel housing (see Figure 4.00-118).
NOTE: Disregard the 7DC" marking on the rim of the flywheel, which is the reference mark for 6 cylinder models.
6. Start the remaining twelve capscrews (5/8 x 1-1/2 inches, with lock washers) in the frontflywheel housing. 7. Alternately tighten the four capscrews (5/8 x 1-1/2 inches, with lock washers) around each dowel pin (see Figure 4.00-118). Tighten the remaining capscrews.
8. Remove the lifting device. ATTACH THIS TAPE
TIMING TAPE INSTALLATION Gheck the condition of the timing tapes. Replace the tapes if torn, deteriorated or peeling.
1. Remove the old timing tapes and discard.
2. Thoroughly clean the rim of the flywheel to remove all oil, grease and dirt. 3. Peel the adhesive backing off a new timing tape. Avoid kinking the tape when the protective paper is removed.
A CAUTION I~o I=.a=:........;=~~~~:..:..J.
not touch the ~dhe Slve surface on the timing tape or its bonding ability will be adversely affected.
L.
4. Carefully align the "TOG" mark on the timing tape (see Figure 4.00-120) with the "#1 RB TOG" mark on the rim of the flywheel (see Figure 4.00-119). Be sure the tape is readable when facing the flywheel from the rear. Place the top of the tape (the inside edge) directly behind the letter 'T' in "TOG" on the rim of the flywheel. To get the tape on straight, use the machining lines for reference. ALIGN TDC MARKS ON TWO TAPES AT THESE LOCATIONS ATTACH THIS SECOND TAPE OVER THE FIRST TAPE
mc
#6 LB mc
PAINTED MARK AT50'CLOCK POSITION
Figure 4.00-119. Flywheel Timing Tape Locations Figure 4.00-120. Timing Tape FORM 6248 First Edition
4.00 - 51
CRANKCASE ASSEMBLY 5. Use a smooth roller or another blunt object to tightly press the tape into place.
)
6. Align the "TDC" mark on a second timing tape (same part number) with the "#6LB TDC" mark on the rim ofthe flywheel (see Figure 4.00-119). Press the tape into place, overlapping a portion of the first tape with the end of the second. FLYWHEEL INSTALLATION 1. Rotate the crankshaft until the keyway in the crank gear is at the top (see Figure 4.00-121).
Figure 4.00-122. Llftl ng The Flywheel
3. Thread two guide pins into the crank hub in the 3 o'clock and 9 o'clock positions (see Figure 4.00-123). LIFTING BRACKET BOLT HOLES
)
Figure 4.00-121. Orient Crank Gear
A
WARNING
The flywheel weighs approximately 900 Ibs. (408 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal Injury or death.
IA
CAUTION IHandle the flvw.h~1 with
care. As a precision machined component, the condition of the flywheel is critical to satisfactory engine performance. Disregarding this information could result in product damage and/or personal Injury.
.L .:: .=:.......::=....;;..;:;....;;..:..=...;:.:...J. .
2. Mount the lifting bracket to the flywheel using the three outside bolts holes shown (see Figure 4.00-122). Be sure that suspension of the flywheel places the painted marked at the 5 o'clock position.
CRANK HUB GUIOEPIN HOLES
Figure 4.00-123. Flywheel Mounting
4. Thoroughly wipe the face and rim of the crankshaft hub. Thoroughly wipe the counterbore at the back of the flywheel. Dirt, grit or other debris will prevent proper seating. Verify that all mating surfaces are completely smooth. Use a fine toothed pattern file to lightly dress down any burrs or high spots. 5. Attach a suitable lifting device to the flywheel lifting bracket.
NOTE: The painted mark indicates an offset hole. This offset hole insures the correct installation of the flywheel. 4.00 - 52
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY 6. With the painted mark at the 5 o'clock position, slide the flywheel down the guide pins until it makes solid contact with the crankshaft hub (see Figure 4.00-124).
12. Alternately torque the flywheel capscrews to 171 - 175 ft-Ib (232 - 237 N·m). MAGNETIC PICKUP SENSOR INSTALLATION 1. Position a new copper washer on the 5/8 inch hex head plug.
2. Locate the two holes in the lower right side of the front flywheel housing. Install the plug in the selected hole. 3. Rotate the flywheel until the tooth of the ring gear is centered in the unplugged hole (see Figure 4.00-126). SPOT FAC~6=:::::::::,,"
Figure 4.00-124. Mount Flywheel
7. Ughtly lubricate the flywheel capscrews. Use a quality high viscosity oil. 8. Tighten the four lower capscrews (5/8 x 2 inches, with hardened washers) to hold the flywheel flat against the hub of the crankshaft.
9. Remove the lifting bracket from the flywheel (see Figure 4.00-125).
FRONT FLYWHEEL HOUSING ,... (UPPER HOLE)
~
RING GEAR TOOTH
Figure 4.00-126. Ring Gear Tooth Alignment
A CAUTION I I....~":=7""';;'-~-::-~-:-::-"
.
Be su~1!: that the top of thetO
4. Thread the magnetic pickup inlet the hole until the pole face bottoms out on the flat head of the ring gear tooth (see Figure 4.00-127). ._.
NOTE: If the rear flywheel housing is installed, the feeler gauge cannot be used. 5. Back out the pickup one turn. 6. Use a feeler gauge to verify that the gap between the pole face and the top of the tooth is 0.040 ±0.010 inch (1.0 ±0.25 mm) (see Figure 4.00-127).
Figure 4.00-125. Remove Lifting Bracket
--0.(140".0.010" GAP (1.0 • 0.25 mm)
10. Remove the two guide pins from the crankshaft hub.
Figure 4.00-127. Install Magnetic Pickup Sensor
11. Install the eight remaining flywheel capscrews (5/8 x 2 inches, with hardened washers).
7. Tighten the jam nut (7/8 inch hex) against the spot face on the flywheel housing.
FORM 6248 First Edition
4.00 - 53
CRANKCASE ASSEMBLY REAR FLYWHEEL HOUSING INSTALLATION 1. Install two 1-1/8 inch dowel pins into the rear face of the front flywheel housing (at the 2 o'clock and 7 o'clock positions) to a depth of 1/2 inch. 2. Thoroughly wipe the mating flanges of the front and rear flywheel housings. Dirt, grit or other debris will prevent proper seating. Verify that the mating flanges are completely smooth. Use a fine toothed pattern file to lightly dress down any burrs or high spots.
A
WARNING
7. Start the remaining twelve capscrews in the rear flywheel housing. Wrench tighten using the pattern shown (see Figure 4.00-128).
)
8. Remove the lifting device. 9. Remove the two capscrews between the dowel pin and the starter bore on the left bank side (for mounting of the oil filler bracket). Remove the single capscrew between the timing pointer and the dowel pin on the right bank side (for mounting of the bulkhead connector bracket).
The rear flywheel housing weighs approximately 110 Ibs. (50 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 3. Attach a suitable lifting device to the rear flywheel housing. 4. With the straight edge down, hang the rear flywheel housing on the dowel pins. 5. Release the tension on the lifting chain, so that the full weight of the housing is supported by the dowels.
A CAUTION I ILte.::n=s=io:....n...;:;.o~n....;t:-;he"--re-a-r"'::fI:-yw-:-'heel
Be sure the lifting device . does not place too much housing as it is bolted down. Too much tension on the lifting chain will pull the housing into an egg shape, resulting in a bore runout that exceeds specification.
)
. ..
6. Tighten the two capscrews (1/2 x 1-1/2 inches, with lock washers) on each side of the dowel pins (see Figure 4.00-128). 9
10
o
o 0
DOWEL PINS (2)
o 16
/
15
)
STRAIGHT EDGE
Figure 4.oo-12B. Rear Flywheel Housing Capscrew Tightening Pattern 4.00 - 54
FORM 6248 First Edition
CRANKCASE ASSEMBLY FLYWHEEl./FLYWHEEL HOUSING BORE AND FACE RUNOUT MEASURE 1. Verify that the flywheel and rear flywheel housing (bore and face) are clean and free of dirt, grit or other foreign matter. Figure 4.00-129 shows the measurements that are required for proper flywheel mounting.
Flywheel Housing Rear Face Runout Measure 1. Mount a dial indicator with a magnetic base on the flat face of the flywheel (top center) (see Figure 4.00-130). Position the indicator button against the face of the flywheel housing. Zero the dial indicator gauge.
D
-+-+- B
C
Figure 4.00-130. Flywheel HouslngReer Face Runout
2. Apply pressure to the front of the crankshaft to remove crankshaft endplay, and rotate the crankshaft counter-clockwise a full 360 degr~es. Jot down the indicator reading every 90 degrees.'
• •-'--:--:-- E
A B C D E= F
=
G=
3. Note the four dial indicator readings. Verify that the flywheel housing face runout does not exceed 0.012 inch (0.305 mm) total indicator reading.
PILOT BEARING BORE RUNOUT FACE RUNOUT ON WHEEL HOUSING BORE RUNOUT HOUSING FACE RUNOUT FLYWHEEL CLUTCH OR COUPUNG MOUNTING FACE RUNOUT FLYWHEEL CLUTCH OR COUPUNG PILOT DIAMETER RUNOUT FLYWHEEL HOUSING REAR FACE TO CRANKSHAFT FLANGE
Figure 4.00-129. Flywheel, Flywheel Housing Bore And Face Runout
)
2. Dress down any burrs or high spots using a fine toothed pattern file. Surface imperfections may result in false indicator readings. FORM 6248 First Edition
4.00- 55
CRANKCASE ASSEMBLY In examples A and B of Figure 4.00-131, the total indicator reading is 0.002 inch (0.051 mm), indicating that the flywheel housing face runout is well within specification. EXAMPLE A
EXAMPLEB
2. Apply pressure to the front of the crankshaft to remove crankshaft endplay, and rotate the crankshaft counter-clockwise a full 360 degrees. Jot down the indicator reading every 90 degrees.
)
3. Note the four dial indicator readings. Verify that the flywheel housing face runout does not exceed 0.01 0 inch (0.254 mm) total indicator reading. Flywheel Clutch Or Coupling Mounting Face Runout Measure
+.002
-.002
EXAMPLE C
EXAMPLED
.000
.000
+.002
+.006
-ElJ- --ElJ-Figure 4.00-131. Total Indicator Reading (TIR) In Inches
Procedures to measure the flywheel clutch or coupling mounting face runout are the same as in Flywheel Face Runout On Wheel (above). Refer to Figure 4.00-129 (E) for location of the dial indicator. Total indicator reading must not exceed 0.016 inch (0.406 mm) Flywheel Housing Bore Runout Measure
1. Mount a dial indicator with a magnetic base on the flat face of the flywheel (see Figure 4.00-133). Position the indicator button against the flywheel housing bore ID. Zero the dial indicator gauge.
DIAL
(FLYWHEEL
)
In examples C and D of Figure 4.00-131, the flywheel housing is out of specification with a total indicator reading of 0.014 inch (0.356 mm) and 0.013 inch (0.330 mm), respectively. Flywheel Face Runout On Wheel Measure 1. Mount a dial indicator with a magnetic base on the face of the flywheel housing (top center) (see Figure 4.00-132). Position the indicator button against the flat face of the flywheel. Zero the dial indicator gauge.
Figure 4.00-133. Flywheel Housing Bore Runout 2. Apply pressure to the front of the crankshaft to remove crankshaft endplay, and rotate the crankshaft counter-clockwise a full 360 degrees. Jot down the indicator reading every 90 degrees. 3. Note the four dial indicator readings. Verify that the flywheel housing bore runout does not exceed 0.012 inch (0.305 mm) total indicator reading.
Figure 4.00-132. Flywheel Face Runout On Wheel 4.00 - 56
FORM 6248 First Edition
CRANKCASE ASSEMBLY Flywheel Clutch Or Coupling Pilot Diameter Runout Measure 1. Refer to Figure 4.00-129 (F) for location of the dial indicator.
2. Mount a dial indicator with a magnetic base on the bar directly over the flywheel bearing bore. Position the indicator button against the flywheel bore ID (see Figure 4.00-135). Zero the dial indicator gauge.
2. Mount a dial indicator with a magnetic base on the face of the flywheel housing (top center). Position the indicator button against the clutch or coupling pilot diameter ID. Zero the dial indicator gauge. 3. Apply pressure to the front of the crankshaft to remove crankshaft endplay, and rotate the crankshaft counter-clockwise a full 360 degrees. Jot down the indicator reading every 90 degrees. 4. Note the four dial indicator readings. Total indicator reading must not exceed 0.005 inch (0.130 mm). Flywheel pilot bearing Bore Runout Measure 1. Remove one capscrew from the side of the flywheel housing and mount a solid horizontal bar that crosses the flywheel bore (see Figure 4.00-134). Figure 4.00-135. Flywheel Pilot Bearing Bore Runout 3. Apply pressure to the front at the crankshaft to remove crankshaft endplay, and rotate the crankshaft counter-clockwise a full 360 degrees. Jot down the indicator reading every 90 degrees,. 4. Note the four dial indicator readings. Verify that the flywheel bore runout does not exceed 0.005 inch (0.127 mm) total indicator reading.
Figure 4.00-134. Horizontal Support Bar
, )
FORM 6248 First Edition
4.00 - 57
CRANKCASE ASSEMBLY BARRING DEVICE INSTALLATION
OIL FILLER BRACKET INSTALLATION
1. With the straight edge facing the block, fasten the barring device to the starter bore on the left bank side of the front flywheel housing (3 capscrews, 5/8 x 1-1/4 inches, with lock washers) (see Figure 4.00-136).
1. Fasten the oil filler bracket to the left bank side of the rear flywheel housing (2 capscrews, 1/2 x 1-3/4 inches, with lock washers). Use the two open bolt holes between the starter bore and the lower dowel pin (see Figure 4.00-137). The rounded cut in the bracket accommodates the rib in the rear flywheel housing.
)
BARRING
DEVICE
Figure 4.00-136. Front Flywheel Housing - Rear Left
Figure 4.00-137. Mount Oil Filler Bracket - Rear Left
2. Wrap the U-bolt around the oil filler pipe and fasten it to the oil filler bracket (3/8 inch flat washers, lock washers and hex nuts) (see Figure 4.00-138).
Figure 4.00-138.011 Filler Pipe/Bracket - Rear Left
3. Fasten the chain ofthe oil filler cap to the bracket and screw the cap on the inlet pipe. 4.00 - 58
FORM 6248 First Edition
)
CRANKCASE ASSEMBLY GEAR TRAIN LUBRICATION 1. Using a small paintbrush, apply Lithoplex® Grease No.2 (Multipurpose Lithium Complex Formula Containing Molybdenum Disulfide) to the teeth of each gear in the gear train: cam, camshaft idler, accessory idler, accessory (magneto) drive, crank and oil pump idler gears (see Figure 4.00-139). Restrict the application to those teeth that are easily accessed (see Figure 4.00-140).
Figure 4.00-139. Grease Gear Train
1 2 3 4 5 6
-
CAM GEAR CAM IDLER GEAR CRANK GEAR OIL PUMP IDLER GEAR ACCESSORY IDLER GEAR ACCESSORY (MAGNETO) DRIVE GEAR
I
4
\
"..... _.....
/ /
Figure 4.00-140. Lube Gear Train
FORM 6246 Firs1 Ednion
4.00- 59
CRANKCASE ASSEMBLY OIL SLINGER/FRONT OIL SEAL/GEAR COVER INSTALLATION
4. Apply an even coat of Permatex® Aviation Form-AGasket Sealant over the width of the machined area.
1. With the concave side facing outward, position the oil slinger down the front of the crankshaft until it contacts the crankshaft gear (see Figure 4.00-141).
5. Thoroughly wipe the new front oil seal with a clean cloth. Verify that the expander spring is in place behind the seal lip. Carefully check the seal for defects. Replace if damaged.
)
6. With the Waukesha PIN facing upward (the lipped side inward). position the front oil seal over the gear cover crankshaft bore (see Figure 4.00-143).
Figure 4.00-141. 011 Slinger/O-Rlng
2. Position a new O-ring down the shaft until it contacts the slinger (see Figure 4.00-141).
I A.
Figure 4.00-143. Front 011 Seal
)
CAUTION I
Oil leakage will occur.if .L.:: .==---..:=....;;..;::;...;;....:...=:....:....:;..J. . the front 011 seal .s Installed Incorrectly. 3. Position the gear cover on a flat surface with the concave side facing down. Be sure that the machined area within the gear cover crankshaft bore is clean and smooth (see Figure 4.00-142). Use compressed air to blowout all dust and debris.
) Figure 4.00-142. Gear Cover 4.00 - 60
FORM 6248 First Edrtion
CRANKCASE ASSEMBLY EXPANDER MACHINED SUI~FA,CE!><~
COVER CRANKSHAFT __ .._,
FRONT OIL
MACHINED SUI~FACE!;--
Figure 4.00-144. Install Front 011 Seal
7. Press the seal into the bore to a depth of 3/8 inch (9.5 mm) (see Figure 4.00-144). Use the large end of the tapered crankshaft pulley sleeve as a seal installation tool. 8. Verify that the front oil seal is squarely seated in the bore.
16. Apply Permatex® Aviation Form-A-Gasket Sealant to the six areas where the dovetails interlock. 17. Fill in the cross cuts (see Figure 4.00-145) at the front corners of the oil pan with RTV Silicone Rubber Adhesive Sealant.
CAUTION I I A=~=...;;.;:;...;;...;;..;:;...;;....;..J. .L .:: ..
Deposits left on gasket surfaces will cause leaks.
9. Be sure thatthe mating flanges olthe gear cover and rear gear housing are clean and smooth. 10. Lay the gear cover on a flat surface with the concave side facing up. 11. Aligning the holes in the gasket with those in the gear cover, assemble a new gasket on the flange around the outside edge of the gear cover. The gasket is made up of seven separate pieces. Fit the dovetailed sections together to interlock the gasket strips. If necessary, trim the dovetails to find the best fit. Figure 4.00-145.011 Pan Croas Cuts - Front Left
12. Remove the assembled gasket from the gear cover flange. 13. Apply 3M Scotch Grip" Rubber and Gasket Adhesive 847 to the gear cover flange.
)
14. Reassemble the gasket on the flange. Gentty push down on the gaskets to verify that the strips are properly seated.
18. Inspect the area where the silicon oil pan seal bends around the front corners of the oil pan. Use RTV Silicone Rubber Adhesive Sealant to fill any small gaps between the oil pan seal and the inside wall of the groove.
15. Using a ball peen hammer, lightty tap the dovetails to flatten the tabs. Upraised tabs may cause the gasket to be pulled loose when the cover is slid into place. FORM 6248 First Edition
4.00 - 61
CRANKCASE ASSEMBLY
IA
CAUTION I
A
With the locating dowels .. in place, installation requires that the gear cover be slid horizontally along the top of the oil pan. Sliding the cover in this manner will pull up and damage the silicon oil pan seal.
WARNING
)
The gear cover weighs approximately 160 Ibs. (73 kg). Use a suitable lifting device and use caution during removal or installation to avoid severe personal injury or death.
19. Remove the two dowel pins from the gear cover, if installed (see Figure 4.00-146).
20. Attach a suitable lifting device to the gear cover. 21. Position the gear cover against the flange of the rear gear housing. Lower the cover into position so that it does not slide along the top of the oil pan.
D
E
---'t
A ___ ~
OIL PAN TO GEAR COVER - 6 CAPSCREWS
fO\
REAR HOUSING TO GEAR COVER - 15 CAPSCREWS
@
GEAR COVER TO REAR HOUSING - 13 CAPSCREWS
•
DOWEL PIN HOLES - 2
Figure 4.00-146. Gear Cover Tightening Pattern (A - F)
)
4.00 - 62
FORM 6248 First Edition
CRANKCASE ASSEMBLY
/GUIDE PIN LOCATION
•
0
0
SNUG CAPS CREWS (4)
Figure 4.00-147. Installing The Gear Cover 22. Insert two guide pins in the dowel pin holes (see Figure 4.00-147). The guide pins ensure that the gear cover is properly situated before the fasteners are installed.
23. Snug four capscrews (1/2 x 1-3/8 inches, with lock washers) in the locations shown (see Figure 4.00-147). Remove the lifting chain.
24. Install 34 gear cover capscrews in the following pattern (see Figure 4.00-146). A. Secure the bottom flange of the gear cover to the front of the oil pan (6 capscrews, 1/2 x 1-3/4 inches, with flat washers). Torque the capscrews to 125 ft-Ib (170 N·m).
E. Install 5 capscrews (1/2 x 1-3{8 inches, with lock washers) in the right bank side of the front gear cover. Leave one bolt hole oPen for mounting of the safety guard and the water pump drain pipe bracket (see Figure 4.00-146). Wrench tighten. F. Install 3 capscrews (1/2 x 1-3/8 inches, with lock washers) at the top of the front gear cover. Wrench tighten.
25. Remove the two guide pins and install the dowel pins. Use a hammer and a blunt tipped center punch to ensure that the pins are fully seated in the rear gear housing flange.
26. Remove lifting device.
B. Install 9 capscrews (1/2 x 3 inches, with lock washers) in the right bank side of the rear gear housing. Wrench tighten. C. Install 6 capscrews (1/2 x 3 inches, with lock washers) in the left bank side of the rear gear housing. Leave three bolt holes open for mounting of the prelube pump/motor mounting bracket (see Figure 4.00-146). Wrench tighten.
D. Install 5 capscrews (1/2 x 1-3/8 inches, with lock washers) in the left bank side of the front gear cover. Leave one bolt hole open for mounting of the safety guard (see Figure 4.00-146). Wrench tighten.
FORM 6245 First Edttion
4.00 - 63
CRANKCASE ASSEMBLY FRONT GEAR COVER PLATES INSTALLATION 1. With the WED PIN facing outside, install two fasteners (3/8 x 7/8 inch, with lock washers) in the 6 inch diameter cover plate. Position a new gasket on the capscrews. Finger tighten the cover plate over the upper left hole in the gear cover (see Figure 4.00-148). Install the remaining four capscrews. Wrench tighten in an alternating pattern.
REAR GEAR HOUSING COVER PLATE INSTALLATION
)
1. Check the six rear gear housing cover plate mounting studs for nicks, cracks, burrs, galled or stretched threads and other obvious damage. Replace as necessary. 2. Each cover plate stud has fine and coarse threads separated by a smooth center boss. Apply Loctite® Removable Threadlocker 242 to the first three threads on the coarsely threaded side.
CAUTION IDonoti~stallcoverplate I.. =A=,-,,,-,--,,-,,--,-,,,-,~. studs With a pipe wrench or similar device. Use a collet type stud driver for installing studs, to avoid damage to the studs and threads.
L..
3. Install the studs in the flange on the rear left bank side of the rear gear housing. Install each stud into the flange until the last coarse thread is turned into the casting. Use a collet type stud driver for best results.
CAUTION I I=.A=,-=-.:.",-=-.:.-,-,-,. .
Deposits left .on gasket surfaces Will cause
L..
leaks.
Figure 4.00-148. Gear Cover Plates - Front Left 2. With the WED PIN facing outside, install two fasteners (3/8 x 7/8 inch, with lock washers) in the 5-1/4 inch diameter cover plate. Position a new gasket on the capscrews. Fingertighten the cover plate over the lower left hole in the gear cover. Install the remaining four capscrews. Wrench tighten in an alternating pattern.
)
4. Verify that the gasket and gasket mating surfaces are clean and completely free of grease and oil. 5. POSition a new gasket on the mounting studs. 6. Position the cover plate on the mounting studs and install the fasteners (1/2 inch lock washers and hex nuts) (see Figure 4.00·149).
)
Figure 4.00·149. Rear Gear Housing - Front Left
4.00 - 64
FORM 6248 First Ed~ion
CRANKCASE ASSEMBLY
REAR VIBRATION /DAMPER
FRONT
I
PULLEY SPACER
FRONT/" VIBRATION DAMPER
Figure 4.00·150. VIbration Damper/Crankshaft Pulleys VIBRATION DAMPER/CRANKSHAFT PULLEY INSTALLATION
I.A. CAUTION Icrankshaft Do not machine the rear pulley spacer to remove the wear groove. Reducing the outside diameter of the spacer will adversely affect the sealing performance of the front 011 seal. 1. Inspect the rear pulley spacer where the smooth surface made contact with the front oil seal. Install a new spacer if a wear groove can be seen or felt. 2. With the tapered end facing toward the block, move the rear pulley spacer down the crank until it contacts the oil slinger. The inside bevel on the tapered end prevents damage to the O-ring (see Figure 4.00-150).
CAUTION I I.. =A= ______
The front 011 seal must seat on the smooth surface ofthe pulley spacer or oil sealing and seal wear qualities will be adversely affected.
1...
--1.
3. Verify that the front oil seal is completely seated on the smooth surface of the pulley spacer. 4. Install the crankshaft pulley sleeve with the large end facing inward, the smaller tapered end facing outward.
FORM 6248 First Ednion
AWARN~G The rear crankshaft pulley wetg'hs approximately 85 Ibs. (39 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal InJury or..death. 5. Attach a suitable lifting device to. the rear crankshaft pulley. 6. With the wide rim facing downward, place the rear crankshaft pulley (10 inch) on a clean floor mat. The rear crankshaft pulley is easily distinguished from the front pulley by the ten holes and the protruding lip on both the front and rear faces.
NOTE: Since the normal service life of vibration dampers is approximately 40,000 running hours, it is recommended that they be replaced at the time of overhaul.
A
WARNING
The rear vibration damper weighs approximately 115 Ibs. (52 kg). Use a suHable lifting device and exercise caution during removal or Installation to avoid severe personal Injury or death.
4.00- 65
CRANKCASE ASSEMBLY
CAUTION I I.=A=--===..:..;::....:...:...;=-=~. .
A CAUTION I I.. ==--===..:..;::....:...:...;=-=~_
7. Attach a suitable lifting device to the rear vibration damper.
12. Attach a suitable lifting device to the front vibration damper.
8. With the recessed side facing upward, place a new
13. With the WED PIN and the cautionary message ("Handle Damper With Care") facing outward (and the inside bevel facing the block), slide a new front vibration damper onto the crankshaft. Move the damper down the guide studs until it contacts the rear pulley. Be sure that the lip on the pulley is evenly seated in the damper hub.
Carefully inspect the new damper before use. Damage may occur from careless handling. Verify that the damper case is free of dents or bulges. Damage to the case may restrict the movement of the internal iron weight resulting in gear train clatter and excessive vibration. L.
rear vibration damper on top of the rear crankshaft pulley (the end closest to the two wide pulley sheaves). The lip on the pulley seats in the damper hub. Align the holes in the damper with those in the pulley and install the fasteners (10 ferry head capscrews, 1/2 x 1-1/2 inch, with lock washers). Torque the capscrews to 86 ft-Ib (117 N·m).
A
Carefully Inspect the new damper before use. Damage may occur from careless handling. Verify that the damper case Is free of dents or bulges. Damage to the case may restrict the movement of the Internal iron weight resulting in gear train clatter and excessive vibration.
L.
WARNING
The pulley/damper assembly weighs approximately 200 Ibs. (91 kg). Use a suitable lifting device and exercise caution to avoid severe personal injury or death.
)
9. Attach a suitable lifting device to the pulley/Vibration damper assembly. 10. With the damper-side facing inward, slide the assembly down the crankshaft. The bore of the rear pulley is made to fit the tapered pulley sleeve. 11. Thread three guide studs (minimum) into the front face of the rear pulley. Position the studs so that there is equal space between them. The studs are needed to keep the capscrew holes aligned and to help support the weight of the remaining components.
NOTE: Since the normal service life of vibration dampers is approximately 40,000 running hours, it is recommended that they be replaced at the time of overhaul.
A
WARNING
The front vibration damper weighs approximately 310 Ibs. (141 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death.
)
4.00 - 66
FORM 6248 First
Ed~ion
CRANKCASE ASSEMBLY Table 4.00-3. Pulleys And Spacers
"e"
"C" MODEL
SECTION PIN 2002958
SPACER' SPACER*" PIN 199B08A PIN 19980BC
SECTION PIN 2OO795A
-
L5108G
Optional
Optional·
-
L5108GSI/GL
Optional
-
Optional**'
-
L5790G
Optional
Optional·
-
-
L5790GSI/GL
Optional
-
Optional"
-
L7042G
Optional
Optional·
-
-
L7042GSI/GL
Optional
-
Optional"
-
"sv"
"SV"
SECTION PIN 200795
"5V"
SECTION PIN 2OO295H
SECTION PIN 2OO295J
-
Optional
Optional
-
-
Optional
Optional
-
-
Optional
Optional
-
* Required when uSing ~C~ section groove pulley PIN 2002958 on all d naturally aspirated twelve cylinder engines. (Not used with "5V'section groove pulleys.)
** Required when using "e" section groove pulley PIN 2002958 on all turbocharged twelve cylinder engines. (Not used with "5V" section groove pulleys.)
Table 4.00-4. Attaching Hardware "C" SECTION PIN 2002958 CAPSCREW& WASHER
"C"SECTION PIN 200795
"SV" SECTION PIN 2OO795A
PIN 28627 & B355 PIN 28627 & B355 PIN 28627 & B355 PIN 28627 & B355 PIN 28627 & B355 PIN 28627 & B355
-
-
MODEL L5108G L5108GSI/GL L5790G L57908GSI/GL L7042G L7042GSI/GL
"5V" SECTION PIN 2OO295H CAPSCREW& WASHER
"SV" SECTION
-
PIN 28618 & 6355
PIN 28607 & B355
-
PIN 200295J CAPSCREW& WASHER
PIN 28607 & B355
-
PIN 28618 & 6355
-
~,,,:,~
-
PIN 28618 & B355
PIN 28607 & B355
-
HC" SECTION GROOVE
"SV" SECTION GROOVE
;..
H,
O.69ln (17.53mm)
IH I
O.59in (14.99mm)
I--_'~I 1.00 In
,
(25.4mm)
H
O.887ln (25.53mm)
Figure 4.00-151. Side Section VIew "5V" And "C" Section Groove Pulleys
NOTE: The front pulley spacer is used only when the "C" section pulley is to be installed. If the 5V section groove pulley is installed, the front pulley spacer is not used. Refer to Table 4.00-3 and Table 4.00-4 for details ofpulley, spacer and attaching hardware combinations. Figure 4.00-151 shows a side section view of the ':5'V and "C" section pulley.
, ,
14. With the flat side facing outward, slide the front pulley spacer (front pulley spacer is used with "CO section pulley only refer to Table 4.00-3 and Table 4.00-4) down the guide studs until it contacts the damper. Be sure that the lipped side of the spacer is evenly seated in the damper hub.
FORM 6245 First Edition
15. With the lipped side facing inward, slide the front crankshaft pulley (10 inch) down the guide studs. Be sure that the pulley lip is seated solidly against the counterbore on the inside diameter of the front pulley spacer.
16. With the ten holes in the front pulley, pulley spacer and front damper aligned with those in the rear pulley, tighten seven of the fasteners (10 ferry head capscrews, 1/2 x 4 inches, with washers). Remove the three guide studs and wrench tighten the remaining three fasteners. 17. Slide the front spacer ring down the crankshaft until it contacts the small end of the tapered crankshaft pulley sleeve.
4.00 - 67
CRANKCASE ASSEMBLY 18. With the large depression in the center of the crankshaft end plate facing outward, align the three holes in the plate with those in the crankshaft end. Wrench tighten the fasteners (3 capscrews, 7/8 x 2-1/2 inches, with washers and lock washers).
)
NOTE: The end plate depression is needed for proper mounting of the puller tool necessary for safe and effective removal of the front crankshaft pulley assembly.
19. Torque the end plate capscrews to 410 ft-Ib (556 N·m) (see Figure 4.00-152). Repeat the torque sequence as necessary. Each time the sequence is repeated, the assembly is driven further up onto the tapered pulley sleeve. The assembly is properly tightened only after full torque is applied to each bo~ without any rotation of the torque wrench.
)
Figure 4.00-152. Torquing End Plate Capscrews
20. Torque the ten ferry head capscrews (1/2 x 4 inches) in the front crankshaft pulley to 86 ft-Ib (117 N·m) (see Figure 4.0()'152).
)
4.00 - 68
FORM 6248 First Edition
SECTION 4.05 - CYLINDER HEAD ASSEMBLY CYLINDER HEAD INSTALLATION
I~A
CAUTION IPlace the cylinder heads
=--=:...:..;;...;:;....;:..;;;...:=:....::...:..J. on a wooden board or
1..... .
pallet. Place each head on its side to avoid damage to the nozzle of the prechamber cup. 1. Refer to Chapter 5, Spark Plug Carrier and Prechamber Cup Installation, and install the prechamber cups and spark plug carriers in the cylinder heads. 2. Install head Figure 4.05-1).
gasket
to
crankcase
(see
I, I
------~------
I,
I
o
= WATER PASSAGE OPENINGS (7)
®
= CAPSCREW HOLES (8)
©
= DOWEL PIN HOLES (2)
Figure 4.05-1. Cylinder Head Gasket
)
FORM 6248 First Ednion
4.05 -1
CYLINDER HEAD ASSEMBLY
)
CYUNDER HEAD
WEIGHT UNBALANCED
) CRANKCASE Figure 4.OS-2. LIfting The Cylinder Head - 12 Cylinder Engines
A
WARNING
Each cylinder head weighs approximately 195 Ibs. (89 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal Injury or death. 3. Thread an eye bolt (1/2"-13) into the rocker arm cover capscrew bore closest to the water outlet elbow connection. Install a suitable lifting chain, (see Figure 4.05-2). NOTE: Uft the cylinder head with the weight unbalanced, so that the tilt of the cylinder head matches the angle of the crankcase.
4. Using a suitable lifting device, install the cylinder head to the crankcase.
4.05 - 2
)
FORM 6245 First EdHion
CYLINDER HEAD ASSEMBLY CYLINDER HEAD TORQUING PROCEDURE When being installed, cylinder heads should always be torqued in the proper sequence illustrated, using new gaskets. Lubricate cap screws and washers with engine oil. First, hand secure cap screws in positions 1 and 2 (see Figure 4.05-3), making sure that the head dowels are seated. Hand start the remaining screws. The first time through the torque sequence use 25 percent ofthe total torque value; each succeeding time through the torque sequence increase the torque setting by 25 percent of total torque value until final torque of 625 - 650 ft-Ib (847 - 881 N·m) is reached (see Table 4.05-1). In order to be sure of propertorque, the torque sequence should again be repeated with the torque wrench set to the total torque value. Do not overtorque. If any screws are overtorqued by 20 ft-Ib (27 N'm), reduce torque on all screws to 75 percent of total torque and repeat the entire torquing sequence. EXHAUST VALVE BORES
5. If the prechamber cup and spark plug carrier were not installed previously, refer to Chapter 3 and install them at this time.
A CAUTION 10il~eakSmaYOCCUrifall I!!!"~~::':"":':~~:::"::..:...J.
L. O-ring contact surfaces are not completely clean. Disregarding this information could result in product damage. 6. Verify that all old paint is removed from the push rod covers. Verify that the O-ring grooves and contact surfaces are thoroughly clean (see Figure 4.05-4).
1/
UPPER COVER
.........SPRING SEAT
T
WATER OUTLET ELBOW CONNECTION
'T i
'T -r
o
UPPER O-RING
~/SPRING l l .L
WASHER
/
~ INTERMEDIATE O-RING / ' LOWER COVER
/
LOWER O-RING
Figure 4.05-4. Push Rod Cover
/ CYUNDER HEAD
INTAKE VALVE BORES
Figure 4.05-3. Cylinder Head Capscrew Tightening And Torquing Sequence (1 - 8) Table 4 05-1 Cylinder Head Capscrews
\
/
INITIAL TORQUE (CAPSCREW OR 1" STUD)
RETORQUING (CAPSCREW OR 1" STUD)
7/8 INCH STUD
625 - 650 ft-Ib (847 - 881 N'm)
550 - 575 ft-Ib (746 - 779 N·m)
446 - 450 ft-Ib (605 - 610 N·m)
Retorquing after running the engine at idle or after load testing is not required. If retorquing for any reason, use a value of 550 - 575 ft-Ib (746 - 779 N'm) to compensate for the set which the head gasket takes. FORM 6248 First Edition
I.A. CAUTION 10Id push rod cover 0rings swell or become hard and brlHle with age. Oil leaks will occur ifthe O-rings break or crack. Disregarding this information could result In product damage. 7. Install a new O-ring in the groove at the top of the upper push rod cover. 8. Slide the spring onto the body of the upper push rod cover until it contacts the spring seat. 9. Slide the washer onto the upper push rod cover until it seats against the spring.
10. Slide a new O-ring onto the bottom of the upper push rod cover until it contacts the washer. 4.05 - 3
CYLINDER HEAD ASSEMBLY 11. Install a new a-ring in the groove opposite the flared end of the lower push rod cover.
19. Connect the fuel supply tube to the admission valve.
12. Using a small paintbrush, apply Parker Super-OLube® silicone lubricant, the upper, intermediate and lower push rod cover a-rings.
20. Inspect the rocker arm oil supply tubes (1/4 inch
13. Apply Parker Super-O-Lube® silicone lubricant, to the cylinder head and valve lifter guide bores. Grease the inside diameter of the bores to a depth of approximately 1/4 to 1/2 inch (6.35 to 12.70 mm).
00) for cracks, cuts, holes, dents or other damage (see Figure 4.05-6). Inspect the male connector tube fittings for galled or stretched threads. If necessary, replace the tubes or fittings.
14. Fit the straight end (without a-ring groove) of the upper push rod cover into the flared end of the lower push rod cover. 15. Hand compress the push rod cover assembly. Insert the upper cover into the cylinder head bore, the lower cover into the valve lifter guide bore. Release the compression on the push rod covers. Verify that the push rod covers fit snugly in the upper and lower bores. NOTE: The hydraulic lifters on the push rods must be filled with engine oil prior to installation. Depress the center of the lifter to allow oil to be applied.
16. Install the hydraulic push rods (2 tubes per cylinder head) (see Figure 4.05-5). Figure 4.05-6. Rocker Arm 011 Supply Tube Rear Left
21. Apply Loctite® 271 Adhesive Sealant (High Strength) to the large end of each male connector. Using the 9/16 inch hex on the connector body, install the fittings in the rear right side of each cylinder head.
Figure 4.05-5. Push Rods
17. Install the rocker arm assemblies and supports with capscrews and washers (8 capscrews per head, 1/2 x 4-3/4 inches) (see Figure 4.05-6).
22. Finger tighten the ferrule nuts (9/16 inch hex) to install the oil supply tubes between the rocker arm oil header (male branch tee tube fittings) and the cylinder heads (male connectors) (see Figure 4.05-6). Reattach both ends of each tube before tightening. 23. Wrench tighten both ends of each tube, before tightening. NOTE: The rocker arm covers will be installed after the valves are adjusted in Section 4. 10.
I.=A. CAUTION I
Insure that the proper
L..
=-''---'_ _''--'-J. washer and and torque
are used when Installing the admission valve assembly. Chapter 5 provides detailed information on the installation of admiSSion valves. Failure to use the proper torque, or the wrong washer could cause damage to equipment. 18. Refer to Chapter 5 and install the admission valve assembly. 4.05 - 4
FORM 6248 First Edition
)
CYLINDER HEAD ASSEMBLY EXHAUST MANIFOLDS NOTE: Detailed exhaust manifold disassembly is covered in Chapter 5. 1. Remove the protective masking tape from the exhaust ouHet port and the water outlet elbow flange on each cylinder head.
(see Figure 4.05-9). The end section with the exhaust outlet port is number 6. 6. Attach the air/gas supply tube retaining clips and insert the capscrews back into the lower bosses of the left bank exhaust manifold (see Figure 4.05-8).
2. With the lip on the inside diameter olthe gasket facing upward, position new exhaust manifold gaskets on the cylinder head exhaust outlet ports (see Figure 4.05-7). Be sure that the hole with the copper grommet lines up with the water hole in the casting. Do not use the gasket if the grommet is missing or damaged.
'0
0"
LlP~
,0 -r©
0. . .
Figure 4.05-8. Prelube Motor AlrlGas Supply Tube
A
COPPER GROMMET
Figure 4.05-7. Exhaust Manifold Gasket
3. Install two long capscrews (1/2 x 8-1/2 inches, with flat washers) into the upper bosses of each exhaust manifold section. Install two short bolts (1/2 x 5-1/2 inches, with flat washers) into all the lower bosses. 4. Attach three retaining clips (0.048 inch gauge, 1/2 inch clamping diameter) to the prelube motor air/gas supply tube (37.5 inches long, 1/2 inch tube 00). 5. Pull the 5-1/2 inch capscrews from three sections (numbers 1, 3 and 6) of the left bank exhaust manifold
WARNING
Do not attempt to lift the exhaust manifold without providing adequate support for eIIch section. Disregarding this information could result in severe personal inJury or death.
A
WARNING
The exhaust manifold weighs approximately 5151bs. (234 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death.
REAR
FRONT
ATTACH AIR/GAS SUPPLY TUBE RETAINING CLIPS
Figure 4.05-9. Exhaust Manifold - left Bank FORM 6248 First Edition
4.05-5
CYLINDER HEAD ASSEMBLY
CAUTION IExer~ise I.=A=--,~--,~_:;....;...;..J. .
care to avoid bending or denting the rocker arm oil supply tubes. Disregarding this information could result In product damage and/or personal injury.
L...
7. Position the exhaust manifold on the cylinder bank. Be sure that the end section with the exhaust outlet port (for mounting of the turbo exhaust inlet elbow) is positioned at the rear of the engine (see Figure 4.05·10).
WATER MANIFOLD MOUNTING BRACKET BOLT HOLES
8. Tighten the outside short bolt in each end section (front and rear) (see Figure 4.05-12). Remove the lifting device. Wrench tighten the remaining capscrews.
)
NOTE: Leave the upper inside capscrews loose on each end section of the right bank exhaust manifold (for attachment of the vee mounted breather tube) (see Figure 4.05-12). 9. Apply 3M Scotch Grip~ Rubber and Gasket Adhesive 847 to the rectangular grooves on both sides of the water outlet elbows. Install new rubber seals in the grooves (see Figure 4.05-11).
WATER
)
FRONT END SECTION Figure 4.05·10. Exhaust ManifOld End Sections Left Bank
Figure 4.05-11. Water Outlet Elbow Gaskets
LEAVE LOOSE FOR ATTACHMENT OF BREATHER TUBE PIPE CLAMPS
OUTSIDE SHORT BOLTS
Figure 4.05-12. Exhaust Manifold - Right Bank
)
4.05 - 6
FORM 6248 First Ednion
CYLINDER HEAD ASSEMBLY 10. Finger tighten the water outlet elbows to the cylinder heads (2 ferry head capscrews per elbow, 1/2x 1-3/4 inches, with lock washers). Fingertighten the elbows to each exhaust manifold section (2 hex head capscrews per elbow, 1/2 x 1-3/4 inches, with lock washers). Alternately wrench tighten the four capscrews (see Figure 4.05-13).
Figure 4.05-15. Exhaust Manifold - Left Bank
14. Inspect the twelve stainless steel male connector tube fittings (1/4 inch thermocouple aD) for galled or stretched threads. Replace the fittings if necessary. Figure 4.05-13. Water Outlet Elbows - Rear Right
11. Use a rubber mallet to seat the manifold caps in the front end sections of the right and left bank exhaust manifolds. 12. Install the fasteners to secure the end cap to the right bank exhaust manifold end section (see Figure 4.05-14) (2 capscrews, 1/2 x 1-5/8 inches, with flat washers).
15. Apply Bostik Never Seez® Anti-Seize and lubricating Compound (capable of withstanding temperatures up to 1800° F/982° C) to the large end of each male connector lube fitting. Using the 9/16 inch hex on the connector body, thread the fitting into the exhaust port of each segment of the exhaust manifold (see Figure 4.05-16).
Figure 4.05-14. Exhaust ManHold - Front
/
I
13. Install the fasteners in the auxiliary cooling water outlet pipe support bracket (2 capscrews, 1/2 x 2 inches, with lock washers and 1/4 inch spacers). Position the bracket over the end cap of the left bank exhaust manifold end section (see Figure 4.05-15). Wrench tighten the capscrews. FORM 6248 First EdHion
Figure 4.05-16. Thermocouple Connector-
Rear Right
16. Repeat the procedure on the other bank.
4.05-7
CYLINDER HEAD ASSEMBLY
)
4.05 - 8
FORM 6248 First Edition
SECTION 4.10 - VALVE ADJUSTMENT AND WEB DEFLECTION VALVE ADJUSTMENT PROCEDURE To compensate for slight differences in wear between the valves and valve seats, adjust the valve clearance every 2 months (1440 hours). Install new rocker arm cover gaskets when the valve adjustments are performed.
I
To set the valves on a 12 cylinder engine, roll the engine crankshaft over until the valves ofthe first cylinder in the firing order, which is the #1 R cylinder (see Table 4.10-1 and Figure 4.10-1), are at top dead center (compression stroke). At this point, all four valves will be fully closed. To determine when this condition exists, watch the valves on its mating cylinder, #6R.
CAUTION I
A Shut the engine down .. and allow it to cool for at least one hour before adjusting the valves. Disregarding this Information could result in product damage and/or personal injury.
FRONT (GEAR SIDE}
1. Remove the spark plug cables from the ignition coils and pull out the spark plug extension rods and rubber recess covers. 2. Remove the rocker arm cover capscrews, washers and spark plug cable clips (2 capscrews per cover).
LEFT SIDE
NOTE: A special tool (Tool PIN 494287) may be used for removing the rocker arm cover capscrews. The same tool can also be used for loosening the valve lifter capscrews and rocker arm adjusting screws, enabling the operator to perform multiple operations without switching tools.
GG 88 88 88 88
RIGHT SIDE
DIRECTION OF FLYWHEEL ROTATION COUNTERCLOCKWISE
3. Remove the rocker anm covers. Use a rubber mallet to loosen the covers, if necessary.
8_
Set the valves (see Table 4.10-1) in the order that the engine fires. The cylinder firing order appears on the nameplate on the left front side of the engine below the intake manifold (see NO TAG and Figure 1.15-2).
1R, 6L, 5R,2L, 3R, 4L,
Table 410·1 Valve Settings
REAR (FLYWHEEL SIDE)
FIRING ORDER: 6R, 1 L, 2R,5L, 4R, 3L
12 CYLINDER ENGINE SET VALVES ON CYUNDER
WHEN VALVES OVERLAP ON MATING CYUNDER
ColumnA
ColumnB
lR 6L 5R 2L 3R 4L 6R lL 2R 5L 4R 3L
6R lL 2R 5L 4R 3L lR 6L 5R 2L 3R 4L
-
= MATING CYLINDER OF THE FIRST CYLINDER
•
IN THE FIRING ORDER
NOTE: When the mating cylinder is in vaNe overlap, the fiJst cylinder in the firing Older is at top deatJ center (comp!BSSion sIroi
Figure 4.10-1. Engine Firing Order - 12 Cylinder
Both exhaust valves on #6R cylinder begin to open simultaneously. As the exhaust valves are closing, the intake valves begin to open. At this point, the #6R cylinder is in valve overlap (all four valves partially open). This means that all four valves on the #1 R cylinder are fully closed. The valves on #1 R must be closed before any adjustments are performed. All tension is removed from the valve stems and push rod tubes when the valves are closed.
Column A shows the cylinder flrln~ order. Value In Column A added to value In Column alwa~ equals 7.
FORM 6246 First Edition
4.10 -1
VALVE ADJUSTMENT AND WEB DEFLECTION NOTE: Right bank and left bank are determined by standing at the flywheel end of the engine facing the flywheel. The cylinders farthest from the flywheel on the left and right side are the # 1Land # 1R cylinders, respectively. Those closest to the flywheel are the #6L and #6R cylinders.
hydraulic lifters. Verify that the hydraulic lifter plunger is fully extended up against the C-clip (see Figure 4.10-4).
)
PLUNGER~-yC-CLIP
4. Loosen the hex jam nut at the four valve stem tips (see Figure 4.10-2). HYDRAULIC
LlFTER~
~
/
PUSH ROD TUBE
Figure 4.10-2. Rocker Arms
v '--
5. Loosen the adjusting screw at the four valve stem tips.
Figure 4.10-4. Hydraulic Lifter
6. Look for cracks or breakage around the ball and tappet insert of the rocker arm adjusting screws (see Figure 4.10-3). Verify that the ball rotates freely in all directions without binding. Replace the adjusting screw, if necessary.
8. Raise the intake rocker arm until it just contacts the intake actuator. Turn the intake rocker arm adjusting screw (closest to the actuator arm) down until the ball and tappet contacts the valve stem. Snugly center the "elephants foot" tappet on the valve stem tip.
NOTE: Use finger pressure only when turning the rocker arm adjusting screws. 9. Verify that the fixed valve lifter screw just contacts, but does not depress, the hydraulic lifter plunger.
10. Using a valve adjusting wrench (PIN 494287) and screwdriver, tighten the hex jam nut to lock the setting of the first intake rocker arm adjusting screw. NOTE: When tightening the hex jam nut, hold the rocker arm adjusting screw with a screwdriver. The screwdriver will keep the adjusting screw from turning while the jam nut is being tightened.
)
Figure 4.10-3. Rocker Arm Adjusting Screws 7. Mark the two fixed valve lifter screws. Back out the fixed screws 1/2 turn to remove the preload from the 4.10 - 2
FORM 6248 First Ednion
VALVE ADJUSTMENT AND WEB DEFLECTION 11. Holding the tappet of the adjusting screw against the valve stem tip, turn the other intake rocker arm adjusting screw down until the tappet contacts the valve stem. Eliminate any play.
NOTE: The "elephants foof'tappets should be centered on the valve stem tips. If the tappets are not properly centered, loosen the two hex head capscrews and slightly shift the rocker arm support. After the best position is obtained, torque the rocker arm support capscrews to 60 ft-Ib (81 N·m). 12. Tighten the hex jam nut, to lock the setting of the second intake rocker arm adjusting screw. 13. Rotate the tappets of the two intake rocker arm adjusting screws to feel for equal contact with the valve stem tips. If a tappet cannot be rotated, or if it rotates too freely, loosen the jam nut and readjust the screw. 14. Turn the exhaust rocker arm adjusting screw down until the "elephants foot" tappet contacts the valve stem. Snugly center the tappet on the valve stem tip. 15. Verify that the fixed valve lifter screw just contacts, but does not depress, the hydraulic lifter plunger. 16. Tighten the hex jam nullo lock the setting ofthefirst exhaust rocker arm adjusting screw. 17. Holding the tappet of the adjusting screw against the valve stem tip, turn the other exhaust rocker arm adjusting screw down until the tappet contacts the valve stem. Eliminate any play.
NOTE: The "elephants foof' tappets should be centered on the valve stem tips. If the tappets are not properly centered, loosen the two hex head capscrews and slightly shift the rocker arm support. 18. Tighten the hex jam nut to lock the setting of the second exhaust rocker arm adjusting screw. 19. Rotate the tappets of the two exhaust rocker arm adjusting screws to feel for equal contact with the valve stem tips. Readjust, if necessary. 20. Turn the two fixed valve lifter screws clockwise 1/2 turn to their original setting. Preloading the hydraulic lifter backs the plunger off the C-clip and moves it into the upper range of lifter travel. Torque each valve lifter screw to 60 ft-Ib (81 N'm) oiled.
procedures for each cylinder in the firing order (see Table4.10-1 and Figure 4.10-1). Watch each mating cylinder for valve overlap. 23. Scrape the old gasket material from the rocker arm covers.
I.A. CAUTION Igasket Exercise care to keep the material out ofthe cylinder head. Disregarding this information could resuH in product damage and/or personal injury. 24. Scrape the old gasket material from the cylinder heads. 25. Verify that the rocker arm cover and cylinder head gasket surfaces are clean and completely free of grease and oil. 26. Apply a fast setting contact-type gasket shellac, such as 3M Weather Strip Cement, Permatex® HighTac or equivalent, on the rocker arm covers. 27. Place new gaskets on the rocker arm covers.
NOTE: To prevent the gaskets from sliding, allow the gasket shellac to cure before installing the rocker arm covers on the engine. Follow the manufacturer's recommendations.
CAUTION I~aretully I.=A=~:..:...;;..;:;;...:--=...;:::....:~. .
check the cylInder head for any old gasket debris before installing the rocker arm covers. Disregarding this information could result in product damage and/or personal injury.
L.
28. Position the rocker arm covers on the cylinder heads. Install the washers, spark plug cable clips and rocker arm cover capscrews (2 capscrews per cover).
CAUTION I~ndertl~htening I=.A='---':..:...;;..;:;;...:....:....:::....:~. .
or overtightening the rocker arm covers may cause the gaskets to leak. Disregarding this information could result in product damage and/or personal injury.
L.
29. Torque the rocker arm cover capscrews to 30 - 35 ft-Ib (41 - 47 N'm) oiled. 30. Install the spark plug extension rods. Fit the rubber recess cover into the top of each spark plug carrier.
21. Rotate the tappets of the two intake and two exhaust rocker arm adjusting screws to feel for equal contact with the valve stem tips. 22. Rotate the engine counter clockwise to the next cylinder in the firing order, top dead center (compression stroke). Return to Step 4, and repeat the above FORM 6248 First Ed~ion
4.10 - 3
VALVE ADJUSTMENT AND WEB DEFLECTION CRANKSHAFT WEB DEFLECTION MEASUREMENT
NOTE: Cu"ent production VHP engines are punched to locate the web deflection gauge exactly.
Check crankshaft web deflection when the engine is commissioned, annually, or when crankshaft bearings are replaced, or the engine mounting is disturbed. Check the crankshaft web deflection by measuring crank web deflections with a dial gauge, (PIN 494292). See Table 4.10-2 for points of measurementwith the dial gauge. Electronic type gauges, (PIN 494424) are also available.
1. Remove the engine access covers from both sides of the engine.
When checking the crank web deflection, pay special attention to these points. • The dial gauge must rest on the same point on all the cranks. There is a small milled recess on the inside of each counterweight for this purpose.' • So that comparisons are accurate, it is very important to take the measurements at the same engine temperature. A cold engine is one that is at normal room temperature; approximately 70· F (21· C). • When measuring, the crankshaft should always be rotated in a counter clockwise direction as viewed from the rear (flywheel) end. NOTE: Start measurements at one end of the crankshaft. Proceed along the length of the shaft to the opposite end. Record the measurements.
)
2. Install a web deflection tool (PIN 494292) in the center point marks in a crank throw location (spin the gauge in position to insure it is fully seated (see Table 4.10-2). 3. Position the crankshaft so the gauge hangs next to the rod, but not touching. 4. Zero the gauge. NOTE: A crank throw which opens at the bottom is a positive reading. A crank throw which is closed at the bottom is a positive reading.
5. Slowly rotate the crankshafl to the No.1 position and record the positive or negative gauge reading (see Table 4.1 0-2).
6. Slowly rotate the crankshaft to the No.2 position and record the positive or negative reading. 7. Slowly rotate the crankshaft, stopping and recording the dial readings for positions No.3, 4 and 5.
)
8. Repeat the procedure for each of the crankshaft webs.
NOTE: On spring isolated units, the spring isolators should first be adjusted to insure that all the isolators are bearing equal weight. Refer to the Installation Manual, Form 1091, for procedures on how to adjust the spring isolators. Table 4.10-2. Crankshaft Web Deflection Measurement With Connecting Rods Installed
VIEW FROM FLYWHEEL END DIAL GAUGE PosmON FOR MEJUlUIRENIEN1r ~
GAUGE
CRANKSHAFT WEB DEFLECTION SPECIFICATIONS
)
Total of 0.001" (0.0254 mm) deflection from positive to negative. Except Rear: Total of 0.0015" (0.0381 mm) from positive to negative.
4.10 - 4
FORM 6248 First Edition
VALVE ADJUSTMENT AND WEB DEFLECTION 9. Correct the crankshaft web deflection by adjusting the mounting foot height adjacent to the deflected web. A web which is closed at the bottom (6:00) is corrected by raising an outer mount, if it is adjacent to an outer mount (see Figure 4.10-5). Conversely, a web which is open at the bottom is corrected by raising an inner mount or lowering an outer mount. After an adjustment, the deflection at the other crankshaft webs must again be measured. A total of 0.001 inch (0.0254 mm) deflection, from positive to negative, is allowable on all but the rear crankshaft throw. The rear throw may have
as much as 0.0015 inch (0.0381 mm) deflection due to the effects of the flywheel weight. 10. Using the jack screws to provide the necessary clearance, install shims as required althe engine corner and center mounting points. 11. Refer to the Installation Manual, Form 1091 for additional information on crankshaft web deflection. 12. Install engine access doors.
2" (50.8 mm)
6" (152.4 mm) 1---1----1 6" (152.4 mm) JACKSCREW BOSSES
JACKSCREW BOSSES
NOTE: Use two separate shim pads under the center mounts.
Figure 4.10-5. Engine Shimming Procedure
FORM 6248 First Edition
4.10 - 5
VALVE ADJUSTMENT AND WEB DEFLECTION
)
)
4.10 - 6
FORM 6246 First Edition
CHAPTER 5 - ENGINE SYSTEMS
CONTENTS SECTION 5.00 - SPEED GOVERNING SYSTEM SECTION 5.05 - FUEL SYSTEM SECTION 5.10 - IGNITION SYSTEM SECTION 5.15 - AIR INDUCTION SYSTEM SECTION 5.20 - TURBOCHARGERS SECTION 5.25 - COOLING SYSTEM SECTION 5.30 - LUBRICATION SYSTEM SECTION 5.35 - EXHAUST SYSTEM SECTION 5.40 - CRANKCASE BREATHER SECTION 5.45 - AIR/GAS PRELUBE AND START SYSTEMS
)
FORM 6248 First Edition
)
)
FORM 6248 First Edition
SECTION 5.00 - SPEED GOVERNING SYSTEM SPEED GOVERNING SYSTEM COMPONENTS The engine speed governing system consists of the following components: • Governor - Woodward UG-SL Governor - Woodward UG-S Dial Governor - Woodward EG-3P Electronic Governing System • Governor Linkage • Magnetic Pickup (electronic systems) • Control Panel (electronic systems) • Overspeed Governor
SPEED GOVERNING SYSTEM DESCRIPTION WOODWARD UG-SL GOVERNOR The Woodward UG-SL Govemor, capable of isochronous operation (will maintain the same engine speed regardless of engine load) is a mechanicai-hydraulic device. The governor is located on the mounting pad of the govemor drive housing on the front right side of the engine. The govemor is driven from the accessory drive gear. WOODWARD UG-S DIAL GOVERNOR The Woodward UG-S Dial Governor, is a mechanicalhydraulic device mechanically linked to the fuel system. The governor operates isochronously (will maintain the same engine speed regardless of engine load), except during transient load conditions. Located on the mounting pad of the governor drive housing on the front right side of the engine, the governor is driven from the accessory drive gear. The UG-S Dial Governor has dial adjustments on the face of the gear. These dials are the Speed Droop control knob, the Load Limit control knob, the Synchronizer, and the Syn. Indicator. The speed droop control can be set to automatically divide and balance the load between engines driving the same shaft, or paralleled in an electrical system. Droop is incorporated in the governor through a linkage which varies the compression of the speeder (speed adjusting spring) as the output shaft rotates. Increased fuel reduces spring compression, reduces the governor setting accordingly, and the unit will gradually reduce its speed as load is applied. This relationship between load and speed, acts as a resistance to load changes when the unit is interconnected with other units either mechanically or electrically.
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As droop is reduced toward zero, the unit becomes able to change load without changing speed. As a general rule, units running alone should be set on zero droop, interconnected units should be run at the lowest droop setting that will give satisfactory load division. FORM 6248 First EdHion
Alternating current generating units tied in with other units should have droop set sufficiently high (30 to 50 on the dial) to prevent interchange of load between the units. If one unit in the plant, or system has enough capacity, its governor may be set on zero droop and ~ will regulate the . frequency of the entire system. This un~ will take all the load changes within the limits of its capac~ and will control frequency if its capac~ is not exceeded. The system frequency is adjusted by operating the synchronizer of the governor having zero droop. the distribution of load between units is accomplished by operating the synchronizers of the governors having speed droop.
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CAUTION I
Do not manually force the ... engine linkage to increase fuel without first turning load limit knob to 10. Failure to follow proper procedures could cause damage to equipment. The load limit control hydraulically limits the load that can be put on the engine by restricting the terminal output shaft rotation of the governor, and consequently, the quant~ of fuel supplied to the engine. The control may also be used for shutting down the engine by turning it to zero. An optional synchronizing motor may be mounted on a special cover for the governor to provide remote speed control. Its use enables the operator to to match the output of an engine driven machine with that of other units. The motor is that of the split field, series wound, reversible type. It can be used on either direct current or alternating current at its specified voltage. A slip coupling is provided between the motor shaft and the synchronizer control knob on the governor. This coupling is a friction type. WOODWARD EG-3P ELECTRONIC GOVERNING SYSTEM The Woodward EG-3P electronic governing system consists of three components, the magnetic pickup, the control unit and the actuator. The system is capable of isochronous operation (will maintain the same engine speed regardless of engine load). The control unit is oft-engine mounted and is usually in the control room. It is the device that interrupts the signal that is sent from the magnetic pickup. The control unit then compares the the magnetic signal through circuitry and makes the proper adjustments through the actuator. The governor actuator is engine mounted, and is the mechanical device that physically moves the carburetor butterflies. Located on the mounting pad of the governor drive housing on the front right side of the engine, the governor actuator is driven from the accessory drive gear.
5.00 - 1
SPEED GOVERNING SYSTEM engine RPM is set with the rated speed potentiometer located on the control unit, or by the optional external speed trim potentiometer. The RPM setting voltage is compared at the control unit between the control amplifier voltage and the RPM voltage. The control amplifier sends an appropriate voltage to the actuator. For example, if the speed was greater than the speed setting, the control amplifier would decrease its output and the actuator would decrease fuel to the engine. Load sharing between two or more engine-generator sets is accomplished via the load sensing circuitry. Each generator's load is electronically measured continuously to other units on the same bus via parallel lines. Continuous correction to control loop gives load sharing.
GOVERNOR LINKAGES The governor linkage connects the governor output shaft with the carburetor butterfly shaft. On G and GSI engines, a hand lever on the governor side is used to manually set the engine to the desired speed. All engines have a Manual Shutdown Lever added to the linkage on the carburetor side, that enalbles the operator to manually close the fuel valves in the event of an emergency. MAGNETIC PICKUP The engine speed is detected by a magnetic pickup threaded into the flywheel housing aIbove the flywheel ring gear. Each tooth passing by the magnetic pickup generates an AC voltage whose frequency is proportional to engine speed. this AC voltage is then converted into a DC voltage through internal circuitry.
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OVERS PEED GOVERNOR The overs peed governor is a safety device that protects the engine from overspeed damage. The overspeed governor is activated when the engine speed rises approximately 10 percent aIbove the maximum high idle speed. The maximum high idle speed for all VHP engines is 1200 rpm. Therefore, the setpoint allows engine speeds up to 1300 - 1325 rpm before the overspeed governor trips. The overspeed governor functions only if the regular governor fails to operate.
CONTROL PANEL The control unit (see Figure 5.00-1 and Figure 5.00-2), used with electric units, is off-engine mounted, usually in the control room, and is the device that receives the signal that is sent from the magnetic pickup. The control unit then compares the magnetic pickup signal to the predetermined engine RPM signal through circuitry and makes the proper adjustments through the actuator. The
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5.00 - 2
FORM 6248 First Ed~ion
SPEED GOVERNING SYSTEM
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Figure 5.00-2. 2301 A Speed Control
GOVERNOR DRIVE GEAR/CEC TIMING DISC REMOVAL/INSTALLATION
2. Remove the CEC Hall-effect Pickup from the Governor Drive Housing (see Figure 5.00-4)
GOVERNOR DRIVE GEAR/CEC TIMING DISC REMOVAL (CURRENT PRODUCTION)
NOTE: Magneto equipped engines will not have a GEG disc. 1. Place a small oil pan beneath the governor drive housing and remove the governor drive cover plate (4 capscrews, 3/8 x 3/4 inch, with lock washers; 10 capscrews, 3/8 x 1 inch, with lock washers) and gasket (see Figure 5.00-3).
Figure 5.00-4. Hall-effect Pickup
Figure 5.00-3. Governor Drive Housing
FORM 6248 First Edition
5.00 - 3
SPEED GOVERNING SYSTEM 3. On CEC equipped engines, remove the four nylok allen head screws, washers and the CEC timing disc (see Figure 5.00-5). Discard the nylok allen head screws.
GOVERNOR DRIVE GEAR/CEC TIMING DISC INSTALLATION (CURRENT PRODUCTION)
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NOTE: If the engine is GEG equipped, perform Steps 1 thru 16. If not GEG equipped, perform Steps 1 thru 3 and Steps 14 thru 16.
1. Install the No. 8 Woodruff key in the slot on the accessory drive gear shaft, if removed. Ughtly tap the key to properly seat it in the keyway. Verify that the key is level.
2. Position the notch in governor drive gear assembly with the key on the shaft. Install the governor drive gear assembly onto the accessory drive gear shaft with flex lock nut (see Figure 5.00-7).
Figure 5.00-5. Current Production CEC Timing Disc
4. Refer to Governor Drive Shaft Assembly, Removal, and remove the governor drive shaft from the governor drive housing. 5. Remove flex nut and governor drive gear assembly from the accessory drive gear shaft (see Figure 5.00·6). Use a rubber mallet to loosen the drive gear assembly, if necessary. Move the assembly to a suitable workbench.
) Figure 5.00-7. Current Production Governor Drive Gear 3. Refer to Governor Drive Shaft Assembly, Installation, and install the governor drive shaft on the governor drive housing.
NOTE: Insure that the directional arrow and the stamped word "ROTATION" are positioned towards the front of the engine, so they are visible.
Figure 5.00-6. Current Production Governor Drive Gear GOVERNOR DRIVE GEAR/CEC TIMING DISC CLEANING AND INSPECTION (CURRENT PRODUCTION) 1. Using a soft cloth, remove all dirt, grime, grease and oil deposits, from the gear and CEC disc. 2. Inspect the gear teeth for chips, cracks and exces· sivewear. Replacethe governor drive gear if necessary. 5.00 - 4
4. Loosely install the CEC timing disc on the governor drive gear with four new nylok allen head screws, and washers. Roughly align timing mark on disc with the threaded hole used for the Hall-effect Pickup in the magneto housing. 5. Locate the first cylinder to fire in the firing order sequence. Refer to the engine's nameplate for firing order sequence. 6. Check the engine's nameplate to determine the exact timing (or most advanced) for the primary fuel. 7. Bar the engine crankshaft over in a counter-clockwise direction until the valves of the first cylinder in the firing order, which is the #1 R cylinder, are at top dead center (compression stroke). FORM 6248 First Edition
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SPEED GOVERNING SYSTEM To determine when this condHion exists, watch the rocker arms and valves on Hs mating cylinder, #SA. As the exhaust valves on #6R cylinder are closing, the intake valves begin to open. At this point, the #SR cylinder is in valve overlap (all four valves partially open). This means that all four valves on the #1 R cylinder are fully closed. The cylinder is now at top dead center (compression stroke).
NOTE: Timing marks on the flywheel timing tape should be visible through the timing opening located in the flywheel housing when approaching top dead center (TDC) of the first firing cylinder on the compression stroke (see Figure 5.00-8).
10. Thread the timing disc alignment tool into the magneto housing (see Figure 5.00-9). TIMING DISC ALIGNMENT TOOL TIMING DISC REFERENCE POINT
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Figure 5.00-9. Current Production CEC Timing Disc
11. Loosen the allen head screws, and rotate the timing disc so the timing disc reference mark aligns with the point of the alignment tool. 12. Once aligned, torque the nylok aUen head screws on the timing disc to 43 - 45 in-Ib (4.86 - 5.08 N·m). Figure 5.00-8. Flywheel Timing Opening
8. Bar the engine over in the direction opposite normal engine rotation to a point at least 30' prior to the point of desired timing.
13. Remove the alignment tool and install the Hall-effect pickup sensor, Set the gap betweenjfie pickup and the timing disc to 0.040 in. ± 0.010 in. (1.016 mm ± 0.254 mm) (see Figure 5.(J().1 0).
9. Slowly bar the engine in the direction of normal engine rotation, carefully observing the flywheel timing tape and pointer. Stop rotating the flywheel exactly at the nameplate timing for primary fuel (see Figure 5.00-8 and Figure 1.15-2).
CAUTION I I~A=-.::::...:.....:..;::...:....:...;:;..:..:..J.
By rotating the crankshaft too fast and then backing up to the desired timing, the disc drive gear backlash will be on the wrong side of the gear teeth. The timing could therefore be incorrect by several degrees. Disregarding this information could result in product damage and/or personal InJury.
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Figure 5.00-10. Current Production CEC TIming Disc
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FORM 6248 First Ednion
5.00- 5
SPEED GOVERNING SYSTEM
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CAUTION I
DO NOT tum on the fuel ... until the Ignition timing Is verified to be at an acceptable setting, to prevent possible engine damage. Use a timing light to check the ignition timing while the engine is cranking in a NO-FUEL state. Disregarding this Information could result in product damage and/or personal InJury.
2. Remove the CEC Hall-effect Pickup from the Governor Drive Housing (see Figure 5.00-12).
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14. Apply a fast setting contact-type gasket shellac, such as 3M Weather Strip Cement, PermateX® HighTac or equivalent, on the gasket surfaces of the governor drive cover plate. Install a new governor drive cover gasket.
NOTE: During Step 15, the governor drive cover must first be installed on the ball bearing retainer, four capscrews and lock washers To prevent the gaskets from sliding during installation of the governor drive assembly, allow the gasket shellac to cure. Follow the manufacturer's recommendations. 15. With the WED part number facing outside, install the governor drive cover to the ball bearing retainer (4 capscrews, 3/8 x 3/4 inch, with lock washers). Install the remaining fasteners (10 capscrews, 3/8 x 1 inch, with lock washers) (see Figure 5.00-11).
Figure 5.00-12. Hall-effect Pickup
3. On CEC equipped engines, remove the lock nut and the CEC timing disc (see Figure 5.00-13).
Figure 5.00-13. Previous Production CEC Disc
Figure 5.00-11. Governor Drive Housing
4. Remove the governor drive gear assembly from the accessory drive gear shaft (see Figure 5.00-14). Use a rubber mallet to loosen the drive gear assembly, if necessary. Move the assembly to a suitable workbench.
16. On CEC equipped models, refer to CEC Ignition Module Ignition Timing Set (Current Production) and set engine ignition timing. On Magneto equipped modelS, refer to Magneto Static Timing Set, and Magneto Ignition Timing Set, and set engine timing. GOVERNOR DRIVE GEAR/CEC DISC REMOVAL REMOVAL (PREVIOUS PRODUCTION) 1. Place a small oil pan beneath the governor drive housing and remove the governor drive cover plate (4 capscrews, 3/8 x 3/4 inch, with lock washers; 10 capscrews, 3/8 x 1 inch, with lock washers) and gasket (see Figure 5.00·11). 5.00 - 6
) Figure 5.00-14. Previous Production Governor Drive Gear FORM 6248 First Edition
SPEED GOVERNING SYSTEM GOVERNOR DRIVE GEAR/CEC DISC DISASSEMBLY (PREVIOUS PRODUCTION)
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WARNING
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify thatthe tips ofthe pliers are not excessively worn or damaged.
GOVERNOR DRIVE GEAR/CEC DISC ASSEMBLY (PREVIOUS PRODUCTION) 1. Lubricate four new vibration dampers with clean engine oil. 2. Start the drive gear hub in the governor drive gear bore (see Figure 5.00-16). Position the hub so that the roll pin drilling faces the front of the gear and the hub wings are centered above the recess at the back of the gear.
1. Remove the rear retaining ring and the governor drive gear retainer from the drive gear hub (see Figure 5.00-15).
FRONT RETAINING RING
ROLL PIN HUB WINGS GEAR HUB
HUB WING VIBRATION DAMPER
Figure 5.00-15. Previous Production Governor Drive Gear 2. Remove the front retaining ring and the governor drive gear from the drive gear hub.
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3. Remove and discard the four rubber vibration dampers. GOVERNOR DRIVE GEAR/CEC DISC CLEANING AND INSPECTION (PREVIOUS PRODUCTION) 1. Using a soft cloth, remove all dirt, grime, grease and oil deposits, from the gear and CEC disc. 2. Inspect the gear teeth for chips, cracks and excessive wear. Replace the governor drive gear if necessary. Figure 5.00-16. Previous Production Governor Drive Gear Vibration Damper Installation
FORM 6248 First EdHlon
5.00 -7
SPEED GOVERNING SYSTEM NOTE: On those engines equipped with the Waukesha GEG ignition module, the front of the gear hub is also distinguished by the holes needed for mounting of the magnet disc.
3. Place the vibration dampers in an upright position on each side of the two hub wings (see Figure 5.00-16). Place the dampers in position just before the hub wings enter the drive gear recess.
4. Alternately press on the hub and the four vibration dampers, until the hub is centered on the gear and the dampers are fully seated in the cavities. Verify that the top of the dampers are flush with the gear face.
A
WARNING
Always wear proper eye protection when Installing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips ofthe pliers are not excessively worn or damaged.
8. Determine from the engine nameplate and Table 5.10-6 which hole number was used to position the CEC timing disc (see Figure 5.00-19).
9. Install the timing pin on the gear hUb. GOVERNOR DRIVE GEAR/CEC DISC INSTALLATION (PREVIOUS PRODUCTION)
1. Install the No. 8 Woodruff key in the slot on the accessory drive gear shaft, if removed. Lightly tap the key to properly seat it in the keyway. Verify that the key is level. 2. Slide the governor drive gear assembly onto the accessory drive gear shaft aligning the notch in the hub with the key on the shaft. Solidly seat the assembly against the shoulder of the accessory drive gear shaft (see Figure 5.00-18).
5. Install the governor drive gear retainer on the drive gear hub (see Figure 5.00-17).
) FRONT RETAINING RING
ROLL
Figure 5.00-18. Previous Production Governor Drive Gear
PIN
GEAR HUB
3. Verify that the governor drive gear assembly fits snugly on the accessory drive gear shaft without rocking or sliding. 4. Refer to Governor Drive Shaft, Installation and install the governor drive shaft (see Figure 5.00-18).
HUB WING VIBRATION DAMPER
Figure 5.00-17. Previous Production Governor Drive Gear 6. With the rounded edge towards the gear, install the rear retaining ring on the drive gear hub. 7. With the rounded edge towards the gear, install the front retaining ring on the drive gear hub.
NOTE: If the engine is GEG equipped, perform Steps 5 thru 11. If not GEG equipped, perform Steps 7, and 9 thru 11.
IA
CAUTION I
DO NOT turn on the fuel ... until the Ignition timing IS verified to be at an acceptable satting, to prevent possible engine damage. Use a timing light to check the Ignition timing while the engine is cranking In a NO-FUEL state. Disregarding this Information could result in product damage and/or personal Injury.
NOTE: It is recommended that the timing pin be installed on the gear hub prior to installation of the gear. 5.00 - 8
FORM 6248 First Edition
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SPEED GOVERNING SYSTEM 5. Determine from the engine nameplate and Table 5.10-6 which hole number is used to position the CEC timing disc (see Figure 5.00-19).
8. Install the CEC Hall-effect Pickup on the Governor Drive Housing see Figure 5.00-20. Setthe gap between the pickup and the timing disc to 0.040 in. ±0.010 in. (1.016 mm ±0.254 mm) 9. Apply a fast setting contact-type gasket shellac, such as 3M Weather Strip Cement, Permatex® HighTac or equivalent, on the gasket surfaces of the governor drive cover plate. Install a new governor drive cover gasket.
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NOTE: During Step 10, the governor drive cover must first be installed on the ball bearing retainer, four capscrews and lock washers To prevent the gaskets from sliding during installation of the governor drive assembly, allow the gasket shellac to cure. Follow the manufacturer's recommendations. 10. With the WED part number facing outside, install the governor drive cover to the ball bearing retainer (4 capscrews, 3/8 x 3/4 inch, with lock washers) (see Figure 5.00-21). Install the remaining fasteners (10 capscrews, 3/8 x 1 inch, with lock washers).
Figure 5.00-19. Previous Production Timing Disc
6. Install the timing disc, and pin on the gear hub and pin it in position. 7. Apply Loctite® 242 to threads and install the flex lock nut on the shaft and wrench tighten (see Figure 5.00-20).
Figure 5.00-21. Governor Drive Housing
11. On CEC equipped models, refer to CEC Ignition Module Ignition Timing Set (Previous Production) and set engine ignition timing. On Magneto equipped models, refer to Magneto Static Timing Set, and Magneto Ignition Timing Set, and set engine timing.
Figure 5.00-20. Previous Production CEC Disc
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FORM 6248 First Edition
5.00 - 9
SPEED GOVERNING SYSTEM
GOVERNOR DRIVE GEAR (HELICAL)
REAR BALL
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BALL BEARING RETAINING RING
COUNTERBORE
BALL BEARING RETAINER
Figure 5.00-22. Governor Drive Shaft Assembly GOVERNOR DRIVE SHAFT DISASSEMBLY
GOVERNOR DRIVE SHAFT
A
GOVERNOR DRIVE SHAFT REMOVAL
I.A. CAUTION IThe CEC disc must be removed prior to removIng the governor drive shaft assembly or damage to the CEC disc will result. Disregarding this Information could result in product damage and/or personal injury. 1. Refer to Governor Drive Gear, Removal, and remove the governor drive housing cover plate and CECdisc.
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to cause severe personal Injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged. 1. Remove the retaining ring from the first groove on the governor drive shaft (in front of the ball bearing retainer (see Figure 5.00-23). 2. Remove the retaining ring from the second groove on the governor drive shaft.
2. Remove the governor drive shaft assembly from the and governor housing (see Figure 5.00-20 Figure 5.00-22). Move the assembly to a suitable workbench.
REAR BALL BEARING SHOULDER \
3. Using a suitable press, push on the governor drive shaft to remove the ball bearing retainer. 4. Remove the large retaining ring from the groove in the ball bearing retainer. Press on the inner race to remove the ball bearing from the retainer.
GOVERNOR DRIVE GEAR SHOULDER KEYW.-""_:t_ _ KE:vWAY
Ef] INTERMEDIAT/ GEAR SHOULDER
WARNING
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RETAINING RING 2ND GROOVE
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RETAINING RING! 3RD GROOVE
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RETAINING RING 1ST GROOVE
Figure 5.00-23. Governor Drive Shaft 5.00 -10
FORM 6248 Firs1 Edition
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SPEED GOVERNING SYSTEM 5. Press on the opposite end of the governor drive shaft to remove the rear ball bearing, and the spur-type intermediate gear.
6. Remove the woodruff key from the shaft. 7. Remove the retaining ring from the third groove on the governor drive shaft. Press on the end of the shaft to remove the helical governor drive gear and woodruff key from the shaft. GOVERNOR DRIVE SHAFT CLEANING AND INSPECTION
A
WARNING
Always use approved cleaning solvents in a well ventilated area. Contact with skin could result In severe personallnlury or death.
A
WARNING
Compressed air can pierce the skin and could result In severe personal injury or death. Never use your hand to check tor leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
1. Remove all dirt, grime, grease, oil and varnish deposits, from the intermediate and governor drive gears, drive shaft and ball bearing retainer. Thoroughly clean all parts of the assembly in suitable solvent. Dry with moisture free compressed air. 2. Inspect the gear teeth for chips, cracks and exces· sive wear. Replace the governor drive gear or the intermediate gear if necessary.
NOTE: The gear sizes of the governor drive shaft assembly mayv8l)ldepending upon the governor speed. For the correct part numbers of replacement gears, consult the specifications provided with the engine.
3. Inspect the No. 9 Woodruff keys for damage and distortion. Replace the keys if necessary.
4. Inspect the governor drive shaft (see Figure 5.00·23) for damage and wear. If a Woodruff key must be replaced, verify that the keyway is clean and undamaged. Inspect the ball bearing seating surfaces for scoring, scuffing, excessive wear and cleanliness. Replace the governor drive shaft if necessary.
5. Inspect the three drive shaft retaining rings for damage or distortion. Replace the retaining rings if necessary.
6. Inspect the ball bearing retainer for cracks, chips or other damage. Replace the ball bearing retainer if necessary.
7. Inspect the large ball bearing retainer retaining ring for damage or distortion. Replace the retaining ring if necessary. GOVERNOR DRIVE SHAFT ASSEMBLY
A
WARNING
To avoid severe personal injury or death, always wear protective gloves when heating gears.
1. Preheat the helical governor drli/e gear to 350 0 F
(1760 C). Install the No.9 Woodruff I\,~, if removed, and slide the gear down the shaft until it contacts the shaft shoulder (see Figure 5.00·24). GOVERNOR DRIVE GEAR (HELICAL)
REAR BALL BEARING
BALL BEARING RETAINING RING
COUNTERBORE
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BALL IIEj~II~G' RETAINER
Figure 5.00·24. Governor Drive Shaft Assembly FORM 6248 First Edition
5.00 - 11
SPEED GOVERNING SYSTEM
A
WARNING
Always wear proper eye protection when installing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged. 2. With the rounded edge facing the gear, install the retaining ring in the third groove (see Figure 5.00-23) on the governor drive shaft to lock the governor drive gear in position. Verify that the gear fits snugly on the drive shaft without rocking or sliding. 3. Press a new front ball bearing into the ball bearing retainer. Exert pressure against the outer race of the ball bearing until it is seated against the bearing retainer counterbore. Install the large retaining ring in the ball bearing retainer groove.
GOVERNOR DRIVE SHAFT INSTALLATION 1. Hand pack Lithoplex® Grease No.2 (Multipurpose Lithium Complex Formula Containing Molybdenum Disulfide) into the front and rear ball bearings of the governor drive shaft assembly. Apply the same grease to the teeth of the two gears on the drive shaft.
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2. Apply engine oil to the bearing bore opposite the expansion plug. 3. Install the governor drive shaft assembly into the governor drive housing (see Figure 5.00-25). The rear ball bearing on the drive shaft is slip fitted into the bearing bore at the back. Use a rubber mallet to properly seat the drive shaft assembly, if necessary. Be sure that the rear ball bearing is squarely seated in the bore.
4. With the rounded edge faCing the gear, install the retaining ring in the second groove on the governor drive shaft. Exert pressure on the inner race of the ball bearing insert to press the bearing retainer onto the drive shaft. Press the bearing retainer assembly down the shaft until it seats against the retaining ring. 5. With the rounded edge facing the gear, install the retaining ring in the first groove on the governor drive shaft (in front of the ball bearing retainer) to lock the bearing retainer assembly into position. Verify that the assembly rotates freely on the drive shaft without binding or catching.
A
WARNING
To avoid severe personal injury or death, always wear protective gloves when heating gears. 6. Preheat the spur-type intermediate gear to 350" F (176" C). Install the No.9 Woodruff key, if removed, and slide the gear down the governor drive shaft until it contacts the rear shoulder. Verify that the gear fits snugly on the drive shaft without rocking or sliding.
Figure 5.00-25. Governor Drive Gear 4. Refer to "Governor Drive Gear, Assembly", and instail the Governor Drive Gear and CEC disc, (see Figure 5.00-20). Set the gap between the pickup and the timing disc to 0.040 in. ±0.010 in. (1.016 mm ±D.254 mm). 5. Refer to "Governor Drive Gear, Assembly", and install the governor drive housing cover plate. 6. Refer to Ignition Systems, and set engine timing.
7. Press a new rear ball bearing onto the end of the governor drive shaft. Exert pressure against the inner race of the ball bearing until it becomes seated against the rear drive shaft shoulder. Verify that the ball bearing rotates freely on the drive shaft without binding or catching.
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5.00 -12
FORM 6248 First Edition
SPEED GOVERNING SYSTEM GOVERNOR DRIVE HOUSING
5. If required, remove retaining ring and ball bearing from the magneto drive shaft (see Figure 5.00-28).
GOVERNOR DRIVE HOUSING REMOVAL 1. Refer to "Governor Drive Gear, Removal", "Governor Drive Shaft, Removal" and "Governor, Removal" to remove these components. 2. Disconnect the oil line from the upper governor drive housing (see Figure 5.00-26). 3. Remove the Hall-effect pickup from the housing (see Figure 5.00-26).
Figure 5.00-28. Governor Drive Assembly Front Right GOVERNOR DRIVE HOUSING DISASSEMBLY 1. If required, remove the plug and copper washer from the governor drive housing. 2. If required, remove the plug from the side of the governor drive housing. 3. If required, remove the elbow and fitting from the governor drive housing. GOVERNOR DRIVE HOUSING CLEANING AND INSPECTION 1. Inspect governor drive housing for cracks. 2. Inspect the expansion plug to insure it is fitted properly in the counterbore. Figure 5.00-26. 011 Una And Hall-effect Pickup
3. Remove and discard the expansion plug.
4. Remove eight capscrews (3/8 x 1 inch, with lock washers) governor drive housing and gasket, from the gear cover (see Figure 5.00-27).
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! Figure 5.00-27. Governor Drive Housing
FORM 6248 First EdHion
5.00 - 13
SPEED GOVERNING SYSTEM GOVERNOR DRIVE HOUSING ASSEMBLY
GOVERNOR DRIVE HOUSING INSTALLATION
1. If removed, apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the pipe plug square head, 1 inch NPT) and install it on the governor drive housing side (see Figure 5.00-29).
1. Apply a fast settin9". contact-type gasket shellac, such as 3M Scotch Grip Rubber and Gasket Adhesive 847, to the rear gasket surfaces. 2. Install a new gasket at the rear of the governor drive housing (see Figure 5.00-30).
Figure 5.00-29. Governor Drive Housing - Rear 2. If removed, apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the pipe plug and install the plug and copper washer on the upper governor drive housing. 3. If removed, apply Perma Lok® Heavy Duty Pipe Sealant with Teflon®, to the fitting and elbow and install them on the upper governor drive housing. 4. If removed, apply 3M Scotch Grip'· Rubber and Gasket Adhesive 847 around the edge of a new expansion plug.
Figure 5.00-30. Governor Drive Housing - Rear 3. If removed, press a new rear ball bearing onto the end of the accessory (magneto) drive gear shafl (see Figure 5.00-31). Exert unHorm pressure against the inner race of the ball bearing until Hbecomes seated against the drive shaft shoulder. Verify that the bali bearing rotates freely on the drive shafl without binding or catching.
5. With the concave Side facing inward, position the plug against the opening in the governor drive housing (see Figure 5.00-29). 6. Using a soft hammer and a brass drift, strike the center of the plug a solid blow. 7. Reach into the governor drive housing and push against the back of the expansion plug to verify that it is tightly and squarely seated against the counterbore.
Figure 5.00-31. Governor Drive Assembly Front Right
5.00 -14
FORM 6248 First Edition
)
SPEED GOVERNING SYSTEM
A
WARNING
Always wear proper eye protection when installing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips ofthe pliers are not excessively worn or damaged.
9. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon®, to the threads of fitting and elbow (see Figure 5.00-33).
4. Install the retaining ring in the ball bearing retainer groove. Rotate the retaining ring to verify that it is fully seated. 5. Apply Uthoplex® Grease No.2 (Multipurpose Uthiurn Complex Formula Containing Molybdenum Disulfide) between the inner and outer races of the rear ball bearing (see Figure 5.00-31). 6. Apply engine oil to the inside of the sleeve at the back of the governor drive housing. 7. With the governor mounting pad facing upward on the right bank side, slide the sleeve over the ball bearing on the magneto drive gear shaft. Use a rubber malletio properly seat the housing against the gear cover. 8. Install the governor drive housing to the gear cover (8 capscrews, 3/8 x 1 inch, with lock washers) (see Figure 5.00-32).
Figure 5.00-33. Oil Une And Hall-effect Pickup 10. Connect oil line to the governoroove housing. 11. Install the Hall-effect Pickup on the governor drive housing, (see Figure 5.00-20). Set the gap between the pickup and the timing disc to 0.040 in. ±0.010 in. (1.016 mm ±0.254 mm). 12. Refer to Governor Drive Gear/CEC Disc, Governor Drive Shaft Assembly, and Governor Assembly, and install these components. 13. Refer to Ignition Systems, set engine timing.
Figure 5.00-32. Governor Drive Housing
I
./
FORM 6248 First Edition
5.00 -15
SPEED GOVERNING SYSTEM WOODWARD UG-SL GOVERNOR WOODWARD UG-8L GOVERNOR LINKAGE REMOVAL
2. Remove the lock nut, two washers, capscrew, and governor rod from the butterfly valve on the carburetor Figure 5.00-36 and (see Figure 5.00-35, Figure 5.00-37).
NOTE: Mark the hole in the governor output lever that the governor rod is attached to for reference during assembly. 1. Remove the lock nut, two washers, capscrew, and
governor rod from the governor output lever (see Figure 5.00-34).
Figure 5.00-35. Governor Rod - GIGSI Engines
)
Figure 5.00-36. Governor Rod - GL Engines (Throttle Control Shown Installed)
3. Remove the rod end bearings and nuts if necessary.
Figure 5.00-34. Governor Rod
4. Remove lock nut and two spacers, and disconnect the rod from the governor speed control handle (see Figure 5.00-34).
NOTE: On GL engines, refer to Throttle Control Handle Removal, and remove the throttle control handle to expose the butterfly on the carburetor.
5.00 - 16
FORM 6248 First Edition
SPEED GOVERNING SYSTEM WOODWARD UG-SL GOVERNOR REMOVAL t. Remove two nuts, lock washers, screws and the governor speed control assembly from the governor and housing (see Figure 5.00-38). 2. Remove two nylok capscrews, lock washers, governor assembly and gasket, from the governor housing (see Figure 5.00-38). WOODWARD UG-SL GOVERNOR DISASSEMBLY
IA
CAUTION IDo not remove the governor output lever or speed
. L-==--'------';...... .. _ _--'.
control lever from the serrated shafts, unless required. H the levers must be removed, carefully mark their radial position on the shafts. Indexing levers to the wrong splines on the shafts may lead to an overspeed condition resulting in catastrophic engine damage. 1. If required, remove cotter pin, nut and gear from the governor shaft (see Figure 5.00-39). Discard the cotter pin.
Figure 5.00-37. Governor Rod - GL Engines (Throttle Control Shown Installed)
5. Remove lock nut and two spacers, and disconnect the rod from the governor speed adjustment lever (see Figure 5.00-34 and Figure 5.00-38).
GEAR ..............
~
NUT~ til ---@
Figure 5.00-39. Governor Assembly
WOODWARD UG-SL GOVERNOR ASSEMBLY 1. if removed, install a new cotter pin, nut and gear on the governor shaft (see Figure 5.00-39). Figure 5.00-38. UG-SL Governor Assembly
)
FORM 6248 First Ednion
5.00 - 17
SPEED GOVERNING SYSTEM WOODWARD UG-BL GOVERNOR INSTALLATION
1. Apply 3M Scotch Grip'· Rubber and Gasket Adhesive 847 to the housing gasket surface and install gasket on the governor housing (see Figure 5.00-39). Install two nylok capscrews, lock washers, governor assembly and gasket, on the governor housing. 2. Install governor to the governor housing with the two nylok capscrews and lock washers (see Figure 5.00-38).
5. Connect governor rod to the side away from the governor speed lever with two washers and lock nut. 6. Refer to Governor Speed Control Lever adjustment and adjust the governor speed control rod. 7. Check oil level and fill to proper level. 8. Refer to Rod Adjustment, to adjust the governor rod. 9. Refer to Governor Compensation Adjustment, to adjust compensation.
3. Install the throttle control handle assembly and the governor to the governor housing with two capscrews, lock washers and nuts. NOTE: The washers on the control rod are positioned to either side of the control rod ends. The lock nuts are positioned on the govemor side of the control rod.
4. Connect rod to the side away from the governor governor speed control with two washers and lock nuts (see Figure 5.00-40).
Figure 5.00-40. UG-SL Governor Linkage
5.00 -18
FORM 6248 First Ed~ion
)
SPEED GOVERNING SYSTEM 142° MAX. FUEL
80° CLOSED (INSTALL AT 80° FROM HORIZONTAL) /
/
40° MAX. TRAVEL
---- ----
-~-
184° NO FUEL (INSTALL LEVER 4° BELOW HORIZONTAL)
NOTE: Governor Data • reference rod length - 51.900 • travel - 42° • shaft - 0.500-36 -lever length - 2.625
Figure 5.00-41. UG-8 Governor linkage Adjustment Information For 5108GL, 5790GL And 7042GL
NOTE:
Governor Data • reference rod length - 50.610 • travel - 42"
MAXIMUM FUEL POSITION
• shaft - 0.375-36
• /ever
'"
le{n~gt~h~-~4~'~~90~_:_~==_=_==:::=:_::-3~-;~~~:~=~~~1-t8~. /
_ - - _ - - _ - - _ - - _ - - __
NO FUEL POSmON ~NSTALLLEVER1°
00
5.28
'I
~
BELOW HORIZONTAL) NOTE: Butlerflr Valve Data • trave - 72"
cu~~~~~~__~·:Ie=ve:r~le~ngth::~-~I:.2:50~___
54.28
-------------,----1
Figure 5.00-42. UG-8 linkage Adjustment Information For 51 OBGL, 5790GL And 7042GL - Low Pressure Fuel, Draw Thru Carburetion .
UG-SL GOVERNOR LINKAGE INSTALLATION AND ADJUSTMENT
A
WARNING
Before making any adjustments to an operating governor on an engine, check that you have hand throttle control over the engine speed to avoid severe personal injury or death.
A CAUTION I I.::-="--.::=.;:";::;",,;;,..:...;:;,,,;~.
Be sure the governor lever and butterfly valves properly close and open at the same time. governor linkage travel must not be limited by the butterfly valve striking the housing, this imposes unnecessary loads on the linkage. Failure to follow the proper procedures can cause damage to equipment.
.L
NOTE: Refer to Figure 5.00-41, Figure 5.00-42 and Table 5.00-1 for the correct adjustment angles listed by engine type.
)
FORM 6248 First Edition
5.00 -19
SPEED GOVERNING SYSTEM Table 5.00-1. UG-S Governor Linkage Adjustment Information For L5108G/GSI; L5790G/GSI; L7042G/GSI
I
NOTE: These chart values are approXImate.
OPEN '-'" •
_....
. _~. _
H~L ':;x __ ~ONm~L
!: .
CLOSED
_l.. ±
ROD rC")
LENGTH ("D")
~G
E .... _
CLOSED
F
L
BUTTERFLY SHAFT LEVER ("S")
A
B
C
LEVER
LEVER
ROD NO.
156339A
153267C
206564F**
153267C
' ' ' - .M K
.\
I
--t- '-- -4\J I
f
OPEN
/
<\
GOVERNOR LEVER ("A")
D
E
F
G
H
J
K
AA209615B
50.5 in. (1308.1 mm)
32'
38'
0.53 in. (13.462 mm)
1.0 in. (25.4mm)
3'
42'
AA209615J
50.75 in. (1288.05 mm)
15'
60'
0.26 in. (6.604 mm)
(25.4mm)
0'
42'
1.0in.
L
M
3.25 in. 0.17 in. (4.318 mm) (82.55 mm) 0
0
N REo RE
NOTE: .. Name plate towards rear. .. For L7042GSI (with EGR option) ano double butterfly housing.
NOTE: On GL engines, refer to Throttle Control Handle Removal, and remove the throttle control handle. 1. If removed, install the governor output lever on the near side governor output shaft at the proper angle, with the output shaft in the NO FUEL position (see Figure 5.00-43). Tighten the capscrew on governor output lever to 14 ft-Ib (18.98 N·m).
Figure 5.00-44. Governor Rod - G/GSI Engines
Figure 5.00-43. Angle Finder In "No Fuel" Position
2. Install the governor rod to the lever on the butterfly valve with capscrew, two washers, and lock nut (see Figure 5.00-44, Figure 5.00-45 and Figure 5.00-46).
Figure 5.00-45. Governor Rod - GL Engines (Throttle Control Shown Installed) 5.00 - 20
FORM 6248 First Ed~ion
SPEED GOVERNING SYSTEM 4. Install the governor rod to the near side on the governor lever with capscrew, two washers, and lock
nut. 5. Center the angle finder on the top of the governor lever. Refer to Figure 5.00-41, Figure 5.00-42 and Table 5.00-1 for the correct adjustment angles listed by engine type. Verify that the angle is at the proper value. 6. Move the governor lever up to the "full fuel" position. Refer to Figure 5.00-41, Figure 5.00-42 and Table 5.00-1 for the correct adjustment angles listed by engine type. Verify that the angle is at the proper value. 7. Measure the length of the governor rod. Refer to Figure 5.00-41 , Figure 5.00-42 and Table 5.00-4 for the correct distance from the centerline of one rod end bearing to the other. 8. To adjust the rod length, loosen the governor rod jam nuts on each side of the governor rod (see Figure 5.00-47). Screw the threaded studs in or out of the governor rod, as necessary. Adjustlhe studs on both ends of the rod, so that their length (external to the governor rod) is as equal as possible. When the governor rod assembly is at the correct length, wrench tighten both governor rod jam nuts (CW). Figure 5.00-46. Governor Rod - GL Engines (Throttle Control Shown Installed) 3. With the governor output shaft in the NO FUEL position, and with the butterfly valve held closed, adjust the governor rod for length so that a capscrew will pass through the rod end and the hole in the lever (see Figure 5.00-43).
9. Check all fasteners on the rod for tightness. thread engagement on all rod ends must be a minimum of seven threads.
Figure 5.00-47. Governor Rod
FORM 6248 First
Ed~ion
5.00 - 21
SPEED GOVERNING SYSTEM WOODWARD UG-SL GOVERNOR COMPENSATION ADJUSTMENT
A
Adjust the governor compensation as required. High overspeeds and underspeeds or a slow return to normal speed after load changes may be the result of improperly adjusted governor compensation.
NOTE: Large, permanent changes in ambient air temperature affecting govemor oil viscosity may require compensation adjustments. The compensation pointer (coarse adjustment) and compensation needle valve (fine adjustment) are adjustable parts of the engine speed control system (see Figure 5.00-48). Governor stability and response are directly affected by adjustment of these components. The amount of adjustment required is based on the individual operating characteristics (speed and load) of each engine. OIL FILLER CUP
SIGHT GLASS
WARNING
When starting the engine, be prepared to use the hand throttle control and or manual shutdown lever to shut down the engine to protect against runaway or overspeed should the electro-hydraulic actuatorts), or electric control(s), fuel control(s), the driving mechanism(s), Iinkage(s) or the controlled device(s) fall. Failure to take use the proper procedures can cause severe personal injury or death. NOTE: Steps 1 thru 3 refer to initial operation. 1. Fill the governor with oil. 2. Remove the slotted plug and washer from the base
of the governor to access the compensating needle valve. Using a #2 Phillips screwdriver or a 3/16 inch regular screwdriver, turn the compensating needle valve (CW) to close. When the valve just touches its seat, open the valve (CCW) 1/2 to 3/4 turn. 3. Loosen the nut holding the compensation pointer and move the pointer to the midpoint. (see Figure 5.00-48). Tighten the nut to secure the compensation pointer. 4. At a reduced speed, run the engine without load until the lube oil reaches normal operating temperature.
WOODWARD
t
5. Loosen the nut holding the compensation pointer and move the pointer all the way up for maximum compensation (see Figure 5.OO-4S). Tighten the nut to secure the compensation pointer.
OUTPUT SHAFT
'"
COMPENSATION POINTER
6. Remove the slotted plug and washer from the base of the governor to access the compensating needle valve.
J------:;;;;o-----:i-. 011: DRAIN PLUG
DRIVE SHAFT
Figure 5.00-48. Woodward UG-SL Governor
5.00 - 22
FORM 6248 First Edition
)
SPEED GOVERNING SYSTEM
CAUTION
A I If a regular screwdriver Is I.L .=.a='--':;...:....:..::....---'-"'---"-'. used for compensation adjustments, fit the tip into the shallow slot on the compensating needle valve (at right angles to the deep slot). Use of the deep slot may cause the screwdriver to bind or otherwise damage the needle valve. The purpose of the deep slot is to allow the head ofthe needle valve to expand during governor operation. The increased friction resulting from expansion of the head prevents vibration from altering the setting of the needle valve. Disregarding this infonnatlon could result In product damage and/or personal injury. A
CAUTION INevertig~entheneedle
I.L .::.a=~:;.;;....;;..;::;....;;--,-;;;...;~. valve against Its seat. Damage to the needle valve could result.
7. Using a #2 Phillips screwdriver or a 3/16 inch regular screwdriver, turn the compensating needle valve (CW) to close. When the valve just touches its seat, open the valve (CCW) 2 full turns. 8. To bleed trapped air from the governor oil passages, allow the engine to "hunt" for one-half minute. "Hunting" is a fluctuation in engine speed above and below the desired rpm. NOTE: During Step 9, the engine speed will vary.
9. Loosen the nut just enough to move the compensation pointer all the way down for minimum compensation. Retighten the nut to secure the pointer. NOTE: The objective of the compensation adjustment procedure is to find the particular settings for the compensation needle valve and compensation adjustment pointer at which the engine will return quickly to speed (needle valve adjustment), after a speed distur· bance, with only a slight over or undershoot (compensa· tion pointer adjustment).
10. Gradually close the needle valve until the hunting just stops. If the hunting does not stop, open the compensating needle valve three to five turns from the closed position and move the compensation pointer up by two marks on the front panel indicator scale. Again, gradually close the needle valve until hunting stops.
needle valve more than necessary makes the governor slow to return to normal speed after a load change. It is also desirable to have as little compensation as possible. NOTE: Once the needle valve adjustment is CO"ect, it is not necessary to change the setting except for large changes in temperature, which affect governor oil temperature and viscosity. NOTE: As a general rule, always adjust the governor to provide as little compensation as possible. Adjustment of the compensation pointer too far toward the maximum position, provides stable, steady state operation, but causes excessive offspeed, which is the amount by which the governor overshoots and undershoots the desired speed upon load changes. Closing the needle valve too far, makes the governor slow to return (recover) to speed after load changes. Opening the needle valve too far, makes the governor too respon· sive, a condition which adversely affects governor stability and can cause the engine to hunt.
14. When the compensation adjustment is correct, tighten the nut to secure the position·~f the compensa· tion pointer. 15. Install the needle valve access plug and washer in the base of the governor. The plug prevents oil seepage around the needle valve as well as unauthorized tampering with the compensation adjustment.
CAUTION
A I Do not tamper with the .a internal adjustment of the governor unless thoroughly familiar with the proper procedures. Normally, the only requirements for putting a new or overhauled governor into service are bleeding trapped air and adjusting compensation to obtain good response with maximum stability. All other operating adjustments are made at the factory in accordance with Waukesha specifications and should not require further adjustment. Disregarding this infonnatlon could result in product damage and/or personal injury.
I
11. If hunting does not stop, repeat Step 7. 12. Check governor stability by manually disturbing the governor setting. The compensation adjustment is satisfactory when the governor returns to speed with only a slight undershoot or overshoot. 13. The needle valve must not be closed completely, normal position is from 1/2 to 3/4 turn open. Closing the FORM 6248 First Edition
5.00 - 23
SPEED GOVERNING SYSTEM WOODWARD UG-8L GOVERNOR HIGH/LOW SPEED LIMIT ADJUSTMENT
CAUTION I I~A=~=....:..;::.....::..:;..;:;...;:....:..J.
Do.not adjust the internal adlustment of the governor unless thoroughly familiar with the proper procedures. Normally. the only requirements for putting a new or overhauled governor into service are bleeding trapped air and adjusting compensation to obtain good response with maximum stability. All other operating adjustments are made at the factory in accordance with Waukesha specifications and should not require further adjustment. Disregarding this Information could result in product damage and/or personal injury.
L.. .
1. Position the governor speed control to the minimum speed setting (see Figure 5.00-49). LEFT BANK SIDE
OIL SIGHT 'GUISS. HIGH ... ;;~~iEW. STOP
NOTE: Turning the high speed stop screw (CCW) will increase engine speed. Turning the high speed stop screw (CW) will decrease engine speed. 5. Loosen the locking nut and turn the high speed stop screw to make fine adjustments to the high speed setting. 6. Lock the high speed stop screw in position by tightening the locking nut. WOODWARD UG-8L GOVERNOR DROOP ADJUSTMENT Speed droop. or "droop" is one method of creating stability in a governor. Droop is also used to divide and balance load between two or more prime movers operating in parallel or connected to a single shaft. Droop is the decrease in speed taking place when the governor output shaft moves from the minimum to the maximum fuel position in response to a load increase, expressed as a percentage of rated speed. Speed droop is expressed as a percent of rated speed. The following formula can be used to calculate droop. Speed Droop % ~ (NO load RPM-Ratedload RPM) x 100 Rated load RPM
1. Refer to High/Low Speed Stop Adjustment and adjust the governor at no load, for 600 RPM low idle speed.
)
2. Run engine at rated load, and position governor high speed stop (see Figure 5.00-49) for rated speed. Remove load and check high idle speed and record. LOW STOP
3. To adjust droop (see Table 5.00-2): • On 1200 RPM industrial engines, if high idle speed is more than 60 RPM above rated speed, adjust droop of the governor to give a high idle speed of 20 - 60 RPM above rated speed. RIGHT BANK SIDE
Figure 5.1JO.49. Woodward UG-8L Governor - Top View NOTE: Turning the low speed stop screw (CCW) will decrease engine speed. Turning the low speed stop screw (CW) will increase engine speed. 2. Loosen the locking nut and turn the low speed stop screw to make fine adjustments to the low speed setting. 3. Lock the low speed stop screw in position by tightening the locking nut.
• On industrial engines rated at 1100 RPM and lower, a high idle speed of up to 10% above rated speed is acceptable. Table 5.00-2. Governor Speed Droop Settings GOVERNOR Woodward UG-8L (Lever)"
SPEED DROOP SETTING (%) **5 to 10
Woodward UG-8 Dial
0
Woodward Eleclrie EG-3P
0
NOTE: * VHP Marine engines have isochronous governors without any means for adding droop. ** VHP engines with rated speed above 1100 RPM must have the droop set to provide a No-load speed of 20 - 60 RPM above rated speed.
4. Pos~ion the governor speed control to the maximum speed setting. 5.00 - 24
FORM 6248 First Edition
)
SPEED GOVERNING SYSTEM WOODWARD UG-8 (DIAL) GOVERNOR WOODWARD UG-8 (DIAL) GOVERNOR LINKAGE REMOVAL NOTE: Mark the hole in the governor output lever that the governor rod is attached to, for reference during assembly. 1. Remove the lock nut, two washers, capscrew, and governor rod from the governor output lever (see Figure 5.00-50).
Figure 5.00-51. Governor Rod - GIGSI Engines
Figure 5.00-52. Governor Rod - GL Engines (Throttle Control Shown Installed)
Figure 5.00-50. Govemor Rod
NOTE: On GL engines, refer to Throttle Control Handle Removal, and remove the throttle control handle to expose the carburetor butterfly. 2. Remove the lock nut, two washers, capscrew, and governor rod from the butterfly valve (see Figure 5.00-51, Figure 5.00-52 and Figure 5.00-53).
)
FORM 6248 First Edition
5.00 - 25
SPEED GOVERNING SYSTEM WOODWARD UG-8 (DIAL) GOVERNOR REMOVAL
1. Remove two nuts, lock washers, and screws from the the output lever side of the governor and governor housing (see Figure 5.00-54).
Figure 5.00-53. Governor Rod - GL Engines (Throttle Control Shown Installed)
3. Remove the rod end bearings and nuts if necessary.
Figure 5.00-54_ Governor
2. Remove two nylok capscrews, lock washers, governor assembly and gasket, from the governor and governor housing.
5.00 - 26
FORM 6248 First Edition
SPEED GOVERNING SYSTEM WOODWARD UG-8 (DIAL) GOVERNOR DISASSEMBLY
IA
WOODWARD UG-8 (DIAL) GOVERNOR LINKAGE INSTALLATION AND ADJUSTMENT
CAUTION I
Do not remove the gover.. nor output lever or speed control lever from the serrated shafts. H the levers must be removed, carefully mark their radial position on the shafts. Indexing levers to the wrong splines on the shafts may lead to an overspeed condition resulting in catastrophic engine damage and/or personal injury. 1. If required. remove cotter pin and nut from the governor shaft (see Figure 5.00-55). Discard the cotter pin.
A
WARNING
Before making any adjustments to an operating governor on an engine, check that you have hand throttle control over the engine speed to avoid severe personal InJury or death.
IA
CAUTION I
Be sure the governor le....="=7'-:---''---':-''----'' ver and butterfly valves properly close and open at the same time. governor linkage travel must not be limited by the butterfly valve striking the housing, this Imposes unnecessary loads on the linkage. Failure to follow the proper procedures can cause damage to equipment and/or personal injury. NOTE: Refer to Figure 5.00-41. Figure 5.00-42 and Table 5.00-1 for the correct adjustment angles listed by engine type. NOTE: On GL engines, refer to Throttle Control Handle Removal, and remove the throttle control handle. 1. If removed, install the governor QIltput lever on the near side governor output shaft attheiiroper angle, with the output shaft in the NO FUEL position (see Figure 5.00-56). Tighten the capscrew on governor output lever to 14 ft-Ib (18.98 N·m).
Figure 5.00-55. Governor Assembly
2. If required. remove gear from the governor shaft. WOODWARD UG-8 (DIAL) GOVERNOR ASSEMBLY 1. If removed. install a new cotter pin. nut and gear on the governor shaft (see Figure 5.00-55). WOODWARD UG-8 (DIAL) GOVERNOR INSTALLATION 1. Apply 3M Scotch Grip Rubber and Gasket Adhesive 847 to the housing gasket surface and install gasket on the governor housing (see Figure 5.00-55). N
2. Install two nylok capscrews. lock washers. governor assembly and gasket. on the governor housing (see Figure 5.00-54). 3. Install the remaining two capscrews. lock washers and nuts on the governor and housing. )
4. Check oil level and fill to proper level. 5. Refer to Rod Adjustment. to adjust the governor rod. 6. Refer to Governor Adjustment. to adjust the Governor. FORM 6248 First Ednion
Figure 5.00-56. Governor Rod
5.00-27
SPEED GOVERNING SYSTEM 2. Install the governor rod to the lever on the butterfly valve with capscrew, two washers, and lock nut (see Figure 5.00-57, Figure 5.00-58 and Figure 5.00-59).
Table 5.00-1, for the correct adjustment angles listed by engine type. Verify that the angle is at the proper value.
)
Figure 5.00-57. Governor Rod - GIGSI Engines
) Figure 5.00-59. Governor Rod - GL Engines (Throttle Control Shown Installed)
8. Measure the length of the governor rod. Refer to Figure 5.00-41, Figure 5.00-42 and Table 5.00-1, for the correct distance from the centerline of one rod end bearing to the other. Figure 5.00-58. Governor Rod - GL Engines (Throttle Control Shown Installed)
3. With the governor output shaft in the NO FUEL position, and with the butterfly valve held closed, adjust the governor rod for length so that a capscrew will pass through the rod end and the hole in the lever (see Figure 5.00-56 and Figure 5.00-60). 4. Refer to reference marks, and install the governor rod to the near side on the governor lever with capscrew, two washers, and lock nut (see Figure 5.00-56). 5. Check all fasteners on the rod for tightness. thread engagement on all rod ends must be a minimum of seven threads. 6. Center the angle finder on the top of the governor lever. Refer to Figure 5.00-41, Figure 5.00-42 and Table 5.00-1, for the correct adjustment angles listed by engine type. Verify that the angle is at the proper value. 7. Move the govemor lever up to the "full fuel" position. Figure 5.00-42 and Refer to Figure 5.00-41, 5.00 - 28
9. To adjust the rod length, loosen the governor rod jam nuts on each side of the governor rod (see Figure 5.00-60). Screw the threaded studs in or out of the governor rod, as necessary. Adjustthe studs on both ends of the rod, so that their length (external to the governor rod) is as equal as possible. When the governor rod assembly is at the correct length, wrench tighten both governor rod jam nuts (CW). GOVERNOR ROD
ROD END BEARING JAM NUT ROD END GOVERNOR ROD / BEARING JAM NUT
~ I~T~..u---,:~ \
RIGHT HAND THREADS
LEFT HAND THREADS
\
GREASE FlmNG
Figure 5.00-60. Governor Rod Assembly FORM 6248 First Edition
)
SPEED GOVERNING SYSTEM WOODWARD UG-8 DIAL GOVERNOR COMPENSATION ADJUSTMENT
A
Adjust the governor compensation daily or as required. High overspeeds and underspeeds or a slow return to normal speed after load changes may be the result of improperly adjusted governor compensation. NOTE: Large, permanent changes in ambient air temperature affecting governor oil viscosity may require compensation adjustments.
The compensation pointer (coarse adjustment) and compensation needle valve (fine adjustment) are adjustable parts of the engine speed control system (see Figure 5.00-61). Governor stability and response are directly affected by adjustment of these components. The amount of adjustment required is based on the individual operating characteristics (speed and load) of each engine. OIL FILLER CUP
SIGHT GLASS
WARNING
When starting the engine, be prepared to make an emergency shut down to protect against runaway or overspeed should the electro-hydraulic actuator(s), or electric control(s), fuel control(s), the driving mechanlsm(s), IInkage(s) or the controlled device(s) fall, Failure to take use the proper procedures can cause severe personal injury or death. NOTE: Steps 1 thru 3 refer to initial operation.
1. Fill the governor with oil.
2. Remove the slotted plug and washer from the base of the governor to access the compensating needle valve. Using a #2 Phillips screwdriver or a 3/16 inch regular screwdriver, turn the compensating needle valve (eW) to close. When the valve just touches its seat, open the valve (CCW) 1/2 to 3/4 turn. 3. Loosen the nut holding the compensation pointer and move the pointer to the midpoint. (see Figure 5.00-61). Tighten the nut to secure the compensation p o i n t e r . . , . 4. At a reduced speed, run the engine without load until the lube oil reaches normal operating temperature.
-'~-:.. - -
5. Loosen the nut holding the compensation pointer and move the pointer all the way,up for maximum compensation (see Figure 5.00-61). lighten the nut to secure the compensation pointer.
-WI ~~~~ - "
....
I
6. Remove the slotted plug and washer from the base of the governor to access the compensating needle valve.
\
CAUTION I I A=:.....;=-=-=-.:....:=...:...;:..J.
If a regular screwdriver Is used for compensation adjustments, fit the tip into the shallow slot on the compensating needle valve (at right angles to the deep slot). Use of the deep slot may cause the screwdriver to bind or otherwise damage the needle valve. The purpose of the deep slot is to allow the head ofthe needle valve to expand during governor operation. The increased friction resulting from expansion of the head prevents vibration from altering the setting of the needle valve. Disregarding this Information could result In product damage and/or personal injury.
.L .:: ..
.i-----,;;:o-----:!.- OIL DRAIN PLUG
COMPENSATION NEEDLE VALVE (BEHIND PLUG)
Figure 5,00-61, Woodward UG-B Dial Governor
CAUTION I I A=:.....;=-=-=-.:....:-=-...:...;:..J.
Never tigh~en t~e needle valve agamst Its seat. Damage to the needle valve could resuh.
L . .:: ..
)
FORM 6248 First Edilion
5.00 - 29
SPEED GOVERNING SYSTEM 7. Using a #2 Phillips screwdriver or a 3/16 inch regular screwdriver, turn the compensating needle valve (CW) to close. When the valve just touches its seat, open the valve (CCW) 2 full turns. 8. To bleed trapped air from the governor oil passages, allow the engine to "hunt" for one-half minute. "Hunting" is a fluctuation in engine speed above and below the desired rpm. NOTE: During Step 9, the engine speed will vary. 9. Loosen the nut just enough to move the compensation pointer all the way down for minimum compensation. Retighten the nut to secure the pointer. NOTE: The objective of the compensation adjustment procedure is to find the particular settings for the compensation needle valve and compensation adjustment pointer at which the engine will return quickly to speed (needle valve adjustment), after a speed disturbance, with only a slight over or undershoot (compensation pointer adjustment). 10. Gradually close the needle valve until the hunting just stops. If the hunting does not stop, open the compensating needle valve three to five turns from the closed position and move the compensation pointer up by two marks on the front panel indicator scale. Again, gradually close the needle valve until hunting stops. 11. If hunting does not stop, repeat Step 7. 12. Check governor stability by manually disturbing the governor setting. The compensation adjustment is satisfactory when the governor returns to speed with only a slight undershoot or overshoot. 13. The needle valve must not be closed completely, normal position is from 1/2 to 3/4 turn open. Closing the needle valve more than necessary makes the governor slow to return to normal speed after a load change. It is also desirable to have as little compensation as possible. NOTE: Once the needle valve adjustment is correct, it is not necessary to change the setting except for large changes in temperature, which affect governor oil viscosity.
NOTE: As a general rule, always adjust the governor to provide as little compensation as possible. Adjustment of the compensation pointer too far toward the maximum position, provides stable, steady state operation, but causes excessive offspeed, which is the amount by which the governor overshoots and undershoots the desired speed upon load changes. Closing the needle valve too far, makes the governor slow to return (recover) to speed after load changes. Opening the needle valve too far, makes the governor too responsive, a condition which adversely affects governor stability and can cause the engine to hunt. 14. When the compensation adjustment is correct, tighten the nut to secure the position of the compensation pointer. 15. Install the needle valve access plug and washer in the base of the governor. The plug prevents oil seepage around the needle valve as well as unauthorized tampering with the compensation adjustment. WOODWARD UG-8 DIAL GOVERNOR HIGH/LOW SPEED ADJUSTMENT The synchronizer is the speed adjusting control and is used to change engine speed for a single unit. On engines paralleled with other units, ~ is used to change engine load. The upper knob, "SYNCHRONIZER" is the control knob, while the lower knob, "SYN. INDICATOR", indicates the number of revolutions of the synchronizer control knob.
)
A CAUTION I I=.. ='--:';..;;.....:;..;:......;...;;..~~.
Do not adjust the Internal adjustment of the governor unless thoroughly familiar with the proper procedures. Normally, the only requirements for putting a new or overhauled governor into service are bleeding trapped air and adjusting compensation to obtain good response with maximum stabilIty. All other operating adjustments are made at the factory in accordance with Waukesha specifications and should not require further adjustment. Disregarding this information could result in product damage and/or personal injury.
L.
A
WARNING
Adjusting the governor speed settings beyond the specified minimum and/or maximum speed ratings of the engine can cause damage to equipment and severe personal injury or death.
)
5.00-30
FORM 6248 First Edition
SPEED GOVERNING SYSTEM WOODWARD UG-8 (DIAL) GOVERNOR DROOP ADJUSTMENT Speed droop, or "droop" is one method of creating stability in a govemor. Droop is also used to dMde and balance load between two or more prime movers operating in parallel or connected to a single shaft. Droop is the decrease in speed laking place when the governor output shaft moves from the minimum to the maximum fuel position in response to a load increase, expressed as a percenIage of rated speed. Speed Droop is expressed as a percent of rated speed (see Table 5.00-3). The following formula can be used to calculate droop. Speed Droop %
= (NO load RPM -
Rated load RPM) x 100 Rated load RPM
Table 5.00-3. Govemor Speed Droop Settings GOVERNOR Woodward UG-8L (Lever)·
SPEED DROOP SETTING (%)
* 5 to 10
Woodward UG-8 Dial
0
Woodward Electric Actuators
0
NOTE: ·VHPengines with rated speedabove 1100 RPM must have the droop set to provide a NO-load speed at 20 - 60 RPM above rated speed.
Marks on the adjustment scale are reference numbers only, and do not represent droop percentages. Therefore, the 100 mark does not represent 100% droop. It represents the maximum droop percentage available on on that UG-8 Dial govemor. Reducing droop to zero allows the unit to change load without changing speed. Normally set zero droop on uni1B running alone. On interconnected uni1B, set the least amount of droop possible to provide satisfactory load division. For AC generating uni1B tied in with other uni1B, set droop sufficiently high to (reference numbers 30 to 50 on the dial) to prevent interchange of load between uni1B. If one unit in the system has enough capacity, set i1B governor on zero droop and it will regulate the frequency of the prime mover system. If i1B capacity is not exceeded, this unit will handle all load changes. Operate the SYNCHRONIZER of the governor with zero droop, to adjust the systems frequency. Operate the SYNCHRONIZERS, of the governors that have speed droop, to distribute load between units.
j
1. To adjust droop: Rotate the speed droop knob and set zero droop on units running alone. On interconnected units, set the least amount of droop possible to provide satisfactory load division.
FORM 6248 First Edition
5.00 - 31
SPEED GOVERNING SYSTEM WOODWARD EG-3P ELECTRIC GOVERNOR WOODWARD EG-3P ELECTRIC GOVERNOR LINKAGE REMOVAL
NOTE: Mark hole in the governor output /ever that the governor rod is attached to for reference during assembly.
1. Remove the lock nut, two washers, capscrew, and governor rod from the governor lever (see Figure 5.00-62).
Figure 5.00-63. Governor Rod - GIGSI Engines
Figure.5.oo-64. Governor Rod - GL Engines (Throttle Control Shown Installed)
Figure 5.00-62. EG-3P Governor Rod
NOTE: On GL engines, refer to manual shutdown lever Handle Removal, and remove the manual shutdown lever handle.
2. Remove the lock nut, two washers, capscrew, and governor rod from the butterfly valve (see Figure 5.00-63, Figure 5.00-64 and Figure 5.00-65).
5.00 - 32
FORM 6248 First Edition
SPEED GOVERNING SYSTEM WOODWARD EG-3P GOVERNOR DISASSEMBLY
1. Remove the splined connector from the governor shaft (see Figure 5.00·66). The splined connector may stay with the governor drive housing shaft.
Figure 5.00-65. Governor Rod - GL Engines (Throttle Control Shown Installed) Figure 5.00-66. Spllned Cpnnector
3. Remove the rod end bearings and nuts if necessary. WOODWARD EG-3P GOVERNOR REMOVAL
A. CAUTION I I.::.-=' --_____---'.
Do not remove the governor lever from the serrated governor output shaft. If the governor lever must be removed, carefully mark Its radial position on the output shaft. Indexing the governor lever to the wrong splines on the output shaft may lead to an overspeed condition resulting In catastrophic engine damage.
L. •
1. Disconnect the oil line from the governor (see Figure 5.00-62). 2. Disconnect pickup harness from the governor. 3. Remove two nuts, lock washers and governor from the governor drive. 4. Remove and discard the gasket.
WOODWARD EG-3P GOVERNOR CLEANING AND INSPECTION
A
WARNING
Comply with the solvent manufacturer's recommendations for proper use and handling of solvents. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning. Improper handling or misuse could resuH in severe personal injury or death.
I A.
)
CAUTION I
Do not submerge the .governor during the cleaning process. Submerging the governor will cause damage to equipment.
FORM 6248 First
Ed~ion
5.00 - 33
SPEED GOVERNING SYSTEM 1. Clean all parts in an approved cleaning solvent.
WOODWARD EG-3P GOVERNOR DRIVE REMOVAL
)
2. Inspect the governor gear for damaged teeth. 3. Inspect the control rod and rod end bearings for damage or wear. If damage is noted, replace the parts as necessary.
1. Refer to Governor Removal, and remove the governor. 2. Remove two nuts, lock washers, and capscrews from the governor drive (see Figure 5.00-67).
4. Inspect all attaching hardware for stripped or damaged threads. replace if damage is noted. 5. Inspect the oil lines for kinks or breaks. Replace if damaged. 6. Inspect the fittings for stripped threads. Replace if damaged. WOODWARD EG-3P GOVERNOR ASSEMBLY
There is no assembly required for the governor assembly.
)
Figure 5.00-67. Governor Drive
3. Remove two capscrews, lock washers and governor drive from the governor housing. 4. Remove and discard the gasket.
5.00 - 34
FORM 6248 First Edition
SPEED GOVERNING SYSTEM
/GOVERNOR DRIVE ADAPTER RETAINING
RETAINING _WOIOD~IUFF KEY
Figure 5.00-68. Governor Drive Internal View WOODWARD EG_3P GOVERNOR DRIVE DISASSEMBLY
4. Remove the shaft assembly from the governor drive adapter.
1. Secure the governor drive assembly in a brass jawed vise.
5. Remove the small retaining ring from the splined end of the shaft.
2. Remove the lock nut from the end of the shaft (see Figure 5.00-68).
6. Remove the bearing from the splined end. 7. Remove the spacer and roller bearing from the shaft.
A
WARNING
8. Remove the gear and woodruff key from the shaft.
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to cause severe personal Injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged.
)
NOTE: All drive components will come out with the shaft. 3. Remove the retaining ring from the governor drive adapter.
FORM 6248 First EdHion
5.00- 35
SPEED GOVERNING SYSTEM WOODWARD EG-3P GOVERNOR DRIVE CLEANING AND INSPECTION
A
WARNING
Comply with the solvent manufacturer's recommendations for proper use and handling of solvents. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning. Improper handling or misuse could result In severe personal Injury or death.
WOODWARD EG-3P GOVERNOR DRIVE INSTALLATION 1. Install the gasket on the governor drive housing (see Figure 5.00-69). 2. Install the governor drive to the governor drive housing with two lock washers and capscrews. 3. Install the remaining two capscrews, lock washers and nuts.
1. Clean all parts in an approved cleaning solvent. 2. Inspect the gear for damaged teeth. Replace the gear if damage is noted. 3. Inspect the splined shaft and coupling for damaged splines or teeth. Replace if damage is noted. 4. Inspect the bearings for signs of wear or looseness on the shaft. Replace worn or loose bearings. 5. Inspect the shaft for wear in bearing mounting areas and check thread condition. Replace if damaged or wom.
WOODWARD ASSEMBLY
EG~3P
GOVERNOR DRIVE
)
1. Press the center roller bearing on the shaft (see Figure 5.00·68). 2. Install the spacer on the shaft. 3. Press the bearing on the splined end of the shaft.
A
WARNING
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to cause severe personal Injury or death. Use the correct retaining ring pliers. Verify that the tips ofthe pliers are not excessively worn or damaged.
Figure 5.00-69. Governor Drive
4. Install the small retaining ring on the shaft. 5. Install the shaft assembly in the governor drive adapter. 6. Install the large retaining ring on the governor drive adapter and shaft. 7. Press the gear on the shaft end and install lock nut.
)
5.00-36
FORM 6248 First Edition
SPEED GOVERNING SYSTEM WOODWARD EG-3P GOVERNOR INSTALLATION
BOTTOM VIEW
1. Install the splined connector to the splined top end of the governor drive shaft (see Figure 5.00-70).
~@ ALIGN OIL HOLE IN GASKET WITH THIS HOLE ENGINE SlOE
Figure 5.00-72. EG-3P Governor - Bottom View
2. Install the gasket on the governor drive adapter, insure that the gasket does not block the oil hole on the bottom of the governor (see Figure 5.00-71 and Figure 5.00-72).
) Figure 5.00-70. Spllned Connector
I
A CAUTION Insure that the oil hole on .L .!! .!!:!!!!!c....:::::.:....:.:::....:~=...:~. .. the bottom of the gover-
I
nor is not blocked by the gasket. Disregarding this information could result In product damage and/or personal injury.
NOTE: The larger 13/32 in (0.4062 mm) diameter cut out oil hole is positioned over the oil drain on the govemor (see Figure 5.00-71 and Figure 5.00-72).
)
o
o
4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads offiltings and connect the oil lines to the governor. 5. Slide a new copper washer on a 5/8 inch hex head plug. 6. Locate the two holes in the lower right side of the front flywheel housing. Install the plug in the selected hole. 7. Rotate the flywheel until the tooth of the ring gear is centered in the unplugged hole (see Figure 5.00-73).
13/32 (10.3 mm) OIA. OIL HOLE
o
3. Ensuring that the bottom shaft of the governor is engaging the splined connector, Install the governor to the governor drive with two lock washers and nuts.
o
SPOTFAC~
FRONT FLYWHEEL HOUSING ..,......(UPPER HOLE)
~
RING GEAR TOOTH
Figure 5.00-73. Ring Gear Tooth Alignment
ENGINE SlOE
Figure 5.00-71. Gasket FORM 6248 First Ednlon
5.00 - 37
SPEED GOVERNING SYSTEM
IA
CAUTION I
Be sure that the top of :.. the tooth is parallel to the pole face or rotation ofthe flywheel will damage the pickup sensor.
WOODWARD EG-3P GOVERNOR LINKAGE CLEANING AND INSPECTION
8. Thread the magnetic pickup into the hole until the pole face bottoms out on the flat head of the ring gear tooth.
Comply with the solvent manufacturer's recommendations for proper use and handling of solvents. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning. Improper handling or misuse could result in severe personal injury or death.
9. Back out the pickup 1/4 turn.
NOTE: A feeler gauge can only be used, if the rear flywheel housing is removed. 10. Use a feeler gauge to verify that the gap between the pole face and the top of the tooth is 0.040 ± 0.010 inch (1.0 ± 0.25 mm) (see Figure 5.00-74). PICKUP SENSOR BODY
\
2. Inspect all threaded parts for damage to the threads (see Figure 5.00-75). Replace parts if damage is noted.
FACE
JAM ,0.010" GAP
,O.25mm)
WARNING
1. Clean all parts in an approved cleaning solvent.
GOVERNOR ROD
FLYWHEEL RING GEAR TOOTH
FRONT
A
I
~
\
ROD END BEARING JAM NUT ROD END GOVERNOR ROD / JAM NUT BEARING
I¥T~: -
RIGHT HAND THREADS
LEFT HAND THREADS
\
GREASE FlmNG
Figure 5.00-74. Install Magnetic Pickup Sensor
Figure 5.00-75. Governor Rod Assembly
11. Tighten the jam nut (7/8 inch hex) against the spot face on the flywheel housing.
3. Inspect the governor rod and rod ends for damage or wear. Replace if damaged.
)
12. Connect pickup harness to the governor.
)
5.00 - 38
FORM 6248 First Edition
SPEED GOVERNING SYSTEM NOTE: Refer to Figure 5.00-76, Figure 5.00-77 and Table 5.00-4 for the correct adjustment angles listed by engine type.
WOODWARD EG-3P GOVERNOR LINKAGE INSTALLATION AND ADJUSTMENT
A
WARNING
Before making any adjustments to an operating governor on an engine, check that you have hand throttle control over the engine speed to avoid severe personal injury or death. 800 CLOSED (INSTALL AT 800 FROM HORIZONTAL)
0
142 MAX. FUEL"
__ ------:r-IS=:::I
400 MAX. TRAVEL
NOTE: Governor Data • reference rod length - 52.340 • travel - 42° • shaft - 0.375-36 • lever length - 2.625
1840 NO FUEL (INSTALL LEVER 4 0 BELOW HORIZONTAL)
Figure 5.00-76. EG-3P Governor Linkage Adjustment Information For 51 OSGL, 5790GL And 7042GL
NOTE: Govemor Data • reference rod length - 49.410 • travel - 42° BUTTERFLY VALVE • shaft - 0.375-36 MAX. OPEN POSmON • /ever length - 4.290
MAXIMUM FUEL POSITION
'" ---------
~~
NO FUEL POSmON ONSTALL LEVER 10 UP FROM HORIZONTAL)
BUTTERFLY VALVE CLOSED POSITION
NOTE: Butterfly Valve Data • travel - 72" • lever length - 1.250
Figure 5.00-77. EG-3P Linkage Adjustment Information For 51OSGL, 5790GL And 7042GL - Low Pressure Fuel, Draw Thru Carburetion Table 5.00.... EG-3P Governor Linkage Adjustment Information For L5108G/GSI; L5790GlGSI; L7042G/GSI NOTE: These chart values are approximate.
I
~
. _~. _
CLOSED
H~L~- _~NTRqLRODf'C") ~ _
L
~
• .( CLOSED E
LENGTH ("D") i--G F
OPEN
-r-
;'
; "M
=t: L '_ K
! \
BUTTERFLY SHAFT LEVER iB")
)
<
OPEN ..,./ • . \
.\
I
-~
I
GOVERNOR LEVER iAU)
A LEVER
B LEVER
C ROD PIN
D
E
F
G
H
J
K
L
M
N
208564A
153267C
AA209615
50.160 in. (1274.064 mm)
32 0
380
0.53 in. (13.462 mm)
1.0 in. (25.4 mm)
50
420
0.32 in. (8.128 mm)
3.62 in. (91.948 mm)
RE
NOTE: • Name plate towards rear. .. For L7042GSI (with EGR option) and double butterfly housing.
FORM 6248 First Edition
5.00 - 39
SPEED GOVERNING SYSTEM 1. Install the governor output lever on the near side governor output shaft at the proper angle shown, with the output shaft in the NO FUEL position.
the output shaft in the NO FUEL position (see Figure 5.00-78). Tighten the capscrew on governor output lever to 14 ft-Ib (18.98 N·m).
2. Install the lever on the near side butterfly shaft to the angle shown, with the butterfly shaft in the NO FUEL position. 3. Install the governor rod to the lever on the butterfly valve with capscrew, two washers, and lock nut. 4. With the governor output shaft in the NO FUEL position, and with the butterfly valve held closed, adjust the governor rod for length so that a capscrew will pass through the rod end and the hole in the lever. 5. Refer to reference marks, and install the governor rod to the near side governor lever with capscrew, two washers, and lock nut. 6. Check all fasteners on the rod for tightness. thread engagement on all rod ends must be a minimum of seven threads. After test, pin lever and spiders. 7. Refer to EG-3P Governor Adjustment for procedures on adjusting the linkage.
A
WARNING
Before making any adjustments to an operating governor on an engine, check that you have hand throttle control over the engine speed to avoid severe personal injury or death.
CAUTION I I~fit..=:.....:=....:..;:::;,..,;:....:..=~.
Be sure the governor lever and butterfly valves properly close and open at the same time. Governor linkage travel must not be limited by the butterfly valve striking the housing, this imposes unnecessary loads on the linkage. Failure to follow the proper procedures can cause damage to equipment.
Figure 5.00-78. Governor Rod 2. Install the governor rod to the lever on the butterfly valve with capscrew, two washers, and lock nut (see Figure 5.00-79, Figure 5.00-80 and Figure 5.00-81).
L.. .
NOTE: Refer to Figure 5.00-76, Figure 5.00-77 and Table 5.00-4 for the correct adjustment angles listed by engine type. NOTE: On GL engines, refer to Manual Shutdown Lever Handle Removal, and remove the manual shutdown lever handle. 1. If removed, install the governor output lever on the near Side governor output shaft at the proper angle, with
5.00 - 40
Figure 5.00-79. Governor Rod - GIGSI Engines
FORM 6248 First Edi~on
)
SPEED GOVERNING SYSTEM 5. Check all fasteners on the rod for tightness. Thread engagement on all rod ends must be a minimum of seven threads. 6. Center the angle finder on the top of the governor lever. Refer to Figure 5.00-76, Figure 5.00-77 and Table 5.00-4 for the correct adjustment angles listed by engine type. Verify that the angle is at the proper value. 7. Move the governor lever up to the "full fuel" position. to Figure 5.00-76, Figure 5.00-77 and Refer Table 5.00-4 for the correct adjustment angles listed by engine type. Verify that the angle is at the proper value.
Figure 5.00-80. Governor Rod - GL Engines (Throttle Control Shown Installed)
8. Measure the length of the governor rod. Refer to Figure 5.00-76, Figure 5.00-77 and Table 5.00-4 for the correct distance from the centerline of one rod end bearing to the other. 9. To adjust the rod length, loosen the governor rod jam nuts on each side of the governor rod (see Figure 5.00-75). Screw the threaded studs in or out of the governor rod, as necessary. Adjustthe studs on both ends of the rod, so that their length (external to the governor rod) is as equal as possible. When the governor rod assembly is at the correct length, wrench tighten both governor rod jam nuts/pW). 10. Remove and discard the gasket.
MANUAL SHUTDOWN LEVER MANUAL SHUTDOWN LEVER ADJUSTMENT - GL 1. Remove the 2 capscrews, four washers, and the friction handle bracket from the intake manifold adapter (see Figure 5.00-81). Remove the elastic stop lock nut and remove the bracket, washers and handle, from the friction handle hub. 2. Position the angle finder on the flat surface of the butterfly valve (see Figure 5.00-82). Verifythatthe lever is installed at the proper angle in the "fully closed" position (see Figure 5.00-41, Figure 5.00-42, Figure 5.00-76, and Figure 5.00-77).
Figure 5.0Q.81. Governor Rod - GL Engines (Throttle Control Shown Installed)
)
3. With the governor output shaft in the NO FUEL position, and with the butterfly valve held closed, adjust the governor rod for length so that a capscrew will pass through the rod end and the hole in the lever (see Figure 5.00-76).
3. Pull up on the governor rod to simulate wide open throttle. Verify that the lever is installed at the proper angle (see Figure 5.00-41, Figure 5.00-42, Figure 5.00-76, and Figure 5.00-77). 4. If adjustment is necessary, proceed as follows: A. Remove the governor rod end bearing from the manual shutdown lever (see Figure 5.00-81) (1 capscrew, 3/8 x 1-3/4 inches, with 2 flat washers and an elastic stop lock nut).
4. Install the governor rod to the near side on the governor lever with capscrew, two washers, and lock nut.
FORM 6248 First Ednion
5.00 - 41
SPEED GOVERNING SYSTEM B. Loosen the No. 10x7/8 inch allen head setscrew (see Figure 5.00-83) to unlock the position of the manual shutdown lever on the right bank butterfly valve shaft (see Figure 5.00-82).
F. Tighten the No. lOx 7/8 inch allen head setscrew to lock the position olthe manual shutdown lever on the butterfly valve shaft (see Figure 5.00-63). G. Secure the governor rod end bearing to the open hole in the manual shutdown lever (see Figure 5.00-84) (1 capscrew, 3/8 x 1-3/4 inches, with 2 flat washers and an elastic stop lock nut).
Figure 5.00-82. Orientate Manual Shutdown Lever
C. Close the left and right bank throWe plates (which are now synchronized to open and close together). D. Position an angle finder with a magnetic base on the flat side of the butterfly valve (where the WED logo and part number are stamped). E. Holding the cross shaft to prevent rotation of the throttle plates, turn the butterfly valve until the angle finder reads the proper angle (see Figure 5.00-83). See Figure 5.00-41, Figure 5.00-42, Figure 5.00-76, and Figure 5.00-77 for the proper angles.
Figure 5.00-84. Governor Rod - GL Engines (Throttle Control Shown Installed)
5. Slide the handle, bracket and washers on the friction handle hub and tighten the elastic stop lock nut (see Figure 5.00-84). Fasten the friction handle bracket to the intake manifold adapter with two capscrews and four washers. 6. Verify thatthe linkage from the governor output shaft to the butterfly shaft is clean and free of friction or lost motion.
Figure 5.00-83. Lock Manual Shutdown Lever
5.00-42
FORM 6248 First Edition
SPEED GOVERNING SYSTEM MANUAL SHUTDOWN LEVER REMOVAL - GIGSI 1. Remove two lock nuts from carburetor linkage (see Figure 5.00-85). Discard lock nuts.
MANUAL SHUTDOWN LEVER ADJUSTMENT GIGSI 1. Move the manual shutdown lever to the fully closed position. Refer to Figure 5.00-41, Figure 5.00-42 and Table 5.00-1 and verify that the butterfly valve is at the correct angle. 2. Move the manual adjustment lever to the fully open position. Refer to Figure 5.00-41, Figure 5.00-42 and Table 5.00-1 and verify that the butterfly valve is at the correct angle.
OVERSPEED GOVERNOR OVERSPEED GOVERNOR REMOVAL
NOTE: The lube oil header pressure inlet side is marked "IN".
Figure 5.00-85. Butterfly Valve Linkage Adjustment L5108G, L5790G, L7042G Engines
1. Disconnect the lube oil header pressure inlet tube from the fitting (see Figure 5.00-86).
2. Remove linkage from the butterfly valve and lever. 3. Remove nuts and shaft ends from linkage, if required. 4. Remove two screws, lock washers, washers, and lever assembly from the bracket. 5. Remove two screws, lock washers, washers and bracket from intake manifold.
MANUA~SET BUTTON
MANUAL SHUTDOWN LEVER INSTALLATION GIGSI
DEPRESSED (NORMAL MODE)
1. Install two screws, lock washers, washers and bracket on intake manifold. 2. Install two screws, lock washers, washers, and lever assembly on the bracket. 3. Install nuts and shaft ends on linkage, if required. 4. Move the butterfly valve to the fully closed position. 5. Move the manual Shutdown lever to the Closed position. 6. Install linkage on the butterfly valve and lever with two new lock nuts.
Figure 5.00-86. Overspeed Pressure Switch
2. Tag all wires, and disconnect the three leads to the overspeed pressure switch. 3. Remove the overspeed pressure switch from the overs peed governor. 4. Remove 4 capscrews, (5/16 x 2-3/4 inches, with lock washers) overspeed governor, and gasket from the magneto drive assembly. 5. Remove the fitting from the inlet port.
)
FORM 6248 First Edition
5.00 - 43
SPEED GOVERNING SYSTEM OVERS PEED GOVERNOR ADJUSTMENT 1. Loosen the jam nut to unlock the position of the adjusting screw (see Figure 5.00-87).
2. Turn the adjusting screw outward (CCW) to lower the overspeed setting that will trigger a shutdown.
)
3. Turn the adjusting screw inward (CW) to raise the overspeed setting necessary to trigger a shutdown. 4. Using a screwdriver to hold the setting of the adjusting screw, tighten the jam nut to lock its position. OVERSPEED GOVERNOR INSTALLATION 1. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the fitting. 2. Install the fitting in the inlet port marked "IN" of the overspeed governor housing cover, so that the free end of the male elbow points horizontally toward the block. 3. Apply 3M Scotch Grip Rubber and Gasket Adhesive 847 to one Side of a new overspeed governor gasket. Place the gasket on the mounting pad at the top of the magneto drive assembly. N
4. Using a small paintbrush, apply Lithoplex® Grease No.2 (Multipurpose Lithium Complex Formula Containing Molybdenum Disulfide) to the teeth ofthe overspeed governor drive gear (see Figure 5.00-88).
) Figure 5.00-a7. Overs peed Governor
IA
CAUTION I
IA
CAUTION IThe overspeed governor
Overspeeds that exceed .. specification may result in catastrophic engine damage. The overs peed governor is factory adjusted to the maximum allowable setpoint and establishes the acceptable amount of overspeed for VHP engines. Do not perform any adjustments that may allow the overspeed to exceed 1300 -1325 rpm (approximately 10 percent of the maximum high idle speed of 1200 rpm). Disregarding this information could result in product damage and/or personal Injury.
IS only provided as an ENGINE protection device. H Is not to be used as overspeed protection for driven equipment_ If the speed of the driven equipment must remain below 1300 - 1325 rpm, or less than 10 percent overspeed protection, then It is the responsibility ofthe user or packager to adjust the overspeed governor or provide separate overspeed protection. DisregardIng this information could result in product damage and/or personal inJury_ ..
5.00 - 44
Figure 5.110-88. Overspeed Governor 5. With the "IN" port on the cover towards the front of the engine, set the overspeed governor on the mounting pad of the magneto drive assembly. Fit the collar on the gear side squarely in the hole in the mounting pad. 6. Fasten the overspeed governor to the magneto drive assembly (4 capscrews, 5/16 x 2-3/4 inches, with lock washers).
FORM 6248 First Edition
)
SPEED GOVERNING SYSTEM 7. Rotate the tube fitting in the inlet port of the overspeed governor housing cover. so that the free end of the male elbow points horizontally toward the crankcase. 8. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the overspeed pressure switch. Using the pressure port hex. thread the switch into the rear port of the overs peed governor housing cover (marked "OUr). Position the pressure switch. so that the red reset button is facing downward. (see Figure 5.00-89) to prevent against the entrance of moisture and dirt.
HOUR METER HOUR METER REMOVAL
1. Remove four screws. lock washers hourmeter and gasket from the magneto drive assembly (see Figure 5.00-SO).
OVERSPEED
ftlu°ii;vsiEuRii:ESPEED .. , SWITCH
)
L;;;U~B"iiSE SOlul}LiHeEADER .. , INLET
MANUAL BUTTON DEPRESSED (NORMAL MODE)
Figure 5.00-90. TachometeriHour Meter
HOUR METER, INSTALLATION
Figure 5.00-89. Overspeed Pressure Switch
9. Verify that the reset button is pushed in. Ifthe button is not depressed (reset). grounding of the magneto will prevent the engine from starting.
1. Using a paintbrush. apply a small quantity of Lithoplex® Grease No. 2 (Multipurpose Lithium Com· plex Formula Containing Molybdenum Disulfide) to the gear at the end of the hour meter drive shaft (see Figure 5.00·91). NYLON WASHER
10. Refer to tags and connect the three overspeed pressure switch leads. 11. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the fitting. 12. Install the lube oil header pressure inlet tube to the fitting and inlet port marked "IN" on the overspeed governor.
DIGITAL READOUT
Figure 5.00-91. Hour Meter
) 2. Position a new gasket against the square hole at the front of the magneto drive housing (below the tachometer drive set screw). FORM 6248 First Edition
5.00 - 45
SPEED GOVERNING SYSTEM 3. With the digital reading facing upward, fasten the hour meter flange to the pad (4 No. 10 round head machine screws, with Nylon washers) (see Figure 5.00-90). Use new Nylon washers if damaged or flattened.
PROTECTIVE CAP
~
NOTE: To calculate the actual number of running hours on the engine, multiply the digital reading by 1667 and divide by the engine rpm. I
4. If an hour meter is not provided: Position a new gasket against the square hole at the front of the magneto drive housing (below the front tachometer drive plug). Fasten the cover plate to the housing (4 No. 10 round head machine screws, with Nylon washers) (see Figure 5.00-92). Use new Nylon washers if damaged or flattened.
II
I
I
I
J~I
I I
O-RING
I I Ir~:=lJI~ I
SPLASH PORT
~~
HOURMETER MATING GEAR
..
I
Figure 5.00-92. Nylok Plugs
T
~.
;.
2. Remove the copper washer and thin hex nutfrom the square head set screw (see Figure 5.00-90). 3. Remove the tachometer drive from the magneto drive. 4. Remove and discard the O-ring from the tachometer drive (see Figure 5.00-93).
MAG MATING GEAR
~
~~ 11. I
~
Figure 5.0D-93. Tachometer Drive Assembly
TACHOMETER DRIVE REMOVAL 1. Loosen the thin hex nut on the set screw and remove the set screw from the magneto drive housing (see Figure 5.00-90).
'"
1
I
TACHOMETER DRIVE
I I
~~
~~ ~' ~
I
-y
TACHOMETER DRIVE INSTALLATION 1. Install a new O-ring in the middle groove of the tachometer drive assembly (see Figure 5.00-93). 2. Note the two gears on the tachometer drive shaft. The wider gear at the bottom mates with the front tachometer drive gear on the magneto drive shaft, the thinner gear mates with the gear on the hour meter shaft. Using a small paintbrush, apply Lithoplex® Grease No.2 (MuHipurpose Lithium Complex Formula Containing Molybdenum Disulfide) to both tachometer gears.
A CAUTION
Iincor~ect orientation of I ==-""-'-"-.0..---'-""-'-'-'. the 011 splash port will result in Insufficient lubrication of the drive shaft leading to premature failure of the tachometer drive assembly. L...
5.00 - 46
FORM 6248 Firsl Ednion
SPEED GOVERNING SYSTEM 3. Locate the oil splash port in the groove below the O-ring (third groove from shoulder). Note the flat on the collar opposite the oil splash port.
4. With the flat facing outside and the splash port inward toward the mag drive shaft, slide the tachometer drive into the front hole (right) in the mounting pad ofthe magneto drive housing (see Figure 5.00-94). If poor contact with the mag gear stops the tachometer drive before the shoulder seats against the counterbore, turn the mag drive spindle shaft slightly to drop the unit into place.
8. If a tachometer is not installed, apply 3M Scotch Grip~ Rubber and Gasket Adhesive 847 to the exterior sleeve of two new tachometer drive plugs. Position the plugs in the round openings in the upper pad of the magneto drive housing (directly below and on each side ofthe overspeed governor) (see Figure 5.00-95). Using a ball peen hammer, strike the center of each cap so that the bottom lip is seated solidly against the counterbore.
) Figure 5.00-95. Magneto Drive Assembly Front Right i Figure 5.00-94. Tachometer/Hour Meter
9. Install new Nylok plugs in the set screw holes below each tachometer drive plug. (see Figure 5.00-96).
5. Install the thin hex nut on the square head set screw (see Figure 5.00-94). Using a new copper washer, install the set screw in the hole between the tachometer drive and the hour meter mounting pad. 6. When the set screw is tight against the tachometer drive (third groove from shoulder), turn the thin hex nut until it is snug against the magneto drive housing. 7. To keep out dust and dirt, verifythatthe plastic cap at the top of the tachometer drive is tight.
Figure 5.00-96. Nylok Plugs
\
)
FORM 6248 First Edition
5.00-47
SPEED GOVERNING SYSTEM
)
)
)
5.00-48
FORM 6248 First Edition
EXHAUST GAS
WAUKESHA GAS ENGINE EMISSIONS LEVELS VHP:
GRAMS/HP-HR CARBURETOR SETTING
MODEL
"OBSERVED DRY CO °2
MASS
VOWM
AFR··
AFR··
EXCESS AIR RAn
NO.·
CO
NMHC
7
28
.3
1.15
.30
15.5:1
9.3:1
.97
G.GSI
Lowest Manifold (Best Power)
G.GSI
Equal No,.
a. CO
10
10
.3
.45
.30
15.9:1
9.6:1
.99
G.GSI
Catalytic Conv. Input (3-way"·)
11
8
.25.
~
.30
15.95:1
9.6:1
.99
G.GSI
Normal (Best Economy)
18
1
.2
.02
1.35
17:1
10.2:1
1.06
GL
Normal
1.5
2.65
1.0
.06
9.8
28:1
16.8:1
1.74
°
• NOx is measured as (NO + N0 , and hPl esse;d as N0 " 2 2
•• Based on a natural gas fuel With a stoighiodietrtc mass air fuel ratio of , 6.05:1 and a HIe ratio of 3.85. ... cOnsult with individual catalyst manufacturers for their preferred carburetor set point and post-catalyst
emission values.
FORMULAE .
PPMV 0 15% O.
8
PPMV_X
GRAMS X LB BHP-HR 453.6 grams lBS X BHP BHP-HR
=
s
(5.9)
(20.9-%02)
lBS BHP-HR
lBS HR
lBS X 24 HAS X 36S PAYS X TON = TONS HR DAY YEAR 2IXXl lBS YEAR Inches of _ r X 0.03606 = PSI PSI X 27.73 = Inches of water
=
Inches of Men:ury X 0-4912 PSI PS) X 2.036 = Inches 01 Mercury
=
Gauge Pressure + AImospherIc prassure AbsoIuIe pressure Example: Inlake Mannold pressure r Hg) + SiIe IIatome1er r Hg) =' HgA
METRIC CONVERsiONS MeIric Conversions Millimeter (mm) X 0.0394 = Inches kglcm2 X 14.223 PSI
=
FORM 515 Second editiOn
6-5
BMEP
=
792.1X!O X BHP Rpm X CJ.o.
BHP
-
BMEP X C.I.D_ X Rpm 7lI2.1X!O
HP
=
leW (Gel! Ell) X 0.7457
)
)
)
EXHAUST GAS
EMISSION ANALYSIS The most common rich bum AirlFuel Ratios used by Waukesha are:
Best Power (lowest manifold pressure) Nominal Catalyst Setting Best Economy (1.5 Hg) N
THIS CURVE 'PLOTTED FOR LABORATORY FUEL. ACTUAL AlRlFUEL RATIO VALUES WILL DEPEND UPON FUEL CDMPosmON, BUT RELATIONSHIPS FDR CO ANO CIz WILL REMAIN CONSTANT.
15.5:1 15.95:1 17.0:1
!i
ii
!';
j
!
NOTE: The Best Economy /evel of 17:1 airlfuel ratio may not be obtainable depending upon engine COnd/~ tion, ignition system capability, load, and fuel quality
!' !\
(detonation resistance).
Y
1 CARBON MONOXIDE
i \;
3'
i.
'
j
i ;
l '
i. /
;/
I:
OXYGEN
,
The Waukesha preferred and most accurate method of setting an engine is by the use of exhaust gas analysis. For example, if an engine is to be set to the Best Economy setting, the carburetor screw is simply adjusted to obtain the observed oxygen (~) and carbon monoxide (CO) readings for the engine model being used. Figure 1.05-3 shows the relationship between pereant of oxygen (~ and carbon -:nonoxide (CO) in the exhaust and their associated airlfuel ratio.
1\ i A i
.'I
i . i . i, Ii!
.38:--: -;oI!. 14 RICH
15
!
.I
j ,
t- V STOICHIOMETRIC AIF = 1&.09
Ii\. 16
1
17
18
I Ii 18
SPlNDTAIF
aD
Z1
LEAN
EMISSION LEVELS ARE GIVEN FOR PRE-CATALYST MEASUREMENTS.
figure 1.115-3. Standard Natural Gas Oxygen And Carbon Monoxide
) FORM 515 Second Edition
1.05-3
6-3
)
)
SECTION 5.05 - FUEL SYSTEM FUEL SYSTEM COMPONENTS
MAIN FUEL GAS PRESSURE REGULATORS
The function of the fuel system is to maintain a constant air/fuel ratio throughout the load range ofthe engine and to deliver the air/fuel mixture in the proper quantities. The fuel system consists of the following components (see Figure 5.05-1, Figure 5.05-2 and Figure 5.05-3):
To ensure a steady fuel supply to each carburetor, 12 cylinder engines have a regulator on both the right and left banks.
• Main Fuel Gas Pressure Regulators • Carburetors • Prechamber Gas Safely Shutdown Valve - GL • Prechamber Regulator - GL
The main fuel gas pressure regulators reduce the incoming fuel supply pressure to the carburetors from 45 - 50 psi (310 - 345 kPa) to approximately 10 inches (254 mm) of water above the carburetor air pressure, as measured at the carburetor inlet.
NOTE: The actual carburetor inlet fuel pressure will depend on the heating value of the fuel. From the main fuel gas pressure regulators the fuel flows into the carburetors where it is mixed with air to provide a very lean mixture to the combustion chambers.
• Prechamber Manifolds - GL • Cylinder Head Admission Valves (one assembly per cylinder) - GL
D=I
CARBURETOR
~fiI"----lJ r..J
I I
~
I L
BALANCE LINE
~i~i~~~·'SENSING I I
LINE
FUEL REGULATOR
Gtu'------'~
BALANCE LINE
SENSING LINE
~~~'1:= ----------c:r
FUEL REGULATOR
0
~~-
CI
Q~DD
"'-GAS SAFETY VALVES
LEFT SIDE
----,
/
GAS SAFETY VALVES
a
.•
....
RIGHT SIDE
Figure 5.05-1. Fuel System Diagram - G
)
FORM 6248 First Ednion
5.05 -1
FUEL SYSTEM
)
1=1
"
BALANCE LINE
/
bJ~~3~SENSING I I
LINE
FUEL REGULATOR
~,-----,PD
"-
LEFT SIDE
CI
--""1
~DJ
BALANCE LINE
C::~MI SENSING LINE/""
-----c:r
I
0
FUEL REGULATOR
I:]
Q~DD
GAS SAFETY VALVES
GAS SAFETY VALVES
a
•
RIGHT SIDE
)
Figure 5.05-2. Fuel System Diagram - GSI
)
5.05 - 2
FORM 6248 First Edition
'-
2l
,-
NOTES:
" ~
;;:
J?. CUSTOMER OR END USER IS RESPONSIBLE ~FOR VENTING GAS FROM THIS SYSTEM
- -
=
AND PIPING TO ASAFEAREA TO MEET
~
-
BAlANCE OR CONTROL LINE
o
AIR PRESSURE SAMPLE POINT
DOWNSTREAM
i!i c
I~
I
~ c-, ...., ...\
L:":'...J) I
I
STARTS'GNAL
I
I
J
CONTROL LINE GAS PRESSURE REGULATOR
".rPRESSURETAP
I
r - .,
~
I OXYGEN SAMPLE POINT
."
VOLUME CHAMBER
JUNCTION FDA STARTING OPTIONS
--------------------~ - - ~N;E~ "G" CARBURETOR I TURBO AIR
-,
'N
AIR/FUEL
ENGINE: RUNNING (SEE INSERT FOR START CYCLE)
-
OIL HEADER
AIR
FUEL: STANDARD NATURAL GAS
~
;N~E-
- - - FUEL
2. THIS SHEET DEPICTS ENGINE CONTROL POSITIONS WHEN OPERATING IN THE FOLLOWING MODE.
!l'
FURNISHED BY CUSTOMER
_
APPICABLE CODES.
~
-
i FUEL: NATURAL GAS {HIG H BTU} I I ENGINE MODE: STARilNG L: ___________ _
.-J
- ----, I
\
iii
"\... _ "F" CARBURETOR INL£T ~AS PRESSURE SAMPLE POINT
~
I L
~
.J
CARBURETOR
GOVERNOR CONTROLLED
."
Ii
__- - ::-::::-"'C r;~ - i -- -'::.':'~~ __ .-J i L ~ L'r-'r-'Er-' ~
____
I
LbJ
I
~
- ----'
a-WAY N. C. ELECTRIC SOLENOID VALVE FOR AIR START WITHOUT PNEUMATIC CONTROL PANEL
..
ENGINE LUBE
DILHEADER
n
AIR
I
SUPPLY
...
~
Gl
AIRiGAS SUPPLY
. I
I I
_ _ _ STANDARD NATURAL GAS 35-50 PSI
I
~~I PUSH BUTTON VALVE FOR PNEUMATIC START WITH
I PNEUMATIC CONTROL PANEL I I
"0"
"J" PRESSURE TAP OXYGEN SAM~POINT \ c-~
"E"A ill
.,
\
~
W\LVt:
I,
EXHAUST MANIFOL/1.
RIGHT BANK
I
L.
~,
'"
"A" MIX ADJUST SCREW
INto~O
I
"F" CARBURETOR INLET _ , AS PRESSURE SAMPLE POINT l............itESTRICTOR PLATE
*
-------t>-------.J "0" CARBURETOR 'AIR PRESSURE SAMPLE POINT
I
GAS PRESSURE REGULATOR
\
I
...J
PREC~~~~~JJF UP (OE ENERGIZED ELECmlC START ONLy) ,
"TI
C
m r
~
3:
FUEL SYSTEM
UPPER PILOT CHAMBER DIAPHRAGM
GAS OUTLET (TO CARBURETOR)
MAIN
FUEL GAS INLET BALANCE LINE (TO CARBURETOR AIR INLEl)
PILOT CHAMBER SUPPLY TUBE
Figure 5.05-4. Fisher 99 Main Fuel Gas Pressure Regulator - Cross Sectional View
OPERATION OF THE FISHER 99 MAIN FUEL GAS PRESSURE REGULATOR
farther from its seat - the flow of gas to the outlet system increases.
Changes in gas consumption cause the pressure in the gas outlet system to rise and fall. Pressure changes are transmitted to the main orifice chamber through the downstream sensing line (see Figure 5.05-4).
When the pressure pushing down on the upper pilot chamber diaphragm exceeds the setting of the pilot spring, the valve assembly moves down to close the gas inlet orifice. The pressure in the upper chamber bleeds into the main chamber allOwing the main spring to pull up the main diaphragm rod and move the disc valve towards its seat - the gas flow to the outlet system decreases.
When the pressure pushing down on the upper pilot chamber diaphragm is lower than the force of the pilot spring, the valve assembly is forced upward and the gas inlet orifice is opened. High pressure gas flows into the pilot chamber and then on through a supply line to a chamber above the main diaphragm. Higher pressure in the upper chamber opposes the main spring to push the main diaphragm down. The downward motion causes a lever to pull the disc valve
5.05 -4
A balance line connects the carburetor air inlet to a vent in the pilot spring chamber (see Figure 5.05-4). This ensures that a constant gas-aver-air pressure differential is maintained regardless of changes in air filter restriction and turbo boost.
FORM 6248 First Edition
)
FUEL SYSTEM CARBURETORS 12 cylinder engines have two carburetors, one mounted just below the center of the intake manifold on the left side of the engine, the other at the same location on the right side. The carburetor produces a combustible mixture by automatically mixing air and fuel in the proper proportions. It consists of an air inlet housing, a gas inlet, two air flow measuring valves, two diaphragm-operated gas metering valves and a butterfly valve. The amount of air going to the engine is sensed by the airflow measuring valves, which rise in direct proportion to the volume of air passing through them. Each gas metering valve is mechanically fixed to an air flow measuring valve, so the gas passages are opened by an amount that is proportional to the amount of air entering the engine. The tapered gas metering valve is shaped to admit the correct amount of gas at any height to which the air flow measuring valve rises. This operation allows the engine to maintain a specific airlfuel ratio throughout its operating range. The amount of air/fUel mixture flowing out of the carburetor is controlled by the position of the butterfly valve in the carburetor throat. The air/fUel mixture passes from the carburetor to the intake manifold. PILOT OPERATED PRECHAMBER GAS VALVE GL The air/gas supply from the bulkhead is connected to the Prelube and Start pushbutton valves. The normally open port of each valve vents the downstream side when the pushbutton valve is not depressed. The vented air/gas supply is directed back to the bulkhead where it is piped to a safe location. Depressing the Start pushbutton causes the pilot air pressure to be directed to the pilot operated starter pre-engage valve. Enroute to the starter pre-engage valve, a portion is diverted to the pilot operated prechamber gas valve. Before reaching the gas valve, the pilot pressure passes through an orifice check valve, air/gas plenum (volume tank) and shuttle valve. When the pilot pressure opens the prechamber gas valve, a line off the Fisher 99 main fuel gas pressure regulator gas inlet admits high pressure gas to the prechamber fuel regulator. The orifice check valve and air/gas plenum act as a pneumatic timer to retard the blow down of pilot pressure when the Start pushbutton is released.
)
plenum bleeds down, the shuttle valve shifts position and the downstream gas pressure assumes the task of holding the pilot gas valve open. The time delay provided by the check valve and air/gas plenum keeps pilot pressure on the gas valve long enough for lube oil pressure to rise and shift the shuttle valve. Lube oil pressure continues to admit gas to the prechamber regulator as long as the engine is running. If the engine stops, loss of engine lube oil pressure automatically causes the prechamber gas safety shutdown valve to stop the flow of downstream gas to the prechamber gas valve, which effectively shuts off the supply of high pressure gas to the prechamber regulator. If the engine fails to start, insufficient lube oil pressure prevents the downstream gas from passing to the prechamber gas valve, so the gas supply shuts off as soon as the pilot pressure in the air/gas plenum is exhausted. In both cases, any gas in the downstream line passes to the vent tube and is exhausted at the customer's bulkhead connection. PRECHAMBER REGULATOR - GL The prechamber fuel system uses one Fisher 95L regulator. On 12 cylinder engines,the prechamber regulator is mounted on the right side of the engine in front of the carburetor. The prechamber regulator controls the amount of fuel available to the prechamber manifolds. The flow to the prechamber manifolds is fuel only. AII..of the air needed for combustion is pushed into the pr.echamber by the piston on its compression stroke. Fed by high pressure fuel (35 - 50 psi, 241 - 345 kPa) from the Fisher 99 main fuel gas pressure regulator supply line, the prechamber regulator is set to maintain a specific prechamber manifold over intake manifold pressure differential (measured in inches of mercury).
PRECHAMBER GAS SAFETY SHUTDOWN VALVE -GL The prechamber gas safety shutdown valve admits downstream gas pressure to the opposite side of the shuttle valve once engine lube oil pressure reaches or exceeds 20 psi. When the pressure in the air/gas FORM 6248 First Edition
5.05 - 5
FUEL SYSTEM If the force of the pilot spring exceeds the force of the outlet pressure (as exerted against the bottom of the diaphragm), the guide stem is held down (see Figure 5.05-5). Pilot spring pressure, as plus compression of the valve spring holds the valve plug away from the gas inlet orifice allowing flow to the outlet system (via the prechamber gas valve).
With two cylinder banks, 12 cylinder engines have two prechamber manifolds, one on each side of the crankcase vee.
A pressure tap at the end of each prechamber manifold is provided to measure prechamber regulator pressure.
BUTTERFLY CROSS SHAFT - G/GSI BUTTERFLY CROSS SHAFT REMOVAL - GIGSI
A
SQUARE ADJUSTING SC~IEW
PILOT
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before perfonning any maintenance work on the fuel system or severe injury or death could result.
1. Turn off fuel supply. 2. Turn the butterfly shaft on to the fully closed position. NOTE: Mark the spider assembly halves, disks, and shafts to aid in assembly.
STEM
3. Remove four capscrews 5/16 x 1/2" with external shakeproof washers from the two rear spider assemblies, (see Figure 5.05-6).
) VALVE
BUTTERFLY CROSS SHAFT
SPRING
"
Figure 5.05-5. 95L Prechamber Regulator Cross Sectional View
During engine operation, changes in gas consumption cause the pressure in the gas outlet system to rise and fall. A decrease in gas consumption causes the pressure in the regulator outlet system to increase. This increase counteracts the tension of the pilot spring. Compression of the pilot spring allows the regulator diaphragm to rise. When the guide stem is pulled up, the valve spring pushes up the valve plug. Restriction of the gas inlet orifice causes the gas flow to the outlet system to decrease. A balance line connects a vent in the prechamber regulator pilot spring chamber to the intake manifold. Through pressurization of the pilot spring chamber, a constant prechamber manifold over intake manifold pressure differential is maintained. PRECHAMBER MANIFOLDS - GL The prechamber manifolds supply fuel only to the prechambers. From the prechamber manifold, fuel passes to each admission valve assembly through a fuel inlet tube.
REAR SPIDER
FRONT SPIDER
I
J~~",,~ ~~ ~
~ •
~~
GI""/~-
\ ~'
>
DISC
-
CROSS SHAFT COVER
ROLL PIN
(!J'0, SHAKEPROOF WASHER
Figure 5.05-6. Butterfly Cross Shaft Assembly
4. Refer to Butterfly Removal, to remove one of the butterfly valves. 5. Drive out roll pins, loosen the capscrews on the spider clamps and remove the rear spiders from the cross shaft ends. 6. Remove two capscrews 3/8 x 3/4" with lock washers and washers and the cross shaft covers from the crankcase. 7. Remove the butterfly cross shaft from the crankcase.
5.05 - 6
FORM 6248 First Edition
FUEL SYSTEM BUTTERFLY CROSS SHAFT INSTALLATION
- GIGSI 1. Position the butterfly cross shaft through the upper center bore in the crankcase until it exits the opposite side (see Figure 5.05-7).
4. Position the universal joint spider assembly down the cross shaft (see Figure 5.05-6).
5. With the wings in the horizontal position, align the pin holes in the rear spider (1/2 inch bore size) with those in the cross shaft. Install a new 118 x 1-1/8 inch roll pin.
6. Tighten the capscrew in the shaft clamp portion of the rear spider (5/16 x 1-1/8 inches, with external shakeproof washer). Start the shaft clamp capscrew in the front spider. NOTE: Only one side of the spider shaft clamp fastener bore is threaded. Start the fastener by inserting it into the thru hole. Use the threaded side of the bore to tighten. 7. Repeat Steps 2 thru 6 on the other bank.
8. Refer to Butterfly Installation, and install the Butterfly.
Figure 5.05-7. Crankcase Center Bores - GIGSI Right Bank
2. Position the cross shaft cover down the cross shaft until it contacls the block. Finger tighten the cross shaft cover to the block flange with 2 capscrews, 3/8 x 3/4 inches, with lock washers and flat washers.
9. Verify that both butterfly valves are in the closed position. 10. TIghten the clamp capscrew (5/16 x 1-1/8 inches, with external shakeproof washer) on the front spiders. 11. Install a new 1/8 x 1-1/8 inch roll pin in the front spiders.
3. Align the two parallel holes in the wings of the universal joint spider with those in the disc and tighten the fasteners 2 capscrews, 5/16 x 1/2 inches, with external shakeproof washers. Using the remaining two holes on the opposite side ofthe disk, install the second spider perpendicular to the first.
NOTE: The left bank universal joint disc assembly uses two spiders with different diameter bores (1/2 inch and 5/8 inch) (see Figure 5.05-8). The spider with the 5/8 inch bore fits on the inside butterfly valve shaft, which has a larger diameter than the carburetor cross shaft. The right bank universal joint disc assembly uses two identical spiders (1/2 inch bore size).
) Figure 5.05-6. Universal Joint Disc Spider FORM 6248 First Edition
5.05 -7
FUEL SYSTEM CARBURETOR CROSS SHAFT - GL CARBURETOR CROSS SHAFT REMOVAL - GL
A
WARNING
CARBURETOR CROSS SHAFT INSTALLATION GL 1. Position the carburetor cross shaft through the lower center bore in the crankcase until it exits the opposite side (see Figure 5.05-10).
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before perfonning any maintenance work on the fuel system or severe injury or death could resuH.
1. Turn off fuel supply. 2. Turn the carburetor shafts on both carburetors to the fully closed position. NOTE: Mark the spider assembly halves, disks, and shafts to aid in assembly. 3. Remove four capscrews 5/16 x 1/2" with external shakeproof washers from the two rear spider assemblies (see Figure 5.05-9). CARBURETOR CROSS SHAFT
"'"
REAR SPIDER FRONT
\
~~ I
GI""/~--
CROSS SHAFT COVER
ST~~~'~
~~~ ~
:> DISC (!j'f!J,
~ -
ROLL PIN
SHAKEPROOF WASHER
Figure 5.05-9. carburetor Cross Shaft Assembly 4. Refer to Carburetor Removal, to remove one of the carburetors.
Figure 5.05-10. Crankcase Center Bores - GLRight Bank 2. Position the cross shaft cover down the cross shaft until it contacts the crankcase. Finger tighten the cross shaft cover to the block flange with 2 capscrews, 3/8 x 3/4 inches, with lock washers and flat washers. 3. Align the two parallel holes in the wings of the universal jOint spider with those in the disc and tighten the fasteners 2 capscrews, 5/16 x 1/2 inches, with external shakeproof washers. Using the remaining two holes on the opposite side olthe disk, install the second spider perpendicular to the first.
NOTE: The left bank universal joint disc assembly uses two spiders with different diameter bores (1/2 inch and 5/8 inch) (see Figure 5.05-11). The spider with the 5/8 inch bore fits on the inside butterfly valve shaft, which has a larger diameter than the carburetor cross shaft. The right bank universal joint disc assembly uses two identical spiders (1/2 inch bore size).
5. Drive out roll pins, loosen the capscrews on the spider clamps and remove the rear spiders from the cross shaft ends. 6. Remove two capscrews 3/8 x 3/4" with lock washers and washers and the cross shaft covers from the crankcase. 7. Remove the carburetor cross shaft from the crankcase.
Figure 5.05-11. Universal Joint Disc Spider 5.05 - 8
FORM 6248 First Edition
)
FUEL SYSTEM PRECHAMBER MANIFOLD CROSS PIPE -GL PRECHAMBER MANIFOLD CROSS PIPE REMOVAL-GL
A
WARNING
2. Remove two capscrews (3/8 x 1-3/8 inches, with lock washers) retainer, and flange from the right hand side of the crankcase. 3. Remove two capscrews (3/8 x 1-3/8 inches, with lock washers) retainer, flange and cross pipe from the right hand side of the crankcase as one assembly (see Figure 5.05-13).
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe injury or death could result. 1. Remove male elbow tube fitting, male connector tube fitting, and pipe tee from the cross pipe (see Figure 5.05-12).
Figure 5.05-13. Prechamber Cross Pipe - Left Bank
4. Remove male connector tube fitting, pipe elbow, flange and retainer from the cross pipe. 5. Remove and discard the retainer hose gaskets from the retainers.
Figure 5.05-12. Prechamber Cross Pipe - Right Bank
)
FORM 6248 First Editlon
5.05 - 9
FUEL SYSTEM PRECHAMBER MANIFOLD CROSS PIPE INSTALLATION - GL 1. Using the thumb of each hand, press a hose into each retainer until it makes solid contact with the counterbore (see Figure 5.05-14).
7. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a male connector and male elbow tube fitting (3/4 inch tube 00).
)
8. Thread the male connector tube fitting into the center port of the pipe tee. Thread the male elbow tube fitting into the remaining port. Be sure that both the male elbow and male connector tube fittings face the front of the engine (see Figure 5.05-12). 9. Position the gasket on the free end of the cross pipe (see Figure 5.05-16). With the hose insert facing the block, slide on the retainer until it contacts the flange.
Figure 5.05-14. Prechamber Cross Pipe Retainer
2. Install flange on the cross pipe. 3. With the hose insert facing inside, install the retainer on the cross pipe. 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the cross pipe threads. Thread the pipe tee onto the cross pipe leaving the center port open (see Figure 5.05-15).
) PIPE TEE
Figure 5.05-16. Prechamber Cross Pipe - Left Bank MANIFOLD CROSS PIPE
Figure 5.05-15. Cross Pipe Tee
5. Standing next to the right bank, insert the end of the cross pipe into the upper center bore of the crankcase. I nstall the pipe through the crankcase until it exits the left bank side. 6. Move the flange and retainer down the cross pipe until they contact the block. Holding the cross pipe with the center port of the pipe tee facing the front of the engine, rotate the flange and retainer until the flat edge faces upward. Tighten the retainer and flange to the block with 2 capscrews (3/8 x 1-3/8 inches, with lock washers).
10. Apply Perma Lo~ Heavy Duty Pipe Sealant with Teflon® to the cross pipe threads. Holding the cross pipe to prevent movement, install the pipe elbow with the open port facing the rear of the engine. 11. Move the flange and retainer down the cross pipe until it contacts the block. Rotate the retainer and and flange so that the flat edge faces upward. Tighten the retainer and flange to the block (2 capscrews, 3/8 x 1-3/8 inches, with lock washers). 12. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a male connector tube fitting (3/4 inch tube 00). Thread the fitting into the open port of the pipe elbow (facing the rear of the engine) (see Figure 5.05-13).
)
5.05 -10
FORM 6248 First Edition
FUEL SYSTEM
) ITEM NUMBER AND DESCRIPTION
1 2 3 4 5 6
Ferry Head Screw
Carburetor
Air Hom Flange
7 8
Pipe
9
Gapscrew
10 11 12
O-ring
Capscrew Gasket
Air Hom
Gasket Capscrew
Cover
13 14 15 16 17 18
Spring Capscrew
Backup Plate Diaphragm Valve, Air/Gas Lock washer
19 20 21 22 23 24
Nut Nipple Reducing Elbow Pipe Plug Nipple Ccupllng
Figure 5.05-17. Carburetor Assembly - GIGSI
CARBURETORS
2. Refer to Governor Linkage Removal and remove the governor linkage.
CARBURETOR REMOVAL - G/GSI Clean and inspect the carburetor diaphragms and air/gas valves every 6 months (4320 hours). Replace the carburetor diaphragm(s) once each year.
A
./'
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe Injury or death could result. 1. Turn off fuel supply.
FORM 6248 First Edition
3. Refer to Carburetor Cross Shaft Removal, and disconnect the carburetor cross shaft from the carburetor. 4. Disconnect the main fuel line and balance line from the carburetor and air horn. 5. Remove four capscrews, lock washers, air horn flange, air intake pipe and gasket from the carburetor air horn (see Figure 5.05-17). 6. Remove four nuts lock washers, capscrews, gasket and carburetor assembly from the butterfly assembly. 7. Remove four capscrews, gasket, and air horn from the carburetor.
5.05 - 11
FUELSVSTEM CARBURETOR DISASSEMBLY - G/GSI
1. Remove six machine screws with lock washers from the edge of the valve cover. Remove the valve cover and slide out the air/gas valve (see Figure 5.05-18).
o
.....
I I
..... -./
o
'xl
SPRING BACKUP PLATE
i
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o
o
2. Remove the spring inside the center shaft of the air/gas valve. Inspect the spring for corrosion. Any damage to the spring requires replacement.
3. Remove four machine screws with lock washers, backup plate and diaphragm from the air/gas valve. Any damage to the diaphragm requires replacement. CARBURETOR CLEANING AND INSPECTION G/GSI
1. Inspect the center shaft of the air/gas valve for wear, especially the area around the tapered gas metering valve (see Figure 5.05-19). This area may contact metal as the gas inlet orifice is opened and closed. Scratches or wear results in sloppy action affecting gas metering preCision. Any damage to the center shaft requires replacement of the air/gas valve.
•
1'.....
I
GAS METERING
c!.
VALVE
0
o
)
0
IIMPCO PART NUMBER
~\
~
(~_
DIAPHRAGM
1/
A
CENTER SHAFT
Figure 5.05-19. Air/Gas Valve
2. Check the tapered gas metering valve for wear. Inspect the 0- ring for nicks or tears. Any damage to the gas metering valve or O-ring requires replacement.
3. Inspect the backup plate for warpage, distortion or other damage.
Figure 5.05-18. Air/Gas Valve Assembly
A
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death.
5.05 - 12
4. Inspect the diaphragm for dryness, stiffness or loss of elasticity. Hold the diaphragm up to the light and carefully check for pin holes. Gently stretch the material to look for cracks and tears. Look for charring from excessive heat or backfiring. Excessive heat from the exhaust manifold or improperly cooled turbocharged air can greatly reduce service life. Any damage to the diaphragm requires replacement.
5. Before installing the carburetors, inspect the air horn for cracks.
)
FORM 6248 First Edition
FUEL SYSTEM CARBURETOR ASSEMBLY - G/GSI
CAUTION
A I Thevarielyoffuelsystem .. designs, site operating conditions and fuel types used has made it necessary for Waukesha to custom design gas metering valves at some installations. Han Impco part number is not stamped on the tapered end of the gas valve, please contact the Waukesha Product Support Department before ordering replacements. Disregarding this information could result in product damage and/or personal injury.
I
1. Position the backup plate in the center of the diaphragm (see Figure 5.05-18). Slide the four machine screws with lock washers through the plate and diaphragm. Thread the screws into the center shaft of the air/gas valve and tighten. 2. Insert the air/gas valve into the vaive housing until the tapered gas metering valve slides into the gas inlet orifice. Align the air/gas valve, so that the holes on the edge of the diaphragm rest over the holes in the valve housing.
A
4. Identify the left and right bank carburetors. The two carburetors are not interchangeable. 5. With the air/gas inlet port facing the rear of the engine, install the carburetor on the butterfly assembly with gasket, four capscrews, lock washers, and nuts. 6. With the wings in the vertical pOSition, fit the front spider on the carburetor cross shaft to the inside butterfly shaft of the left bank carburetor. Leave the spider shaft clamp fastener loose. 7. With the air/gas inlet port facing the rear of the engine, position a new gasket on the carburetor and install the right bank carburetor (6 capscrews, 1/2 x 1-1/2 inches, with lock washers). 8. With the wings in the vertical position, fit the front spider on the carburetor cross shaft to the inside butterfly shaft of the right bank carburetor; Leave the front spider shaft clamp fastener loose (see Figure 5.05-20).
CARBURETOR CROSS SHAFT
...........
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal Injury or death.
REAR SPIDER FRONT
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~~
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Jil~~
4. Place the valve cover over the air/gas valve assembly, so that the projection fits inside the spring. Align the cover, so that the holes on the edge rest over the holes in the diaphragm.
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6. Raise the center shaft of the air/gas valve several times to check if it is free to travel. Verify that the valve closes tightly when released.
CROSS SHAFT COVER
SPt~~~~
3. Insert the spring into the center shaft of the air/gas valve.
5. Slide the six machine screws with lock washers through the valve cover and diaphragm. Thread the screws into the valve housing and tighten.
I
~
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~
DISC
-
ROLL PIN
SHAKEPROOF WASHER
Figure 5.05-20. Carburetor Cross Shaft Assembly
A I~he t~rottle plate must I1... • .= .=....;;;..:....:....:;..:...:....:;:....:...:...J. . be adjusted so that it Just touches the housing. Failure to properly adjust the throttle plate will cause the plate to bind against the housing. Disregarding this information could result in product damage and/or personal InJury.
CAUTION
CARBURETOR INSTALLATION - G/GSI 1. Install the air horn on the carburetor with gasket, and four capscrews (see Figure 5.05-17).
)
2. Position a new gasket on the upper flange of the carburetor assembly. 3. Raise the center shaft of the air/gas valve assemblies in the carburetor. Verifythatthe valve closes tightly when released. FORM 6248 First Edition
NOTE: If the throttle plate cannot be heard contacting the rear casing, then back off the idle stop screw.
9. On the left bank, turn the outside butterfly shaft towards the rear of the engine (clockwise) until the throttle plate inside the butterfly valve housing contacts the casting, indicating that the valve is in the fully ciosed position.
5.05 - 13
FUELSVSTEM 10. Holding the outside butterfly shaft to keep the throttle plate in the fully closed position, tighten the front spider shaft clamp to lock it on the inside butterfly shaft.
)
11. Pin the front spider to the cross shaft using a new 1/8 x 1-1/8 inch roll pin. 12. On the right bank, turn the outside butterfly shaft towards the rear of the engine (counterclockwise) until the throttle plate contacts the casting, indicating that the valve is in the fully closed position. 13. Try to turn the cross shaft to the left (counterclockwise). If the shaft cannot be moved, then the left bank carburetor throttle plate is also in the fully closed position. Holding the cross shaft to prevent clockwise rotation, tighten the front spider shaft clamp to lock it on the inside butterfly shaft. 14. Pin the front spider to the cross shaft using a new 1/8 x 1-1/8 inch roll pin. 15. Check all fasteners on both banks for tightness. 16. Open and close the throttle plates to verify movement. Usten for throttle plate contact with the rear side of the butterfly valve housing (both banks).
)
17. Verify that the cross shaft does not strike or rub against the cross shaft cover when the throttle plate is opened and closed (both banks). Tighten the fasteners securing the cross shaft covers to the block (2 capscrews per cover, 3/8 x 3/4 inches, with lock washers and flat washers). 18. Install carburetor gasket and carburetor elbow to the air horn with twelve capscrews and lock washers. 19. Refer to Governor Unkage Installation and install and adjust the governor linkage. 20. Connect the main fuel line and balance line to the carburetor and air horn. 21. Remove four capscrews, lock washers butterfly valve housing and gasket from the intake manifold.
)
5.05 -14
FORM 6248 First Edition
FUEL SYSTEM
BUTTERFLY VALVE HOUSiNG .........
e~~IR/GASVALVE
"VALVE HOUSING
AIR/GAS VALVE ASSEMBLY
~
((i!}j =" q:D ~"DIAPHRAGM
,I I ~
BACKUP PLATE
~SPRING
CARBURETOR AIR/ INLET ELBOW
~
."-
I
VALVE COVER
I
'CARBURETOR AIR INLET HOUSING -
Figure 5.05-21. Carburetor Assembly - GL
CARBURETOR REMOVAL - GL Clean and inspect the carburetor diaphragms and air/gas valves every 6 months (4320 hours). Replace the carburetor diaphragm(s) once each year.
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe Injury or death could result. 1. Turn off fuel supply. 2. Refer to Governor Linkage Removal and remove the governor linkage. 3. Refer to Carburetor Cross Shaft Removal, and disconnect the carburetor cross shaft from the carburetor.
)
4. Disconnect the main fuel line and balance line from the carburetor and air horn.
FORM 6248 Firs! Edition
5. Remove twelve capscrews, lock washers carburetor gasket and carburetor elbow from the air horn (see Figure 5.05-21). 6. Remove six capscrews, lock washers, gasket and carburetor assembly from the manifold inlet adapter. 7. Remove six capscrews, gasket, and air horn from the carburetor. CARBURETOR DISASSEMBLY - GL 1. Remove six machine screws with lock washers from the edge of the valve cover. Remove the valve cover and slide out the air/gas valve.
•
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death. 2. Remove the spring inside the center shaft of the air/gas valve. Inspect the spring for corrosion. Any damage to the spring requires replacement. 5.05 -15
FUEL SYSTEM 3. Remove four machine screws with lock washers, backup plate and diaphragm from the air/gas valve (see Figure 5.05-22). Any damage to the diaphragm requires replacement.
GAS METERING
11MPCO PART NUMBER
VALVE~--""'" (
..............
1""===0"
A
\
CENTER SHAFT
o o SPRING BACKUP PLATE
Figure 5.05-23. Air/Gas Valve
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2. Check the tapered gas metering valve for wear. Inspect the 0- ring for nicks or tears. Any damage to the gas metering valve or O-ring requires replacement.
•
I
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0
o
0
DIAPHRAGM
1/
3. Inspect the backup plate for warpage, distortion or other damage. 4. Inspect the diaphragm for dryness, stiffness or loss of elasticity. Hold the diaphragm up to the light and carefully check for pin holes. Gently stretch the material to look for cracks and tears. Look for charring from excessive heat or backfiring. Excessive heat from the exhaust manifold or improperly cooled turbocharged air can greatly reduce service life. Any damage to the diaphragm requires replacement.
)
5. Before installing the carburetors, inspect the baffle plate in the carburetor bonnets for cracked welds (see Figure 5.05-24). Ifthe welds are cracked or the baffle is loose, then the carburetor must be repaired (see Carburetor Baffle, Inspecting/Repairing under Fuel System).
Figure 5.05-22. Air/Gas Valve Assembly CARBURETOR CLEANING AND INSPECTION - GL 1. Inspect the center shaft of the air/gas valve for wear, especially the area around the tapered gas metering valve (see Figure 5.05-23). This area may contact metal as the gas inlet orifice is opened and closed. Scratches or wear results in sloppy action affecting gas metering precision. Any damage to the center shaft requires replacement of the air/gas valve.
CARBURETOR BONNET
WELD
)
Figure 5.05-24. Carburetor Bonnet Baffle Welds
5.05 -16
FORM 6248 First Edition
FUEL SYSTEM CARBURETOR ASSEMBLY - GL
I.A. CAUTION IThe variety of fuel system designs, site operating conditions and fuel types used has made It necessary for Waukesha to custom design gas metering valves at some installations. If an Impco part number is not stamped on the tapered end of the gas valve, please contact the Waukesha Product Support Department before ordering replacements. Disregarding this Information could result in product damage and/or personal injury.
1. Position the backup plate in the center of the diaphragm (see Figure 5.05-22). Slide the four machine screws with lock washers through the plate and diaphragm. Thread the screws into the center shaft of the air/gas valve and tighten.
4. Identify the left and right bank carburetors. The two carburetors are not interchangeable. The left bank carburetor has an idle stop screw attached to a larger diameter butterfly shaft.
5. With the air/gas inlet port facing the rear of the engine, install the two center capscrews (1/2 x 1-1/2 inches, with lock washers) in the butterfly valve housing to install the left bank carburetor on the intake manifold inlet adapter (see Figure 5.05-25). Wrench tighten the capscrews. Install the four remaining fasteners. INSTALL CAPSCREWS HERE TO HANG CARBURETOR
IDLE STOP SCREW
2. Insert the air/gas valve into the valve housing until the tapered gas metering valve slides into the gas inlet orifice. Align the air/gas valve, so that the holes on the edge of the diaphragm rest over the holes in the valve housing.
A
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal Injury or deeth. 3. Insert the spring into the center shaft of the air/gas valve. 4. Place the valve cover over the air/gas valve assembly, so that the projection fits inside the spring. Align the cover, so that the holes on the edge rest over the holes in the diaphragm. 5. Slide the six machine screws with lock washers through the valve cover and diaphragm. Thread the screws into the valve housing and tighten. 6. Raise the center shaft of the air/gas valve several times to check if it is free to travel. Verify that the valve closes tightly when released.
' \ AIR INTAKE ELBOW FLANGE
Figure 5.05-25. Carburetor - Left Bank
6. With the wings in the vertical position, fit the front spider on the carburetor cross shaft to the inside butterfly shaft of the left bank carburetor. Leave the spider shaft clamp fastener loose. 7. With the air/gas inlet port facing the rear of the engine, position a new gasket on the carburetor and install the right bank carburetor (6 capscrews, 1/2 x 1-1/2 inches, with lock washers). 8. With the wings in the vertical position, fit the front spider on the carburetor cross shaft to the inside bullerfly shaft of the right bank carburetor. Leave the front spider shaft clamp fastener loose.
1. Install the air horn on the carburetor with six capscrews and lock washers.
9. On the left bank, turn the outside bullerfly shaft towards the rear of the engine (clockwise) until the throttle plate inside the butterfly valve housing contacts the casting, indicating that the valve is in the fully closed position.
2. Position a new gasket on the upper flange of the carburetor bullerfly valve housing.
NOTE: If /he throttle plate cannot be heard contacting /he rear casing, then back off /he idle stop screw.
CARBURETOR INSTALLATION - GL
)
BUTTERFLY VALVE
3. Raise the center shaft of the two air/gas valve assemblies in each carburetor. Verify that the valve closes tightly when released. FORM 6248 First Edition
5.05 - 17
FUEL SYSTEM 10. Holding the outside butterfly shaft to keep the throttle plate in the fully closed position, tighten the front spider shaft clamp to lock it on the inside butterfly shaft (see Figure 5.05-26). CARBURETOR CROSS SHAFT
~
REAR SPIDER FRONT SPIDER
~ •
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\ ~'
:>
~(!J,
DISC
-
18. Install carburetor gasket and carburetor elbow to the air horn with twelve capscrews and lock washers. 19. Refer to Governor Linkage Installation and install and adjust the governor linkage. 20. Connect the main fuel line and balance line to the carburetor and air horn.
~~ ,
J~~~~ ~~ ~
(2 capscrews per cover, 3/8 x 3/4 inches, with lock washers and flat washers).
CROSS SHAFT COVER
BUTTERFLY VALVE(S) BUTTERFLY VALVE REMOVAL - G/GSI
ROLL PIN
SHAKEPROOF WASHER
Figure 5.05-26. Carburetor Cross Shaft Assembly 11. Pin the front spider to the cross shaft using a new 1/8 x 1-1/8 inch roll pin. 12. On the right bank, turn the outside butterfly shaft towards the rear of the engine (counterclockwise) until the throttle plate contacts the casting, indicating that the valve is in the fully closed position. 13. Try to turn the cross shaft to the left (counterclockwise). If the shaft cannot be moved, then the left bank carburetor throttle plate is also in the fully closed position. Holding the cross shaft to prevent clockwise rotation, tighten the front spider shaft clamp to lock it on the inside butterfly shaft.
A
WARNING
Ensure that the fuel source Is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe Injury or death could result. 1. Refer to Carburetor Removal and remove the carburetor. 2. Refer to Butterfly Cross Shaft Removal and disconnect the butterfly cross shaft. 3. Remove four capscrews, lock washers, butterfly valve and gasket from the intake manifold (see Figure 5.05-27).
14. Pin the front spider to the cross shaft using a new 1/8 x 1-1/8 inch roll pin. 15. Check all fasteners on both banks for tightness.
IA
CAUTION I
The throttle plate must ;... be adjusted SO thatit just touches the housing. Failure to properly adjust the throttle plate will cause the plate to bind against the housing resulting In product damage and/or personallnjury. 16. Open and close the throttle plates to verify movement. Listen for throttle plate contact with the rear side of the butterfly valve housing (both banks). 17. Verify that the cross shaft does not strike or rub against the cross shaft cover when the throttle plate is opened and closed (both banks). Tighten the fasteners securing the cross shaft covers to the block 5.05 - 18
Figure 5.05-27. Butterfly Valve GIGSI BUTTERFLY VALVE DISASSEMBLY - G/GSI NOTE: Matchmark the spiders to aid in assembly.
1. Remove the roll pins from the spiders (see Figure 5.05-27). 2. Remove capscrews, lock washers and spiders from the butterfly shaft. 3. Remove two capscrews, lock washers, and the butterfly valve from the butterfly housing. 4. Remove the butterfly shaft from the butterfly housing. FORM 6248 First Edilion
)
FUEL SYSTEM 5. Remove and discard the butterfly shaft seals from the butterfly housing. 6. Remove and discard the two bushings from the butterfly housing. BUTTERFLY VALVE ASSEMBLY - GIGSI
1. Install two new bushings in the butterfly housing.
2. Remove the admission valve from the engine. Remove and discard the O-ring from the valve body (see Figure 5.05-28).
3. Remove the stainless steel washer at the bottom of the admission valve bore using the Seal Remover (Tool PIN 494385) or an O-ring pick. Discard this washer. ADMISSION VALVE DISASSEMBLY - GL
2. Install the butterfly shaft through the butterfly housing. 3. Install the butterfly valve on the flat of the shaft with two screws and lock washers.
4. Install the two spiders on the butterfly shaft with roll pins capscrews and lock washers. BUTTERFLY VALVE INSTALLATION - GIGSI
1. Install the butterfly valve on the intake manifold, with new gasket, four capscrews, and lock washers (see Figure 5.05-27).
2. Refer to Butterfly Cross Shaft Installation and connect the butterfly cross shaft. 3. Refer to Carburetor Installation and install the carburetor.
ADMISSION VALVE - GL
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe injury or death could result NOTE: This procedure applies only to the PIN 211587A admission valve. Refer to Service Bul/etin 9-2574A for information on previous admission valves.
1. Disconnect the fuel supply tube from the admission valve body.
STAINLESS STEEL WASHER
"LOCKNUT~
@
1. Remove the lock nut from the end of the admission valve body using a 1/4 inch Allen wrench.
CAUTION
A Ilf a vise Is needed to I..... "'=---''----' . _ _''---1. remove the lock nut, install a pair of brass Jaw Inserts to avoid damaging the assembly. 2. Remove the tube assembly. Remove the tube seat. Strike the admission valve body sharply against a piece of wood to free the tube and tube seat, if necessary.
4. Remove and discard the O-ring from the admission valve body. ADMISSION VALVE CLEANING AND INSPECTION -GL
1. Remove any loose carbon using a rag or soft nonmetallic bristle brush. 2. Boil all parts in a solution of one cup laundry detergent to one gallon of water for 30 - 45 minutes. 3. After boiling, rinse the parts in cold water and wipe dry.
COLD POPPET
HOT POPPET
(IDe (
.. =
3. Remove the contents olthe tube. Remove the spring and cold poppet from one end. Remove the hot poppet from the other.
ADMISSION VALVE REMOVAL - GL
A
CAUTION
A I Intermixing components IL. =-.::::..:....:..::;....;;..;;..;::....;;..;.J. with those of oth er valves is not permitted. Admission valves (and rebuild kits) are Inspected as assemblies during manufacture. Disregarding this Information could result in product damage andlor personal InJury.
,TUBE
Ce)O
,ACIMISiSICIN VALVE BODY
I OO(@
.SPRII~G
/EAT~___
) Figure 5.05-28. Admission Valve Assembly FORM 6248 First
Ed~ion
5.05 - 19
FUEL SYSTEM ADMISSION VALVE ASSEMBLY
IA
CAUTION I
The service kit parts may .. separate after the packaging is removed. There are internal differences between the hot and cold poppets, as well as the hot (flame trap) and cold (check valve) sides ofthe tube. The valve will not function properly if incorrectly assembled. Disregarding this Information could result In product damage and/or personal injury.
CAUTION I
Do not mix part~ from ....= .:=='""--'''---';;........;;,.c:....--I. . varl ou s ad m I ssi on valves, components are in matched sets. Disregarding this information could result in product damage and/or personal injury.
IA
NOTE: Before assembling, all parts must be dry and oil free. 4. Look into both poppets. Note that the bore of the hot poppet is approximately 1/8 inch deeper than the cold poppet.
NOTE: The parts in the service kit are assembled in the proper oreier for installation in the valve body (see Figure 5.05-29). The service kit parts may separate after the packaging is removed. If the parts become separated, an easy way to identify the hot and cold poppets is to visually inspect the inside of the poppets (see Figure 5.05-29). Another way to identify the poppets is to install the spring. The spring will extend farther out of the cold poppet (see Figure 5.05-29). The cold poppet and spring are installed in the end of the tube that is marked with the WED label. Proper assembly is required. HOT POPPET
COLD POPPET
8. Install the hot poppet into the opposite end of the tube. The flat side of the poppet must face toward the open end of the tube, so that the tip of the poppet seats inside the counterbore. 9. Hold the tube assembly upright in one hand with the tip of the cold poppet pointing upward. Use a finger to keep the hot poppet in the other end of the tube. 10. Place the tube seat over the tip of the cold poppet, so that the lip on the seat fits within the tube ID. 11. With the long hex on top, slide the admission valve body over the cold poppet end of the tube until the entire assembly fits easily within the valve body. 12. Finger tighten the lock nut into the end of the admission valve body.
IA
CAUTION I
Do not over torque the .. lock nut or the tube may be permanently damaged_ Disregarding this information could result in product damage and/or personal injury.
13. Use an inch pound torque wrench and Allen socket to tighten the lock nut to 70 - 90 in-Ib (8 - 10 N·m). 14. Install a new a-ring on the admission valve body. To prevent tears when the assembly is inserted into the cylinder head admission valve bore, lubricate the a-ring with Parker Super O-Lube®.
)
ADMISSION VALVE INSTALLATION - GL 1. Clean the washer seat at the bottom of the cylinder head admission valve bore.
NOTE: Previous production admission valves use a copper washer. 2. Install a new stainless steel washer at the bottom of the cylinder head admission valve bore (see Figure 5.05-30).
Figure 5.05-29. Spring Seats In Cold Poppets 5. Install the spring in the open end of the cold poppet. (see Figure 5.05-29). 6. Look into each end ofthetube. Note that one end has a larger diameter counter bore (to fit the tip of the hot poppet), while the other end of the tube has a small opening encircled with a lip (spring seat). 7. Insert the cold poppet (spring end first) into the tube until the end of the spring contacts the spring seat. Verify that the tip of the poppet sticks out slightly.
NOTE: If the entire poppet fits within the tube, then the wrong (hot) end of the tube has been selected. Fit the cold poppet into the other end of the tube. 5.05 - 20
ADMISSION VALVE
~£t~?1.c~ !
STAINLESS STEEL WASHER
Figure 5.05-30. Install Stainless Steel Washer In Cylinder Head
FORM 6248 First Edition
)
FUEL SYSTEM A CAUTION I I-="'=:...;::-:-..;;.:~+-,,-~.
When Installing the ad· mission valve, make sure only a stainless steel washer Is used and Is seated flat against the seating surface In the cylinder head. If the stainless steel washer is damaged, fuel leaks will occur.
ASSEMBLED PRECHAMBER
L.
IA
CAUTION I~onotusecopperwash.
er PIN 16409 with PIN 211587A admission valve or with a PIN 211587 valve that has been upgraded by machining the lock nut. If the copper washer Is used, the new assembly torque will drive the admission valve through the washer, causing damage.
. L;. ==--;:;.:;...:.;::;..:...:..;:;;..:.:.J. ..
PULLER~
o
SLtDE .........--'I/HAMMER
3. Install the admission valve in the cylinder head bore.
A CAUTION I~o I=... =,--,;..;;...;;..;;;..;;..;;..,,-~.
not over tighten the admission valve or the valve may become damaged.
TAPERED /POST
L.
4. TIghten the valve to a torque of 65 - 70 ft-Ib (88 - 95 N'm) dry. 5. Reattach both ends of the prechamber fuel inlet tube on the prechamber manifold and the admission valve assembly. Finger tighten the ferrule nuts. Use a wrench to tighten the ferrule nuts. Inspect for fuel leaks.
PRECHAMBER CUP - GL
COLLET~
PRECHAMBER CUP REMOVAL - GL
1. Refer to Section 5.10, Ignition System and remove the the spark plug and spark plug carrier from the cylinder head.
A
WARNING
Take care when using the assembled prechamber puller tool. The slide hammer moves freely up and down the rod and may cause severe personal injury if it contacts your fingers. 2. Assemble the Prechamber Puller (Tool PIN 494290). The tool consists of a rod, slide hammer, tapered post and collet (see Figure 5.05-31). Slide the hammer on the threaded end of the rod and screw on the tapered post. Thread the collet on the tapered post.
Figure 5.05-31. Prechamber Puller Assembly
3. Insert the puller tool into the cylinder head bore with the welded extension of the collet inside the cylinder head recess (see Figure 5.05-32). With the collet flange, carefully locate the groove inside the top of the prechamber cup.
NOTE: Model 510BGL requires a smaller size collet (Tool PIN 474007) that is used with the prechamber puller parts supplied under Tool PIN 494290.
) Figure 5.05-32. Prechamber Puller Assembly
FORM 6248 First Edition
5.05 - 21
FUELSVSTEM NOTE: While expanding the col/et, be sure that it is centered in the pul/er groove of the prechamber cup.
4. Slide a 3/4 inch drive handle through the hole in the puller handle and turn the puller tool clockwise. The welded extension on the collet will come to rest against the cylinder head recess. With the collet unable to rotate, turning the puller handle causes the post on the tapered end of the rod to push on the bearing within the collet, which forces the three ears outward. 5. Pull up on the puller tool to remove the prechamber cup (see Figure 5.05-33). Since the bottom of the cup resides in the combustion chamber, it may accumulate deposits causing i110 stick. If pulling up on the puller tool does not free the cup, grasp the slide hammer and raise with sufficient force to contact the plate below the handle of the puller tool. Repeat this action until the prechamber is free.
PRECHAMBER CUP CLEANING AND INSPECTION -GL
A
)
WARNING
Always use approved cleaning solvents In a well ventilated area. Contact with skin could result In severe personal injury or death. 1. Soak the prechamber cup in a non-volatile cleaning solution or solvent (see Figure 5.05-34).
~, IS'
/Y
PRECHAMBER CUP
STAINLESS STEEL SEAL
~e
) Figure 5.05-33. Prechamber Puller Assembly
Figure 5.05-34. Install Prechamber Cup
6. Remove the old stainless steel seal from the bottom of the cylinder head spark plug carrier bore using the Seal Remover (Tool PIN 494385) or an O-ring pick.
2. Thoroughly clean the spark plug carrier bore. If necessary, use the Spark Plug Carrier Refacing tool (Tool PIN 494087) to clean hardened carbon from the threads and seat without causing damage to the bore.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. 3. Use compressed air to remove all moisture and debris. PRECHAMBER CUP INSTALLATION - GL NOTE: Previous production prechamber cups used a copper prechamber cup seal.
1. Place a new stainless steel seal at the bottom of the cylinder head spark plug carrier bore. The stainless steel seals are manufactured to take a definite crush and must be replaced after each disassembly (see Figure 5.05-34). 5.05 - 22
FORM 6248 First Edition
)
FUEL SYSTEM
CAUTION I I-=.A=...;::..:...~;..:...:..:::..::..:..J. .
Do not apply FEL-PRO® L. C5-A®, Part No. 51005 anti-seize compound to any holes in the prechamber. 2. Apply FEL-PRO® C5-A®, Part No. 51005 antiseize compound to the 0.0. of the prechamber (at prechamber to cylinder head interfaces).
3. Disconnect the prechamber fuel inlet tubes from the admission valves and prechamber manifolds. 4. Remove two nuts, lock washers, washers and U-bolts from the prechamber manifold brackets (see Figure 5.05-36).
3. Position the prechamber cup into the cylinder head bore making sure that it is properly seated on the stainless steel seal.
PRECHAMBER MANIFOLD - GL PRECHAMBER MANIFOLD REMOVAL - GL
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe Injury or death could result. 1. Shut off fuel supply.
)
2. Disconnect the prechamber inlet pipe from the bottom of the prechamber (see Figure 5.05-35).
Figure 5.05-36. Prechamber'Manlfold
5. Removetwocapscrews lock washers, four washers, and remove the prechamber manifold brackets from the engine. 6. Remove hex head pipe plug, plug, and copper gasket from the ends of the prechamber manifold.
Figure 5.05-35. Prechamber Gas Supply - Left Bank
)
FORM 6248 First Ednion
5.05 - 23
FUELSVSTEM
7
12 10
......
. ~fl!;® '11
ITEM NUMBER AND DESCRIPTION
1
Elbow
5
Prechamber Mannold
9
U-Bo~
13
Tube
2
Tee
6
Plug
10
Washer
14
Connector
3 4
Connection
7
Bracket
Lock washer
Capscrew
15 16
Gasket
8
11 12
Tube
Nut
)
Plug
Figure 5.05-37. Prechamber Manifold
PRECHAMBER MANIFOLD INSTALLATION - GL 1. Install the prechamber manifold brackets on the engine with two capscrews lock washers, four washers. 2. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of twelve male connector tube fittings (3/8 inch tube OD). 3. Install the fittings in the six pipe taps in each prechamber manifold. 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of two male elbow tube fittings (3/4 inch tube OD). 5. Install the male elbows into the pipe tap in the center of each prechamber manifold. 6. Hold one ofthe prechamber manifolds up againstthe two left bank prechamber manifold brackets. Be sure that the free end of the male elbow tube fitting points toward the rear of the engine. 7. Install the prechamber manifold on the brackets with two lock washers, washers and nuts (see Figure 5.05-37). Leave the nuts loose enough to allow movement of the manifold. 5.05 - 24
8. Rotate the manifold so that the male elbow tube fitting is at the bottom and each male connector is pointing toward a section of the exhaust manifold. 9. Hold the other prechamber manifold up against the right bank prechamber manifold brackets. Be sure that the free end of the male elbow tube fitting points toward the front of the engine.
10. Finger tighten the U-bolts to fasten the manifold to the two manifold brackets. Rotate the manifold so that the male elbow tube fitting is at the bottom and each male connector is pointing toward a section of the exhaust manifold. 11. Install the prechamber fuel inlet tubes between the prechamber manifolds (male connector tube fittings) and the admission valve assemblies.
NOTE: Reattach both ends of each tube before tightening. 12. Tighten the prechamber manifold bracket U-bolt hex nuts (5/16 inch).
FORM 6248 First Edition
)
FUELSVSTEM MAIN FUEL GAS PRESSURE REGULATOR (FISHER 99) MAIN FUEL GAS PRESSURE REGULATOR (FISHER 99) REMOVAL
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe personal Injury or death could result. 1. Shut off fuel supply. 2. Disconnect the balance line from the regulator (see Figure 5.05-1, Figure 5.05-38 and Figure 5.05-39).
3. Disconnect the Dressor coupling from the carburetor.
A
WARNING
The Fisher 99 main fuel gas pressure regulator weighs approximately 80 Ibs. (36 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death. 4. Attach a suitable lifting device to the regulator. 5. Remove four nuts, lock washers, washers from the regulator and mounting bracket. 6. Using a suitable lifting device, remove the regulator from the mounting bracket. 7. Remove five capscrews, lock washers, washers and mounting bracket from the crankcase
RIGHT BANK INSTALLATION NOTE: A slotted open-ended cut at the bottom of the bracket provides access to the #3 main bearing cap cross tie bolt (directly above the oil level gauge). 1. Fasten the right bank regulator r'lounting bracket to the bolt holes (see Figure 5.05-40) in the engine block with five capscrews, lock washers and washers.
Figure 5.05-38. Fisher 99 Regulator TUbe Connections
-GSI
DOWNSTREAM SENSING
Figure 5.05-40. Bolt Holes In Engine Block
) Figure 5.05-39. Fisher 99 Regulator Tube Connections
- GL FORM 6248 First Edition
5.05 - 25
FUEL SYSTEM NOTE: The right bank regulator mounting bracket can be distinguished from the left bank bracket by the two slotted holes on the front edge (for mounting of the prechamber air/gas valve and bracket) (see Figure 5.05-41).
UPPER CHAMBER FUEL SUPPLY TUBE (ALIGN WITH SLOTTED CUT IN BRACKET) LONG BOLTS WITH SPACERS (ALIGN WITH SLOTTED HOLES IN BRACKET) \
FRONT OF ENGINE
~
BOLT HOLES FOR MOUNTING PRECHAMBER
~1~ REAR OF ENGINE
SLOTTED CUT FOR #3 MAIN BEARING CAP CROSS TIE BOLT
FRONT OF ENGINE
LONG BOLTS WITH SPACERS (ALIGN WITH SLOTTED HOLES IN BRACKET)
REAR OF ENGINE Figure 5.05-41. Fisher 99 Regulator Bracket - Right Bank
Figure 5.05-42. Fisher 99 Regulator Mounting Orientation - Right Bank - Top View
)
2. Remove the four short bolts {l/16 x 1-1/2 inches) from the regulator housing (see Figure 5.05-42). Install four long bolts (l/16 x 4-1/2 inches) in the empty bolt holes. 3. Place spacers (2-5/8inch) over the four slotted holes in the regulator mounting bracket (see Figure 5.05-41).
A
WARNING
The Fisher 99 main fuel gas pressure regulator weighs approximately 80 Ibs. (36 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal Injury or death. 4. Position the regulator, so that the fuel supply tube (leading from the pilot chamber to the chamber above the main diaphragm) is directly above the slotted open-ended cut in the top of the mounting bracket (see Figure 5.05-43). Be sure that the four long bolts slide through the spacers and the bracket holes as the regulator is lowered. Alternately tighten the fasteners (washers, lock washers and hex nuts).
Figure 5.05-43. Main Fuel Gas Regulator - Right Bank
)
5.05 - 26
FORM 6248 First Edition
FUEL SYSTEM 5. Rotate the pipe elbow so that the carburetor inlet pipe nipple is approximately 15 degrees above horizontal (see Figure 5.05-44).
8. With the concave side facing the pipe ends, slide the coupling hex nuts onto the regulator outlet and carburetor inlet pipe nipples. 9. Wipe the rubber seals clean and fit the tapered end into the hollowed side of the seal retainers.
10. Install the seals in the ends of the coupling elbow, so that the rubber face seats against the beveled counterbore. 11. Position the coupling between the regulator outlet and carburetor inlet pipe nipples and alternately tighten the hex nuts (see Figure 5.05-46).
Figure 5.05-44. Carburetor Gas Inlat - Right Bank
6. Verily that the ends of the regulator outlet and carburetor inlet pipe nipples are clean and completely free of dirt and oil. Check the surfaces where the coupling seals contact the pipe ends to ensure that there are no gouges, grooves, burrs, nicks or dents. 7. Disassemble both sides of the Dresser elbow coupling (see Figure 5.05-45). Remove and discard the old armored gaskets, if still in place. Obtain two new armored gaskets.
COUPLING CLt.UWl!...
Figure 5~05-46. Dresser Elbow Coupling
NOTE: Based on the height of the Fisher 99 regulator bracket, it may be necessary to drop the free end of the carburetor inlet pipe a few degrees.
12. Inspect the Fisher 99 main fuel gas pressure regulator filter for cleanliness. NOTE: See Fisher 99 Regulator Filter, Cleaning and Inspection.
Figure 5.05-45. Dresser Elbow Coupling \
) FORM 6248 First Edition
5.05 - 27
FUEL SYSTEM 13. Install the gas supply tube between the gas inlet tee (male elbow tube fitting) and the Fisher99 regulator pilot chamber gas inlet port (male elbow) (see Figure 5.05-1, Figure 5.05-47, and Figure 5.05-48).
17. Connect the balance line between the Fisher 99 regulator pilot spring chamber (male connector) and the carburetor air horn, on G or the air inlet tube, on GSI (see Figure 5.05-1 and Figure 5.05-47). LEFT BANK INSTALLATION 1. Follow steps in Right Bank to install the left bank Fisher 99 regulator. The pattern of the regulator mounting bracket to cylinder block bolt holes (see Figure 5.05-49), as well as the installation of the long bolts in the regulator housing (see Figure 5.05-50), are the reverse of the left bank configuration.
Figure 5.05-47. Fisher 99 Regulator Tube Connections
- GSI DOWNsmEAM SENSING LINE
SLOTTED CUT FOR #3 MAIN BEARING CAP CROSS TIE BOLT
FRONT OF ENGINE
SLOTTED CUT FOR FUEL SUPPLY TUBE (pILOT CHAMBER TO UPPER CHAMBER)
)
Figure 5.05-49. Fisher 99 Regulator Bracket - Left Bank UPPER CHAMBER FUEL SUPPLY TUBE (ALIGN WITH SLOTTED CUT IN BRACKET) LONG BOLTS WITH SPACERS (ALIGN WITH SLOTTED HOLES IN
BRAC~K;.-A _ _ _~
j
Figure 5.05-48. Fisher 99 Regulator Tube Connections
- GL
NOTE: For best results, reattach both ends of each tube before tightening. 14. On G/GSI, install the down stream sensing line (see Figure 5.05-1 and Figure 5.05-47). 15. On GL, install the downstream sensing line (5/8 inch tube OD) between the gas outlet system (male elbow tube fitting) and the Fisher 99 regulator main orifice chamber (male connector) (see Figure 5.05-48). 16. On GL, connect the balance line between the carburetor air inlet housing (male elbow tube fitting) and the Fisher 99 regulator pilot spring chamber (male connector) (see Figure 5.05-48). 5.05 - 28
REAR OF ENGINE
LONG BOLTS WITH SPACERS (ALIGN WITH SLOTTED HOLES IN BRACKET)
) Figure 5.05-50. Fisher 99 Regulator Mounting Orientation - Left Bank - Top View FORM 6248 First Ed~ion
FUEL SYSTEM PRECHAMBER REGULATOR (FISHER 95L) - GL PRECHAMBER REGULATOR (FISHER 95L) REMOVAL-GL
1. Disconnect balance line tube from elbow on intake manifold. 2. Disconnect balance line tube from fitting on prechamber regulator. 3. Disconnect the gas inlet tube from the bottom gas inlet tube connection on the prechamber regulator (see Figure 5.05-51). 4. Disconnect the flex elbow from the gas outlet tube. 5. Remove four capscrews, lock washers, washer, spacers, and the prechamber regulator from the regulator bracket (see Figure 5.05-52). 6. Remove capscrew, lock washer, two washers, nut and spacer from the regulator bracket and regulator brace.
Figure 5.05-51. Prechamber Regulator - Front Right
7. Remove capscrew, lock washer, washer, regulator brace, and spacer from the crankcase. 8. Remove two capscrews, lock washers, spacers, and regulator bracket from the crankcase.
"-
~
~f) ~~" I~ 15" 8 16 14
I 12
ITEM NUMBER AND DESCRIPTION
)
1
Regulator
7
Capscrew
13
lock washer
19
Elbow
2
Gapscrew
8
lock washer
14
Nut
20
Washer
21
Lock washer
3
Spacer
9
Brace
15
Capscrew
4
Bracket
Spacer
16
Washer
5
Spacer
10 11
Capscrew
17
Pipe
6
Spacer
12
Washer
18
Coupling
Figure 5.05-52. Prechamber Regulator - GL
/
FORM 6246 First Edition
5.05 - 29
FUEL SYSTEM PRECHAMBER REGULATOR (FISHER 95L) INSTALLATION - GL
NOTE: If longer mounting capscrews are already installed, Step 1 is not required. 1. Position the prechamber regulator on a workbench with the adjusting screw facing upward (see Figure 5.05-53). Rotate the regulator, so that the gas inlet tube connection is at the bottom. Starting at the 11 o'clock position and moving counter-clockwise, remove four bolts from the regulator housing.
PRECHAMBER REGULATOR
///~I o all o ~( o
I / I II
\ \\
MOUNTING BRACKET REMOVE BOLTS
0' '
°t~~
BRACKET SUPPORT BRACE (TO BLOCK)
Figure 5.05-54. Prechamber Regulator Mounting Bracket
7. Slide two longer (1/2 x 2-1/4 inches, with both lock and washers) through the two slotted holes in the upper rim of the regulator mounting bracket (see Figure 5.05-55).
)
8. Install 3/8 inch spacers on the ends of the capscrews. Attach the harness cable clip(s) and thread the capscrews back into the lower intake manifold flanges. Wrench tighten. Figure 5.05-53. Prechamber Regulator
2. Position four longer capscrews (5/16 x 1-1/2 inches, with lock washers and flat washers) through the slotted holes in the prechamber regulator mounting bracket (see Figure 5.05-54).
9. Slide a capscrew (1/2 x 1-1/2 inches, with lock washer and flat washer) through the large end of the bracket support brace. Install a 1/2 inch spacer on the end of the capscrew. With the foot of the brace pointing downward, thread the capscrew into the crankcase directly above the open-ended cut at the back of the magneto drive support bracket. Wrench tighten.
3. Position the mounting bracket over the prechamber regulator aligning the capscrews in the bracket with the four empty bolt holes in the prechamber regulator housing. The rounded cut in the mounting bracket accommodates the male elbow tube fitting in the gas outlet port of the prechamber regulator.
10. Slide a capscrew (3/8 x 2-1/4 inches, with lock washer and flat washer) through the horizontal slot in the center of the regulator mounting bracket (see Figure 5.05-54).
4. Position 1/4 inch spacers on the capscrews and thread them into the regulator housing. Wrench tighten.
11. Remove the 1/4 inch square head pipe plug from the front of the right bank intake manifold (bottom).
5. Install the 1-1/8 inch spacer and the free end of the bracket support brace on the end of the capscrew.lnstall a 3/8 inch flat washer and hex nut. Wrench tighten.
12. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a male elbow tube fitting (1/4 inch tube 00). Install the elbow leaving the free end pointing towards the front of the engine.
6. Remove two capscrews (1/2 x 2 inches) from the lower intake manifold flanges at the front right side of the engine (see Figure 5.05-55). 5.05-30
FORM 6248 First EdHion
)
FUEL SYSTEM
PRECHAMBER FUEL SUPPLY TUBE BRACKET (1/2 X 2" CAPSCREW)
INTAKE MANIFOLD\
AIR/GAS SYSTEM TUBE CLIP BRACKETS (1/2 X 1-3/4" CAPSCREW)
PRECHAMBER REGULATOR MOUNTING BRACKET (1/2 X 2-1/4" CAPSCREW)
) Figure 5.05-55. Intake Manifold Flange Attachments - Right Bank
13. Install the balance line (1/4 inch tube 00) between the intake manifold (male elbow tube fitting) and the prechamber regulator pressure port (male connector) (see Figure 5.05-56).
/
i
NOTE: Reattach both ends of each tube before tightening.
Figure 5.05-56. Prechamber Regulator - Front Right
FORM 6248 First Edition
5.05 - 31
FUEL SYSTEM 14. Install the fuel supply tube (3/4 inch tube aD) to the prechamber regulator gas outlet port (male elbow) (see Figure 5.05-57). Tighten the ferrule nut (1-1/8 inch hex) to install the union tube fitting on the free end ofthe tube.
16. Install a retaining clip to the fuel supply tube downstream (rear) of the union tube fitting. Fasten the clip to the tube support bracket (1 capscrew, 3/8 x 3/4 inch, with flat washer, lock washer and hex nut).
15. Install the fuel supply tube (3/4 inch tube aD) between the union tube fitting and the cross pipe tee (male elbow).
/
PRECHAMBER MANIFOLD (LEFT BANK)
PRECHAMBER MANIFOLD (RIGHT BANK)
~
'(> ~
"'-CROSS PIPE ELBOW
CROSS PIPE CROSS PIPE TEE
I
~~
~1lJBESUPPORTBRACKET
~/ ~ 1lJBECUP
I
)
FUEL SUPPLY 1lJBE
I
UNION 1lJBE FITTING
PRECHAMBER ~ REGULATOR
) Figure 5.05-57. Prechamber Regulator/Manifold Tube Connections - GL
5.05 - 32
FORM 6248 First Ednion
FUEL SYSTEM 17. Remove the lower capscrew (1/2 x 2 inches, with both lock and flat washers) from the intake manifold flange (see Figure 5.05-55). Slide the capscrew through the round hole in the bracket. Install the capscrew back in the intake manifold flange. 18. Finger tighten the ferrule nuts (1-1/8 inch hex) to attach the fuel supply tube (3/4 inch tube 00) between the cross pipe tee (male connector tube fitting) and the right bank prechamber manifold (male elbow). 19. Finger tighten the ferrule nuts (1-1/8 inch hex) to attach the fuel supply tube (3/4 inch tube 00) between the cross pipe elbow (male connector tube fitting) and the left bank prechamber manifold (male elbow) (see Figure 5.05-58).
A
WARNING
Gas vented from engine components must be piped to a safe area In compliance with all applicable codes. Disregarding this information could result In severe personal Injury or death. 6. Open the bleed valve between the Fisher 99 regulator(s) and the downstream shutoff valve(s). NOTE: Do not change the Fisher 99 main fuel gas pressure regulator spring adjustment. The regulator opens in response to decreased outlet pressure, so al/ pressure between the upstream and downstream shutoff valves is released through the bleed valve.
FISHER 99 REGULATOR FILTER CLEANING AND INSPECTION Clean or replace the filter of the Fisher 99 main fuel gas pressure regulator(s) annually. If clogging is suspected in the upstream regulator passages, more frequent cleaning may be required.
Filter Element Removal 1. Loosen the hex nut (5/8 inch) on each end ofthe pilot chamber supply tube (see Figure 5.05-59). Detach the pilot supply tube from the brass fitting threaded into the body of the filter assembly.
Figure 5.05-58. Prechamber Gas Supply - Left Bank
FUEL SYSTEM MAINTENANCE
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe personal injury or death could result. 1. Run the engine at idle with no load. 2. Close the gas shutoff valve(s) upstream from the Fisher 99 main fuel gas pressure regulator(s). 3. Let the engine run. The supply lines are clear when the engine stops. If provision has been made for downstream shutoff and bleed valves:
)
4. Close the gas shutoff valve(s) upstream from the Fisher 99 main fuel gas pressure regulator(s). 5. Close the downstream shutoff valve(s).
FORM 6248 First Edilion
PILOT CHAMBER GAS SUPPLY
Figure 5.05-59. Fisher 99 Regulator Fuel Gas Filter
2. Remove the 1-1/8 inch filter head hex nut from the pilot chamber orifice pipe nipple. 3. Remove the filter assembly. Disassemble as follows: A. Remove the 1-1/8 inch filter head hex nut from the filter body. B. Remove the machine screw securing the filter element to the filter head. C. Remove the two flat washers and the filter element. 5.05-33
FUELSVSTEM Cleaning/lnspection/Replacement
)
1. Thoroughly wash all parts of the assembly in a non-volatile cleaning solution or solvent. Blow dry with low pressure compressed air. FILTER HEAD
2. Inspect the filter element for stubborn deposits, peeling or flaking. Replace as necessary.
HEX NUT
Filter Element Installation 1. Reassemble the filter assembly as follows (see Figure 5.05-60): FLAT WASHERS
A. Place the flat washer on the support flange inside the filter head. B. Center the filter element on top of the washer. C. Center the second flat washer on top of the filter element. D. Slide the machine screw through the center ofthe filter element. Thread the screw into the filter head.
E. Thread the filter head hex nut onto the filter body.
MACHINE SCREW
/
2. Thread the other end of the filter head hex nut onto the pilot chamber orifice pipe nipple.
~/
3. Attach the pilot supply tube to the brass fitting threaded into the body of the filter assembly. Tighten the hex nut (5/8 inch) on each end of the pilot chamber supply tube.
~ \...
FILTER BODY
)
/
V
Figure 5.05-60. Fisher 99 Regulator Filter
)
5.05 - 34
FORM 6248 First Ednion
SECTION 5.10 - IGNITION SYSTEM IGNITION SYSTEM COMPONENTS
SPARK PLUGS
The ignttion system consists of the following components:
CAUTION I~3/16 I. . ... ;::A= ______
• CEC Ignition Module/Hall-effect Pickup • Magneto • Wiring Harness • Ignition Coils • Spark Plug Carriers - GL Engines • Spark Plugs CEC IGNITION MODULE The ignition module functions by using a Hall-effect Pickup
to read magnetic reference marks on a disc attached to the governor drive gear hub. this method of timing determines the exact position of the crankshaft. The microcircuttbased, electronic ignition module interprets the sensor's impulses to set the optimum ignition timing. The electronic ignition module directs a precisely timed voltage to the appropriate coil. Form 6253, Custom Engine Control® Ignition Module, provides information on the installation, operation and maintenance of the CEC ignition module. MAGNETO The magneto is located at the front right side of the engine and is driven from the accessory (magneto) drive gear. The magneto uses solid state electronic components. Self-generated alternating current is rectified to direct current and stored within a capacitor. Silicon controlled rectifiers (SeR's) function as switches to release the stored energy to the ignition coils. A trigger coil arrangement produces the voltage needed to turn the SCR on. WIRING HARNESS
A flexible wiring harness is used to connect the CEC and magneto and CEC Ignition Module to the ignition coils. The wiring hamess uses solder less connectors on the coil terminals and a multiple pin connector at the CEC and magneto connections.
inch reach sp~rk plugs must be used with 13/16 inch reach carriers, and 1/2 Inch reach spark plugs must be used with 1/2 Inch reach carriers. Mixing carrier and spark plug components will cause damage to equipment and/or personal injury. --1.
Service Bulletin 11-2636 announced the release of longer reach spark plugs (13/16 inch) and longer reach spark plug carriers (13/16 inch) as a service option on GL engines. Carriers are marked with the spark plug reach (thread length) (see Figure5.10-1). Carrier and spark plug size must be verified prior to installation. One spark plug is provided for each cylinder. on GL engines, each spark plug is housed within a spark plug carrier and fires the rich fuel mixture in the respective prechamber. The flame torch ignites the lean mixture in the main combustion chamber. Spark plug life will depend on the site experience. Table 5.10-3, Table 5.10-4, and Service Bulletin 11-2636, list spark plug options available.
SPARK PLUGS SPARK PLUG CARRIER REMOVAL - GL -A CAUTION 113/ 16 inch reach sp~rk I= .=~:;.::....;;.;:::......::~;::;....:~. . plugs must be used With
L.
13/16 inch reach carriers, and 1/2 inch reach spark plugs must be used with 1/2 inch reach carriers. Mixing carrier and spark plug components will cause damage to equipment and/or personal injury. 13/16 inch reach carriers PIN 209567M (5108GL only) and 209567K (used on all other GL) have been designed to accommodate the 13/16 inch reach spark plugs. The carriers are stamped on the upper circumference with part number and the plug reach size (see Figure5.1Q-1). An unmarked Waukesha spark plug carrier indicates 1/2 inch reach.
IGNITION COILS One ignition coil is provided for each cylinder. Each coil is attached to a bracket that is securely mounted to the upper intake manifold flanges.
)
FORM 6248 First Edition
5.10 - 1
IGNITION SYSTEM
METAL STAMP P/N\.: ___
METAL STAMP
P/N\.:~-..... AN UNMARKED WAUKESHA SPARK PLUG CARRIER INDICATES 1/2 INCH REACH
,
SPARK PLUG CARRIER
/ METAL STAMP SPARK PLUG REACH
Figure 5.10-1. Spark Plug Carriers
)
)
5.10 - 2
FORM 6248 First Edttion
IGNITION SYSTEM
A
WARNING
5. Remove two O-rings from the spark plug carrier (see Figure 5.10·4).
Ensure that the fuel source is completely shut off prior to working on fuel system components. Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe Injury or death could result.
-A 1 ~park plug carrier reI =~=..;..;;;;....;...:;..;;;;..;~. moval without the spe-
= ..
CAUTION
L.
cial tool may result In damage to the tangs of the spark plug carrier. Disregarding this information could result in product damage and/or personal injury
A
Q-RINGS
~Q
~
WARNING
The spark plug carrier becomes extremely hot during engine operation. Allow the spark plug carrier to cool prior to handling, to prevent severe personal Injury. 4. Using the spark plug carrier removal tool (Tool PIN 494289 for Non eSA, and PIN 474023 for eSA, (see Figure 5.10-2 and Figure 5.10-3), remove the spark plug carrier. Figure 5.10-4. Install Spark Plug Carrier
Figure 5.10·2. Spark Plug Carrier Removal Tool
NOTE: Whether through corrosion, stress or use of the incorrect tool, the tangs of the spark plug carrier may break, rendering the Spark Plug Garrier Remover (Tools PIN 494289 for Non GSA, and PIN 474023 for GSA) ineffective. Therefore, a Spark Plug Carrier Extractor has been made available to remove broken spark plug carriers (Tool PIN 474008) (see Figure 5. 10-5). The special tool has a tapered, fluted OD allowing it to be screwed counter-clockwise into the carrier ID. Tightening the tool locks it in the carrier bore and then turns the carrier to free it from the cylinder head.
Figure 5.10-5. Spark Plug Carrier Extractor Tool
) Figure 5.10-3. Spark Plug Carrier Removal Tool FORM 6248 First Edilion
5.10 - 3
IGNITION SYSTEM SPARK PLUG CARRIER INSTALLATION - GL NOTE: Excessive lubrication of the spark plug carrier O-rings may cause the spark plug to foul.
1. Apply Parker Super O-Lube® to two new O-rings and install them to the outside of the spark plug carrier (see Figure 5.10-6).
/
SPARK PLUG CARRIER
A CAUTION I I.. ==.....;:;..:....:~..:....:-=-.:....:.J.
Stainless steel prechamber seal (PIN 2095620) must be used with the prechamber cup when torquing the spark plug carrier to 275 - 280 ft-Ib (373 - 380 N·m) (with FEL-PRO® C5-A®, Part No. 51005 anti-seize compound applied to threads) or damage to equipment will result.
L.
)
4. Fit the bottom notch of the spark plug carrier removal tool (PIN 494289 for Non CSA and PIN 474023 for CSA) into the upper groove of the spark plug carrier and turn clockwise). Torque the spark plug carrier to 275 - 280 ft-Ib (373 - 380 N'm) (with FEL-PRO® C5-A®, Part No. 51005 anti-seize compound applied to threads). NOTE: Previous torque values for spark plug carriers was90-95ft-lb (41 -43N-m) (with FEL-PRO® C5-A®, Part No. 51005 anti-seize compound applied to threads). A copper prechamber seal (PIN 2095628) was used with the prechamber cup.
SPARK PLUG CARRIER REMOVAL - CSA
CAUTION I I'":... =A= ______
Do not pull on the spark plug cables to remove the spark plug connectors. Pulling on the cable may loosen or detach the terminal connection within the Teflon® tube. --1.
Figure S.10-6.lnstaU Spark Plug Carrier
I.=A. CAUTION I
Do not apply FEL-PR~® C5-A® to any holes In the spark plug carrier or damage to equipment will result.
L.
='---'=...;;..;;:;....;;.;;...;;;..;;...;;..J.
2. Apply FEL-PRo® C5-A®, Part No. 51005 antiseize compound to entire O.D.of the threads of the spark plug carrier.
)
1. Disconnect the spark plug connector from the coil. 2. Remove three capscrews, lock washers and coil from the coil adapter. 3. Remove three capscrews, washers and coil adapter from the spark plug carrier. 4. Remove spark plug extension from the spark plug carrier.
3. Thread the spark plug carrier into the cylinder head bore. The spark plug carrier and prechamber cup must make metal-to-metal contact.
A CAUTION I I=..
Spark plug carrier installation without the special tool may result in damage to the tangs of the spark plug carrier.
L.
=......;_-0._ _ _......
)
5.10 - 4
FORM 6248 First Edition
IGNITION SYSTEM 5. Remove the spark plug from the spark plug carrier (see Figure 5.10-7).
SPARK
D
PLUG/~
CONNECTOR
~
c:::>
[J
-',1
SPARK PLUG EXTENSION
/
2. Thread the spark plug carrier into the cylinder head bore. The spark plug carrier and prechamber cup must make metal-to-metal contact.
CAUTION
A 1Spark plug carrier instal.. latlon whhout the special tool may result In damage to the tangs of the spark plug carrier.
o I
CAUTION
A 1 ~o not apply FEL-PRO® 1 .L .:: . =~=..;...;:;.....;;...;;...;:;...;~. . C5-A® to any holes In the spark plug carrier or damage to equipment will resuh. 1. Apply FEL-PRO® C5-A®, Part No. 51005 antiseize compound to entire O.D.of the threads of the spark plug carrier.
1'-'-.' ii
COIL
O-RIN/
~
SPARK PLUG CARRIER INSTALLATION - CSA
1
/SPARK PLUG
,
COIL
~/ADAPTER
8-- ,
[j ~~ ~/CARRIER
~~O-RINGS c::>
Figure 5.10-7. CSA Spark Plug
6. Fit the bottom notch of the spark plug carrier removal tool (PIN 474023 for CSA) into the upper groove of the spark plug carrier and remove the spark plug carrier.
CAUTION
A 1 Stainless steel precham1 L. =~..:.....::..;:;...:....::..;:;.~. ber seal (PIN 2095620) must be used with the prechamber cup when torquing the spark plug carrier to 275 - 280 ft-lb (373 - 380 N·m) (with FEL-PRO® C5-A®, Part No. 51005 anti-seize compound applied to threads) or damage to equipment will result.
.. =
3. Fit the bottom notch of the spark plug carrier removal tool (PIN 474023 for CSA) into the upper groove of the spark plug carrier and turn clockwise ). Torque the spark plug carrier to 275 - 280 ft-Ib (373 380 N·m) (with FEL-PRO® C5-A®, Part No. 51005 anti-seize compound applied to threads). NOTE: Previous torque values for spark plug carriers was 90 - 95ft-lb (41 - 43 N'm) (with FEL -PRo® C5-A®, Part No. 51005 anti-seize compound applied to threads). A copper prechamber seal (PIN 2095628) was used with the prechamber cup.
A 113/16 inch reach sp~rk 1 ==--.;;;;.;;....;;..;;;...;;...;;.;:;...;~. plugs must be used With 13/16 Inch reach carriers. Mixing carrier and spark plug components will cause damage to equipment.
CAUTION
. L..; . .
4. Obtain a set of new spark plugs.
CAUTION
A 1The spark plug gasket 1. ==---"_....::._:....::_--'. . must be properly seated to seal the combustion chamber and transfer heat from the plug. L..
)
5. Install the steel gasket on the spark plug. Use only new steel gaskets. Verify that the gasket is flat against the gasket seat. FORM 6248 First Ednion
5.10 - 5
IGNITION SYSTEM 6. Install the terminal nut. 7. Set the spark plug gap to 0.010 - 0.013 inch (O.254 - 0.330 mm). NOTE: A standard wire gauge should be used for "J" type spark plugs.
A CAUTION I I=.a=~=...:..;::.....::....:..=~.
Do not use oil or antlseize compound on the spark plug threads. The spark plug may be overtorqued If oiled. Overtorqulng distorts the spark plug and may crack the ceramic construction. Anti-seize compound may foul the firing tip, resulting in a plug shorted to ground.
L.
A CAUTION I I=.a=~=-::-::.....::....:..=~.
The presence of oil or grease on the ceramic insulator of the spark plug can cause flashover. Flashover, a condition where the spark fails to jump the gap because of an easier path to ground, resuHs in misfire.
L.
8. Verifythatthe spark plug is clean. If necessary, use a Dielectric solvent to remove any grease or oily fingerprints.
I.a A CAUTION IIf the spark plug is under tightened, sufficient heat may not be transferred to the water jacket, resulting in an overheated plug. overtorqueing can distort the spark plug, stretch the thread area, crack the ceramic construction or increase the point gap, resulting in misfire, hard starting and/or poor engine operation under load. 9. Torque the spark plug to 40 - 45 ft-Ib (54 - 61 N'm) dry.
CAUTION IBy ml~slng the threaded
I=.a='---''-'-.;;..;;;....;;...;;....;;;...;;...;..,. A
hoi e In the spa rk plug carrier bore, the spark plug gap may be Inadvertently closed or altered. Exercise caution to avoid bumping the electrodes into the spark plug carrier counterbore.
10. Apply Dow Corning-4 electrical insulating compound on boot I.D. Install spark plug extension assembly to spark plug. 11. Install the coil adapter on the spark plug carrier with three capscrews and washers. 12. Install a new gasket on the coil adapter. 13. Install the coil on the coil adapter with new gasket, three screws, and lock washers. 14. Connect the spark plug connector to the coil. SPARK PLUG REMOVAL 1. Detach the spark plug cable from the cable clip mounted on the rocker arm cover. Remove the rubber boot from the coil terminal connection (see Figure 5.10-8 and Figure 5.10-9). Remove the spark plug cable from the ignition coil. 2. Remove the rubber recess cover from the spark plug carrier bore.
A CAUTION I~o I'":.=.a=----' ;.....----';.....__---'.
not pull on the spark plug cables to remove the spark plug connectors. Pulling on the cable may loosen or detach the terminal connection within the Teflon® tube. Disregarding this Information could result in product damage and/or personal Injury
3. Holding onto the Teflon® tube, remove the spark plug connector from the spark plug terminal nut. 4. Refer to Table 1.15-1 and select the proper spark plug tools. Remove the spark plug from the spark plug carrier bore. Table 5 10-1 Spark Plug Tools TOOLP/N 1671640
Spark Plug Socket/Ext. (1 inch socket with 10 inch extension. for Shielded, eSA wi F.M. coils)
475037
Spa\< Plug Socket (NEW)~nch Socket 15-1/2 inch long wjrubber insert) . ned to fit CM3I" siandl'nl and spark and plug extension)
L.
5.10 - 6
TOOL DESCRIPTION
FORM 6248 First Edition
)
IGNITION SYSTEM
CABLE
SPARK PLUG CABLE
~ ~CLIP
~~
"
~
COIL TERMINAL
~BOOT
I. I
CABLE
SPARK PLUG CABLE
~
~CLlP
"
,. I I I
,
IGNITION COIL
RUBBER RECESS COVER
COIL TERMINAL BOOT
-'_
,
IGNITION COIL
RUBBER RECESS COVER
"
" TEFLON® SPARK PLUG CONNECTOR",
TEFLON® SPARK PLUG CONNECTOR",
SPARK PLUG BOOT
e/
/
TERMINAL NUT
STEEL GASKET
0/ Figure 5.10-11. Install Spark Plug/Connections
e/
TERMINAL NUT
STEEL GASKET
0/ Figure 5.10-9. Install Spark Plug/Connections PIN 211357H Extension
, )
FORM 6248 First EdHion
5.10 - 7
IGNITION SYSTEM Table 5.10-2. Spark Plug Troubleshooting FIRING TIP APPEARANCE
CONDITION
REMEDY
Ught castinR of whitish ash, uniform y deposited
Normal with medium to high ash lube oils
No change; reflects a healthy operating cylinder
High oil consumption
Change engine lube oil type
Excessive ash build-up Excessive ash build-up
Wrong lube oil; ash content too high
Change engine lube oil type
Poor oil control around valve guides and piston rings
Inspect and replace wom parts as necessary
Poor oil control around valve guides and piston rings
Replace worn parts as necessary
Engine 100 lightly loaded
Adjust engine load
Black oil fouling depOSits
Gap bridging
Add fuel filter
Contaminated or "dirty" fuel gas
Use more "open" electrode type plug
Spark plug firing tip temperature too low
Carbon fouling
Change plug heat range
Engine too lightly loaded
Adjust engine load
High oil consumption
Inspect and replace worn parts as necessary
Electrode burning
Spark plug firing tip temperature 100 high
Change plug heat range
Wear on side electrodes
Reverse polarity
Reverse ignition coil wiring
Aluminum contamination
Engine operated with severe detonation resutting in piston damage
Inspect piston crowns with borescope; replace worn parts as necessary Check ignition timing, fuel gas octane Reduce engine load
Oxide of cobalt fouling from burning of Stellite® on valves and seats
Bright blue or green deposits
Replace valves and seats
NOTE: 1. If any ofJ!1ze above conditions exist, be sure to correct the cause before installing new spark plugs. 2. "Stellite is a registered trademark of Stoody Deloro Stellite, Inc. n
)
.-:-------, A. CAUTION 11/2
SPARK PLUG INSPECTION
inch reach spark 1. . plugs must be used with 1/2 inch reach spark plug carriers. Mixing spark plug carrier and spark plug components will cause damage to equipment. Disregarding this information could result in product damage and/or personal injury
Inspect the condition of the spark plugs paying particular attention to the firing tip. Spark plugs often yield visual clues to abnormal conditions existing in the engine's power cylinders. Your observations also can be used as a guide in establishing the proper service interval. See Table 5.10-2.
Table 5.10-3.1!2lnch Reach Spark Plugs (Used With l!2lnch Reach Spark Plug Carriers Only) SPARK PLUG
THRB
HEX
REACH
GAP
GASKET
PiN 60999F
18mm
0.875
1/2 in
0.020 in (0.508 mm)
Yes
P/N60999G
18mm
1.000
1/2 In
0.020 in (0.508 mm)
Yes
GiGSI Provisior for spa1< plug mounted coil. FM9000 - GSA
P/N60999H
18mm
0.875
1/2 in
0.020 in (0.508 mm)
Yes
GIGSI - Shielded CEC - GSA
P/N60999M
18mm
0.875
1/2 in
0.010 in (0.254mm)
Yes
Standard for GL CEC ignttion
PIN 60999N
18mm
1.000
1/2 in
0.010 in (0.254mm)
Yes
GL Provision for spark plug mounted coil, FM9000 - CSA
PIN 60999R
18mm
0.875
1/2 in
0.010 in (0.254 mm)
Yes
GL ProviSion for spark plug mounted coil, Alt III -CSA
Spark plug size
APPUCATION Standard for GIGSI model used wtth: CEC.
A~
III, FM9000
18 mm with 1/2 inch reach
NOTE:' Torque to 40 - 45 ft~b dry (54 - 61 N·m) Use steel gasket PIN 499865. ** When a shielded ignition system is used, tighten aIrconnector nuts and spark plug extensions finger tight plus 1/8 to 1/4 tum. Do not touch terminal connectors with bare fingers and make sure all paJts are clean before assembling them. AJI knurled connections on shielded magnetos and coif should be finger tightened only.
5.10 - 8
FORM 6248 First Edttion
IGNITION SYSTEM
A
CAUTION 1~HP GL 13/16 Inch reach 1 ==-.;;;;.;;....;;.;;:;...;;..;:....::...c~. spark plugs must be L..
used with 13/16 inch reach spark plug carriers. Mixing spark plug carrier and spark plug components will cause damage to equipment and/or personal injury. Table 5 10-4 VHP GL 13/16 Inch Reach Spark Plugs (Used With 13/16 Inch Reach Spark Plug Carriers Only) SPARK PLUG
THRB
HEX
REACH
GAP
GASKET
APPLICATION
P/N60999S
18mm
0.875
13/16
0.010 in (0.254mm)
Yes
Non-shielded GL (Used with PIN 69694 "Btue Coil") (4 ground) (nickel)
P/N60999W
18mm
0.875
13/16
0.010 in (0.254 mm)
Yes
Non-shielded GLJ.USed with PIN 69694 "Blue Coil") (" type) (platinum)
PIN 60999T
18mm
0.875
13/16
0.010 in (0.254mm)
Yes
Non-shielded GL (Used with PIN 69694 "Blue Coil") ("J" type) Qridium/platinum)
PIN 60999U
18mm
0.875
13/16
0.010 in (0.254 mm)
Yes
Shielded GL (Used wnh PIN 696940 coil)
13/16 INCH SPARK PLUG CARRIERS
PIN
APPLICATION
209567M
Used on 51 08GL only
209567K
Used on 5790GL and 7042GL
NOTE: * Torque 10 40 - 45 ft-lb dry (54 - 61 N·m). Use steel gasket PjN 499865. .. When a s,hie/dec/ ignition s~m is used, tighten all connector nuts and spark plug extensions finger light plus 1/8 to 1/4 tum. Do not touch termInal connectors With bare fingers and make sure all parts are clean before assembling them. All knurled connections on shIelded magnelos and coil should be finger tightened only. . -Refer to S8 11-2636 for additional GL spark plug information. .
SPARK PLUG INSTALLATION
A CAUTION 113/ 16 inch reach sp~rk 1= .. =c...::..:;....:..::.....:....;;..;;::;..;~. plugs must be used with 13/16 inch reach carriers, and 1/2 inch reach spark plugs must be used with 1/2 Inch reach carriers. Mixing carrier and spark plug components will cause damage to equipment and/or personal injury.
NOTE: A Spark Plug Gapping tool (Tool PIN 494421) is available to facilitate the gapping of Champion plugs with 4 side electrodes. Slide the hollow tip of the tool over the center electrode and bend the side electrodes to contact the sleeve. A standard wire gauge should be used for "J" type spark plugs.
1. Obtain a set of new spark plugs (see Table 5.10-3 and Table 5.10-4) verify which size carrier is present and use the correct size spark plug, see Caution above and Figure 5.10-1.
CAUTION 1D~ not use oil or antl1==-...;::..:...:..;::....;:...:....:::....:~. seIZe compound on the
L..
2. Before installing the spark plugs, verify spark plug carrier torque is 275 - 280 ft-Ib (373 - 380 N·m) (with FEL-PRO® CS-A®, Part No. 51005 anti-seize compound applied to threads). The required torque is necessary for proper grounding and maximum heat transfer.
A
CAUTION 1The spark plug gasket 1==-...;;;.:.....:=....;;..;:....::....;;..;:..J. must be properly seated L.
to seal the combustion chamber and transfer heat from the plug_ Disregarding this Information could result In product damage and/or personal InJury /
I
5. Set the spark plug gap to 0.010 - 0.013 inch (0.254 - 0.330 mm).
3. Install the steel gasket on the spark plug (see Figure 5.10-8). Use only new steel gaskets. Verify that the gasket is flat against the gasket seat. 4. Install the terminal nut. FORM 6248 First
Ed~ion
A
L.
spark plug threads. The spark plug may be overtorqued if oiled. distorts the spark plug and may crack the ceramic construction. Anti-seize compound may foul the firing tip, resuHing in a plug shorted to ground. Disregarding this information could result in product damage and/or personal injury
A
CAUTION 1The presence of oil ~r 1==---=..:...=-=:....;:..:..:::....:~. grease on the ceramic L.
insulator of the spark plug can cause flashover. Flashover, a condition where the spark fails to jump the gap because of an easier path to ground, results in misfire. Disregarding this information could resuH in product damage and/or personal injury 6. Verify that the spark plug is clean. If necessary, use a Dielectric solvent to remove any grease or oily fingerprints. 5.10 - 9
IGNITION SYSTEM
I.. =A CAUTION I
I! the spark plug.is under
L...
='--'-_.;;.........;;....::..--'....1. tightened, sufficient heat
may not be transferred to the water jacket, resulting in an overheated plug. Exceeding the torque value can distort the spark plug, stretch the thread area, crack the ceramic construction or increase the pOint gap, resulting in misfire, hard starting and/or poor engine operation under load. Disregarding this information could result in product damage and/or personal injury 7. Torque the spark plug to 40 - 45f1-lb (54 - 61 N'm) dry.
CAUTION IBy mi~sing the threaded
I==--=....:..;::....::....:..:::...;~. A
hole In the spark plug carrier bore, the spark plug gap may be inadvertently closed or altered. Exercise caution to avoid bumping the electrodes into the spark plug carrier counterbore. Disregarding this information could result In product damage and/or personal InJury
.L..;. .
9. Position the spark plug recess cover as shown in Figure 5.10-10. 10. Do not pull the rubber vent cap on the spark plug recess cover, back too far. If the rubber vent cap is pulled back too far, it will tear off completely. 11. The rubber vent cap is pre-cut at the factory, but needs to be pulled back initially, to insure proper operation. About half of the rubber vent cap circumference is cut, the remaining half acts as a rubber hinge. 12. Using your thumb, gently pull the rubber vent cap towards the center hole of the spark plug recess cover until the vent hole is exposed (see Figure 5.10-11).
RUBBER VENT CAP
NOTE: The rubber boots must be installed on the spark plug extensions. These boots prevent flashover from the spark plug insulators. 8. On P/N211357H extensions, apply Dow Corning-4 Dielectric grease on boot 1.0. Install cable assembly to spark plug (see Figure 5.10-9).
NOTE: The rubber recess cover keeps dirt and debris out of the spark plug well and functions as a rain shield for those engines that are outside. Any accumulation of rain water in the spark plug well can short out the spark plug, resulting in a misfire or a stalled engine. NOTE: Before installing VHP spark plug recess covers, (see Figure 5.10-10), check to be sure that the rubber vent caps are opened. If the rubber vent caps are not opened, the spark plug recess covers and spark plug extensions, may pop off the spark plugs, due to pressure build up. This condition may cause engine misfire. Proper installation will insure that the spark plug recess covers remain in place, preventing dirt and moisture from entering the spark plug recess. The following procedure will insure proper installation.
) Figure 5.10-11. VHP Spark Plug Recess Cover Vent Cap
13. During normal operation, pressures generated in the spark plug recess will vent through the vent hole in the spark plug recess cover. During venting of pressure, the upper half of the rubber vent cap will pop up, and then return to the closed position
NOTE: Release the upper half of the rubber vent cap. the cap should return to the closed position. NOTE: If the rubber vent cap is torn off, the spark plug recess cover should be replaced, when it is to be used in outdoor environments. 14. Attach the spark plug cable to the ignition coil. Make sure that the cable terminal connection bottoms out in the coil contact well. Fit the rubber boot over the coil terminal connection. On PIN 211357H extensions, insure the rubber boot is fitted over the upper end of the spark plug extension. Secure the cable by snapping it into the cable clip mounted on the rocker arm cover.
Figure 5.10-10. VHP Spark Plug Recess Cover 5.10 -10
FORM 6248 Firs! Ed~ion
IGNITION SYSTEM SPARK PLUG EXTENSION REPAIR
I LIt.
CAUTION IPulling on the spark plug
connector. Remove the spark plug cable from the connector, if attached.
cable may loosen or detach the cable terminal connection within the Teflon® flashover protector tube. Disregarding this information could result In product damage and/or personal injury
NOTE: To install a new spark plug cable, peel back the insulation on one end 5/16 inch (7.9 mm). Remove any excess material. Twist the ends of the wires together to form a tight prong. Slide the Teflon® sealing plug on the spark plug cable.
To repair a loosened or detached terminal connection or to install a new spark plug cable, proceed as follows:
4. Insert the stripped end of the cable into the top of the
.L .: . =:........;=...;;.;;;....::....:;...;;;...;~. .
1. Move the rubber recess cover about half way down the spark plug connector tube (see Figure 5.10-12).
/0
SPARK PLUGJlGNmON COIL CABLE
spark plug connector tube (see Figure 5.10-12). Slide the wire prong through the hole in the center of the tube insert. Verify that all wires can be seen on the spark plug side of the connector tube.
5. With a firm grip on the cable, thread the terminal screw into the tube insert using a 3/8 inch (10 mm) deep well socket or a #2 x 4 inch Phillips screwdriver. 6. Seat the Teflon® sealing plug in the recess at the top of the connector tube. Verify that the plug is tight.
7. Exert several pounds of pulling force on the cable to verify that the wire is locked in place. PLUG
8. Move the rubber recess cover to tAe top of the spark
TEFLON® SPARK PLUG CONNECTOR TUBE",
plug connector tube. Attach the connector to the spark plug. The spark plug connector should snap onto the terminal nut. A good friction fit is required. Replace the spark plug connector if the condition of the terminal nut connection socket results in a loose fit. F~ the rubber recess cover into the top of the spark plug carrier. Replace the recess cover if damaged or missing.
9.
NOTE: The rubber recess cover keeps dirt and debris out of the spark plug well and functions as a rain shield for those engines that are outside. Any accumulation of rain water in the spark plug well can short out the spark plug, resulting in a misfire or a stalled engine. 10. Attach the spark plug cable to the ignition coil. Make sure that the cable terminal connection bottoms out in the coil contact well. Fit the rubber boot over the coil terminal connection. Secure the cable by snapping it into the cable clip attached to the rocker arm cover capscrew.
WIRE PRONG TERMINAL
SCREW~a
TERMINAL NUT ___ CONNECTION SOCKET
Figure 5.10-12. Spark Plug Connector Tube 2. Remove the sealing plug from the end of the connector tube and slide it about 9 inches (229 mm) down the spark plug cable.
3. Using a 3/8 inch (10 mm) deep well socket, remove the terminal screw from the spark plug side of the FORM 6248 First Edition
5.10-11
IGNITION SYSTEM IGNITION COILS
)
Inspect and test the ignition coils once each year.
1. Detach the spark plug cable from the cable clip mounted on the rocker arm cover. Remove the rubber boot from the coil terminal connection. Remove the spark plug cable from the ignition coil. 2. Remove the ignition coils from the mounting brackets attached to the upper intake manifold flanges (2 capscrews per bracket, 5/16 x 5/8 inch, with shakeproof washers and hex nuts) (see Figure 5.10-13).
3. Remove all oil, grease and dirt from the ignition coils. Pay particular attention to the area around the primary terminals.
4. Carefully inspect the ignition coils for cracks or other obvious damage. Replace as necessary.
TRIANGULAR SHAPED BRACKET
o
5. Thoroughly clean the ignition coil contacts. Use a soft brass wire brush if corrosion or an accumulation of dirt is present. Inspect the contacts for damage.
6. Check the ignition coils with reliable test equipment. Replace the coil if its serviceability is in doubt.
)
9"RAlL
10-1/8" RAIL Figure S.1o-13.lgnition Coli Brackets
5.10 -12
FORM 6248 Rrst Edition
IGNITION SYSTEM
CAUTION I I A=......;;;.;;...~_.:....::_--'.
Do. not mix long duration cOils (red) and standard Ignition coils (blue). Substitute the standard ignition coils for the long duration colis in complete sets only. Disregarding this Information could result in product damage and/or personal injury.
L. • .: ..
7. Fasten the ignition coils to the mounting brackets (2 capscrews per bracket, 5/16 x 5/8 inch, with shakeproof washers and hex nuts) (see Figure 5.10-14 and Figure 5.10-15). Check each coil and bracket for mounting security.
8. Use a 3/8 inch socket to attach the wire harness leads to the ignition coil. The lead with the yellow collar is negative (-), the lead with the blue collar is positive (+). To find the location of the negative and positive terminals on the coil, look for the stamp on the side of the bottom lip (see Figure 5.10-16). A tag on each positive lead identifies the cylinder to which the leads are to be attached.
;---~:-----------~+.-~
Figure 5.10-16. Call (PIN 69694, Blue Call)
Figure 5.10-14. Prechamber Manifold BracketFront Left
IA
CAUTION I
Do not reverse the polar.. ity of the ignition colis. The spark plugs will not fire and fouling or missing will occur. Disregarding this information could result in product damage and/or personal injury. 9. Verify that the wiring to each ignition coil is properly installed. 10. To help seal out moisture and prevent corrosion, Dow Corning-4 Dielectric grease on the high tension connectors between the coils and the spark plug connectors.
Figure 5.10-15. Ignition Call Brackets
FORM 6248 First
Ed~ion
5.10 -13
IGNITION SYSTEM
IA
CAUTION I
A poor common ground .. for the Ignition coils can cause misfiring. Disregarding this information could result in product damage and/or personal injury. 11. Verify that the four ground wires leading from the #1 L. #6L, #1 Rand #6R negative coil leads are properly grounded to the coil mounting bracket capscrews (see Figure 5.10-17).
WIRING HARNESS
)
WIRING HARNESS REMOVAL Replace the ignition wiring harness once each year. If the engine is installed indoors, this time frame may be extended provided that no defects are found after a careful examination. NOTE: GEG ignition is now standard. This task references both GEG and magneto systems.
1. Verify that the ignition switch is turned to the "OFF" position.
A
WARNING
Ifthe ignition switch is left in the ON position when a CEC ignition module is disconnected, then the spark plugs may fire when the ignition system harness Is reconnected, and could cause severe personal injury or death.
A
Figure 5.10-17. Triangular Ignition Coil Bracket
12. Inspect the condition of the spark plug cable. Obtain a new spark plug connector assembly if the cable is damaged. 13. Attach the spark plug cable to the ignition coil. Make sure that the cable terminal connection bottoms out in the coil contact well. Fit the rubber boot over the coil terminal connection. Secure the cable by snapping it into the cable clip attached to the rocker arm cover capscrew.
WARNING
If the "G" lead is not grounded, the magneto remains "hot," which means that the capacitor(s) will have a stored voltage. Depending upon where the voltage is released during assembly, and whether the engine has been purged of unburned gas, the risk of personal injury or death exists in the form of electrical shock, unexpected rotation of the crankshaft and/or an exhaust gas explosion. Before connecting the ignition harness (to the coils) to the CEC ignition module, discharge the storage capacitor to ground. Attach one end of a wire lead to the crankcase and then touch the other end to the harness connector pins on the CEC, one at a time. A snap is heard when a capacitor discharges.
A
WARNING
As a safety measure, ground all the pins. Some breakerless Ignition systems have more than one storage capacitor. Severe personal injury or death could result. NOTE: If the ignition switch is in the OFF position, the capacitor is immediately grounded when the ignition harness is reconnected to the GEG ignition module.
2. Detach the wire harness "G" lead from the #9 terminal on the terminal block in the junction box. Note the location and mark wire prior to removal. 3. Loosen the sleeve and detach the ignition wiring harness from the mag pin connector. 4. Use a 3/8 inch socket to remove the wire harness leads from the ignition coils. 5.10 -14
FORM 6248 First Edition
)
IGNITION SYSTEM 5. Remove the four ground wires leading from the #1 L, #6L, #1 Rand #6R negative coil leads from the coil mounting bracket capscrews (see Figure 5.10-17 and Figure 5.10-18).
6. Remove the lower intake manifold flange capscrews to detach the wire harness cable retaining clips (see Figure 5.10-19).
+
5R
+
"
GROUND TO COIL BRACKET
4R
RIGHT BANK
3R
Figure 5.10-19. Harness Cable Clip - Front Right
2R
7. Remove the ignition wiring harness from the engine.
flO L __
8. Spread out the harness on a clean flat surface.
\R
WIRING HARNESS INSPECTION
\
PIN CONNECTOR PLUG (TO CEC OR MAGNETO)
1---I
lL
GROUND TO COIL BRACKET
I ~:;;iIIi~
2. Inspect the harness for pinched, broken or frayed wires. 3. Look for loose, damaged or corroded ignition coil contacts. Use a soft brass wire brush if corrosion or an accumulation of dirt is present.
2L
3L
1. Inspect the wiring harness for burned, chafed, frayed or cracked insulation. Look for cracks, cuts, tears, oil contamination or any other damage that can cause a short to ground.
3
4. Check the condition and security of the harness cable plug and receptacle connection.
+
LEFT
5. Replace the harness if damaged or deteriorated.
BANK
6. If the wiring harness can be reused, verify that all wire exits and sleeve junctions are securely taped to keep out moisture and dirt. Thoroughly seal or plug all wire exits with Dow Corning RlV #734 or equivalent.
4L
5L
+
GROUND TO COIL
L ---- ~~I::+~~7CKET 6L
)
Figure 5.10-18. Wire Harness Assembly
FORM 6248 Firs! Edition
5.10-15
IGNITION SYSTEM WIRING HARNESS INSTALLATION NOTE: GEG ignition is now standard. This task references both GEG and magneto systems.
A
WARNING
Ifthe Ignition switch is left in the ON position when a CEC Ignition module is disconnected, then the spark plugs may fire when the ignition system harness is reconnected, and could cause severe personal Injury or death. Before connecting the ignition harness (to the coils) to the GEG ignition module, discharge the storage capacitor to ground. Attach one end of a wire lead to the crankcase and then touch the other end to the harness connector pins on the GEG, one at a time. A snap is heard when a capacitor discharges.
A
WARNING
As a safety measure, ground all the pins. Some breakerless ignition systems have more than one storage capacitor. Severe personal injury or death could result.
5.10 -16
NOTE: If the ignition switch is in the OFF position, the capacitor is immediately grounded when the ignition harness is reconnected to the GEG ignition module.
1. Verify that the ignition switch is turned to the "OFF" position.
A
WARNING
If the "G" lead is not grounded, the magneto remains "hot," which means that the capacitor(s) will have a stored voltage. Depending upon where the voltage is released during assembly, and whether the engine has been purged of unburned gas, the risk of personal injury or death exists in the form of electrical shock, unexpected rotation of the crankshaft and/or an exhaust gas explosion. 2. Move to the rear right side of the engine and lay the end of the ignition wiring harness over the lube oil strainer adapter. The right bank section of the harness can be distinguished from the left by the pin connector plug (for hook up to the GEG or magneto) and the long "G" lead (see Figure 5.10-18 and Figure 5.10-20).
FORM 6248 First Edition
)
IGNITION SYSTEM LEFT BANK
B
N
F
R
D
GROUND TO COIL MOUNTING BRACKET 4 PLACES
L
SWITCH"S"
WIRE MUST BE ATTACHED BETWEEN THE NEGATIVE TERMINALS OF THE #1 COILS ON BOTH ENGINE BANKS
SWITCH "A"
K
C
P
E
M J A
RIGHT BANK
* SWITCH - 10 AMP MIN.'
r _______ ~STOM~UPPLIED)
DC POWER JUNCnONBOX
- - -
I
---JL ____________ -o
J
24 VDC NOMINAL POWER SOURCE
MIN. WIRE SIZE 14AWG
-~~~~====:[P~) ~~ HALL-EFFE PICKUP
1£ CAUTION
•
MAGNETS
1
1. All wires Including "ground" wires muS1 be
connected to the specific coils as shown. 2. The ground wires should be connected between the negative terminal of the coli and one of the coli bracket mounting capscrews. 3. Ignition wires muS1 not be bundled together with product protsctlon syS1em wiring. The left bank
PIN CONNECTORS' A B C D E F K L M N P R CYLINDERS
1 6 5 2 3 4 6 1 2 5 4 3 R L R L R L R L R L R L
NOTE:' G = Shutdown - J = Ground
Ignition wiring must be routed around the front of the engine.
*
/
I
IF SWITCH IS LEFT CLOSED WITH THE ENGINE SHUTDOWN, THE IGNmON UNIT WILL DRAIN ABOUT 0.1 AMP FROM POWER SOURCE.
Figure 5.10-20. Electronic Ignition System Diagram
FORM 6248 Firs! EdHion
5.10-17
IGNITION SYSTEM
A
WARNING
Do not attach the harness pin connector plug to the magneto. Rapid rotation of the crankshaft will generate an electrical charge at the coil connections, which may result in electrical shock and/or personal injury or death. 3. Moving towards the front of the engine, Position the cable over the prechamber manifold cross pipe tee, placing the harness pin connector plug and "G" lead near the top of the magneto drive assembly (see Figure 5.10-21 and Figure 5.10-22).
Figure 5.10-22. Wire Harness - Front Right
4. Laying the cable behind the right and left bank lifting eyes, draw the free end of the harness around the front ofthe engine over to the left bank side (below the level of the intake manifold). 5. Attach the cable retaining clips to the wiring harness. Since the diameter ofthe harness varies, eight light clips (0.032 inch gauge, 3/8 inch clamping diameter) and 5 heavy clips are used (0.048 inch gauge, 7/16 inch clamping diameter) (see Figure 5.10-23).
Figure 5.10-21. Wire Harness - Right Bank Carburetor And Intake Manifold Removed For Clarity LEFT BANK
1L
2L
3L
4L
5L
6L
REAR
HEAVY CLIPS (0.048" GAUGE)
LIGHT CLIPS (0.032" GAUGE)
RIGHT BANK
6R
5R
4R
2R
3R
REAR
lR FRONT
LIGHT CLIPS (0.032" GAUGE)
HEAVY CLIPS (0.048" GAUGE)
Figure 5.10-23. Wire Harness Cable Clip Locations 5.10-18
FORM 6248 First Edrtion
)
IGNITION SYSTEM 6. Attach the harness cable clips to the lower intake manifold flange capscrews (see Figure 5.10-23 and Figure 5.10-24).
terminals on the coil, look for the stamp on the side ofthe bottom lip. A tag on each positive lead identifies the cylinder to which the leads are to be attached. 9. Attach the four ground wires leading from the #1 L, #6L, #1 Rand #SR negative coil leads to one of the coil mounting bracket capscrews (see Figure 5.10-26).
~\GAUGE
n II II II II II
--,d)
-
CLAMPING DIAMETER
Figure 5.10-24. Retaining Clip
NOTE: The shorter intake manifold flange capscrews (1/2x 1-3/4 inches) are used with the light gauge clips. Use the longer capscrews (1/2 x 2 inches) wherever the heavy gauge hamess cable clips are mounted (see Figure 5. 10-23). 7. Attach two heavy gauge cable clips (0.048 inch gauge, 1/2 inch clamping diameter) to the wiring harness where it straddles the vee. Secure the clips to the two 3-1/4 inch support braces fastened to the lifting eye mounting pads at the front ofthe block (1 capscrew per clip, 1/2 xl- 1/4 inches, with lock washer and hex nut) (see Figure 5.10-25).
Figure 5.111-25. Attaching Cable Clip Support Braces
)
8. Use a 3/8 inch socket to attach the wire harness leads to the ignition coil. The lead with the yellow collar is negative (-), the lead with the blue collar is positive (+) To find the location of the negative and positive FORM 6248 First Edition
Figure 5.10-26. Triangular Ignition Coli Brackat
10. Install the harness cable plug on the magneto pin connector. The notch in the connector mates with a groove in the plug to prevent improper installation. 11. Tie wrap the magneto pin connector cable into a permanent drip loop (see Figure 5.10-27). The drip loop prevents moisture or rain from entering the magneto.
TIE WRAP CABLE DRIP LOOP
Figure 5.10-27. Magnato Pin Connector Cable 5.10 - 19
IGNITION SYSTEM CEC IGNITION MODULE
CEC IGNITION MODULE INSTALLATION
CEC IGNITION MODULE REMOVAL
1. Verify that the ignition switch is turned to the "OFF" position.
1. Verify that the ignition switch is turned to the "OFF" position.
A
WARNING
Hthe ignition switch is left in the ON position when a CEC ignition module is disconnected, then the spark plugs may fire when the Ignition system harness is reconnected, and could cause severe personal injury or death. . NOTE: If the ignition switch is in the OFF position, the capacitor is immediately grounded when the ignition harness is reconnected to the GEG ignition module. 1. Disconnect the wiring harnesses from the ignition module (see Figure 5.10-20 and Figure 5.10-28).
A
WARNING
Ifthe ignition switch is left In the ON position when a CEC ignition module Is disconnected, then the spark plugs may fire when the ignition system harness Is reconnected, and could cause severe personal injury or death. Before connecting the ignition harness (to the coils) to the CEC ignition module, discharge the storage capacitor to ground. Attach one end of a wire lead to the crankcase and then touch the other end to the harness connector pins on the CEC, one at a time. A snap is heard when a capacitor discharges.
A
WARNING
As a safety measure, ground all the pins. Some breakerless ignition systems have more than one storage capacitor. Severe personal Injury or death could result. NOTE: If the ignition switch is in the OFF position, the capacitor is immediately grounded when the ignition harness is reconnected to the GEG ignition module. 1. I nstall the mounting brackets to the crankcase and gear cover. 2. Install the ignition module to the mounting brackets with four screws, lock nuts, and rubber mounts (see Figure 5.10-29). Figure 5.10-2B.lgnition Module
2. Disconnect the ground wire from the ignition module. 3. Remove four screws, lock nuts, rubber mounts, and the ignition module from the mounting bracket (see Figure 5.10-29).
3. Connect the ground wire from the ignition module. 4. Connect the wiring harnesses to the ignition module (see Figure 5.10-20 and Figure 5.10-30).
Figure 5.10-29. Mounting Brackets
4. Remove the mounting bracket from the gear cover. 5.10 - 20
Figure 5.10-30. Ignition Module FORM 6248 First Edition
IGNITION SYSTEM GOVERNOR DRIVE GEAR/CEC TIMING DISC (CURRENT PRODUCTION)
4. Refer to Governor Drive Shaft, Removal and remove the governor drive shaft from the governor drive housing (see Figure 5.10-33).
GOVERNOR DRIVE GEAR/CEC TIMING DISC REMOVAL (CURRENT PRODUCTION)
NOTE: Magneto equipped engines will not have a GEG disc. 1. Place a small oil pan beneath the governor drive housing and remove the governor drive cover plate (4 capscrews, 3/8 x 3/4 inch, with lock washers; 10 capscrews, 3/8 x 1 inch, with lock washers) and gasket (see Figure 5.10-31).
Figure 5.10-33. Current Production CEC TIming Disc
5. Remove flex nut and governor drive gear assembly from the accessory drive gear shaft (see Figure 5.10-34). Use a rubber mallet. to loosen the drive gear assembly, if necessary. Move'the assembly to a suitable workbench. Figure 5.10-31. Governor Drive Housing
2. Remove the GEG Hall-effect Pickup from the Governor Drive Housing (see Figure 5.10-32)
Figure 5.10-34. Current Production Governor Drive Gear
Figure 5.10-32_ Hall-effect Pickup
3. On GEG equipped engines, remove the four nylok allen head screws, washers and the GEG timing disc (see Figure 5.10-33). Discard the nylok allen head screws.
FORM 6248 First Ed~ion
GOVERNOR DRIVE GEAR/CEC TIMING DISC CLEANING AND INSPECTION (CURRENT PRODUCTION) 1. Using a soft cloth, remove all dirt, grime, grease and oil deposits, from the gear and GEG disc. 2. Inspect the gear teeth for chips, cracks and excessive wear. Replace the governor drive gear if necessary.
5.10-21
IGNITION SYSTEM GOVERNOR DRIVE GEAR/CEC TIMING DISC INSTALLATION (CURRENT PRODUCTION)
NOTE: If the engine is GEG equipped, perform Steps 1 thru 16. If not GEG equipped, perform Steps 1 thru 3 and Steps 14 thru 16. 1. Install the No. 8 Woodruff key in the slot on the accessory drive gear shaft, if removed. Lightly tap the key to properly seat it in the keyway. Verify that the key is level. 2. Position the notch in governor drive gear assembly with the key on the shaft. Install the governor drive gear assembly onto the accessory drive gear shaft with flex lock nut (see Figure 5.10-34).
To determine when this condition exists, watch the rocker arms and valves on its mating cylinder, #6R. As the exhaust valves on #6R cylinder are closing, the intake valves begin to open. At this point, the #6R cylinder is in valve overlap (all four valves partially open). This means that all four valves on the #1 R cylinder are fully closed. The cylinder is now at top dead center (compression stroke).
NOTE: Timing marks on the flywheel timing tape should be visible through the timing opening located in the flywheel housing when approaching top dead center (TDG) of the first firing cylinder on the compression stroke (see Figure 5.10-36).
3. Refer to Governor Drive Shaft, Installation, and install the governor drive shaft on the governor drive housing (see Figure 5.10-35).
) Figure 5.10-36. Flywheel Timing Opening
8. Bar the engine over in the direction opposite normal engine rotation to a pOint at least 30° prior to the point of desired timing.
Figure 5.10-35. Current Production Timing Tool
NOTE: Insure that the directional arrow and the stamped word "ROTATION" on the face of the GEG timing disc are positioned towards the front of the engine, so they are visible. 4. Loosely install the CEC timing disc on the governor drive gear with four new nylok allen head screws, and washers (see Figure 5.10-35).
9. Slowly bar the engine in the direction of normal engine rotation, carefully observing the flywheel timing tape and pointer. Stop rotating the flywheel exactly at the correct timing desired.
A CAUTION I I=.... =~:..:;...;;...;;;....;;;...;:...=-.::...:...J.
By rotating the crankshaft too fast and then backing up to the desired timing, the disc drive gear backlash will be on the wrong side olthe gear teeth. The timing could therefore be incorrect by several degrees. Disregarding this information could result In product damage and/or personal Injury.
L.
5. Locate the first cylinder to fire in the firing order sequence. Refer to the engine's nameplate for firing order sequence. 6. Check the engine's nameplate to determine the exact timing (or most advanced) for the primary fuel. 7. Bar the engine crankshaft over in a counter-clockwise direction until the valves of the first cylinder in the firing order, which is the #1 R cylinder, are at top dead center (compression stroke). 5.10-22
FORM 6248 First Ednion
IGNITION SYSTEM 10. Thread the timing disc alignment tool into the magneto housing (see Figure 5.10-37). TIMING DISC ALIGNMENT TOOL TIMING DISC REFERENCE POINT
...-----;l........u 0
/
~e=O:::::::::"
©
:@;
o~ ~\
NVLOKALLEN HEAD SCREW AND WASHER
TIMING DISC
Figure 5.10-37. Current Production CEC Timing Disc 11. Loosen the allen head screws, and rotate the timing disc so the timing disc reference point aligns with the point of the alignment tool. 12. Once aligned, torque the nylok allen head screws on the timing disc to 43 - 45 in-Ib (4.86 - 5.08 N·m). 13. Remove the alignment tool and install the Hall-effect Pickup sensor, Set the gap between the pickup and the timing disc to 0.040 in. ±0.010 in. (1.016 mm ±0.254 mm) (see Figure 5.10-38).
IA
CAUTION I
DO NOT turn on the fuel ... until the ignition timing is verified to be at an acceptable setting, to prevent possible engine damage. Use a timing IIghtto check the ignition timing while the engine is cranking in a NO-FUEL state. Disregarding this Information could result in product damage and/or personal injury.
14. Apply a fast setting contact-type gasket shellac, such as 3M Weather Strip Cement, Permatex® HighTac or equivalent, on the gasket surfaces of the governor drive cover plate. Install a new governor drive cover gasket. NOTE: During Step 15, the governor drive cover must first be installed on the ball bearing retainer, four capscrews and lock washers To prevent the gaskets from sliding during installation of the governor drive assembly, allow the gasket shellac to cure. Follow the manufacturer's recommendations.
15. With the WED partnumberfacing outside, install the governor drive cover to the ball bearing retainer (4 capscrews, 3/8 x 3/4 inch, with lock washers) (see Figure 5.00-21). Install the remaining fasteners (10 capscrews, 3/8 x 1 inch, with lock washers) (see Figure 5.10-31). 16. On CEC equipped models, refer to eEe Ignition Module Timing Set (Current Production) and set engine timing. On Magneto equipped models, refer to Magneto Static Timing Set, and Magneto Ignition Timing Set, and set engine timing. CEC IGNITION MODULE STATIC TIMING SET (CURRENT PRODUCTION) 1. Locate the first cylinder to fire in the firing order sequence. Refer to the engine's nameplate for firing order sequence. 2. Check the engine's nameplate to determine the exact timing (or most advanced) for the primary fuel. 3. Bar the engine crankshaft over in a counter-clockwise direction until the valves of the first cylinder in the firing order, which is the #1 R cylinder, are at top dead center (compression stroke).
Figure 5.10-38. Current Production CEC TIming Disc
)
FORM 6248 First Edition
To determine when this condition exists, watch the rocker arms and valves on its mating cylinder, #6R. As the exhaust valves on #6R cylinder are closing, the intake valves begin to open. At this point, the #6R cylinder is in valve overlap (all four valves partially open). This means that all four valves on the #1 R cylinder are fully closed. The cylinder is now at top dead center (compression stroke).
5.10 - 23
IGNITION SYSTEM NOTE: Timing marks on the flywheel timing tape should be visible through the timing opening located in the flywheel housing when approaching top dead center (TDC) of the first firing cylinder on the compression stroke (see Figure 5.10-39).
8. Thread the timing disc alignment tool into the magneto housing (see Figure 5.10-40 and Figure 5.10-41).
Figure 5.10-40. Current Production TIming Tool Figure 5.10-39. Flywheel Timing Opening
4. Bar the engine over in the direction opposite normal engine rotation to a point at least 30' prior to the point of desired timing. 5. Slowly bar the engine in the direction of normal engine rotation, carefully observing the flywheel timing tape and pointer. Stop rotating the flywheel exactly at the correct timing desired.
I.A. CAUTION Itoo By rotating the crankshaft fast and then backing up to the desired timing, the disc drive gear backlash will be on the wrong side of the gear teeth. The timing could therefore be incorrect by several degrees. Disregarding this information could result in product damage and/or personal injury.
TIMING DISC ALIGNMENT TOOL TIMING DISC REFERENCE POINT
/
o~O
©
~
) ~
~@cf
o~ ~\
NYLOKALLEN HEAD SCREW AND WASHER
TIMING DISC
Figure 5.10-41. Current Production CEC Timing Disc
6. Remcve the magneto adaptor housing cover. 7. Remove the Hall-eIIect Pickup sensor from the magneto housing. NOTE: If you are replacing the timing disc, remove the old timing disc and replace it with a new one.
9. Loosen the allen head screws, and rotate the timing disc so the timing disc reference point aligns with the point of the alignment tool. 10. Once aligned, tighten the allen head screws on the timing disc to 43 - 45 in-Ib (4.86 - 5.08 N·m). 11. Remove the alignment tool and install the Hail-effect Pickup sensor as explained in the next section, "Setting the Air Gap Specification." 12. Refer to CEC Ignition Module Ignition Timing (Current Production) Set, and set engine timing.
5.10-24
FORM 6248 Firsl Edilion
IGNITION SYSTEM SETTING THE AIR GAP SPECIFICATION (CURRENT AND PREVIOUS PRODUCTION)
CEC IGNITION MODULE TIMING SET (CURRENT PRODUCTION)
The correct air gap specification for the Hall-effect Pickup sensor is 0.040 in. ± 0.01 0 in. (1.016 mm ± 0.254 mm) (see Figure 5.10-42). Follow the steps below to set the air gap specification between the Hall-effect Pickup sensor and timing disc.
The ignition module has two 16-position timing switches located under white plastic caps at one end of the box, one marked "A" and another marked "9" (see Figure 5.10-43). Grounding lead "0" in the 7-pin connector to the engine crankcase gives the timing selected by switch A Open-circuiting lead "0" gives the timing selected by switch "9". This feature gives the engine operator the ability to switch between two different timing settings to accommodate automatic changeover between two fuels. CEC ROTARY
Figure 5.10-42. Current Production CEC Timing Disc 1. Remove the magneto adaptor housing cover. 2. Using a feeler gauge (see Figure 5.10-42), thread the Hall-effect Pickup sensor into the magneto housing until it comes in contact with the feeler gauge. 3. Thread the Hall-effect Pickup sensor as necessary to set the air gap specification of 0.040 in. ±0.010 in. (1.016 mm ±0.254 mm) (see Figure 5.10-42). 4. Once the air gap is set, tighten the locking nut against the magneto adaptor housing. 5. Remove the feeler gauge after locking nut is tightened. 6. Replace the magneto housing cover.
NOTE: Timing selection is made by the dot on the switch, not the screwdriver slot.
Figure 5.10-43. CEC IgnHion Module Timing SwHches
Each timing adjust switch has 16 switch positions (0 - 15) with a 10 timing variation per position. SwiIch position 15 gives the most advanced timing, while switch position 0 is full retard. A 60 overlap between timing adjust switch "A" and timing adjust switch "9" gives the ignition module a combined timing range of 25.
CAUTION I~o I:A=~=..:..;:::....::...:..;::...:~.
not switch !"om positlon 15 to pOSition 0, or from position 0 to 15 while the engine is running. The timing change Is so large that It may damaga the engine and/or cause it to shut down. Disregarding this information could result in product damage and/or personal injury. The initial ignition timing is established by the location of the Hall-effect Pickup sensor and the location of the magnets on the rotating disc. Final ignition timing is set with switch "9" on the ignition module with engine running. Table 5.1 Q-5 lists the ignition module firing order.
L.. : .
NOTE: The outside temperature of ignition module casing should not exceed 1500 F (650 C) in operation.
Table 5.10-5. Waukesha Ignition Module Firing Order PIN CONNECTORS· A B C D E F K L M N P R
)
CYLINDERS
1 6 R L
5 2 R L
3 4 R L
6 1 R L
2 5 R L
4 3 R L
NOTE: • G=Shuldown - J=Grounc!
FORM 6248 First Ednion
5.10-25
IGNITION SYSTEM STEPS REQUIRED TO ADJUST CEC IGNITION MODULE TIMING (CURRENT PRODUCTION) 1. Set both timing switches on the side of the CEC ignition module to 10 (see Figure 5.10-43). 2. Check the engine's nameplate to determine the exact timing (or most advanced) of the primary and secondary (if equipped) fuels. 3. Run the engine on primary fuel with the "D" lead (found in the 7 pin connector from box) grounded to the engine block and the detonation sensing module deactivated. NOTE: VHP gas engines are to be run with no load on fuels other than natural gas fuel. With natural gas fuel, the engines may be run at any load.
4. Check engine timing at the flywheel using a timing light (see Figure 5.10-44).
NOTE: Increasing the timing switch position by one will advance the timing one degree. Decreasing the timing switch position by one will retard the timing one degree.
CAUTION I I.=A=:......:;=..;;":;;;.,.,,;~;::,,,,:~. .
To prev~nt the timing from being altered, always replace the white caps over the timing switches once the desired setting has been selected. Disregarding this Information could result in product damage and/or personal InJury.
L.
A
WARNING
If a gas engine has been cranked excessively without starting, shut off the gas fuel supply and ignition, and then crank the engine to purge the cylinders and exhaust system of accumulated unburned gas. If this is not done a spark could Ignite the gas and cause an exhaust explosion. Failure to comply could cause severe personal Injury or death.
A
WARNING
If the Ignition switch Is left In the ON position when a CEC Ignition module is disconnected, then the spark plugs may fire when the ignition system harness is reconnected, and could cause severe personal injury or death.
Figure 5.10-44. Flywheel Timing Opening 5. Adjust the "A" switch as required to achieve correct timing. Single fuel ignition adjustments are now complete.
Before connecting the ignition harness (to the coils) to the CEC ignition module, discharge the storage capacitor to ground. Attach one end of a wire lead to the crankcase and then touch the other end to the harness connector pins on the CEC, one at a time. A snap is heard when a capacitor discharges.
A
WARNING
NOTE: Increasing the timing switch position by one will advance the timing one degree. Decreasing the timing switch position by one will retard the timing one degree.
As a safety measure, ground all the pins. Some breakerless ignition systems have more than one storage capacitor. Severe personal injury or death could result.
6. Run the engine on secondary fuel with the "D" lead (found in the 7 pin connector from box) open and the detonation sensing module deactivated.
NOTE: If the ignition switch is in the OFF position, the capaCitor is immediately grounded when the ignition harness is reconnected to the GEG ignition module.
NOTE: VHP gas engines are to be run with no load on fuels other than natural gas fuel. With natural gas fuel, the engines may be run at any load.
7. Check engine timing at the flywheel using a timing light (see Figure 5.10-44). 8. Adjust the "B" switch as required to achieve correct timing. Dual fuel ignition adjustments are now complete. 5.10-26
)
FORM 6248 First Edition
)
IGNITION SYSTEM GOVERNOR DRIVE GEAR/CEC TIMING DISC (PREVIOUS PRODUCTION) GOVERNOR DRIVE GEARICEC TIMING DISC (PREVIOUS PRODUCTION) REMOVAL NOTE: Magneto equipped engines will not have a GEG disc.
1. Place a small oil pan beneath the governor drive housing and remove the governor drive cover plate (4 capscrews, 3/8 x 3/4 inch, with lock washers; 10 capscrews, 3/8 x 1 inch, with lock washers) and gasket (see Figure 5.10-45). Figure 5.10-47. Previous Production CEC Timing Disc
4. Refer to Governor Drive Shaft Removal, and remove the governor drive shaft assembly (see Figure 5.10-47).
5. Remove the governor drive gear assembly from the accessory drive gear shaft (see Figure 5.10-48). Use a rubber mallet to loosen the drive gear assembly, if necessary. Move the assembly to a suitable workbench.
Figure 5.10-45. Governor Drive Housing
2. Remove the CEC Hall-effect Pickup from the Governor Drive Housing (see Figure 5.10-46)
Figure 5.10-411. Previous Production Governor Drive Gear GOVERNOR DRIVE GEARICEC TIMING DISC (PREVIOUS PRODUCTION) CLEANING AND INSPECTION 1. Using a soft cloth, remove all dirt, grime, grease and oil deposits, from the gear and CEC disc.
Figure 5.10-46. Hall-effect Pickup
2. Inspect the gear teeth for chips, cracks and excessive wear. Replace the governor drive gear if necessary.
3. On CEC equipped engines, remove the flex lock nut and the CEC timing disc (see Figure 5.10-47).
FORM 6248 First Edition
5.10 -
Z7
IGNITION SYSTEM GOVERNOR DRIVE GEAR/CEC TIMING DISC (pREVIOUS PRODUCTION) INSTALLATION 1. Install the No. 8 Woodruff key in the slot on the accessory drive gear shaft, if removed. Lightly tap the key to properly seat it in the keyway. Verify that the key is level. 2. Slide the governor drive gear assembly onto the accessory drive gear shaft aligning the notch in the hub with the key on the shaft. Solidly seat the assembly against the shoulder of the accessory drive gear shaft (see Figure 5.10-49).
)
\
\
\
~
~ HOLE #1 - 1/8" PIN HOLE #2 - 5/32" PIN HOLE #3 - 3/16" PIN HOLE #4 -1/4" PIN
Figure 5.10-50. Previous Production CEC Timing Disc 7. Apply Loctite® 242 to threads and install the flex lock nut on the shaft and wrench tighten (see Figure 5.10-51). Figure 5.1049. Governor Drive Gear 3. Verify that the governor drive gear assembly fits snugly on the accessory drive gear shaft without rocking or sliding. 4. Refer to Governor Drive Shaft Installation, and install the governor drive shaft assembly (see Figure 5.10-49). NOTE: If the engine is CEC equipped, perform Steps 5 thru 11. If not CEC equipped, perform Step 7 and Steps 9thru 11.
IA
CAUTION I
DO NOT turn on the fuel .. until the Ignition timing is verified to be at an acceptable setting to prevent possible engine damage and/or personal injury. Use a timing light to check the ignition timing while the engine is cranking in a NO-FUEL state. 5. Determine from the engine nameplate and Table 5.10-6 which hole number was used to position the CEC timing disc (see Figure 5.10-50). 6. Install the timing disc, and pin on the gear hub and pin it in position.
5.10-28
Figure 5.10-51. Previous Production CEC Timing Disc 8. Install the CEC Hall-effect Pickup on the Governor Drive Housing (see Figure 5.10-50). Set the gap between the pickup and the timing disc to 0.040 in. ±0.010 in. (1.016 mm ±0.254 mm). 9. Apply a fast setting contact-type gasket shellac, such as 3M Weather Strip Cement, Permatex® HighTac or equivalent, on the gasket surfaces of the governor drive cover plate. Install a new governor drive cover gasket.
FORM 6248 First Ednion
IGNITION SYSTEM NOTE: During Step 10, the governor drive cover must first be installed on the ball bearing retainer, four capscrews and lock washers To prevent the gaskets from sliding during installation of the governor drive assembly, allow the gasket shellac to cure. Follow the manufacturer's recommendations. 10. With the WED part numberfacing outside, install the governor drive cover to the ball bearing retainer (4 capscrews, 3/8 x 3/4 inch, with lock washers) (see Figure 5.10-52). Install the remaining fasteners (10 capscrews, 3/8 x 1 inch, with lock washers).
CEC IGNITION MODULE IGNITION TIMING (PREVIOUS PRODUCTION) SET
The previous production version of the GEG ignition system contains a timing disc with four holes, which allows for four different static timing settings (see Figure 5.10-53). These four settings allow the engine to reach a variety of ignition timings for various fuel applications.
\ \
\
~
~ Figure 5.10-52. Govemor Drive Housing
11. On GEG equipped models, refer to CEC Ignition Module Timing Set (Previous Production) and set engine timing. On Magneto equipped models, refer to Magneto Static Timing Set, and Magneto Ignition Timing Set, and set engine timing.
HOLE #1 - 1/8" PIN HOLE #2 - 5/32" PIN HOLE /13 - 3/16" PIN HOLE #4 - 1/4" PIN
Figure 5.10-53. Previous Production Timing Disc
Specific ignition timings can be achieved by changing the GEG ignition module rotary switch position (see Figure 5.10-54). CEC IGNITION MODULE ROTARY A AND B
NOTE: TIming selection is made by the dot on the switch. not the screwdriver slot.
Figure 5.10-54. CEC IgnHlon Module Rotary Switches A and B
FORM 6248 First Edition
5.10-29
IGNITION SYSTEM Table 5.10-6 lists the correct pin location in the timing disc for VHP12 cylinder engines.
Table 5.10-7 lists the CEC rotary switch position for the range of VHP ignition timing.
Table 5.11Hi. CEC Timing Disc Pin Location (previous Production) FUEL NATURAL GAS
NATURAL GAS AND LPG*
NATURAL GAS AND
L5108G
3
3
L5108GSI
2
MODEL
LPG
LPG AND LBTU
LBTU
4
3
3
4
2
4
2
3
4
LBTU"
5108GL
1
1
2
2
2
2
L5790G
3
3
4
3
3
4
L5790GSI
2
2
4
2
3
4
5790GL
1
1
1
1
1
1
L7042G
3
3
4
3
3
4
L7042GSI
2
2
4
2
3
4
7042GL
1
1
1
1
1
1
NOTE: Pin #1 - PIN 87978
Pin #2 - PIN 44831
* LPG is HO-5 Propane ** LBTU is Low BTU Fuel
LOW OCTANE
LPG AND LOW OCTANE
LBTU AND LOW OCTANE
2
2
1
1
1
1
PIN #4 - 78878
Pin #3 - PIN B350
Table 5.10-7. CEC Ignition Module Rotary Switch Position (previous Production) HOLE
DEGREES BEFORE TOP DEAD CENTER
SWITCH
0
1
2
3
4
5
6
7
B
A
1
B
Bl
B2
B3
B4
B5
B6
B7
BB
B9
9
10
11
12
13
14
15
16
17
lB
AO
AI
A2
A3
A4
A5
A6
A7
AS
AS
Bl0
Bl1
B12
B13
B14
B15
AO
AI
A2
A3
A4
A5
Bl0
Bll
B12
B13
B14
B15
AO
AI
A 2
B
BO
Bl
B2
B3
B4
B5
B6
B7
BB
B9
A
3
BO
B
4
A
4
8
HOLE
SWITCH
Bl
B2
B3
B4
B5
B6
B7
BB
B9
Bl0
Bl1
BO
Bl
B2
B3
B4
B5
B6
B7
33
34
35
36
DEGREES BEFORE TOP DEAD CENTER
A 1
3
20
23
24
All
A12 A13
A14
A15
AS
A7
AS
AS
Al0
All
A12 A13
A6
A7
AS
5.10-30
22
25
26
27
2B
29
30
31
32
A14 A15
B A
A2
A3
A4
A5
B
B12
B13
B14
B15
AO
AI
A2
A3
BB
B9
Bl0
Bll
B12
B13
A
4
21
B A
2
19 Al0
B
AS
Al0
All
A12
A13
A14
A15
A4
A5
A6
A7
AS
AS
Al0
All
B14
B15
A12
A13 A14 A15
FORM 624B Firsl Edition
)
IGNITION SYSTEM STEPS REQUIRED TO ADJUST CEC IGNITION MODULE TIMING (PREVIOUS PRODUCTION)
IA
CAUTION I
DO NOT turn on the fuel .. until the ignition timing is verified to be at an acceptable setting, to prevent possible engine damage and/or personal injury. Use a timing light to check the ignition timing while the engine is cranking in a NO-FUEL state. 1. Determine from the engine nameplate which hole number was used to position the CEC timing disc (see (see Figure 5.10-60 and Figure 5.10-61).
DUAL FUEL ENGINES 1. Switches "A" and "B" must be set for both fuels before engine startup.
2. Engine must be run on both switch settings to verify correct engine timing. Engine should be run at no load when verifying timing for fuels other than natural gas. 3. If the ignition module switch setting is changed to obtain the correcttiming on natural gas, the other switch must also be adjusted the same number of clicks in the same direction.
2. Determine the specified engine timing from the engine nameplate.
Example: Dual fuel engine - natural gas/landfill gas engine timing Natural Gas - B8 Landfill Gas - A7
3. Locate the proper switch setting by intersecting the specified hole row (Step 1) with the specified engine timing column (Step 2) and select the switch position that is given for that timing (see Table 5.10-7).
The engine is run on natural gas and, due to manufacturing tolerances, switch "B" must be changed from B8 to Bl0 to obtain the correct engine timing. Since switch "B" was adjusted 2 positions (2 clicks) higher, switch "A" must also be adjusted 2 positions higher, A7 to A9.
NOTE: Due to manufacturing tolerances, the engine may not be timed at the exact timing. Adjust the engine to the timing specified on the engine nameplate by rotating the specified switch to a different position to set the correct engine timing. NOTE: Rotating either switch A or B one switch position (one click) changes the engine timing 1°. For example, changing the switch position from AS to A9 will advance engine timing 10. Changing the switch position from AS to A7 will retard engine timing 1°.
CAUTION I I A=~=..:...;;:;.....;;...;;...=;..;..J.
Do not switch from positlon 15 to 0, 0 to 15 or make other large timing changes quickly while the engine is running. The large timing change may cause engine damage or shutdown. Disregarding this information could result In product damage and/or personal InJury.
.L .!!! ..
4. Run engine. Use the ignition module's active rotary switch, either switch "A" ("D" lead grounded) or "B" ("D" lead ungrounded) to adjust the ignition timing to the specified setting. 5. Verify the engine timing with a timing light.
NOTE: The engine should be run at no load to verify the engine timing at switch position A9.
MAGNETO Check the ignition timing every 2 months (1440 hours). See Magneto Ignition Timing Set. DRIVE DISC COUPLING REPLACEMENT
IA
CAUTION IDo not advance the mag-
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neto to compensate for a worn drive disc coupling. Disregarding this Information could resun in product damage and/or personal injury.
Replace the free-floating drive disc coupling between the magneto and the magneto adapter every 3 or 4 months. Worn drive discs can retard the timing by as much as 10 - 15 degrees. 1. Close the gas shutoff valves. 2. Bump the starter or barr the engine over manually 5 revolutions to purge the cylinders and exhaust system of unburned gas. 3. Verify that the ignition switch is turned to the "Off" position. 4. Verify that the wire harness "G" lead is grounded.
FORM 6248 Rrst Edition
5.10-31
IGNITION SYSTEM
A
WARNING
If the "G" lead is not grounded, the magneto remains "hot," which means that the capacitor(s) will have a stored voltage. Depending upon where the voltage Is released during assembly, and whether the engine has been purged of unburned gas, the risk of personal injury or death exists in the form of electrical shock, unexpected rotation of the crankshaft and/or an exhaust gas explosion.
7. Remove the capscrews (with flat washers), shims and magneto from the magneto adapter flanges (see Figure 5.10-56). Count and record the number of shims removed (normally 2 to 5) to ensure the correct drive disc end clearance when the unit is reinstalled (see Figure 5.10-56).
NOTE: In the engine mounted junction boxes supplied by Waukesha, the wire harness "G" lead is normally grounded to the #9 terminal on the terminal block in the junction box of the ignition switch, so that turning the switch to the "Off' position automatically discharges the storage capacitors to ground.
5. Loosen the sleeve and detach the ignition wiring harness from the mag pin connector.
6. Remove the hex nuts, lock washers and flat washers from the two magneto/magneto adapter flange capscrews (3/8 x 1-3/4 inches) (see Figure 5.10-55).
Figure 5.10-56. Magneto/Magneto Adapter
8. Remove the drive disc coupling from the magneto or magneto adapter drive hub lugs (see Figure 5.10-57). Discard the drive disc.
Figure 5.10-55. Magneto/Magneto Adapter Flange
Bolts
Figure 5.10-57. Magneto Drive Disc Coupling
9. Clean the outSide of the magneto with a clean cloth dampened in solvent or cleaning agent. NOTE: Proceed to Magneto, Static and Ignition Timing.
5.10 - 32
FORM 6248 First Ed~ion
)
IGNITION SYSTEM MAGNETO - STATIC TIMING SET 1. Check the ten magneto drive adapter cover studs for nicks, cracks, galled or stretched threads and other obvious damage (see Figure 5.10-58). Replace as necessary.
5. Position two new gaskets on the adapter cover studs. The rounded side of each gasket goes toward the outside, the straight edges in towards the block. 6. Position the cover plate on the studs around the lower bore. The rounded side ofthe plate goes toward the outside, while the straight edges face the block. Wrench tighten the fasteners (3/8 inch hex nuts with lock washers) in an alternating pattern. 7. Refer to Valve Adjustment for detailed instructions, and set the valves in the order that the engine fires. The cylinder firing order appears on the nameplate on the front left side of the block Oust below the intake manifold) (see Figure 5.10-59, Figure 5.10-60 and Figure 5.10-61). FRONT (GEAR SIDE)
88 Figure 5.10-58. Magneto Drive Adapter Cover Studs
LEFT SIDE
2. Each adapter cover stud has both fine and coarse threads separated by a smooth boss. Apply Loctite® 271 Adhesive Sealant (High Strength) to the coarse threaded side.
I
8_
A CAUTION Do not install adapter L.: . :=~=..:..;:;...;;~=~. . cover studs with a pipe
I
88 88 88 88
wrench or similar device. Use collet type stud driver, to avoid damage to equipment and/or personal injury.
RIGHT SIDE
DIRECTION OF FLYWHEEL ROTATION COUNTERCLOCKWISE
FIRING ORDER:
1 R, 6L, SR, 2L, 3R, 4L, 6R, 1L, 2R, 5L, 4R, 3L
3. Using a collet type stud driver, install the studs around the upper and lower bores of the adapter cover. Drive the coarsely threaded side of each stud into the casting leaving 2 to 3 threads exposed.
IA
CAUTION IDeposits left on gasket
.. surfaces will cause leaks. Disregarding this information could result In product damage and/or personal Injury.
4. Verify that all gaskets and gasket mating surfaces are clean and completely free of grease and oil.
FORM 6248 First Edition
REAR (FLYWHEEL SIDE)
. . = MATING CYLINDER OF THE FIRST CYLINDER .,
IN THE FIRING ORDER
NOTE: When the mating cylinder is in valve overlap, the first
cylinder in the firing order is at top dead center (compression stroke).
Figure 5.10-59. Engine Firing Order - 12 Cylinder
5.10-33
IGNITION SYSTEM
Figure 5.1 ().60. Nameplate - Current Production
Figure 5.10-61. Nameplate - Previous Production
8. After all valves have been properly set, check the ignition timing specification on the engine nameplate. The correct timing will vary between engines. Factors affecting ignition timing include engine speed (RPM), fuel type, octane level and heating value.
5.10 - 34
FORM 6248 First Edition
IGNITION SYSTEM NOTE: Right bank and left bank, and direction of rotation, are determined by standing at the flywheel end of the engine facing the flywheel (see Fl[Jure 5. 10-62). The cylinders farthest from the flywheel on the left and right side are the #1 L and #1 R cylinders, respectively. Those closest /0 the flywheel are the #6L and #6R cylinders.
w-z O'~
..
REAR OF ENGINE
i=~
;;
DIRECTION OF NORMAL ENGINE ROTATION
0
a:
lJoL Figure 5.10-62. Rotation Plate Front Flywheel Housing - Right Bank 9. Bar the engine crankshaft over in a counter-clockwise direction until the valves of the first cylinder in the firing order, which is the #1 R cylinder, are at top dead center (compression stroke). To determine when this condition exists, watch the rocker arms and valves on its mating cylinder, #6R. As the exhaust valves on #6R cylinder are closing, the intake valves begin to open. At this point, the #6R cylinder is in valve overlap (all four valves partially open). This means that all four valves on the #1 R cylinder are fully closed. The cylinder is now at top dead center (compression stroke). 10. Turn up the timing pointer cover on the upper right side of the rear flywheel housing to view the timing tape (see Figure 5.10-63). The tape indicates the position of the flywheel (see Figure 5.10-64).
Figure 5.10-64. Timing Tape
Figure 5.10-63. Timing Pointer - Rear Right FORM 6248 First Edition
5.10-35
IGNITION SYSTEM
IA
CAUTION I
Do not back up to the .. exact desired timing. The magneto drive gear backlash will be on the wrong side ofthe gear teeth, resulting in timing that may be incorrect by several degrees. Disregarding this information could result in product damage and/or personal Injury. 11. Watching the marks on the timing tape, bar the engine over in the direction opposite normal engine rotation (CW) to a point at least 30 degrees before the desired timing.
18. Using a depth micrometer, measure the distance from the magneto adapter flange to the base of the magneto adapter drive hub lugs (see Figure 5.10-66). To obtain the correct drive disc end clearance, the measurement must be 1.027 - 1.037 in. (26.08 - 26.34 mm) Add 0.010 in. (0.25 mm) shims (PIN 208842), as necessary. Normally, 2 to 5 shims are needed. 0.010" (0.25 mm) SHIM (USE AS REQUIRED)
12. Slowly turn the engine in the direction of normal engine rotation (CCW) until the pointer indicates the exact desired timing. 13. If the crankshaft is rotated too far, do not back up to the desired timing. Repeat steps 12 and 13. 14. When the timing pOinter indicates the exact timing desired, mark the timing tape with a paint stick, grease pencil or other marker. Due to the wide variety of applications, speeds and fuels, the factory does not place a permanent mark on the timing tape. 15. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the magneto flange. Place a new gasket on the adhesive.
. M~,GNIETO ADAPTOR TO
Figure 5.10-66. Magneto Drive Disc Coupling Shims 16. With the nameplate facing upward, position the magneto in a vise. Be sure to install a pair of brass jaw inserts to avoid damaging the unit. 17. Center a new drive disc coupling on the magneto drive hub. The wider grooves on one side of the free-floating disc fit the magneto drive hub lugs, the thinner grooves on the other side mate with the hub of the magneto adapter (see Figure 5.10-65).
NOTE: See Ignition System, Magneto Adapter, Overhauling.
MAGNETO DRIVE
HUBLUG~__-J-1
19. Install a flat washer on two capscrews (3/8 x 1-3/4 inches). Insert the capscrews through the slotted holes in the magneto adapter flanges. 20. Position the shims on the capscrews. 21. Fit the magneto adapter drive hub lugs into the grooves of the mag drive disc coupling. Rotate the magneto adapter to align the slotted flanges with those on the magneto. When facing the timing window of the magneto, verify that the rounded side of the mag adapter flange (gear side) is on the right, the two straight edges on the left. 22. Install 3/8 inch flat washers, lock washers and hex nuts on the flange capscrews. Wrench tighten the hex nuts evenly.
MAGNETO ADAPTER DRIVE HUB LUGS (THIN) ---....:~---L
Figure 5.10-65. Magneto Drive Disc Coupling 5.10 - 36
FORM 6248 Firs! Edrtion
IGNITION SYSTEM 23. Rotate the magneto adapter drive shaft while watching the timing window of the magneto. Align the red mark on the end of the magneto shaft (as seen through the timing window) with the "CCW" mark on the timing plate (see Figure 5.10-67). The magneto is now set to fire the first cylinder in the firing order.
~nMING
NAMEPLATE \
.t=:====~1
o
25. With the nameplate of the magneto facing upward, slide the rear magneto adapter flange onto the studs around the upper bore of the magneto drive adapter cover. Be sure that the ball bearing on the mag adapter drive shaft seats squarely in the circular recess within the magneto drive assembly (see Figure 5.10-69).
WINDOW
~=~~
o
A / 01
O® .~. o~o
HARNESS PLUG CONNECTOR (14 PIN)
0
Figure 5.10-67. Magneto Static Timing
24. Using a small paintbrush, apply Uthoplex@ Grease No.2 (Multipurpose Uthium Complex Formula Containing Molybdenum Disulfide) to the magneto adapter drive gear and ball bearing (see Figure 5.10-68).
Figure 5.10-69. Magneto Drive Assembly
26. Verify that the red line on the magneto shaft stays aligned with the "CCW" mark on the timing plate. If the mark moves out of alignment during installation, then the assembly must be removed and reset. 27. Finger tighten the fasteners (six 3/8 inch hex nuts with lock washers) on the magneto adapter cover studs. Wrench tighten in an alternating pattern.
•
WARNING
If the "G" lead was not grounded when the magneto was removed, then the magneto will be "hot," which means that the capacitor(s) have a stored voltage. Depending upon where the voltage Is released during assembly, and whether the engine has been purged of unburned gas, the risk of personal injury or death exists In the form of electrical shock, unexpected rotation of the crankshaft and/or an exhaust gas explosion.
Figure 5.10-68. Magneto/Magneto Adapter
FORM 6248 First Edition
5.10-37
IGNITION SYSTEM
A
WARNING
Remember that the magneto storage capacitor(s) can be charged by simply hand-turning the drive shaft after the unit has been removed from the engine. If there are any doubts as to whether the magneto is "hot," discharge the storage capacitor(s) to ground before reconnecting the wiring harness. Clip one end of a wire lead to the magneto housing and then touch the other end to the harness connector pins at the back of the magneto, one at a time. A snap Is heard if a capacitor discharges. As a safety measure, ground all the pins. Some breakerless magnetos have more than one storage capacitor. Disregarding this information could resun in severe personal injury or death.
MAGNETO - IGNITION TIMING SET
IA CAUTION IC?v~rlyadvancedlgnition L.~~"::;':""::'=:"':"'=-=:":";:..J.
timing can result in detonation which may severely damage pistons and rings. Retarded timing will resun in loss of power and poor fuel economy. Disregarding this information could result In product damage and/or personal injury. 1. If tightened, loosen and then snug the hex nuts on the two magneto/magneto adapter flange capscrews (see Figure 5.10-68 and Figure 5.10·70).
28. Connect the harness cable plug to the mag pin connector. The notch in the connector mates with a groove in the plug to prevent improper installation. Finger tighten the connector sleeve.
29. Open the gas shutoff valve(s). NOTE: Although the engine is now statically timed, verify the ignition timing with a properly connected timing light (Tool PIN 494338) once the engine is running. See Ignition Timing.
)
Figure 5.10-70. Magneto/Magneto Adapter Flange Bolls 2. Start the engine and run at rated speed (with or without load). 3. Connect a stroboscopic type timing light to the ignition cable of the #1 R cylinder. 4. Turn up the timing pointer cover on the upper right side of the rear flywheel housing. 5. Align the beam of the timing light with the timing pointer. The timing light will flash at the instant the spark occurs, making the tape on the rim of the flywheel visible. 6. Place a pencil mark straight across the magneto adapter/magneto mating flanges to mark the current position. Note the timing next to the mark on the magneto flange.
5.10-38
FORM 6248 First Edition
IGNITION SYSTEM 7. For example, to retard the timing, from 10 to 18 degrees BTDC, loosen the hex nuts on the two magneto/magneto adapter flange capscrews and tum the magneto in the direction of normal rotation. Since the mag drive shaft (as seen through the timing window) tums in a counter-clockwise direction (as does the flywheel), slightiy rotate the magneto counter-clockwise to retard the timing. Snug the flange capscrew hex nuts. 8. Check the timing again with the timing light. 9. In line with the mark on the magneto adapter flange, place a second pencil mark on the magneto flange to indicate the new position. Note the new timing next to the mark. The two pencil marks on the magneto flange provide a relative indication of the amount of rotation necessary to achieve the correct timing. 10. If ~ is necessary to advance the timing a 1ew degrees, loosen the flange capscrew hex nuts and slightiy tum the magneto in the direction op~ normal rotation of the magneto drive shaft (clockwise when facing the magneto timing window). Snug the flange capscrew hex nuts. 11. Use the timing light to check the timing again. 12. If the timing is still not correct, make a third pencil mark on the magneto flange (in line with the stationary mark on the magneto adapter). Loosen the flange capscrew hex nuts and slightly rotate the magneto again. 13. Snug the flange capscrew hex nuts and check the timing with the timing light. When the correct timing is obtained, the timing pointer will be aligned with the painted mark placed on the timing tape at the precise moment the timing light flashes. 14. Alternately wrench tighten the hex nuts on the two magneto/magneto adapter flange capscrews.
FORM 6248 First Ed~ion
5.10 - 39
IGNITION SYSTEM 1. Remove the retaining ring from the drive hub side of the mag adapter drive shaft (see Figure 5.10-72).
MAGNETO ADAPTER
)
MAGNETO ADAPTER DISASSEMBLY Disassemble the mag adapter assembly for cleaning, inspection and/or repair (see Figure 5.10-71).
PRESS EXTENSION
DRIVE SHAFT MAGNETO ADAPTER HOUSING \
FRONT BALL BEARING
SHIMS
Figure 5.10-72. Magneto Adapter Assembly
2. Remove the retaining ring from the groove in the mag adapter housing (gear side).
DRIVE
3. Press the drive shaft through the drive coupling and out of the housing. 4. Remove the No.3 Woodruff key from the drive hub Side of the shaft.
RETAINING RING
#5 W011>DRUFF KEY
5. Remove the oil seal from the shaft and discard.
#3 WOODRUFF
Figure 5.10-71. Magneto Adapter Assembly
A
WARNING
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips ofthe pliers are not excessively worn or damaged.
5.10 - 40
6. Remove the retaining ring from the middle groove on the drive shaft (behind the rear ball bearing). 7. Remove the retaining ring next to the gear. 8. Press the shaft out of the ball bearings and and the drive gear. Remove the woodruff key from the shaft. 9. Press the oil seal out of the adapter housing.
FORM 6248 Firsl Edition
)
IGNITION SYSTEM MAGNETO ADAPTER CLEANING AND INSPECTION
A
WARNING
Use of caustic solutions should be restricted to a well ventilated area. Contact with skin, clothing and eyes could result in severe personal injury or death.
A
WARNING
Always use approved cleaning solvents in a well ventilated area. Contact with skin could result in severe personal InJury or death.
A
WARNING
Compressed air can pierce the skin and cause severe injury or death. Never use your hand to check for leaks or to determine air flow rates. 1. To remove all dirt, grime, grease and gasket debris, clean the mag adapter housing in the caustic hot tank. Thoroughly clean all other parts of the assembly in naphtha or other suitable solvent. Dry with moisture free compressed air. 2. Inspect the mag adapter housing for cracks. Re· place the mag adapter assembly or just the housing, if damaged. 3. Inspect the teeth of the drive gear for chips, cracks and excessive wear. Replace the gear, if necessary. 4. Inspect the No.3 Woodruff key (drive hub side) for damage and distortion. Replace the key if necessary.
MAGNETO ADAPTER ASSEMBLY
A
WARNING
Always wear proper eye protection when installing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged.
A CAUTION I I.. ==.....::..:..=;;...;;..:...;=-=~.
Verify that the rou.n~ed edge of each retaining ring abuts the adjoining part. If installed incorrectly, the adjoining part may be scored or scratched by the straight edge of the retaining ring. Disregarding this information could result in product damage and/or personal Injury.
1...
1. Press the rear ball bearing into the housing, exerting forces on the outer race. Install the retaining ring.
A
WARNING
To avoid bums, always wear protective gloves when heating gears. Disregarding this information could result in severe personal injury or death. 2. Preheat the adapter gear to 3500 F (1760 C). 3. Install the No.5 woodruff key, if removed, and slide the gear down the shaft until it contacts the raised shoulder on the shaft. 4. Install the retaining ring in the groove next to the gear on the drive hub side of the shaft. 5. Press the drive shaft into the ball bearing and housing. A pipe of sufficient diameter to support the inner race must be used to allow press forces to be placed on the inner race only. The shaft shoulder will seat against the inner bearing race. 6. Install the retaining ring in the groove next to the ball bearing on the drive hub side of the shaft. 7. Install the retaining ring in the groove in the magneto adapter housing, behind the rear ball bearing.
FORM 6248 First Ednion
5.10 - 41
IGNITION SYSTEM
, -A CAUTION , Use caution when instal=,--,~--,,--...:....::....---,. ling the seal. Make cer-
= ..
L..
tain there are no sharp edges or burrs around the retaining ring groove, shaft shoulder, and the woodruff key slot. Lightly lubricate the drive shaft with engine oil to protect the seal during Installation and lubrication when the engine Is first started. Disregarding this information could result in product damage and/or personal injury. 8. Using the press, install the oil seal on the shaft with the seal lips facing towards the drive hub. 9. Preheat the drive hub to 350 0 F (1760 e). 10. Install the No. 3 woodruff key on the shaft, and press the drive hub on the shaft. 11. Install the retaining ring on the drive hub end of the shaft. 12. Press the rear ball bearing onto the drive shaft. Apply pressure only to the inner race. Support the opposite end of the shaft. Do not allow the inner ball bearing to support the drive shaft during this operation as the press forces may damage the bearing.
)
)
5.10 - 42
FORM 6248 First Edition
IGNITION SYSTEM
OVERSPEED GOVERNOR
• REITAIININIG RING FLATHEAD CAPSCREW FOR MAGNETO DRIVE ADAPTER ASSEMBLY
Figure 5.10-73. Magneto Drive Assembly
MAGNETO DRIVE MAGNETO DRIVE DISASSEMBLY 1. Remove eight capscrews, lock washers, cover and gasket from the magneto drive adapter (see Figure 5.10-73). 2. Remove lock nut and washer from the drive shaft.
4. Remove the woodruff key and the retaining ring located behind the drive gear. NOTE: The front ball bearing, tachometer gears and overspeed governor gear will remain on the shaft as it is removed. The rear ball bearing will stay in the housing.
CAUTION I I-=.A=:.....;;=...:..;::.....;~;:;.;:..:..I. .
The shaft should be removed In the manner described below. Do not remove the magneto drive adapter from the housing with the rear bearing in place before the shaft Is removed. This procedure will leave the drive shaft supported by only the front bearing. The front bearing could become misaligned during shaft removal, causing damage to the bearing bore In the housing. Disregarding this information could result In product damage and/or personal Injury.
L.
3. Using a three jawed puller, remove the magneto drive gear from the shaft.
A
WARNING
Always wear proper eye protection when Installing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips ofthe pliers are not excessively worn or damaged.
FORM 6248 First
Ed~ion
5. Mark the gears to aid in assembly, and remove retaining ring, tachometer gears, spacer, and overspeed governor gear from the shaft. 5.10-43
IGNITION SYSTEM 6. Remove the retaining ring and bearing from the shaft. 7. Remove five capscrews and lock washers from the magneto adapter assembly.
12. Install the washer and gear lock nut.
)
13. Install the cover with gasket, eight capscrews and lock washers.
8. Remove one flat head screw, magneto adapter assembly, and gasket from the magneto drive assembly housing. 9. Remove the retaining ring and press the bearing from the magneto drive adapter housing. MAGNETO DRIVE ASSEMBLY
A
WARNING
Always wear proper eye protection when installing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips ofthe pliers are not excessively worn or damaged. 1. Install the large front ball bearing on the shaft, pressing ij to the shaft shoulder. Install the bearing retaining ring on the shaft.
)
2. Preheat the overs peed and two tachometer gears to 3500 F (176 0 C). 3. Install the woodruff key, PIN 153181 tachometer drive gear, and overspeed governor drive gear on the shaft with the tachometer gear on the ball bearing end. Position the gears against the shaft shoulder. 4. Install the spacer, woodruff key, and remaining tachometer gear on the shaft. 5. Install the rear bearing and its retaining ring in the magneto drive adapter. 6. Install the drive shaft assembly in the housing. 7. Install a new gasket on the drive housing. 8. Exerting force only on the inner bearing race, press the magneto drive adapter, with the bearing installed, on the shaft. 9. Install five capscrews, lock washers and one flat head screw and secure the magneto drive adapter to the housing. 10. Preheatthe magneto drive gear to 350 0 F (1760 C).
)
11. Install the woodruff key and the magneto drive gear on the shaft.
5.10 - 44
FORM 6248 First Edrtion
IGNITION SYSTEM
FORM 6248 First Edijion
5.10-45
)
, )
SECTION 5.15 - AIR INDUCTION SYSTEM AIR INDUCTION SYSTEM NOTE: Draw Thru equipped models are beyond the scope of this manual. For information concerning Draw Thru models, refer to Catalog Form 6220. The air intake system consists of the following components: • Air Cleaners • Turbochargers (see Turbochargers) • Intercoolers (see Cooling System)
Each intercooler is a box-type tube and fin assembly. Heated compressed air from the turbocharger(s) enters the intercooler and flows over a series of tubes through which the engine coolant is circulated. The temperature of the compressed air is reduced, which makes it denser. CARBURETOR AND INTAKE MANIFOLD Twelve cylinder engines have a carburetor on both the right and left side, one for each cylinder bank. The carburetor produces a combustible mixture byautomatically mixing air and fuel in the proper proportions.
AIR CLEANERS
Twelve cylinder engines have two intake manifolds, one for each bank, mounted on opposite sides of the crankcase vee. The intake manifold connects the carburetor to the intake ports of the cylinders and equally distributes the air/fuel mixture to each.
The air cleaner removes dirt and dust from the air admitted to the engine.
AIR INDUCTION SYSTEM SPECIFICATIONS
Twelve cylinder engines have two air cleaners, one for each bank. The air cleaners are side-mounted at the rear of the engine.
The efficiency rating ofthe air filtration system is 99.6%, based on SAE J726b test procedure. The maximum permissible air intake restriction for 12 cylinder engines is 15 inches (381 mm) H20 through the main air filter element.
• Carburetors (see Fuel System) • Intake Manifolds
TURBOCHARGERS Twelve cylinder engines have two turbochargers, one for each bank. The turbochargers are side-mounted at the rear. The turbine side of each turbocharger is part of the exhaust system, the compressor side is part of the air induction system. A shaft connects the two. When the turbine spins through the expansion of exhaust gases exiting the engine, the movement of the compressor wheel causes the air passing through the air cleaner, en route to the carburetor, to be compressed. INTERCOOLERS The 12 cylinder engine has two intercoolers, one for each turbocharger, also mounted at the rear.
FORM 6248 First Edition
Based on the temperature rating of the specified auxiliary cooling water thermostat (determined by engine application), the maximum intake manifold alarm and safety shutdown setpoint temperatures are as follows. (See Table 5.15-1) Table 5.15-1. High Intake Manifold Temperature
SetUngs 0 F
e C)
INTERCOOLER COOLING WATER INLET TEMPERATURE
130 (54)
85 (29)
ALARM
140 - 145 (60 - 63)
100-105 (38 - 41)
SHUTDOWN* (MAXIMUM)
150 (66)
110 (43)
*Fuel shutoff type safety equipment must be provided to prevent engine damage and possible personal injury.
5.15 - 1
AIR INDUCTION SYSTEM
)
MAIN AIR FILTER ......~.. ELEMENT~
PRECLEANER PAD
"'-... FILTER ELEMENT FRAME
.
!, RAIN SHIELD
Figure 5.15-1. Air Cleaner Assembly
)
AIR CLEANERS The 12 cylinder engine has left bank and right bank air cleaners. "G" engine air cleaners are rear mounted. "GSI" and "GL" engine air cleaners are side-mounted at the rear. Each air cleaner consists of the air filter frame, main air filter element, prefilter pad, air intake restriction indicator and rain shield. (See Figure 5.15-1) PRECLEANER PAD REMOVAL The precleaner is a foam rubber pad that increases the life of the main air filter element. Inspect and clean the precleaner pad daily or as required. This can be done while the engine is running. Replace the precleaner pad every 4000 running hours, or more often if necessary. 1. Locate the four threaded mounting studs on the air cleaner assembly and loosen the front lock nut (5/16 inch) on each (see Figure 5.15-2). (The rear lock nut is loosened only for removal of the main air filter frame and element.) 2. Raise up and remove the rain shield. 3. Peel the precleaner pad off the main air filter element.
REAR LOCKNUT
I Figure 5.15-2. Air Cleaner Assembly
5.15 - 2
FORM 6248 First Edition
AIR INDUCTION SYSTEM PRECLEANER PAD CLEANING AND INSPECTION 1. Wash the precleaner pad with soap and water.
CAUTION I~ompressed I A=~::..;;....:..;;:......;,-,,-;;;....;,--,.
air can easily damage the foam rubber pad. Disregarding this information could result in product damage and/or personal injury.
.L .:: ...
MAIN AIR FILTER ELEMENT CLEANING AND INSPECTION 1. Clean the main air filter element using one of the following methods. A. Gently tap the element on a flat surface with the dirty side of the element down.
A
2. Air dry the pad. Do not use compressed air. PRECLEANER PAD INSTALLATION
A CAUTION I~n ne~ I,!!"'!!:!!!~:::':"":':::"'::"':"=:..:.J.
engines, a cardL. board Insert between the ralnshleld and precleaner pad must be removed before the engine Is started. Disregarding this information could result In product damage and/or personal injury. 1. Reinstall the precleaner pad between the rain shield and the main air filter element. If necessary; use a drop of adhesive on the corners to keep it from falling. 2. Do not clean and reuse the precleaner pad more than three times. Replace with a new precleaner pad.
NOTE: Use only Waukesha supplied prec/eaner pads. 3. Lower the rain shield on the four mounting studs of the air cleaner assembly. Alternately re-tighten the front lock nuts (5/16 inch). 4. Clean or replace the main air filter element if the air intake restriction indicator "pops" red after installation of a new or cleaned precleaner pad. MAIN AIR FILTER ELEMENT REMOVAL Inspect and clean the main air filter element every 30 days or as required. Replace the main air filter element every 6 months, or more often if necessary. 1. Locate the four threaded mounting studs on the air cleaner assembly and loosen the front lock nut (5/16 inch) on each (see Figure 5.15-2). 2. Raise up and remove the rain shield. 3. Peel the precleaner pad off the main air filter element. 4. Loosen the rear lock nut (5/16 inch) on each mounting stud until the flat washer behind it can be brought forward far enough to clear the step in the welded bracket of the main air filter frame (see Figure 5.15-2).
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debriS. B. Direct compressed air through the element opposite the direction of the air flow, as indicated by the orange arrow on the instruction label. The air pressure should be a maximum of 30 psi (2.1 Kg/cm2). C. Soak the element in a solution of lukewarm water and nonfoaming detergent for about 10 minutes. The outlet side of element must be held above the water level. Rinse the element with a gentle spray of water.
IA
CAUTION I
Compressed air can eas... ily damage the pleated paper of the main air filter element. Disregarding this Information could result in product damage andlor personal injury. D. Air dry the element. Do not use compressed air. 2. Carefully examine the element after cleaning. If damaged, replace.
NOTE: Use only Waukesha supplied air filter elements. 3. Do not clean and reuse the main air filter element more than three times. Replace with a new element. 4. Inspect the air duct for cracks. All of the combustion air must pass through the main air filter element, not through cracks or defects in the air cleaner assembly. If inspection of the and intake manifold yields an accumulation of dust and grit, it is an indication that the main air filter element is not properly maintained or that air is getting into the system around or behind the element. 5. Inspect all air duct hoses. Replace any hose that is cracked or aged.
5. Swing the four mounting studs to the outside in a horizontal motion. 6. Remove the main air filter frame and element. FORM 6248 First Edition
5.15 - 3
AIR INDUCTION SYSTEM MAIN AIR FILTER ELEMENT INSTALLATION
NOTE: The orange flow arrow on the instruction label shows the direction of air flow. Always store the elements with the air outlet side down. Dirt and dust on the out/et side will pass into the engine when the element is installed. 1. Install the main air filter element with the instruction label facing up. Fit the deflection brace on the outlet side of the filter element over the horizontal bar running across the front of the air duct chamber. 2. Place the frame over the main air filter element. 3. Swing the four mounting studs to the inside in a horizontal motion so that they fit within the welded brackets on the air filter frame. Move the flat washer behind the rear lock nut back into the step in the welded bracket. 4. Install the precleaner pad between the rain shield and the main air filter element. If necessary, use a drop of adhesive on the corners to keep it from falling. 5. Lower the rain shield on the four mounting studs. 6. Alternately tighten the rear lock nuts (5/16 inch). 7. Alternately tighten the front lock nuts (5/16 inch) on the four mounting studs. 8. Check the frame of the main air filter elementto verify that its perimeter is sealed tightly. Damage to the frame may result in improper element sealing.
AIR RESTRICTION INDICATOR Each indicator is externally mounted on the air cleaner housing (behind each air cleaner on "G" engines and on the end on "GSI" and "GL" engines) (see Figure 5.15-3).
INDICATOR FILTER
NOTE: The operating temperature of the air intake restriction indicator is -65" to 200° F (-54° to 93" C). NOTE: Always check the signal of the air restriction indicator before and after shutdown. Refer to Precleaner Pad and Main Air Filter Element Cleaning if the air intake restriction exceeds the recommended specification.
NOTE: After the restriction problem is corrected, reset the indicator by depressing the black button on the plastic housing.
A
WARNING
The location of the air restriction Indicator relative to the Intake manifold causes it to be subjected to high pressure If the engine backfires. An Indicator filter must be installed in the Indicator air passage to dampen high pressure surges which would otherwise damage the indicator. Through the projection of broken material, damage to the indicator could result in severe personal injury or death. The restriction filter also protects against the entrance of dust and dirt in the event that the restriction Indicator is broken off or removed. Verify that the restriction filter is in place between the clean air tap and indicator.
A
WARNING
Do not grasp the indicator housing; the plastic may crack or break resulting in severe personal injury or death. 1. Turn the hex nut (7/16 inch) on the brass fitting to remove the restriction indicator and filter. 2. Verify that the filter element is staked in place inside the fitting (see Figure 5.15-4). Replace the filter fitting if any damage is apparent. FILTER ELEMENT
.~
\
AIR RESTRICTION INDICATOR
Figure 5.15-4. Restriction Filter Figure 5.15-3. Air Restriction Indicator/Filter GL/GSI Models Shown The air restriction indicator will "pop" red when the air intake restriction through the main air filter element reaches or exceeds 15 inches (381 mm) of H20.
5.15 - 4
)
3. Inspect the plastiC restriction indicator for cracks. Replace the indicator if damaged or defective. Finger tighten the indicator to the filter fitting. No tools are necessary. 4. Tum the hex nut (l/16 inch) on the brass fitting to install the restriction indicator and filter in the air cleaner housing. FORM 6248 First Edition
)
AIR INDUCTION SYSTEM
2
~/
ITEM NUMBER AND DESCRIPTION 1
Duct
5
Duct
9
2
6
Gapscrew
3
Nut Elbow
7
4
Screw
8
13
Lockwasher
10
Hose Clamp
14
Washer
Lockwasher
11
Brace
15
Restriction Indicator
Tube
12
Capscrew
16
Restriction Element
Figure 5.15-5. Air Ducts - G
AIR CLEANER DUCTS
3. Loosen the hose clamp attaching the hose to the air duct, and disconnect it.
AIR CLEANER DUCT REMOVAL - G
A
WARNING
A
WARNING
Do not grasp the Indicator housing; the plastic may crack or break resulting In severe personal injury or death.
The air duct weighs approximately 53 Ibs. (24 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death.
1. Refer to Precleaner Pad Removal and Main Air Filter Element Removal, and remove these components.
4. Attach a suitable lifting device to the air cleaner duct.
2. Turn the hex nut (7/16 inch) on the brass fitting to remove the restriction indicator and filter from the air cleaner housing (see Figure 5.15-5). FORM 6248 First Edition
5.15 - 5
AIR INDUCTION SYSTEM 5. If removing the right bank air duct, refer to Crankcase Ventilation System, and remove the engine breather assembly from the air duct (see Figure 5.15-6).
7. Remove the cross brace between the air duct flange and engine. See Figure 5.15-8.
)
Figure 5.15-6. Engine Breather
6. If removing the right bank air duct, loosen clamp, and disconnect the oil separator hose from the elbow at the rear of the air duct (see Figure 5.15-7).
)
Figure 5.15-6. Brace
8. Remove two capscrews, lock washers and air duct from the engine (see Figure 5.15-5).
Figure 5.15-7.011 Separator Hose 5.15 - 6
FORM 6248 First Edition
AIR INDUCTION SYSTEM AIR CLEANER DUCT INSTALLATION - G
A
WARNING
Do not grasp the indicator housing; the plastic may crack or break resulting severe personal Injury or death.
1. Position the clamp on the air hose.
A
WARNING
8. Install the support bracket between the air duct and the intake manifold (see Figure 5.15-8). 9. Turn the hex nut (7/16 inch) on the brass fitting to install the restriction indicator and filter in the air cleaner housing (see Figure 5.15-5). 10. Tighten the hose clamp on the air duct. 11. Turn capscrew until it takes up all movement of the air duct (see Figure 5.15-9).
The air duct weighs approximately 53 Ibs. (24 kg) Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal InJury or death.
2. Attach a suitable lifting device to the air cleaner duct. 3. Using a suitable lifting device, position the air duct on the engine, connect the air hose to the air duct with the clamp (do not tighten). 4. Install the air duct on the engine with two lock washers and capscrews (see Figure 5.15-5). 5. Install the cross brace between the air duct flange and engine (see Figure 5.15-8). 6. If installing the right bank air duct, refer to Crankcase Ventilation System, and install the engine breather assembly on the air duct (see Figure 5.15-7). 7. If installing the right bank air duct, refer to Crankcase Ventilation System and connect the oil separator hose (see Figure 5.15-7).
FORM 6248 First Edition
Figure 5.15-9. Capscrew
12. Refer to Precleaner Pad Installation and Main Air Filter Element Installation, and install these components.
5.15 -7
AIR INDUCTION SYSTEM
)
9
10 ......
)
......@ @('
~25
ITEM NUMBER AND DESCRIPTION 9
Lockwasher
17
Brace
25
Capscrew
10
Washer
18
Brace
26
capscrew
11
Gapscrew
19
Brace
27
Lockwasher
Capscrew
12
Nut
20
Brace
28
Washer
5
Lockwasher
13
Air Restriction Indicator
21
Gapscrew
29
Spacer
6
Air Duct
14
Filter
22
Hump Hose
7
Clamp
15
Bracket
23
Brace
8
Capscrew
16
Bracket
24
Capscrew
1
Air Duct
2
Plate
3
Gasket
4
Figure 5.15-10. Air Ducts - GSI/GL
AIR CLEANER DUCT REMOVAL - GSI/GL
A
WARNING
Do not grasp the indicator housing; the plastic may crack or break resulting in severe personal injury or death. 5.15 - 8
1. Refer to Precleaner Pad Removal and Main Air Filter Element Removal, and remove these components. 2. Turn the hex nut (7/16 inch) on the brass fitting to remove the restriction indicator and filter from the air cleaner housing (see Figure 5.15-10).
FORM 6248 First Ednion
AIR INDUCTION SYSTEM 3. Loosen the hose clamp attaching the hump hose to the turbocharger air inlet and disconnect it from the turbocharger inlet. 4. Remove six capscrews, lock washers, circular cover plate and gasket from the air cleaner duct.
A
WARNING
The air duct weighs approximately 53 Ibs. (24 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 5. Attach a suitable lifting device to the air cleaner duct.
Figure 5.15-12. Air Duct Brace - Left Bank
6. If removing the right bank air duct, remove the "U" bolt that holds the crankcase breather tube to the support bracket flange mounted on the right bank air duct (see Figure 5.15·11).
Figure 5.15-11. Crankcase Breather Tube
7. Remove the cross braces between the air duct flange and intercooler mounted support bracket. See Figure 5.20-14. 8. Remove the support braces between the bottom air duct flange and the flywheel housing (see Figure 5.15·12). 9. Remove the support braces between the air duct and the exhaust manifold water outlet elbow (see Figure 5.15-13). 10. Remove the support brackets between the air duct and the intake manifold (see Figure 5.15-11).
FORM 6248 First Edition
Figure 5.15-13. Air Duct Braces - Right Bank
11. Using a suitable lifting device, remove the air duct from the engine. 12. Loosen the rematnlng clamp, and remove the hump hose from the air duct.
5.15 - 9
AIR INDUCTION SYSTEM AIR CLEANER DUCT INSTALLATION - GSI/GL
A
WARNING
Do not grasp the indicator housing; the plastic may crack or break resulting in severe personal injury or death.
AIR TUBING
)
AIR TUBING REMOVAL - G 1. Loosen the four hose clamps on the air tube (see Figure 5.15-14).
1. Install the hump hose on the air duct with one clamp. 2. Install the hose clamp on the turbocharger inlet, do not tighten.
A
WARNING
The air duct weighs approximately 53 Ibs. (24 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 3. Attach a suitable lifting device to the air cleaner duct. 4. Using a suitable lifting device, position the air duct on the engine, connect the hump hose to the turbocharger air inlet with the remaining clamp (do not tighten). 5. Install the cross braces between the air duct flange and intercooler mounted support bracket (see Figure 5.20-14). 6. Install the support brace between the bottom air duct flange and the flywheel housing (see Figure 5.15-12). 7. Install the support brace between the air duct and the (see exhaust manifold water outlet elbow Figure 5.15·13).
Figure 5.15-14. Air Intake Pipes - G 2. Remove the four capscrews, lock washers, air horn flange, and the air intake pipe from the carburetor air horn and air tube. 3. Remove the air tube from the air duct. 4. Remove hose clamps and hoses from the air tube. 5. Remove the O-ring from the groove in the end ofthe air intake pipe (see Figure 5.15-15).
a. Install the support bracket between the air duct and the intake manifold (see Figure 5.15-11). 9. TIghten the clamp to secure the hump hose on the turbocharger (see Figure 5.15-10). /
AIR INTAKE PIPE
10. Install six capscrews, lock washers, circular cover plate and gasket on the air cleaner duct. 11. If installing the right bank air duct, install the "U" bolt that holds the crankcase breather tube to the support bracket flange mounted on the right bank air duct (see Figure 5.15-11). 12. Turn the hex nut (7/16 inch) on the brass fitting to install the restriction indicator and filter in the air cleaner housing (Figure 5.15-3). 13. Refer to Precleaner Pad Removal and Main Air Filter Element Removal, and install these components. Figure 5.15-15. Air Pipe And Air Horn 5.15 - 10
FORM 6248 First Edition
)
AIR INDUCTION SYSTEM AIR TUBING INSTALLATION - G 1. Install the O-ring on the air intake pipe (see Figure 5.15-15).
3. Remove two capscrews, lock washers and intercooler air outlet tube from the intercooler (see Figure 5.15-17).
2. Install the air intake pipe on the carburetor air horn with air horn flange, four capscrews, and lock washers. 3. Position two hoses and four clamps on the air tube with the ends of the hoses even with the air tube ends. 4. Position the air tube on the air cleaner duct and the carburetor air pipe. 5. Install the air tube on the air duct and the carburetor air pipe by sliding the hoses out and tightening the clamps on the air duct and carburetor air pipe. AIR TUBING REMOVAL - GSI 1. Loosen the two hose clamps on the air hose between the intercooler air outlet tube and the air intake pipe (see Figure 5.15-16).
Figure 5.15-17. Intercooler Air Outlet Tube And Intercooler 4. Remove the intercooler air outlet tube from the air intake pipe. 5. Remove the two hose clamps, air hose and supporting clamp from the intercooler air outlet tube (see Figure 5.15-16). 6. Remove the O-ring from the groove in the intercooler air outlet tube (see Figure 5.15-18).
Figure 5.15-16. Intercooler Air Outlet Tube - GSI 2. Remove nut, lock washer, capscrew, and supporting clamp from the intercooler air ouUet tube.
Figure 5.15-18. Intercooler Air Outlet Tube
)
FORM 6248 First Edition
5.15 - 11
AIR INDUCTION SYSTEM 7. Remove four capscrews, lock washers, air horn flange, and air intake pipe from the carburetor air horn. See Figure 5.15-19.
#"
AIR TUBING REMOVAL - GL 1. Remove two capscrews, lock washers and retainers from the intercooler air outlet tube and carburetor elbow (see Figure 5.15-20).
)
AIR INTAKE PIPE
Figure 5.15-20. Intercooler Air Outlet Tube - GL
Figure 5.15-19. Air Intake Pipe And Carburetor
2. Remove two capscrews, lock washers and intercooler air outlet tube from the intercooler (see Figure 5.15-21).
8. Remove the O-ring from the groove on the air intake pipe. AIR TUBING INSTALLATION - GSI 1. Install the O-ring on the air intake pipe (see Figure 5.15-19). 2. Insta" the air intake pipe on the carburetor air horn with air horn flange, four capscrews, and lock washers. 3. Insta" a new O-ring in the groove on the intercooler air outlet tube (see Figure 5.15-17). 4. Position supporting clamp, hose, and two hose clamps on the intercooler air outlet tube (see Figure 5.15-16). 5. Position the intercooler air outlet tube on the intercooler and air intake pipe. 6. Insta" the air outlet tube on the intercooler air oudet port with two capscrews and lock washers (see Figure 5.15-18).
Figure 5.15-21. Intercooler Air Outlet Tube
3. Remove the intercooler air outlet tube from the engine.
7. Insta" the intercooler air outlet tube on the engine with supporting clamp, capscrew, lock washer and nut (see Figure 5.15-16). 8. Secure the intercooler air outlettube on the air intake pipe with the two hose clamps (see Figure 5.15-16). 5.15-12
FORM 6248 First Ed~ion
)
AIR INDUCTION SYSTEM 4. Remove the O-ring from the groove on the carburetor elbow end of the intercooler air outlet tube (see Figure 5.15-22).
5. Remove the O-ring from the groove on the intercooler end of the air intake pipe (see Figure 5.15-23).
Figure 5.15-22. Intercooler Air Outlet Tube 0- ring Carburetor End
Figure 5.15-23. Intercooler Air Outlet Tube Intercooler End 6. Remove six capscrews, lock washers, carburetor elbow, and gasket from the carburetor air horn (see Figure 5.15-24).
/~, CAPSCREW
/"
~
LOCK / WASHER RETAINER
/~, .... CAPSCREW
~
LOCK WASHER
.... /
CARBURETOR ELBOW
Figure 5.15-24. Carburetor Air Horn And Elbow
FORM 6248 First Edilion
5.15 -13
AIR INDUCTION SYSTEM AIR TUBING INSTALLATION - GL
INTAKE MANIFOLDS
1. Install the carburetor elbow and gasket on the carburetor air horn with six capscrews and lock washers (see Figure 5.15-24).
INTAKE MANIFOLD REMOVAL - GIGSI
2. Install the O-ring in the groove on the carburetor elbow end of the intercooler air outlet tube (see Figure 5.15-22). 3. Install the O-ring in the groove on the intercooler end of the air intake pipe (see Figure 5.15-23). 4. Position the intercooler air outlet tube on the intercooler air outlet port and the carburetor elbow.
5. Install the intercooler-to-carburetor air tube on the intercooler air outlet port with two capscrews and lock washers (see Figure 5.15-21).
6. Instail the intercooler-to-carburetor air tube on the carburetor elbow with two capscrews, lock washers and retainers (see Figure 5.15-24).
)
1. Refer to Air Duct Removal, and remove the air duct support bracket from the manifold.
2. Refer to Throttle Control Valve Removal, and remove the throttle control lever (right bank). 3. Refer to Control Panel Removal, and remove the control panel from the manifold. NOTE: During the removal at the intake manifold, the coils, coillHackets, tubing brackets and wire harness will be removed when the capscrews lock washers and washers holding the intake manifold are removed. Refer to Intake Manifold Attaching Hardware (GIGSI) for infonnation on the mounting location at these componenJs.
4. Tag wires, and disconnect the ignition wires from the coils. 5. Remove four capscrews and lock washers from the upper flange of the butterfly valve housing (see Figure 5.15-25).
) INTAKE MANIFOLD
/ PLUG. BRASS
,./
~
.
';Pf)
WASHER / PLUG
Figure 5.15-25. Intake Manifold - GlGSI
5.15 -14
FORM 6248 First Edition
AIR INDUCTION SYSTEM
A
WARNING
6. As required, refer to Ignition System Installation, and install the coil brackets and coils.
The Intake manifold weighs approximately 86 Ibs. (39 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death.
7. As required, on GL refer to Prechamber Manifold Installation, and install the prechamber brackets and prechamber manifolds.
6. Attach a suitable lifting device to the intake manifold.
8. As required, refer to Air Duct Installation and install the air duct brackets.
7. Remove twenty-four capscrews, lock washers and washers from the intake manifold.
9. Refer to Throttle Control Lever Installation and install the throttle control lever.
8. Remove the intake manifold from the cylinder heads.
10. Refer to Control Panel Installation and install the control panel.
9. Remove six intake manifold gaskets from the intake manifold. 10. Remove the gasket from the upper flange of the butterfly valve housing. 11. If required, remove the small slotted brass plug and and the headless countersunk pipe plug from the intake manifold. 12. If required, remove the large plugs and washers from the intake manifold.
11. Refer to tags, and connect the ignition wires to the coils. 12. Refer to Figure 5.15-26 and torque the twenty-four capscrews, lock washers and washers on the intake manifold in the sequence shown. 13. Install the gasket, four capscrews and lock washers on the upper flange of the butterfly valve housing.
INTAKE MANIFOLD INSTALLATION - GIGSI 1. If removed, apply pipe sealant to threads and install the small slotted brass plug and and the headless countersunk pipe plug on the intake manifold. 2. If removed, install the large plugs and washers on the intake manifold.
A
WARNING
The intake manifold weighs approximately 86 Ibs. (39 kg) use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal InJury or death. 3. Attach a suitable lifting device to the intake manifold. 4. Position the intake manifold on the cylinder heads. NOTE: The coils, coil brackets, wire harness, and other brackets and accessories are secured by the intake manifold attaching hardware. Refer to Intake Manifold Attaching Hardware (G/GSI) for information on the mounting location of these components. Install these components as the intake manifold is installed.
5. Install the gaskets washers, lock washers and capscrews on the intake manifold. Do nottighten until all the accessories and attaching hardware are installed as noted.
FORM 6248 First
Ed~ion
5.15 -15
AIR INDUCTION SYSTEM
)
RIGHT BANK REAR
6R
5R
3R
4R
2R
lR
FRONT
·r--11 ·r,· iriiV LAf.rffilO)a{ l!.L.J.!l .... ~L J. l!.L.J.!l l!.L.J. 6. j==:=--_=:=..--=----=== I
FRONT
3L
4L
5L
6L
REAR
LEFT BANK
:0: Figure 5.15-26. Intake Manifold Flange Attachments
INTAKE MANIFOLD FLANGE ATTACHMENTS INTAKE MANIFOLD FLANGE ATIACHMENTS GIGSI Each intake manifold flange can be identified by the cylinder head to which it is attached. Right bank and left bank cylinders are determined by standing at the flywheel end of the engine facing the flywheel. The cylinders farthest from the flywheel on the left and right side are the #1 Land #1 R cylinders, respectively. Those closest to the flywheel are the #6L and #6R cylinders. NOTE: Facing the manifold, the numbers 1 and 2 are the upper holes in the intake manifold flange, from left to right. The numbers 3 and 4 are the lower flange holes, left to right (see Figure 5.15-26). LEFT BANK NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches) wherever the light gauge harness cable clips and coil rails are fastened to the intake manifold flanges. Use the longer intake manifold flange capscrews (1/2 x 2 inches) wherever the heavy gauge harness cable clips or prechamber manifold brackets are installed. NOTE: Items in brackets ( ) are attached to the intake manifold flanges later in the assembly procedure. 1L 1) Triangular shaped coil bracket (1 of 2 holes) lock washer and capscrew. 2) 9 inch ignition coil rail (1 of 2 holes) lock washer and capscrew. 3) Wire harness cable retaining clip (heavy gauge);Triangular coil bracket (2 of 2 holes) washer, 5.15 - 16
lock washer and capscrew. 4) Washer, lock washer and capscrew.
2L 1) 9 inch coil rail (2 of 2 holes); lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); lock washer and capscrew. 3) Wire harness cable retaining clip (heavy gauge) washer, lock washer and capscrew. 4) Washer, lock washer and capscrew.
3L 1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and capscrew. 3) Wire harness cable retaining clip (light gauge) wire harness cable retaining clip (heavy gauge, "G" engines cable from control box); washer, lock washer and capscrew. 4) Wire harness cable retaining clip (light gauge) lock washer and capscrew. 4L 1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes) lock washers and capscrew. 3) Washer, lock washer and capscrew. 4) Wire harness cable retaining clip (light gauge) washer, lock washer and capscrew.
FORM 6248 First Edition
)
AIR INDUCTION SYSTEM 5L
5R
1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes) lock washer and capscrew. 3) Washer, lock washer and capscrew. 4) Wire harness cable retaining clip (light gauge) washer, lock washer and capscrew.
1) 9 inch coil rail (2 of 2 holes); lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); lock washer and capscrew. 3) Wire harness cable retaining clip (light gauge); spacer, lube oil strainer support strap, lock washer and capscrew. 4) (4-way tube clip bracket with clips for air/gas supply, vent, start and prelube tubes) washer, lock washer and capscrew.
6L 1) 9 inch coil rail (2 of 2 capscrew. 2) Washer, lock washer and 3) Washer, lock washer and 4) Washer, lock washer and
holes); lock washer and capscrew. capscrew. capscrew.
RIGHT BANK NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches) wherever the light gauge harness cable clips and coil rails are fastened to the intake manifold flanges. Use the longer intake manifold flange capscrews (1/2 x 2 inches) wherever the heavy gauge harness cable clips or prechamber manifold brackets are installed. NOTE: At the #5R cylinder, use a 1/2 x 2-3/4 inch capscrew (with lock washer, flat washer and 1-1/4 inch spacer) to secure the strainer head support strap to the lower rear flange hole. NOTE: Items in brackets ( ) are attached to the intake manifold flanges later in the assembly procedure.
6R 1) Triangular shaped coil bracket (1 of 2 holes) lock washer and capscrew. 2) 9 inch ignition coil rail (1 of 2 holes) lock washer and capscrew. 3) Triangular coil bracket (2 of 2 holes); wire harness cable retaining clip (light gauge) washer, lock washer and capscrew. 4) (4-way tube clip bracket with clips for air/gas supply, vent, start and prelube tubes) washer, lock washer and capscrew.
FORM 6248 First Edition
4R 1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and capscrew. 3) Wire harness cable retaining clip (light gauge); (retaining clip for the lube oil pressure tube between the main oil header and the instrument panel) lock washer and capscrew. 4) Washer, lock washer and capscrew.
3R 1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); lock washer and capscrew. 3) Wire harness cable retaining clip (light gauge) washer, lock washer and capscrew. 4) Wire harness cable retaining clip (light gauge) washer, lock washer and capscrew.
2R 1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); lock washer and capscrew. 3) Washer, lock washer and capscrew. 4) Wire harness cable retaining clip (heavy gauge); washer, lock washer and capscrew.
1R 1) 9 inch coil rail (2 of 2 holes); lock washer and capscrew. 2) Washer, lock washer and capscrew. 3) Wire harness cable retaining clip (heavy gauge); washer, lock washer and capscrew. 4) Wire harness cable retaining clip (heavy gauge); washer, lock washer and capscrew.
5.15 - 17
AIR INDUCTION SYSTEM
)
I
e=
1/@ 16/ 18/
ITEM NUMBER AND DESCRIPTION
1
Intake ManHold
6
Washer
11
Capscrew
16
Lockwasher
2
Plug
7
Lockwasher
12
Plug
17
Stud
3
Plug
8
Cover
13
Adapter
18
Nut
4
Gasket
9
Cover
14
Gasket
19
Plug
5
Capscrew
10
Gasket
15
Capscrew
Figure 5.15-27. Intake Manifold - GL
INTAKE MANIFOLD REMOVAL - GL
1. Refer to Air Duct Removal, and remove the air duct support bracket from the manifold. 2. Refer to Control Panel Removal, and remove the control panel from the manifold. NOTE: During the removal of the intake manifold, the coils, coil brackets, tube brackets, wire harness, prechamber manifold and prechamber bracket will be removed when thecapscrews and lock washers holding the intake manifold are removed. Refer to Intake Manifold Attaching Hardware (GL) for information on the mounting location of these components 5.15 -18
3. Tag wires, and disconnect the ignition wires from the coils. 4. Remove four nuts and lock washers from the upper flange of the manifold inlet adapter (see Figure 5.15-27).
A
WARNING
The intake manifold weighs approximately 86 Ibs. (39 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 5. Attach a suitable lifting device to the intake manifold. FORM 6248 Rrst Edition
)
AIR INDUCTION SYSTEM 6. Remove twenty-four capscrews, lock washers and washers from the intake manifold. 7. Remove the intake manifold from the cylinder heads. 8. Remove six intake manifold gaskets from the intake manifold. 9. Remove the gasket from the upper flange of the manifold inlet adapter. 10. If required, remove the four capscrews, lock washers, flange cover, and gasket from each end of the intake manifold. Remove the two square head pipe plugs from the flange cover. 11. If required, remove the two square head pipe plugs and the countersunk headless pipe plug from the intake manifold. INTAKE MANIFOLD INSTALLATION - GL 1. If removed, install the four capscrews, lock washers, flange cover, and gasket on each end of the intake manifold. Apply pipe sealant to threads and install the two square head pipe plugs on the flange cover (see Figure 5.15-27). 2. If removed, apply pipe sealant to threads and install the two square head pipe plugs and the countersunk headless pipe plug on the intake manifold.
A
4. Position the intake manifold on the cylinder heads.
NOTE: The coils, coil brackets, wire harness, tube brackets, prechamber manifold, prechamber bracket and other brackets and accessories are secured by the intake manifold attaching hardware. Refer to Intake Manifold Attaching Hardware (GL) for information on the mounting location of these components. Install these components as the intake manifold is installed. 5. Install the gaskets washers, lock washers and capscrews on the intake manifold. Do nottighten until all of the attaching hardware is installed. Refer to Manffold Flange Attachments for details on the installation of attaching hardware 6. As required, refer to Ignition System Installation, and install the coil brackets and coils. 7. As required, on GL refer to Prechamber Manifold Installation, and install the prechamber brackets and prechamber manifolds. 8. As required, refer to Air Duct Installation and install the air duct brackets. 9. Refer to Throttle Control Lever Installation and install the throttle control lever. 10. Refer to Control Panel Installation and install the control panel. 11. Refer to tags, and connect the ignition wires to the coils.
WARNING
The intake manifold weighs approximately 86 Ibs. (39 kg). Use a suitable lifting device and exercise caution during removal or installation to prevent severe personal injury or death. 3. Attach a suitable lifting device to the intake manifold.
12. Referto Figure 5.15-28 and torque the twenty-four capscrews, lock washers and washers on the intake manifold in the sequence shown. 13. Install the butterfly valve housing to the intake manifold with gasket, four capscrews and lock washers.
RIGHT BANK REAR
6R
5R
["riP
w ~~~ FRONT
4R
3R
2R
lR
FRONT
LAf."r&l0} IOr,o ~~o~F=~__~~~w~~=~=J=o 3L
4L
5L
6L
REAR
LEFT BANK
:0: Figure 5.15·28. Inlake Manifold Flange Attachments
FORM 6248 First Ednion
5.15 - 19
AIR INDUCTION SYSTEM INTAKE MANIFOLD FLANGE ATTACHMENTS - GL
4L
Each intake manifold flange can be identified by the cylinder head to which it is attached. Right bank and left bank cylinders are determined by standing at the flywheel end of the engine facing the flywheel. The cylinders farthest from the flywheel on the left and right side are the #1 Land #1 R cylinders, respectively. Those closest to the flywheel are the #6L and #6R cylinders.
1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes) lock washers and capscrew. 3) Washer, lock washer and capscrew. 4) Wire harness cable retaining clip (light gauge) washer, lock washer and capscrew.
NOTE: Facing the manifold, the numbers 1 and 2 are the upper holes in the intake manifold flange, from left to right. The numbers 3 and 4 are the lower flange holes, left to right (see Figure 5. 15-28).
5L
LEFT BANK
NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches) wherever the light gauge hamess cable clips and coil rails are fastened to the intake manifold flanges. Use the longer intake manifold flange capscrews (1/2 x 2 inches) wherever the heavy gauge harness cable clips or prechamber manifold brackets are installed. NOTE: Items in brackets ( ) are attached to the intake manifold flanges later in the assembly procedure.
lL 1) Triangular shaped coil bracket (1 of 2 holes) lock washer and capscrew. 2) 9 inch ignition coil rail (1 of 2 holes) lock washer and capscrew. 3) Wire harness cable retaining clip (heavy gauge);Triangular coil bracket (2 of 2 holes) (flexible hose (auxiliary water pump to intercooler cooling water supply pipe support brace) washer, lock washer and capscrew. 4) Washer, lock washer and capscrew.
2L 1) 9 inch coil rail (2 of 2 holes); prechamber manifold support bracket (1 of 2 holes); lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); prechamber manifold support bracket (2 of 2 holes);lock washer and capscrew. 3) Wire harness cable retaining clip (heavy gauge) washer, lock washer and capscrew. 4) Washer, lock washer and capscrew.
3L 1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and capscrew. 3) Wire harness cable retaining clip (light gauge) washer, lock washer and capscrew. 4) Wire harness cable retaining clip (light gauge) lock washer and capscrew. 5.15 - 20
1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes) lock washer and capscrew. 3) Washer, lock washer and capscrew. 4) Wire harness cable retaining clip (light gauge) washer, lock washer and capscrew.
6L 1) 9 inch coil rail (2 of 2 holes); prechamber manifold bracket (1 of 2 holes) lock washer and capscrew. 2) Prechamber manifold bracket (2 of 2 holes) washer, lock washer and capscrew. 3) Washer, lock washer and capscrew. 4) Washer, lock washer and capscrew. RIGHT BANK
NOTE: Use the shorter capscrews (1/2 x 1-3/4 inches) wherever the light gauge harness cable clips (see Figure 5. 15-29) and coil rails are fastened to the intake manifold flanges. Use the longer intake manifold flange capscrews (1/2 x 2 inches) wherever the heavy gauge harness cable clips or prechamber manifold brackets are installed.
)
NOTE: At the #5R cylinder, use a 1/2 x 2-3/4 inch capscrew (with lock washer, flat washer and 1-1/4 inch spacer) to secure the strainer head support strap to the lower rear flange hole. NOTE: Items in brackets ( ) are attached to the intake manifold flanges later in the assembly procedure. 6R 1) Triangular shaped coil bracket (1 of 2 holes) lock washer and capscrew. 2) 9 inch ignition coil rail (1 of 2 holes) lock washer and capscrew. 3) Triangular coil bracket (2 of 2 holes); wire harness cable retaining clip (light gauge) washer, lock washer and capscrew. 4) (4-way tube clip bracket with clips for air/gas supply, vent, start and prelube tubes) washer, lock washer and capscrew.
FORM 6248 First
Ed~ion
)
AIR INDUCTION SYSTEM 5R 1) 9 inch coil rail (2 of 2 holes); prechamber manifold bracket (1 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); prechamber manifold bracket (2 of 2 holes) lock washer and capscrew. 3) Wire harness cable retaining clip (light gauge); spacer, lube oil strainer support strap, lock washer and capscrew. 4) (4-way tube clip bracket with clips for air/gas supply, vent, start and prelube tubes) washer, lock washer and capscrew. 4R
1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 10-1/8 inch coil rail (1 of 2 holes) lock washer and capscrew. 3) Wire harness cable retaining clip (light gauge); (retaining clip for the lube oil pressure tube between the main oil header and the instrument panel) lock washer and capscrew. 4) Washer, lock washer and capscrew.
3R 1) 10-1/8 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); lock washer and capscrew.
lL
3) Wire harness cable washer, lock washer and 4) Wire harness cable washer, lock washer and
retaining clip (light gauge) capscrew. retaining clip (light gauge) capscrew.
2R
1) 9 inch coil rail (2 of 2 holes) lock washer and capscrew. 2) 9 inch coil rail (1 of 2 holes); lock washer and capscrew. 3) Wire harness cable retaining clip (heavy gauge); (prechamber regulator gas outlet tube bracket with retaining clip) washer, lock washer and capscrew. 4) Wire harness cable retaining clip (heavy gauge); (prechamber regulator mounting bracket) washer, lock washer and capscrew.
1R 1) 9 inch coil rail (2 of 2 holes); prechamber manifold support bracket (1 of 2 holes) lock washer and capscrew. 2) Prechamber manifold support bracket (2 of 2 holes); Washer, lock washer and capscrew. 3) (Prechamber regulator mounting bracket), wire harness cable retaining clip (heavy gauge); washer, lock washer and capscrew. 4) Wire harness cable retaining clip (heavy gauge); washer, lock washer and capscrew.
LEFT BANK
2L
5L
4L
3L
6L
REAR
HEAVY CLIPS (0.048" GAUGE)
LIGHT CLIPS (0.032" GAUGE)
RIGHT BANK
6R
5R
4R
3R
2R
lR
REAR
LIGHT CLIPS (0.032" GAUGE)
HEAVY CLIPS (0.048" GAUGE)
Figure 5.15-29. Wire Harness Cable Clip Locations
FORM 6248 First Edition
5.15 - 21
AIR INDUCTION SYSTEM
)
)
5.15-22
FORM 6248 First Edition
SECTION 5.20 TURBOCHARGERS
TURBOCHARGERS TURBOCHARGER(S) REMOVAL
A
3. loosen the hose clamps to detach the turbo air outlet elbow from the turbo compressor air outlet (see Figure 5.20-2).
WARNING
Operation ofthe turbocharger(s) without all air inlet and exhaust outlet connections In place can result In serious personal injury or death as well as severe damage to the turbocharger(s) and/or engine.
A
WARNING
Insure that the turbochargers have cooled before performing any maintenance procedures. Failure to allow the turbochargers to cool could resuH In severe personal Injury or death. 1. loosen the ferrule nut (1-1/8 inch hex) to detach the compressor discharge tube (3/4 inch tube aD) from the turbo air outlet elbow (male elbow or male connector tube fitting) (see Figure 5.20-1). Figure 5.20-2. Turbo Air Outlet Elbow - Rear Right
4. Remove the turbo air outlet elbow from the engine. 5. Remove and discard the a-ring from the outlet side of the turbo air outlet elbow (see Figure 5.20-3).
Flgurl> 5.20-1. Turbo Air Outlet Elbow - Rear Right
2. Remove two capscrews, washers and the turbo air outlet elbow from the intercooler air inlet port. Figure 5.20-3. Turbo Air Outlet Elbow
6. Repeat Steps 1 - 5 on the other bank.
FORM 6248 First Ednion
5.20 -1
TURBOCHARGERS 7. Remove the tube clip securing the upper turbo oil supply tube to the intercooler air inlet/outlet bonnet (see Figure 5.20-4).
11. Remove the upper section ofthe lower oil drain tube from the bottom flange of the turbo center housing. 12. Loosen the union tube fitting ferrule nut to separate the upper and lower sections of the lower turbo oil drain tubes. 13. Repeat Steps 11 - 12 on the other bank. 14. Loosen the V-band coupling securing the rim ofthe exhaust elbow adapter to the rim of the turbo exhaust outlet. 15. Loosen the hose clamp and remove the hump hose from the lip of the turbo compressor air inlet.
A
WARNING
Each turbocharger weighs approximately 70 Ibs. (32 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal Injury or death. 16. Remove four thin stainless steel nuts, four thick stainless steel nuts, eight stainless steel lock washers, four stainless steel capscrews gasket and the turbocharger from the turbo exhaust inlet elbow. On models requiring a turbocharger adapter, remove gasket, four thin stainless steel nuts, four thick stainless steel nuts, and four stainless steel lock washers from the stainless steel studs (see Figure 5.20-6).
)
Figure 5.20-4. Turbo Upper 011 TUbe Clip 8. Remove the upper oil supply tube from the top flange of the turbo center housing (see Figure 5.20-5).
Figure 5.20-5. Turbo Clamps 9. Loosen the union tube fitting ferrule nut to separate the lower turbo oil supply tubes sections (see Figure 5.20-5).
Figure 5.20-6. Turbocharger 17. Move the turbocharger to a suitable workbench.
10. Repeat Steps 7 - 9 on the other bank. 18. Repeat Steps 14 - 17 on the other bank. 5.20 - 2
FORM 6248 First Edition
)
TURBOCHARGERS TURBOCHARGER CLEANING AND INSPECTION Clean and inspect the turbocharger(s) every 6 months (4320 hours).
CAUTION I I:A=~=..:..;;;;;....;~;:;...;~.
Exercise care during inspection of the turbochargers to prevent the entrance of dirt or other foreign matter through the oil, air and exhaust openings. Disregarding this information could result in product damage and/or personal injury.
.L..:: ...
1. Look into the compressor air inlet to inspect the condition of the compressor wheel (see Figure 5.20-7). Inspect the tips or leading edges of the blades to see if they are pitted, nicked or chipped. Dust, dirt, sand or other foreign material entering the compressor housing from a leaking air inlet system will cause the leading edges of the compressor wheel blades to erode. 2. Examine the outer contoured edges of the blades for metal loss. Also check the compressor housing wall adjacent to the wheel for rub marks or dirt. Bearing failure or an excessive accumulation of dirt will cause the blades to contact the compressor housing wall.
IA
CAUTION I
Thorough inspection ... and cleaning of the air induction system is essential following compressor wheel damage. Metal pieces from the compressor wheel may become imbedded in the air cleaner element. If the eiement is not changed, these pieces can be drawn Into the replacement turbocharger and cause It to fail in the same manner as the original unit. Disregarding this information could result in product damage and/or personal injury. 3. Inspect the inside of the compressor housing for signs of oil leakage. If any oil leakage is observed, remove the upper turbo oil drain tube. Look for sludge buildup on the shaft between the bearing journals and on the inner walls ofthe turbo center housing from the oil drain opening back to the turbine end. If no sludge is
FORM 6248 First Edition
apparent, inspect the oil drain tubes for damage or internal restrictions. 4. Replace the turbocharger if any damage, sludge or carbon coking is found. 5. Look into the exhaust outlet to inspect the condition of the turbine wheel. Loose material from the engine, such as small pieces of valves or rings, can cause severe damage to the tips or leading edges of the turbine blades. Focus the beam of a flashlight between the turbine blades to the inside of the turbine housing in order to perform a proper inspection. 6. Examine the outer contoured edges of the blades for metal loss. Also check the housing wall adjacent to the turbine for rub marks. Carbon coking or bearing failure can cause the blades to contact the turbine housing wall. 7. Inspect the inside of the turbine housing for carbon coking or signs of oil leakage. If any oil leakage is observed, remove the upper turbo oil drain tube. Look for sludge buildup on the shaft between the bearing journals and on the inner walls of the turbo center housing from the oil drain opening back to the turbine end. If no sludge is apparent, inspectthe oil drain tubes for damage or internal restrictions. 8. Replace the turbocharger if any damage, sludge or carbon coking is found. 9. Push inward on the compressor ~eel while rotating the shaft assembly by hand. Feel for drag, rubbing or binding. Verify that the wheels turn freely, without contacting the housings, backplate or shroud. Listen for unusual noises. Repeat the procedure on the turbine side. 10. Rotate the assembly by hand while pushing the shaft up and down (sideways). Verify that the shaft turns smoothly without wheel rub. 11. Replace the turbocharger if any drag, rubbing, binding or unusual noises are noted.
5.20 - 3
TURBOCHARGERS
) THI
BEARING MAGNETIC BASE MOUNTING ;ADAPTER
DIAL INDICATOR
Figure 5.20·7. Check Turbocharger Axial Play
Check the journal bearings for axial clearance as follows: 12. Mount a dial indicator with a magnetic base on the exhaust outlet flange althe turbine end of the turbocharger. Set the dial indicator point on the flat end of the turbine wheel assembly (see Figure 5.20-7).
17. Hand push the shaft assembly away from the turbine end of the turbocharger as far as it will go. Holding the shaft in position. note that the indicator pointer returns exactly to zero. 18. Repeat Steps 12 - 17 to verify the first dial indicator reading.
13. Hand push the shaft assembly away from the turbine end of the turbocharger as far as it will go.
I. ..=A. CAUTION I
14. Holding the shaft in position. zero the dial indicator on the turbine end of the shaft.
cessive axial play will result in irreparable damage to the compressor wheel and housIng or to the turbine wheel assembly. DisregardIng this informatIon could result in product damage and/or personal injury.
15. Push on the compressor wheel to move the shaft assembly toward the turbine end olthe turbocharger as far as it will go. 16. Holding the shaft in position. note the maximum travel of the turbine wheel as shown on the indicator dial.
)
Continued operati.on ofa
=c.....::..:.....:;..;;;....;;..;;..::....;;..;;..J. turbocharger haVing ex-
19. Replace the turbocharger if the maximum axial play is less than 0.004 inch (0.102 mm) or greater than O.OOg inch (0.229 mm).
)
5.20 - 4
FORM 6248 First Edition
TURBOCHARGERS DIAL OFFSET EXTENSION
TURBINE WHEEL
JOURNAL B~\RI~IGS·
Figure 5.20-8. Check Turbocharger Radial Play
Check the journal bearings for radial clearance as follows: 20. Attach a rack and pinion type dial indicator with a two inch long, 3/4 to 1 inch offset extension rod to the center housing so that the indicator plunger extends through the oil outlet port (larger diameter hole in center housing) and contacts the shaft of the turbine wheel assembly. If required, a dial indicator mounting adapter can be used (see Figure 5.20-8). 21. Simultaneously apply equal hand pressure to both the compressor and turbine wheels to move the shaft assembly away from the dial indicator plunger as far as it will gO. 22. Holding the shaft in position, set the dial indicator to zero. 23. Simultaneously apply equal hand pressure to both the compressor and turbine wheels to move the shaft assembly toward the dial indicator plunger as far as it will go. Holding the shaft in position, note the maximum movement of the shaft as shown on the indicator dial.
FORM 6248 Firs! Edilion
NOTE: Make sure that the dial indicator reading is the maximum obtainable, which can be verified by rolling the wheels slightly in both directions while applying pressure. 24. Simultaneously apply equal hand pressure to both the compressor and turbine wheels to move the shaft assembly away from the dial indicator plunger as far as it will go. Holding the shaft in position, note that the indicator pointer returns exactly to zero. 25. Repeat Steps 20 - 24 to verify the first dial indicator reading.
IA
..
CAUTION Iturbocharger Continued operation of a haVing ex-
cessive radial play will resuH in irreparable damage to the compressor wheel and housing or to the turbine wheel and housing. Disregarding this infonnation could resuH in product damage and/or personal injury. 26. Replace the turbocharger if the maximum radial play is less than 0.003 inch (0.076 mm) or greater than 0.006 inch (0.152 mm).
5.20 - 5
TURBOCHARGERS NOTE: As long as the turbocharger passes all inspection, an accumulation of dirt may be cleaned from the compressor wheel or housing wall.
COMPRESSOR AIR OUTLET V-BAND COUPLING
I.A. CAUTION IAny accumulation of dirt Indicates that the system
INLET
is not closed to foreign material. Carefully Inspect all turbocharger connections for air leaks. Damage to the turbocharger will occur if the source of the problem is not located and corrected. Disregarding this information could result in product damage and/or personal Injury. 27. Mark the compressor and center housings with a paint stick, grease pencil or other marker to facilitate proper orientation of the compressor housing during assembly.
IA
CAUTION I~xe~cise care when
removing the compressor housing to avoid damage to the compressor wheel blades and/or personal Injury.
.L .:: . =:......=.-;;.;:;.....;;....;;..;:;....;;..~. .
28. Remove the V-band coupling between the compressor and center housings. Lift off the compressor housing (see Figure 5.20-9 and Figure 5.20-10).
AIR INLET
Figure 5.20-10. Turbo V-Band Coupling
A CAUTION I D~notuseascrewdrlver, I=..
=:......"-_ _ _....;.._..J. dirty rags, sandpaper, emery cloth or steel wool to clean the compressor wheel or housing. Use of abrasive materials or caustic solutions will result In damage. DisregardIng this information could result in product damage and/or personal injury.
L..
I=.A. CAUTION I
Use care to. prevent dirt or contaminants from entering the turbocharger. Disregarding this information could resuh in product damage and/or personal injury.
L.
=:......=....;...;:....;;....;;....;;;....;;..;;..J.
A Figure 5.20-9. Turbo V-Band Coupling
WARNING
Compressed air can pierce the skin and cause severe personal InJury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 29. Clean the compressor wheel and housing with a non-caustic cleaning solution. Use a soft hog bristle or nylon brush and a plastic blade scraper to completely remove all accumulated surface matter. 30. Dry the compressor wheel and housing with moisture free compressed air.
5.20 - 6
FORM 6248 First Edition
)
TURBOCHARGERS 31. Slide the V-band coupling over the turbo center housing.
IA
CAUTION I
Exercise care when .. installing the compressor housing to avoid damage to the compressor wheel blades and/or personal InJury. 32. Mate the rims of the compressor and center housings.
housing. Center the inside groove of the V-band coupling over the mated rims and finger tighten the lock nut. 34. Match the painted marks on the compressor and center housings for proper orientation of the compressor air outiet port. 35. Torque the V-band coupling to 60 in-Ib (7 N·m). See Figure 5.20-11.
33. Verify that the rim of the compressor housing is seated squarely against the rim of the turbo center
®
ORIENTATE COMPRESSOR AIR OUTLET AND V-BAND TO 60 IN·LB (7
o \
EXHAUST ELBOW
G)
TOROUE TURBO LOCK CAPSCREWS (8) TO 160 IN·LB (18 N'M) AND BEND UP LOCKING TABS
Figure 5.20-11. Turbocharger Torque Specifications
FORM 6248 First Ed~ion
5.20 -7
TURBOCHARGERS TURBOCHARGER INSTALLATION
IA
CAUTION I
Exercise care during .. installation of the turbochargers to prevent the entrance of dirt or other foreign matter through the oil, air and exhaust openings. Disregarding this Information could result in product damage and/or personal Injury. 1. Position a loosened V-band coupling on the exhaust elbow adapter. 2. Slide a loosened hose clamp onto the free end of the hump hose connection.
A
WARNING
Each turbocharger weighs approximately 70 Ibs. (32 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death.
o
~==....
o
O '=7==="'" 0
"'===~=~ LIP
Figure 5.20-13. Turbo Exhaust Inlet Gasket
NOTE: Position the gasket with the lip on the inside diameter facing the exhaust inlet elbow. 4. Install the hump hose onto the lip of the turbo compressor air inlet. See Figure 5.20-14.
3. Install the turbocharger on the turbo exhaust inlet elbow with gasket, four stainless steel capscrews, eight stainless steel lock washers, four thick stainless steel nuts, and four thin stainless steel nuts (see Figure 5.20-12 and Figure 5.20-13). On models requiring a turbocharger adapter, Install gasket, four stainless steel washers, four thick stainless steel nuts and four thin stainless steel nuts and four stainless steel lock washers on the stainless steel studs.
)
Figure 5.20-14. Air Duct Braces - Intercooler
Figure 5.20-12. Turbocharger
5.20 - 8
FORM 6248 First Edijion
TURBOCHARGERS 5. Verify that the rim of the exhaust elbow adapter is seated squarely against the rim of the turbo exhaust outlet. Center the inside groove olthe V-band coupling over the mated rims. See Figure 5.20-15 and Figure 5.20-16. COMPRESSOR AIR OUTLET
\
EXHAUST ELBOW
6. Torque the V-band coupling bolt to 60 in-Ib (7 N·m). 7. Tighten the hose clamp to secure the hump hose connection to the turbo compressor air inlet. 8. Repeat steps 1 - lOon the other bank. 9. Apply 3M Scotch-Grip ~ Rubber and Gasket Adhesive 847 to the flanges of the upper and lower turbo oil supply tubes (see Figure 5.20-17 and Figure 5.20-18).
---~~~\ TURBO OIL DRAIN TUBES
,,, UNI0:lllN TUBE FlmNG
,
EXHAUST OUTLET "
Figure 5.20-15. Turbo/Exhaust Elbow Connection - Left Bank
Figure 5.20-17. Lower Turbo Oll'Drain Tubes
OIL SUPPLY FLANGE (TOP)
OIL DRAIN FLANGE (BOTTOM)
Figure 5.20-1 B. TV94 Turbo 011 Supply/Draln Flanges
10. Place new gaskets on the contact cement. Allow the gasket shellac to cure. See the manufacturer's recommendations. 11. Finger tighten the ferrule nuts (union tube frtting) to join the upper and lower sections of the lower turbo oil supply tubes (both banks).
Figure 5.20-16. V-Band Coupling
FORM 6248 First Edition
5.20 - 9
TURBOCHARGERS 12. Fasten the upper section of the lower oil drain tubes to the bottom flange of the turbo center housings with 2 allen head capscrews and lock washers (see Figure 5.20-19).
)
Figure 5.20-19. Turbo 011 Supply Tubes
13. Fasten the upper oil supply tubes to the top flange of the turbo center housings with 2 allen head capscrews and lock washers). 14. If it is necessary to re-orientate the center housing for attachment of the turbo oil supply/drain tubes, flatten the tabs to free the eight turbo lock capscrews on the turbine side. Loosen each capscrew 1/4 turn to allow rotation of the center housing.
) Figure 5.20-20. Turbo Upper 011 Supply Tubes
15. Attach the tube clips to the upper turbo oil supply tubes (above the union tube fitting). Fasten the clips to the intercooler air inlet/outlet bonnets (1 capscrew per clip, 3/8 x 2-1/2 inches, with lock washer, flat washer and 1 inch spacer) (see Figure 5.20-20 and Figure 5.20-21).
Figure 5.20-21. TUrbocharger Alignment
5.20 - 10
FORM 6248 First Edrtion
TURBOCHARGERS 16. If loosened, torque the eight turbo lock capscrews to 160 in-Ib (18 N·m) (see Figure 5.20-11 and Figure 5.20-22). Bend the rounded tabs on the end of each lock washer inward toward the head of the adjacent capscrew. Bend each tab forward until it rests tightly against the flat.
18. Slide two loosened hose clamps over the free end of the turbo air outlet elbow hose connections (see Figure 5.20-23). 19. Apply Parker Super O-Lube® to the a-ring. 20. Install a new a-ring in the groove on the outlet side (see Figure 5.20-24).
Figure 5.20-22. Turbocharger Alignment
Figura 5.20-24. TUrbo Air OuJIet Elbow
17. If necessary, place a new rubber hose connection on the tapered inlet end of the turbo air outlet elbows. Install two clamps towards the inside edge of each hose (see Figure 5.20-23).
21. Apply Loctite® Removable Threa:dlocker 242 to the threads of capscrews and position the 2 capscrews and washers on the turbo air outlet elbow (see Figure 5.20-25).
Figura 5.20-25. Turbo Air Outlet Elbow - Rear Right Figure 5.20-23. TUrbo Air Outlet Elbows
FORM 6248 First Edition
5.20 -11
TURBOCHARGERS 22. With the free end of the male elbow tube fitting pointing horizontally toward the intercooler, insert the large end of the left bank turbo air outlet elbow into the intercooler air inlet port (7 inch 00). Align the holes in the winged flanges with those in the intercooler flange and finger tighten the two fasteners. 23. With the male connector tube fitting facing the rear, insert the large end of the right bank turbo air outlet elbow into the intercooler air inlet port (7 inch 00). Align the holes in the winged flanges with those in the intercooler flange and finger tighten the two fasteners. 24. Install the hose on the tapered inlet end olthe turbo air outlet elbows, (see Figure 5.20-23) onto the lip of each turbo compressor air outlet (see Figure 5.20-26). TIghten the two hose clamps.
PRELUBE PRESSURE MAINTENANCE/CHECK VALVE INSPECTION
)
To ensure quick lubrication of the turbocharger(s) at startup, the external supply line is provided with a check valve to keep the oil from draining back into the oil pan when the engine is shut down. The check valve also prevents excessive lubrication of the turbochargers during continuous or intermittent prelube.
A
WARNING
If the prelube oil pressure reaches or exceeds 5 psi (35 kPa), oil flows through the supply line check valve into the turbocharger housings. Startup ofthe engine may blow accumulated oil Into the intake manifold and carburetor, resuhing in oily depOSits that gum up internal surfaces. On the turbine side, oil leakage around the turbine housing poses a potential fire hazard. Disregarding this information could result in severe personal injury or death. Check the prelube oil pressure at least once each year. Also inspect the operation of the check valves.
NOTE: For additional information, see Prelube and Starting Systems, and Lubrication System.
)
Figure 5.20-26. Turbo Air Outlet Elbow - Rear Right
NOTE: If adjustment of the turbo compressor air outlet is necessary, loosen the V -band coupling on the compressor side of the turbo center housing. Rotate the compressor air outlet until it is aligned with the turbo air outlet elbow. Tighten the coupling. 25. TIghten the capscrews to secure the turbo air outlet elbows to the intercooler air inlet ports. Loosen the capscrews slowly until the washers can be spun (see Figure 5.20-25). 26. If loosened, torque the V-band coupling on the compressor side of the turbo center housing to 60 in-Ib (7 N·m).
)
27. TIghten the ferrule nuts (1-1/8 inch hex) to attach the compressor discharge tubes (3/4 inch tube 00) to the right and left bank turbo air outlet elbows (see Figure 5.20-24). 5.20 - 12
FORM 6248 First Edition
SECTION 5.25 - COOLING SYSTEM COOLING SYSTEM COMPONENTS
EXHAUST MANIFOLD
The cooling system consists of the following components:
From each cylinder head, water passes up through the water outlet elbow connection to one segment of the water-jacketed exhaust manifold. A portion of the cooling water also exits the head through a hole centered below the exhaust port (see Figure 5.25-1). Each exhaust manifold assembly is comprised of six individual water-cooled segments.
Jacket Water Circuit • Jacket Water Header/Jacket Water • Exhaust Manifold • Jacket Water Pump
WATER OUTLET ELBOW CONNECTION
• Water Manifold • Jacket Water Temperature Control Valve • Remote Heat Transfer Device
Auxiliary Cooling Water Circuit • Auxiliary Water Pump • Intercooler • Oil Cooler • Auxiliary Water Temperature Control Valve • Auxiliary Water Heat Transfer Device
JACKET WATER HEADER/JACKET WATER The cooling water passageways in both the crankcase and cylinder head comprise the jacket water system. From the jacket water header, integrally cast within the crankcase, cooling water circulates around the cylinder sleeves. Three external sleeve seals ensure separation of the cooling water and lube oil inside the cylinder block. Passing up through seven water passage openings in the deck of each cylinder head (see Figure 5.25-1, the cooling water flows around the valve seats, and exhaust guides en route to the water-cooled exhaust manifolds. See Figure 5.25-2 thru Figure 5.25-6 for the cooling system arrangements found on the engine.
FORM 6248 First Ednion
EXHAUST PORT
~' ) _
WATER HOLE TO EXHAUST MANIFOLD
CYLINDER
HEAD
Figure 5.25-1. Water Outlet Hole
WATER MANIFOLD The water manifold receives the cooling water flowing out of each segment of the exhaust manifold and routes it to a thermostatically controlled water outlet header.
5.25 -1
COOLING SYSTEM WATER OUTLET
)
WATER INLET FROM HEAT EXCHANGER
AUXILIARY WATER PUMP FROM HEAT EXCHANGER FROM INTERCOOLER SHIPPE,D LOOSE Figure 5.25-2. VHP Twelve Cylinder Cooling System - Cutaway View
JACKET WATER PUMP
A single centrifugal-type water pump, driven by two belts from the crankshaft pulley, is mounted at the 5.25 - 2
center olthe gear cover. Cooling water exiting the pump is piped to the jacket water headers (see Figure 5.25-2).
FORM 6248 First Edilion
)
COOLING SYSTEM
4
1
2
9"
LEGEND 1. ENGINE JACKET COOLANT PUMP 2. AUXILIARY COOLANT PUMP 3. LUBE OIL COOLER (SHIPPED LOOSE - 12 & 16 CYL) 4. TOP ENGINE WATER MANIFOLD 5. ENGINE JACKET THERMOSTATS 6. ENGINE JACKET BYPASS 7. ENGINE JACKET EXPANSION TANK 8. ENGINE JACKET COOLER 9. OPTIONAL COMPRESSOR COOLER (REQUIRES EXTRA CAPACITY AUX. PUMP)
NOTE: All connections to unit must be flexible. * Customer supplied component and piping. - Deaeration vent lines. 1/4" tubing or 1/2" tubing with 1/4" ormce at the engine.
Figure 5.25-3. VHP G Engine Cooling System Schematic - Standard Jacket Water Temperature
)
FORM 6248 First Edition
5.25 - 3
COOLING SYSTEM
8*
)
I I I I 9* I I I I __ ...1I
4
O·"'-_ _-'U"'---'
2 10*
11*
LEGEND 1. ENGINE JACKET COOLANT PUMP 2. AUXILIARY COOLANT PUMP 3. LUBE OIL COOLER (SHIPPED LOOSE - 12 & 16 CYL.) 4. TOP ENGINE WATER MANIFOLD 5. ENGINE JACKET THERMOSTATS 6. ENGINE JACKET BYPASS 7. ENGINE JACKET EXPANSION TANK 8. AUXILIARY EXPANSION TANK 9. ENGINE JACKET COOLER 10. AUXILIARY COOLER 11. OPTIONAL COMPRESSOR COOLER (REQUIRES EXTRA CAPACITY AUX. PUMP)
NOTE: All connections to unit must be flexible. * Customer supplied component and piping. - Deaeration vent lines. 1/4" tubing or 1/2" tubing with 1/4" orifice at the engine.
Figure 5.25-4. VHP G Engine Cooling System Schematic - Elevated Jackat Water Temperature
5.25 - 4
FORM 6248 First Edilion
)
COOLING SYSTEM
':::-:=- __________ ...f
r-----L _____ -'
I I I I I I I I I
5 4
--~ 2
10"
". LEGEND 1. ENGINE JACKET COOLANT PUMP 2. AUXILIARY COOLANT PUMP 3. LUBE OIL COOLER (SHIPPED LOOSE -12 & 16 CYL.) 4. TOP ENGINE WATER MANIFOLD 5. ENGINE JACKET THERMOSTATS 6. ENGINE JACKET BYPASS 7. ENGINE JACKET EXPANSION TANK 8. AUXIUARY EXPANSION TANK 9. ENGINE JACKET COOLER 10. AUXILIARY COOLER 11. OPTIONAL COMPRESSOR COOLER (REQUIRES EXTRA CAPACITY AUX. PUMP)
NOTE: All connections to unit must be flexible. * Customer supplied component and piping.
-
-
DeBeration vent Jines.
1/4" tubing or 1/2" tubing with 1/4" orifice·at the engine.
Figure 5.25-5. VHP GSI Engine Cooling System Schematic - Standard And Elevated Jacket Water Temperatures
)
FORM 6248 First Ednion
5.25 - 5
COOLING SYSTEM
i---t ----------~
'"I II
ill
•
~
5-----' V
HE-
1 "':'11 6
~
0
~~i..\....J0'i
r------
~
)
~~: i I - __ .Ji 9*
~~ 12*
2'\::7
1 3(
I
I
I
J
1
10* '-
11"
I
LEGEND 1. ENGINE JACKET COOLANT PUMP 2. AUXILIARY COOLANT PUMP 3. LUBE OIL COOLER ~SHIPPED LOOSE - 12 & 16 CYL) 4. TOP ENGINE WATE
MANIFOLD
NOTE: All connections to unit must be flexible, * Customer supplied component and piping. - Deaeration vent lines. 1/4" tubing or 1/2" tubing wfth 1/4" orifice at the engine.
5. ENGINE JACKET THERMOSTATS 6. ENGINE JACKET BYPASS 7. ENGINE JACKET EXPANSION TANK 8. AUXILIARY EXPANSION TANK 9. ENGINE JACKET COOLER 10. AUXILIARY COOLER 11. OPTIONAL COMPRESSOR COOLER (REQUIRES EXTRA CAPACITY AUX. PUMP) 12. AUXILIARY CIRCUIT THERMOSTAT
Figure 5.25-6. VHP GL Engine CoDling System Schematic - Standard And Elevated Jacket Water Temperatures
5.25 - 6
FORM 6248 First Edition
)
COOLING SYSTEM CLUSTER THERMOSTAT HOUSING By regulating the circulation of coolant, multiple thermostatic valves control the jacket water temperature normally at 180° F (83° C). A variety of other control temperatures are available. The thermostatic valves are enclosed in the cluster thermostat housing at the outlet end (front) of the water manifold.
warm up when the thermostatic valves are fully closed and efficient cooling once the valves open.
The thermostatic valves remain closed while the engine is warming up, so cooling water is circulated through the engine water jacket only. Water passes from the water manifold to the thermostat housing and back to the jacket water pump through the bypass tube(s) (see Figure 5.25-7).
NOTE: Landfill gas and high temperature application engines use a weir notched seal thermostat design for a gradual transition of coolant flow. This thermostat series, does not require a "lead thermostaf' because of the weir notch seal design. The lead thermostat in the cluster thermostat housing starts to open as the engine warms up to its normal operating temperature. A portion of the coolant is diverted to the remote heat transfer device, which absorbs the heat and directs the coolant back to the jacket water pump. The supply from the heat transfer device mixes with that portion of the coolant that continues to flow down the bypass tube(s) to provide a blend that is within the normal range. When the cooling water temperature rises 5° F (2.8° C) above the Start to Open rating of the lead thermostat, the remaining thermostatic valves begin to open. Opening of the secondary thermostats allows an even greater portion of the cooling water to be directed to the heat transfer device. This operation results in rapid
~~,
Figure 5.25-7.12 Cylinder Cluster Thermostat Housing
REMOTE HEAT TRANSFER DEVICE The remote heat transfer devicemay be a radiator, cooling
fan, cooling tower, heat exchanger or other devices. AUXILIARY WATER PUMP The auxiliary water pump, driven by two belts from the crankshaft pulley, is mounted at the front of the oil pan. The suction side of the auxiliary water pump is connected to the outlet port of the auxiliary water temperature control valve (see Figure 5.25-8). The discharge of the pump is directed to the intercooler inlet through external piping.
WASTEGATE
AUXILIARY WATER PUMP
o
0
o
0
~ INTERCOOLER~ o 0 o 0
~~:d~ TEMPERATURE CONTROL VALVE
FROM HEAT EXCHANGER OIL COOLER
1-------'-----1---- TO HEAT EXCHANGER Figure 5.25-8. Auxiliary Cooling Water Circuit
FORM 6248 First Ednion
5.25 -7
COOLING SYSTEM INTERCOOLER Each intercooler is a box-type tube and fin assembly mounted at the rear of the engine. The flow of air between the aluminum cooling fins runs perpendicular to the vertical flow of cooling water in the copper tubes. The configuration of the upper and lower bonnets create a U-shaped path that enables the cooling water to pass through the core assembly four times before exiting the unit at the top (see Figure 5.25-9). Header plates separate the air passing through the casing from the cooling water in the upper and lower bonnets. A supply tube connected to the intercooler cooling water inlet, provides a continuous supply of cooling water to the wastegate(s). The cooling water enters the lower housing of the wastegate and passes through a cavity that encircles the valve guide. Exiting the outlet port on the opposite side of the lower housing, the water passes to the intercooler cooling water outlet through a water return tube (see Figure 5.25-8). OIL COOLER Exiting the outlet port of the intercooler, the coolant flows to the remote or ofI eng ine mounted oil cooler. The oil cooler is a tube and baffle type assembly. While the coolant flows through a bundle of tubes in the oil cooler, the lube oil circulates around them. Heat from the oil passes through the tubes to the coolant which carries it to a heat transfer device for dissipation. From the heat transfer device, the coolant passes back to the auxiliary water pump to repeat the circuit. AUXILIARY WATER TEMPERATURE CONTROL VALVE One thermostatic valve controls the temperature of the auxiliary cooling water. To maintain the correct temperature, the valve controls the flow of cooling water from the heat transfer device. The thermostatic valve is enclosed in a housing on the suction side of the auxiliary water pump.
• •
Operational Description Makes Four Passes Thru Intercooler
• •
Configuration Of Water Inlel/OUllet Plate
•
Location Of End Casts
•
Configuration Of Tubing
•
AirSldes
Configuration Of Water Return Plate
Figure 5.25~. Intercooler Flow
5.25 - 8
FORM 6248 First
Ed~ion
)
COOLING SYSTEM The thermostat housing has one outlet port stamped A and two inlet ports stamped B (oil cooler) and C (heat transfer device) (see Figure 5.25-10). The casting ofthe thermostat housing prevents the flow of cooling water through inlet port C when the thermostat is fully closed. The flow from the oil cooler enters bypass port Band exits outlet port A enroute to the auxiliary water pump. OUTLET PORT A AUXILIARY WATER PUMP)
COOLING SYSTEM PROBLEMS SCALE BUILD-UP, CAVITATION EROSION AND CORROSION In frequency of occurrence, the three major cooling system problems are scale deposits, cavitation erosion and system corrosion. Although these problems can cause considerable damage to the engine, each is preventable. SCALE BUILD-UP
THERMOSTATIC VALVE
Scale build-up is by far the most common cooling system problem and may lead to cracked cylinder heads and sticking valves. To allow for efficient heat absorption by the cooling water, coolant passageways must be kept clean and free of scale. Scale is a solid formed when the impurity concentration in water exceeds its solubility limit. Buildup of scale and minerals can completely plug coolant passageways. Even if just the walls of cooling passageways are coated, the ability of the engine to transfer heat is greatly reduced. Only 0.012 of an inch of scale (0.305 mm) may cut the transfer of heat by as much as 40%. The growth of scale deposits are affected by a number of variables, the most important of which are raw water chemistry, system operating temperatures, cooling water chemistry and make-up water usage.
COOLING WATER INLET PORT C (FROM HEAT TRANSFER DEVICE)
Figure 5.25-10. Auxiliary Cooling Water Temperature Control Valve
The thermostatic valve begins to open as the engine warms up to its normal operating temperature. The casting ofthethermostat housing is such that inlet port B becomes restricted as outlet port C starts to open. Therefore, a smaller portion of the coolant is received from the oil cooler, while a greater portion of the cooling water comes from the heat transfer device. Cool water passing out the heat transfer device enters port C of the thermostat housing and combines with hot water passing through bypass port B. The cooling water exiting outlet port A is a blend that falls within the normal range. AUXILIARY WATER REMOTE HEAT TRANSFER DEVICE The auxiliary or secondary heat transfer device may be a radiator, cooling fan, cooling tower, heat exchanger or some other device. FORM 6248 First Edition
Waukesha recommends that all potential water sources be tested before use. Never use an untested water supply. Be sure that the manner in which the water is transferred to the engine does not contribute to the growth of scale deposits. Transporting cooling water in oily or rusty barrels will introduce contaminants that will foul the engine cooling system. Even engines with a high degree of scale buildup can be cleaned. Acids are no longer recommended for cleaning. Biodegradable products that emulsify oil and grease, loosen scale deposits and hold solid deposits in suspension are readily available on the market. Use of biodegradable products also prevent the loss of metal in the engine and do not damage gaskets and seals. CAVITATION EROSION Cavitation erosion is a mechanical process of metal loss caused by the collapse of vapor bubbles against a spinning or vibrating metal surface. The force exerted by the bursting vapor bubble is such that a very small particle of metal can be removed. When this process occurs with great frequency over a period of time, large cavities or pits can form. In advanced stages, cavitation erosion may cause cooling water to seep into the lube oil, a condition which compounds existing problems. Coolant mixed with
5.25 - 9
COOLING SYSTEM engine oil forms a thick sludge that causes piston pins, piston rings, valves and valve lifters to stick. Inhibitor additives raise the water vapor "flash point," which eliminates or at least reduces the formation of damaging vapor bubbles. Water PH must be maintained within an acceptable range for the inhibitors to be effective. While water in motion erodes metal, greater system pressure reduces the formation of vapor bubbles by raising the temperature at which water boils or vaporizes. Harder metals, such as chrome, are much more resistant to cavitation erosion than softer metals, like cast iron. CORROSION Corrosion is a chemical process of metal loss. Cooling water in a closed system is similar to the electrolyte solution in a battery. As the electric potential becomes stronger, the rate of corrosion increases. The rate at which the cooling system corrodes is affected by a number of variables. Trapped air, water PH, the type of metals in the system and both the type and amount of inhibitor additives all affect the corrosion rate. In order for corrosion inhibitors to be effective (and to neutralize any blow-by gases), the jacket water PH of the standard radiator cooled engine must be kept between 8.5 and 9.5.
ETHYLENE GLYCOL The most common cooling water additive is ethylene glycol. The required proportion normally depends on the lowest ambient temperature levels from which the system must be protected. A fifty-fifty mix of water and ethylene glycol will produce the best results for freezing and boiling protection, but cooling water efficiency is reduced by as much as 15%. Since the radiator cooling system effectiveness drops by approximately 2 - 3% for each 10% of glycol concentration, the radiator sizing for the specified heat rejection value must be taken into account to accommodate this relationship. A minimum of 30% ethylene glycol is generally recommended for adequate antifreeze and corrosion protection. The amount should not exceed 67% to avoid impairing the heat transfer processes. A concentration beyond this percentage does not tend to lower the freezing point any further and may result in engine damage. Since it effectively raises the boiling point of the water, the use of ethylene glycol is also beneficial in hot temperatures. Therefore, ethylene glycol treated water is still recommended in those climates where antifreeze is not normally required (see Table 5.25-1). Table 5.25-1. Water Versus
Concentration
PERCENT WATER/GLYCOL
COMMENTS
100/0
Best Cooling System Efficiency; No Antifreeze/Corrosion Protection
Different system metals, such as iron, copper, aluminum, etc., corrode at different rates. An acidic coolant with a PH of less than 7 will speed the corrosion of cast iron, aluminum and steel, while a PH of 11 or higher will accelerate the corrosion of aluminum and solder. WATER TREATMENT Standard closed heat exchanger or radiator cooled cooling systems operating up to 250· F (121· C) must be treated with industrial grade inhibited antifreeze or with some other effective commercial cooling water treatment product. These products usually provide corrosion protection by forming a film on the surfaces of the cooling system and also act as a scale suppressant by modifying or conditioning the dissolved scale-forming minerals. To work effectively, all antifreeze and water treatment products require a clean system, free of dirt, oil, scale and rust.
5.25 - 10
With heat exchanger cooling systems, it should be remembered that the circulation of ethylene glycol solution only protects the closed system coolant. Therefore, the heat exchanger water supply, as well as the auxiliary cooling water circuit, must also be protected. Other treatments the engine operator should consider are listed in Table 5.25-2.
FORM 6248 First Edition
)
COOLING SYSTEM Table 5.25-2. Other Cooling System Treatments TREATMENT Deionized, Distilled or
Softened Waler Sodium Nitrate Molybdale Toly~riazole
COMMENTS
• overloaded engine
Iron and steel corrosion inhibitor.
• air bound system
Slows the growth 01 bacteria.
• insufficient air circulation
Copper corrosion inhibitor.
• exhaust recirculation Prevents hard scale build-up.
Borax Buffer
Corrects the water PH to B.S.
Silicates
• low coolant level
Although a maximum hardness of 200 PPM is acceptable for initial fill and make-up, use only softened water, where the insolubles may be as low as 0.5 PPM.
~nthetic
oIymer
• faulty temperature gauge
COOLING SYSTEM RECOMMENDATIONS 1. Ensure that the rise in coolant temperature does not exceed 10" F (5.6" C).
General corrosion inhibitor; over 0.1 % concentration is not recommended for industrial engines. A concentration that is too high can cause the cooling water in the radiator to ~ell resulting in solid deposits. High silicate inhi itor concentration is used primanly for high speed aluminum engines.
2. Maintain the drop in system pressure at 8 - 15 psi (55 - 103 kPa). While pressure that is too low promotes cavitation erosion, pressure that is too high may cause the water pump seals to leak.
NOTE: Refer to Service Bulletin 4-2429C for more detai/ed coo/ant treatment information.
3. Analyze the raw water chemistry to verify that it does not contain contaminants and that it is not too hard. Use only soft water, where the insolubles are as low as 0.5 PPM. Hard water accelerates the formation of scale deposils.
COOLING SYSTEM SPECIFICATIONS AND RECOMMENDATIONS COOLING SYSTEM SPECIFICATIONS Ensure thatthe temperature ofthe cooling water leaving the engine (as indicated by the temperature gauge) does not exceed the temperatures listed Table 5.25-3. Refer to Table 1.20-28 for Alarm and Shutdown setpoint temperatures. Engine overheating. as evidenced by high jacket water temperatures, may be caused by one or more of the following conditions: • inadequate sizing of the radiator • defective thermostats • worn jacket water pump
4. Analyze the cooling water chemistry every 3 - 6 months to verify that it contains the proper inhibitor and additive concentrations. 5. Measure antifreeze content according to the lowest anticipated temperature and refill as needed with the same brand. 6. Maintain cooling water PH between 8.5 and 10.5; an acidic coolant with a PH of less than 7 will speed the corrosion of cast iron, aluminum and steel, while a PH of 11 or higher will accelerate the corrosion of aluminum and solder. 7. Check the cooling system level each day or consider the installation of a coolant low level shutdown switch. Even if a high coolant temperature switch is provided, it will not shut the engine down if the system runs low on cooling water.
• excessive jacket water pump suction • loose drive belts • blown head gasket Table 5 25-3 Jacket Water Outlet Temperature Settings" F
e C)
Standard Cooling System:
Normal" 11800 F ~82° c~ for continuous rating •
JACKET WATER OUTLET TEMPERATURE1:
200° F 93" C for intermittent rating
Elevated Temperature Solid Water Cooling System: Normal:
1210" - 235" F (82" - 113" C) solid water
Ebullient Cooling System Normal:
1212" - 250" F (100" - 121" C)
NOTE: 1Customer supplied fuel shutoff type safety eqUipment must be provided to prevent engine damage and possible personal injury. See Table 1.20-28 for alarm and shutdown temperatures.
FORM 6248 First Edition
5.25 - 11
COOLING SYSTEM 8. Check the cooling system for rust, sludge or other foreign matter. Clean and flush the entire cooling system once each year, unless evidence of corrosion or sediment build-up demonstrates the need for more frequent changes. Use only clean, soft water.
9. To eliminate the recirculation of particles and contaminants in the cooling water circuit, install a cleanable filter (sized at approximately 10 microns) in the coolant flow. Inspect and clean the filter on a regular basis. 10. Frequently inspect hoses and all cooling system connections for cracks and leaks. Do this when the engine is operating at normal pressure.
11. Examine belts and pulleys of the jacket and auxiliary water pump drives, and if the engine is radiator-cooled, on the cooling fan drive.
JACKET WATER CIRCUIT - INITIAL FILL NOTE: The following description is not applicable to permanent vent systems.
1. Remove the 3/4 inch NPT countersunk headless pipe plugs from the drain hole just below the level of the jacket water header (see Figure 5.25-11). NOTE: To facilitate draining and flushing of the engine jacket water, replace one of the 3/4 inch NPT countersunk headless pipe plugs with a customer supplied ball va/ve (see Figure 5.25-11). The ball valve must be threaded to accept both a hose connection and pipe plug.
WATER HEADER .......
12. On a radiator, check for damaged fan blades, a poorly fitting shroud, sticking shutters or dirt in the radiator core. Repair or clean as needed.
13. Check the radiator cap gasket for proper seal. 14. If a heat exchanger is used, inspect it for scale or corrosion, and when necessary, clean the inside of the tubes with a round, soft-wire brush. Flush with cleaning solvent.
15. Periodically remove the intercooler, and rod-out the tubes with a soft-wire brush or circulate a suitable cleaning solution. 16. Consider the installation of the following cooling system safety accessories: • a high water temperature shutdown device • a low water level shutdown device • a coolant level sight glass To avoid scored pistons and other serious problems, a high water temperature shutdown device will stop the engine if the coolant gets too hot. A low water level device will shut down the engine if the coolant level drops excessively, preventing cracked or warped cylinder heads, exhaust manifolds and water manifolds. A sight glass is a quick and easy method of visually checking the coolant level.
~--
\
PLUG
CRANKCASE Figure 5.25-11. Customer Supplied Ball Valve
2. Open the jacket water pump air bleed petcock (or needle valve) in the outlet port to the jacket water header.
3. Open the air bleed petcock(s) on top of the cluster thermostat hOUSing.
4. Attach the make-up line to the ball valve and add treated cooling water to the crankcase (see Water Treatment in this section). NOTE: Always fill the engine from the bottom up to minimize the formation of damaging air pockets. As the engine fills, air is pushed up and out.
5. Close the jacket water pump air bleed petcock (or needle valve) when water begins to flow out in a solid steady stream.
5-25 - 12
FORM 6248 First Ednion
COOLING SYSTEM 6. Add coolant to the engine until the level causes it to escape from the petcock(s) on top of the cluster thermostat housing (see Table 5.25-4).
AUXILIARY COOLING WATER CIRCUIT INITIAL FILL
Table 5 25-4 Jacket Water Capacity - Engine Only
NOTE: The following description is not applicable to permanent vent systems.
ENGINE MODEL
GALLONS (LITRES)
L5108 107 (405)
L5790
100 (379)
L7042
7. Close the cluster thermostat housing petcock(s) and continue filling the system until the level of the coolant reaches the top of the surge tank or radiator. 8. Close the ball valve and unthread the hose connection.
A
WARNING
Always install a pipe plug in the ball valve when the hose connection Is removed. If the lever of the ball valve Is inadvertently bumped open, the absence of a plug will cause the coolant to drain. During operation, loss of any coolant may result In catastrophic engine damage. Escaping steam and/or hot water can cause severe burns. Disregarding this Information could result In severe personal injury or death. 9. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the pipe plug. Install the plug in the ball valve.
CAUTION l~irinthecOOlingsyst~m I A=:......;=...:;..;;;....;;~:::....:~.
speeds up the formation of rust, increases corrosion and produces hot spots within the engine. Disregarding this information could result In product damage and/or personal injury.
.L .:: ..
10. Bleed trapped air (see Cooling Water System Air Bleed).
1. Open the air bleed petcock(s) in the intercooler cooling water inlet/outlet bonnet(s). 2. Open the air bleed petcocks in the inlet side of the wastegate water return tubes. 3. From the top of the surge tank or radiator, add treated cooling water (see Water Treatment in this section) to the auxiliary cooling water circuit. 4. Continue filling the circuit until the level causes it escape from the air bleed petcock(s) in the intercooler cooling water inlet/outlet bonnet(s). Close the petcock(s) when water begins to flow out in a solid steady stream.
5. Continue filling the auxiliary cooling water circuit until the level causes it to escape from the petcocks in the intercooler cooling water supply and the inlet side ofthe wastegate water return tubes. Close the petcocks when water begins to flow out in a solid steady stream. 6. Continue filling the auxiliary cooling water circuit until the level ofthe coolant reaches the top ofthe surge tank or radiator.
.. =A CAUTION IAlrlnthecOOlingsyst~m
IL. =......;;_....;;;._......;;_-1. speeds up the formation of rust, Increases corrosion and produces hot spots within the engine. Disregarding this Information could result in product damage and/or personallnJury. 7. Bleed trapped air (see Cooling Water System Air Bleed). 8. Top off the surge tank or radiator.
11. Top off the surge tank or radiator.
FORM 6248 Firs! Edition
5.25 -13
COOLING SYSTEM Table 5 25-5 Air Bleed Petcocks COOLING WATER CIRCUIT
NUMBER OF PETCOCKS 1
Jacket Water
Auxiliary
LOCATION Jacket water pump housing (front center); outlet
2
Cluster thermostat housing (above bypass outlet ports at front)
2
Intercooler water inlet/outlet bonnets (upper rear)
2
Wastegate water return tube (rear right and left bank)
COOLING WATER SYSTEM AIR BLEED Air bleed the jacket water and auxiliary cooling water circuits at least once each day. Open and close the air bleed petcocks in the order that they are listed below, starting at the lowest petcock in the system and ending at the highest. Bleed one petcock at a time. The number of air bleed petcocks and their locations are as follows (see Table 5.25-5). 1. Initial Bleed: open each air bleed petcock prior to engine startup. A hissing sound often accompanies the escape of trapped air. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream.
A
WARNING
Always wear protective clothing when bleeding the cooling system on a heated engine. Slowly loosen the air bleed petcock to relieve any excess pressure. Escaping steam and/or hot water could result In severe personal injury or death. 2. Check Bleed: start the engine and reopen each petcock. Close the petcock when the hissing stops and waler begins to flow out in a solid steady stream. 3. Final Bleed: once the temperature of the jacket water circuit has stabilized (as indicated by the panel mounted temperature gauge), reopen each petcock. Close the petcock when the water begins to flow out in a solid steady stream.
A.
port to left bank jacket water header
CAUTION IAir~anbedrawnintothe
IL.!!!"~:"":=':";::;"':~::"";:....:;.J. engine through small leaks In the Jacket water system. The problem is compounded when the void created by the loss of coolant Is filled by more air. If aeration causes the coolant to foam, the probability of engine damage due to overheating is greatly increased. Disregarding this information could result in product damage and/or personal injury.
JACKET WATER AND AUXILIARY COOLING WATER CIRCUITS DRAIN AND FLUSH Unless evidence of corrosion or sediment build-up demonstrates the need for more frequent maintenance, clean and flush both the jacket water and auxiliary cooling water circuits at least once each year. 1. Start the engine. Lelthe engine run about 10 minutes to stir up any rust or sediment.
A
WARNING
Always wear protective clothing when draining the cooling systems on a heated engine. Slowly loosen the air bleed petcocks to relieve any excess pressure. Escaping steam and/or hot water could result in severe personal injury or death. 2. Shut down the engine. Open the air bleed petcocks at the highest point in both the jacket water and auxiliary cooling water circuits, whether it be on top of the surge tank, radiator or other heat transfer device. NOTE: To facilitate draining and flushing of the engine jacket water, replace one of the 3/4 inch NPT countersunk headless pipe plugs (just below the level of the jacket water header) with a customer supplied ball valve. The ball va/ve must be threaded to accept both a hose connection and pipe plug.
3. Verify that the customer supplied ball valve is in the closed position. Remove the pipe plug and attach the drainage line. 4. Drain the coolant from the jacket water and auxiliary cooling water circuits. Avoid delay, so that the water is drained before the rust and sediment has a chance to settle. 5. Open all air bleed petcocks (see Table 5.25-5).
4. Carefully inspect the jacket water system for coolant leaks while the engine is running.
5.25 - 14
)
)
FORM 6248 First Edition
COOLING SYSTEM 6. Open all water drain petcocks. Remove all drain plugs. Place a small catch pan beneath each petcock before opening (see Table 5.25-6).
16. Continue filling the auxiliary cooling water circuit until the level reaches the top of the surge tank or radiator.
Table 5.25-6. Water Drain Petcocks
17. Bleed trapped air. Begin at the lowest petcock and finish at the highest. Bleed one petcock at a time. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream.
COOLING WATER CIRCUIT
NUMBER OF PETCOCKS
LOCATION
2
Water mannold (front and rear)
1
Jacket water pump housing (see exit hole in side panel of safety guard assembly)
2
Intercooler (rear, left and right)
1
Auxiliary water pump (bottom)
1
Water return pipe (pipe end at crankcase Vee, engine front)
Jacket Water
Auxiliary
7. Close all water drain petcocks. Install all drain plugs. 8. Select and inspect an internal surface that is suitable for gauging the effectiveness of the cleaning and descaling solution. If necessary, insert a piece of drill welding rod into the water passage opening to feel for an accumulation of lime and mineral scale deposits.
\
9. Attach the make-up line to the ball valve and add clean, soft water to the crankcase. Always fill the engine from the bottom up to minimize the formation of air pockets. As the engine fills, air is pushed up and out (see Table 5.25-7). Table 5 25-7 Jacket Water Capacity - Engine Only ENGINE MODEL L5108 L5790
GALLONS (LiTRES) 107 (405)
18. Top off the surge tank or radiator of the auxiliary cooling water circuit.
A
WARNING
Always wear protective clothing when venting the cooling system on a heated engine. Slowly loosen the air bleed petcock to relieve any excess pressure. Escaping steam and/or hot water could result in severe personal injury or death. 19. Start the engine and slowly reopen each air bleed petcock. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream. 20. Slowly reopen each air bleed petccek when the engine jacket water temperature has stabilized (as indicated by the panel mounted temperature gauge). Close the petccek when the water begins to flow out in a solid steady stream. 21. Let the engine run about 10 minutes to stir up any rust or sediment in the cooling water system.
A
WARNING
10. Successively close each air bleed petcock when water begins to flow out in a solid steady stream. Begin at the lowest petcock and finish at the highest.
Always wear protective clothing when draining the cooling systems on a heated engine. Slowly loosen the drain petcocks to relieve any excess pressure. Escaping steam and/or hot water could result in severe personal injury or death.
11. Close the cluster thermostat housing petcock(s) and continue filling the jacket water system until the level reaches the top of the surge tank or radiator.
NOTE: Contaminants left in the cooling water systems will reduce or deplete the effectiveness of the cleaning solution.
12. Bleed trapped air. Begin at the lowest petcock and finish at the highest. Bleed one petcock at a time. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream.
22. Stop the engine. Drain the crankcase and all cooling system accessories. Drain the auxiliary cooling water circuit. Avoid delay, so that the water is completely drained while the rust and sediment are still in suspension.
L7042
100 (379)
13. Top off the surge tank or radiator ofthe jacket water circuit. 14. Attach the make-up line and add clean, soft water to the surge tank or radiator of the auxiliary cooling water circuit. 15. Successively close each air bleed petcock when water begins to flow out in a solid steady stream. FORM 6248 First
Ed~ion
23. Attach the make-up line and fill the jacket water and auxiliary cooling water circuits with a suitable cleaning solution. Use a non-acidic, non-corrosive, biodegradable compound that prevents the loss of metal in the engine and avoids damage to internal gaskets and seals.
5.25 -15
COOLING SYSTEM NOTE: Follow the manufacturer's recommendations for the proper concentration of cleaning solution and length of cleaning time. 24. Bleed trapped air. 25. Top off the surge tank or radiator of the jacket water and auxiliary cooling water circuits. 26. Start the engine. Let it run for at least 10 minutes or until the cleaning solution is depleted. 27. To ensure thatthe contaminants remain in suspension, drain the cooling systems as quickly as possible. 28. Inspect internal surfaces. If the results are not satisfactory, refill the engine with cleaning solution. Repeat Steps 23 thru 27 as necessary.
A CAUTION I I==-:...;:;.:....;=-=-:...:::...:...:..J.
Air can be drawn Into the system through small leaks in the cooling water circuit. The problem Is compounded when the void created by any loss of coolant Is filled by more air. Air in the cooling system speeds up the formation of rust, Increases corrosion and produces hot spots within the engine. If aeration causes the coolant to foam, the probability of engine damage due to overheating Is greatly increased. Disregarding this information could result In product damage and/or personal Injury.
L.
32. Carefully inspect the jacket water and auxiliary cooling water circuits for leaks.
29. To flush the systems of cleaning solution and any residual contaminants, fill the jacket water and auxiliary cooling water circuits with clean, soft water. Drain immediately.
CAUTION I I A=:......;=....:..:::...::....::...;:;....:...;:..J.
All antifreeze and water treatment products require a clean system In order to work effectively. If contaminants, such as dirt, rust, scale, lime, grease, oil and/or cleaning agents, are not completely flushed out, they can destroy the corrosion inhibitors and scale suppressants intended to keep freshly filled cooling systems clean. Disregarding this information could result In product damage and/or personallnlury.
.L . .:: .
)
30. Inspect the drain water for cleanliness. Fill and flush the systems again, if necessary. The best results are obtained when the drain water runs clear. 31. Fill the jacket water and auxiliary cooling water circuits with coolant. Be sure that the coolant has the proper inhibitor and additive concentrations (See Water Treatment). Bleed the system of trapped air.
A
WARNING
Always install a pipe plug in the ball valve when the hose connection is removed from the jacket water header. If the lever of the ball valve is Inadvertently bumped open, the absence of a plug will cause the coolant to drain. During operation, loss of any coolant may result in catastrophic engine damage. Escaping steam and/or hot water could resuh in severe personallnlury or death.
5.25 - 16
)
FORM 6248 First Edition
COOLING SYSTEM GREASE FmlNGS
CAUTION I I A=:....;=....;;..;:;....;~.;;;....;---'.
Do not over greas~ the water pump bearmgs. Over greasing causes high bearing temperatures that shorten bearing service life. Disregarding this information could result in product damage and/or personal Injury.
.L .:: ..
IDLER PULLEY BEARING LUBRICATION Grease the ball bearing in the jacket water pump idler pulley bracket every 720 running hours. 1. Locate the idler pulley bracket grease fitting mounted above the drain cock in the upper panel of the safety guard assembly (right bank side) (see Figure 5.25-12).
2. Using a hand held grease gun, apply two or three strokes of Lithoplex® Grease No. 2 (Multipurpose Lithium Complex Formula Containing Molybdenum Disulfide) to the grease fittings.
Figure 5.25-12. Idler Pulley Bearing Lube
I
A
CAUTION IDo not over grease the
.. idler pulley bearing. Over greasing causes high bearing temperatures that shorten bearing service life. Disregarding this information could result In product damage and/or personal Injury. 2. Using a hand held grease gun, apply one stroke of Lithoplex® Grease No. 2 (Multipurpose Lithium Complex Formula Containing Molybdenum Disulfide) to the grease fitting. AUXILIARY WATER PUMP BEARINGS LUBRICATION Grease the two ball bearings in the auxiliary water pump every 720 running hours. The pump is mounted to a bracket at the front left corner of the oil pan. 1. Locate the two grease fittings on the auxiliary water pump support head (see Figure 5.25-13). The front ball bearing grease fitting (pulley end) is reached through an access hole in the belt guard cover. The rear ball bearing grease fitting is uncovered.
FORM 6248 First Ednion
Figure 5.25-13. Auxiliary Water Pump Pulley Lube
GREASE RECOMMENDATIONS A Lithium complex type grease is now recommended over the Lithium soap base grease because of its ability to resist water. Lithium complex type grease also provides superior rust protection qualities (especially steel surfaces), as well as its thermal and mechanical stability at high operating temperatures. The Lithium complex grease has a continuous operating temperature of approximately 3500 F (177 0 C), whereas the Lithium soap base grease has an upper operating temperature limit of approximately 225 0 F (1070 C).
IA
CAUTION I
Always install the safety .. guards after completing the service operation (see Safety Guards, Installing). Never operate the engine with the safety guards removed. Disregarding this information could result in product damage and/or personal injury.
5.25 -17
COOLING SYSTEM BELTS JACKET WATER PUMP DRIVE BELTS REPLACEMENT 1. See Safety Guards Removal.
IA
CAUTION IAn accumulation
of dirt .L.:=......;:..;;.,..:..;::;...:...;;..;=~. In the sheave grooves impairs traction and accelerates belt wear. Disregarding this information could result in product damage and/or personal injury.
ADJUSTING LEVER
\
""
LOCK WASHER
2. Verify that the pulley sheaves are clean and completely free of grease, oil, dirt and grit. 3. Inspect the drive belts for fraying, cracks or wear. Belts must not be glazed, split, peeled or greasy. Replace as necessary.
CAUTION I~elts I~A.=......;=..:..;:::....:...;;..;=-.:~.
are matched and tied in sets of two. Always replace the drive belts in pairs. Never replace just one drive belt even if only one belt Is worn. Since the older belts are stretched during hours of engine operation, the circumference of new belts is slightly smaller. A difference in belt size will cause the new belt to carry the full load, resulting in rapid belt failure and possible damage to driven equipment. Disregarding this information could result in product damage and/or personal inJury.
L.. .
4. Inspect the condition of the new jacket water pump drive belts (set of two matched belts for 10 inch crankshaft pulley). Replace as necessary.
PLAIN WASHER ........... STUD ANCHOR/'
II
PLAIN WASHER / ELASTIC STOP LOCK NUT
Figure 5.25-14. Adjusting/Idler Lever Assembly
6. Loosen the pivot bolt on which the idler pulley bracket turns (see Figure 5.25-15). Loosen the slotted lock bolt to unlock the position of the bracket. The belt tension is released as the idler pulley bracket rotates upward in a counter-clockwise direction.
5. Remove the auxiliary water pump drive belts. Back the upper thin hex lock nut on the threaded rod away from the adjusting lever (see Figure 5.25-14). The pivot point of the idler lever follows the adjusting lever in a counter-clockwise direction. The downward movement ofthe idler pulley releases the drive belttension. Slip the drive belts off the auxiliary water pump and idler pulleys.
Figure 5.25-15. Tighten Idler Pulley Bracket Bolts
5.25 - 18
FORM 6248 First
Ed~ion
)
COOLING SYSTEM 7. Slip the old drive belts off the jacket water pump and idler pulleys. Remove the belts from the rear crankshaft pulley and discard.
2. Using V-Belt Tension Tester (Tool PIN 474016), check the drive belt tension.
S. Place a new drive belt in the rear groove of the rear crankshaft pulley. The rear groove is the one closest to the gear cover. Slip the belt into the rear groove of the jacket water pump pulley.
"Inches of Span" scale at 19, which is the measured belt span between the center lines of the crankshaft and jacket water pump pulleys.
9. Place a new drive belt into the second last groove of the rear crankshaft and jacket water pump pulleys. 10. Rotate the idler pulley bracket clockwise to seatthe jacket water pump drive belts in the two pulley grooves. 11. Refer to Jacket Water Pump Drive Belt Tension Adjustment, and adjust the belts. JACKET WATER PUMP DRIVE BELT TENSION ADJUSTMENT Check the tension and condition of the two jacket water pump drive belts weekly. Replace the drive belts every SOOO running hours or as necessary.
1. See Safety Guards, Removal.
IA
A. Align the bottom of the large O-ring on the
B. Align the bottom of the small O-ring on the "Deflection Force" scale with the zero mark. C. Place the tension tester squarely on the front drive belt at the center of the longest unsupported span (between the jacket water pump pulley and the crankshaft pulley). Apply inward force on the plunger perpendicular to the belt span until the bottom of the large O-ring is even with the top of the rear drive belt (see Figure 5.25-16). D. Remove the tension tester and read the force applied from the bottom of the small O-ring on the deflection force scale. The tension of used belts must be between 11.9 and 17.5Ibs. E. Check the rear belt tension!n the same manner.
CAUTION I
Be sure that the belts are .. cool when the tension is checked or adjusted. The thermal expansion of warm belts will result in a false tension reading. Disregarding this information could result in product damage and/or personal injury.
NOTE: If the tension tester is not available, moderate hand pressure should deflect the long part of the belt approximately 1/4 to 1/2 inch (6 to 13 mm).
/FRONT DRIVE BELT REAR DRIVE BELT
.
, I I I I
I
I DEFLECTION FORCE SCALE
Figure 5.25-16. Jacket Water Pump Drive Belt Tension Tester
FORM 6248 First Edition
5.25 - 19
COOLING SYSTEM 3. If belt tension adjustment is necessary, loosen the pivot bolt on which the idler pulley bracket turns (see Figure 5.25-17). Loosen the slotted bolt to unlock the position of the bracket. The belt tension is released as the idler pulley bracket rotates upward in a counterclockwise direction.
)
J
JACKET WATER PUMP PULLEY DRIVE BELT
/
(FRONl)
Figure 5.25-18. Jacket Water Pump Drive Belt Tension
Figure 5.25-17. Jacket Water Pump Drive Belt Tensioning
CAUTION IBelts th~t are too tight
I=.='--'''--''--'....;;..;;;;...;~. . A
result In excessive stretching and overheating. Too much tension may also damage drive components, such as sheaves and shafts, and lead to premature failure of the idler pulley and/or water pump bearings. Disregarding this information could result in product damage and/or personal injury.
L.
A CAUTION I I=.. =~=..;;..::....:....;;..=-.:~.
Belts t~at are to~ loose result In belt slippage. Slippage causes burn spots, overheating, rapid wear and breakage. The vibration created by loose belts may also be sufficient to cause unnecessary wear of the pulley grooves. Disregarding this information could result in product damage and/or personal injury.
L.
4. To reset the be~ tension, insert a pry bar between the upper edge of the idler pulley bracket and the untapped boss on the lett bank side of the water pump housing (see Figure 5.25-18). To tighten the drive be~, use the pad above the untapped boss for leverage and push up on the pry bar to move the idler pulley bracket downward (ON).
5. Holding the pry bar in position, use the tension tester to apply inward pressure to the center of the longest unsupported span on the front drive belt (between the jacket water pump pulley and the crankshaft pulley).
6. Tension used belts between 11.9 and 17.5Ibs. NOTE: If the tension tester is not available, moderate hand pressure should deflect the long part of the belt approximately 1/4 to 1/2 inch (6 to 13 mm).
7. Tighten the slotted lock bolt on the idler pulley bracket when the proper belt tension is obtained (see Figure 5.25-17). Tighten the pivot bolt. 8. Inspect the belts for proper seating. V-belts should ride on the sides of the pulley sheaves, not on the bottom of the groove. 9. Verify that the tension of the front drive beit is between 11.9 and 17.5Ibs. Verify the tension ofthe rear drive belt.
10. See Auxiliary Water Pump Drive Belts Tension Adjustment
I~ A CAUTION I
Always install the safety guards after checking or adjusting the jacket/auxiliary water pump drive belt tension. Never operate the engine with the safety guards removed. Disregarding this information could result in product damage and/or personal injury.
11. See Safety Guards, Installation.
5.25 - 20
FORM 6248 First Ed~ion
)
COOLING SYSTEM 4. Remove the drive belts from the auxiliary water pump and idler pulleys (see Figure 5.25-20). Remove the belts from the rear crankshaft pulley and discard.
AUXILIARY WATER PUMP DRIVE BELT REPLACEMENT
CAUTION I~n I-=.A=~=-=-::::;....:....:=...:...:..J. .
accumulation of dirt the sheave grooves impairs traction and accelerates belt wear. Disregarding this Information could result in product damage and/or personal injury. In
L.
1. Verify that the pulley sheaves are clean and completely free of grease, oil, dirt and grit. 2. Inspect the drive belts for fraying, cracks or wear. Belts must not be glazed, split, peeled or greasy. Replace as necessary. 3. If replacement is necessary, back the upper thin hex lock nut on the threaded rod away from the adjusting lever (see Figure 5.25-19). The pivot point of the idler lever follows the adjusting lever in a counter-clockwise direction. The downward movement of the idler pulley releases the drive belt tension.
Figure 5.25-20. Auxiliary Water Pump Belts
I=.A. CAUTION I
Belts are matched and tied in sets of two. Always replace the drive belts In pairs. Neyer replace lust one drive belt even if only one belt is worn. Since the older belts are stretched during hours of engine operation, the circumference of new belts Is slightly smaller. A difference in belt size will cause the new belt to carry the full load, resulting in rapid belt failure and possible damage to drrven equipment. Disregarding this information could result In product damage and/or personal Injury.
L.
ADJUSTING LEVER
'" PLAIN WASHER ............., / STUD ANCHOR
\
LOCK WASHER
=.....;:;.;;...;;.;:;.....;;...;;..;:;....;;...:..J.
5. Inspect the condition ofthe new auxiliary water pump drive belts. Replace as necessary.
!I
PLAIN WASHER / ELASTIC STOP LOCK NUT
Figure 5.25·19. Adjusting/Idler Lever Assembly
FORM 6248 First Edition
5.25 - 21
COOLING SYSTEM 6. Place the new drive belt in the smaller groove of the rear crankshaft pulley (directly in front of the first jacket water pump drive belt) (see Figure 5.25-21). Slip the belt into the rear grooves of both the auxiliary water pump and idler lever pulleys.
AUXILIARY WATER PUMP DRIVE BELT TENSION ADJUSTMENT 1. See Safety Guards, Removal.
CAUTION IBesurethatthebe~sa~e I.:=A:::::::---'7-"---''-::----:'''-::--=. .
cool when the tension IS checked or adjusted. The thermal expansion of warm belts will result in a false tension reading. Disregarding this information could result In product damage andlor personal injury.
L..
2. Using V-Belt Tension Tester (Tool PIN 474016), check the drive belt tension. A. Align the bottom of the large O-ring on the 'Inches of Span" scale at 19, which is the measured belt span between the center lines of the crankshaft and jacket water pump pulleys.
Figure 5.25-21. Jacket And Auxiliary Water Pump Belts 7. Using the grooves directly in front ofthe first auxiliary water pump drive belt, slide a second drive belt around the rear crankshaft, auxiliary water pump and idler lever pulleys. 8. To tighten the drive belts, thread the upper thin hex lock nuttoward the adjusting lever. The pivot point ofthe idler lever follows the adjusting lever in a clockwise direction. The upward movement of the idler pulley increases the drive belt tension. 9. Refer to Auxiliary Water Pump Drive Belt Tension Adjustment to adjust the belts.
B. Align the bottom of the small O-ring on the "Deflection Force" scale with the zero mark. C. Place the tension tester squarely on the front drive belt at the center of the longest unsupported span (between the jacket water pump pulley and the crankshaft pulley). Apply inward force on the plunger perpendicular to the belt span until the bottom of the large O-ring is even with the top of the rear drive belt (see Figure 5.25-22).
)
D. Remove the tension tester and read the force applied from the bottom of the small O-ring on the deflection force scale. The tension of used belts must be between 11.9 and 17.5Ibs.
E. Check the rear belt tension in the same manner. NOTE: If the tension tester is not available, moderate hand pressure should deflect the long part of the belt approximately 1/4 to 1/2 inch (6 to 13 mm).
,....FRONT DRIVE BELT REAR DRIVE BELT J
~.n~'~ O-RING
DEFLECTION FORCE SCALE
) Figure 5.25~. Jacket Water Pump Drive Belt Tension Tester 5.25 - 22
FORM 6248 First Edition
COOLING SYSTEM
CAUTION I I-=.A='-"----'''-_.;;...~. .
Belts th~t are too ti~ht result In excessive stretching and overheating. Too much tension may also damage drive components, such as sheaves and shafts, and lead to premature failure of the idler pulley and/or water pump bearings. Disregarding this Information could result in product damage and/or personal injury.
L.
NOTE: Since the circumference of new belts is somewhat smaller, reuse of the setting established for the discarded drive belts will result in belts that are too tight.
3. To loosen the drive belts, back the upper thin hex lock nut on the threaded rod away from the adjusting lever. The pivot point of the idler lever follows the adjusting lever in a counter-clockwise direction. The downward movement of the idler pulley releases the drive belt tension. 4. When the correct tension is obtained, thread the 3/8 inch elastic stop lock on the upper end of the threaded rod toward the adjusting lever. Be sure that the lock nuts (thin hex and elastic stop) on each side of the adjusting lever are properly tightened. 5. Inspect the belts for proper seating. V-belts should ride on the sides of the pulley sheaves, not on the bottom of the groove.
CAUTION I~lwayS I-=.A=:........;=..;;.;;~;...;;..;;;;..;~. .
install the safety guards after checking or replacing the auxiliary water pump drive belts (see Safety Guards, Installing). Never operate the engine with the safety guards removed. Disregarding this information could result in product damage and/or personal injury.
L.
JACKET WATER PUMP SEAL INSPECTION Even with proper cooling system maintenance, all jacket water pumps require periodic overhaul. 1. Inspect the "weep hole" in the casting directly below the water pump pulley (see Figure 5.25-23). The "weep hole" drains any coolant that leaks past the ceramic water pump seal.
I.A. CAUTION IatThethepresence of coolant "weep hole" indicates that the Jacket water pump must be rebuilt. A defective water pump seal results in coolant loss and contamination ofthe inner ball bearing grease. Disregarding this information could result in product damage and/or personal injury. 2. Overhaul the jacket water pump ifany leakage atthe "weep hole" is observed (see Jacket Water Pump).
6. Because of initial stretching, recheck the belttension after 10 minutes run time. Check the belt tension again after the first 30 minutes run time and then every 250 hours thereafter.
I.A. CAUTION Iresult Belts that are too loose in belt slippage. Slippage causes burn spots, overheating, rapid wear and breakage. The vibration created by loose belts may also be sufficient to cause unnecessary wear of the pulley grooves. Disregarding this information could result In product damage and/or personal injury. 7. To tighten the drive belts, back the elastic stop lock nut on the upper end of the threaded rod away from the adjusting lever. Use a 3/8 inch deepwell socket for best results. 8. Thread the upper thin hex lock nut toward the adjusting lever. The pivot point of the idler lever follows the adjusting lever in a clockwise direction. The upward movement of the idler pulley increases the drive belt tension. 9. When the correct tension is obtained, thread the elastic stop lock nut on the upper end of the threaded rod toward the adjusting lever. Be sure thatthe lock nuts (thin hex and elastic stop) on each side of the adjusting lever are properly tightened. FORM 6248 First Edition
Figure 5.25-23. Jacket Weter Pump "Weep" Hole Water Pump Shown Removed 5.25 - 23
COOLING SYSTEM
)
ITEM NUMBER AND DESCRIPTION
9
1
Water Pump
5
Elbow
Nut
13
Capscrew
2
O-ring
6
Capscrew
10
Gasket
14
Washer
3
Flange
7
4
Flange
Capscrew
11
Elbow
lock washer
12
8
Plug
Figure 5.25-24. Waler Pump
CRANKCASE WATER INLET ELBOWS
3. Remove two capscrews, lock washers gasket and lower crankcase water inlet elbow from the crankcase.
CRANKCASE WATER INLET ELBOWS REMOVAL - LEFT BANK 1. Remove two nuts, lock washers, capscrews, and washers from left crankcase water inlet flange on the water pump (see Figure 5.25-24). 2. Remove two nuts, lock washers, washers and capscrews and remove the upper crankcase water inlet elbow from the lower elbow. Remove the two O-rings and crankcase water inlet flanges from each end of the upper elbow. Discard the O-rings.
5.25 - 24
)
FORM 6248 First Ednion
COOLING SYSTEM CRANKCASE WATER INLET ELBOWS REMOVAL -RIGHT BANK 1. Remove two nuts, lock washers, capscrews, and washers from right crankcase water inlet flange on the water pump. 2. Remove two capscrews, lock washers, washers, right bank crankcase water inlet elbow, crankcase water inlet flange, and gasket from the crankcase. 3. Remove two crankcase water inlet flanges and O-rings from the ends of the crankcase water inlet elbow.
6. With the 1/4 inch NPT allen head pipe plug facing frontward, align the flange holes on the skewed end of the elbow with the holes in the beveled end of the inlet adapter. Finger tighten the fasteners (2 capscrews, 1/2 x 2-1/4 inches, with washers, lock washers and hex nuts). 7. Align the holes in the crankcase water inletflange on the other end of the elbow with those in the nearest water pump outlet port and finger tighten the fasteners (2 capscrews, 1/2 x 2-1/4 inches, with washers, lock washers and hex nuts).
CRANKCASE WATER INLET ELBOWS INSTALLATION - LEFT BANK
8. Install the fasteners in the flat side of the crankcase water inlet adapter (2 capscrews, 1/2 x 2-1/4 inches, with lock washers).
1. Look at the part numbers stamped on the crankcase water inlet elbows to separate the left bank (letter "r suffix) from the right (letter "U").
9. Position a new gasket on the ends of the capscrews. Finger tighten the adapter to the left bank crankcase water inlet header.
2. Inspect the ends of the left bank water inlet elbow. Note that one end is slightly skewed.
10. Alternately wrench tighten the six crankcase water inlet flange and crankcase water inlet adapter capscrews.
3. Position a crankcase water inlet flange (diamond shaped) on each end of the water inlet elbow. Be sure that the inside counterbore of both flanges faces outward toward the ends of the elbow (see Figure 5.25-25).
NOTE: The left bank water pump inlet elbow has an indentation in the back to accommodate the left bank crankcase water inlet elbow (see Figure 5.25-26).
INDENTATION (IN REAR~
o Figure 5.25-26. Weier Pump Inlet Elbow - Left Bank
CRANKCASE WATER INLET ELBOWS INSTALLATION - RIGHT BANK
Figure 5.25-25. Crankcase Water Inlet Flange
1. Position an O-ring flange (diamond shaped) on each end of the right bank crankcase water inlet elbow. Be sure that the inside counterbore of both flanges faces outward toward the ends of the elbow (see Figure 5.25-25). 2. Place a new O-ring on each end olthe elbow.
4. Place a new O-ring on each end of the elbow. 5. Inspectthe ports olthe water inlet adapter. Note that one side has a beveled counterbore, while the other is flat.
FORM 6248 First Edition
3. With the 1/4 inch NPT allen head pipe plug in the elbow facing upward, align the holes in the crankcase water inlet flange with those in the nearest water pump outlet port. Finger tighten the fasteners (2 capscrews, 1/2 x 2-1/4 inches, with washers, lock washers and hex nuts).
5.25 - 25
COOLING SYSTEM 4. Install the fasteners in the crankcase water inlet flange on the other end of the water inlet elbow (2 capscrews, 1/2 x 2-1/4 inches, with washers and lock washers). Slide the crankcase water inlet flange (no counterbore, both sides flat) down the capscrews until it contacts the crankcase water inlet flange. Position a new gasket on the ends of the crankcase water inlet flange capscrews. Finger tighten the assembly to the right bank crankcase water header.
4. Remove the coupling sleeve and two seals from the water pump inlet elbows (see Figure 5.25-28). Discard the seals.
5. Alternately wrench tighten the four crankcase water inlet flange capscrews.
WATER PUMP INLET ELBOWS AND WATER HEADER WATER PUMP INLET ELBOWS AND WATER HEADER REMOVAL
A
WARNING
The water header weighs approximately 56 Ibs. (25 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 1. Attach a suitable lifting device to the water header (see Figure 5.25-27).
Figure 5.25-28. Water Header Assembly Couplings 5. Remove four capscrews, lock washers water pump inlet flange, and flange gasket from each water pump inlet elbow and remove them from the water pump (see Figure 5.25-29).
)
Figure 5.25-29. Water Pump Inlet Elbows
Figure 5.25-27. Water Header Assembly - Front Left 2. Remove four nuts and disconnect the two halves of the seal retainer connecting the water pump elbows to the water header assembly. 3. Using a suitable lifting device, remove the water header from the water pump inlet elbows.
5.25 - 26
)
FORM 6248 First Edition
COOLING SYSTEM WATER PUMP INLET ELBOWS AND WATER HEADER INSTALLATION
1. Verify that the pipe ends of the water pump inlet elbows and water header ouilet pipes are clean and free of dirt and oil. Check the surfaces where the rubber seals contact the pipe to ensure that there are no gouges, grooves, burrs, nicks or dents. Surface imperfections will adversely affect sealing performance. 2. Position the seal retainer onto the water pump inlet elbows, so that the concave side faces toward the pipe end (see Figure 5.25-28 and Figure 5.25-30).
4. With the tapered end facing opposite the retainer, position a seal on the water pump inlet elbow (see Figure 5.25-28).
5. Insert the unflanged end of the water pump inlet elbows into the sleeves on the water header outlet pipes. The left bank elbow has an indentation in the back to accommodate the crankcase water inlet elbow (see Figure 5.25-26). Start the three clamp bolts in each coupling.
A
WARNING
The water header weighs approximately 56 Ibs. (25 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 6. Attach a suitable lifting device to the water header and raise the water header into position (see Figure 5.25-27). 7. Position the fasteners through the square-shaped flange of the water pump inlet elbow (4 capscrews, 1/2 x 1-1/2 inches, with lock washers) (see Figure 5.25-29). Position a new gasket on the capscrews. Thread the capscrews into the water pump inlet flange. Wrench tighten in an alternating pattern. Repeat the procedure on the other bank. Figure 5.25-30. Dresser Coupling
3. Using a small paintbrush, lubricate the seals, pipe ends and sleeve flares with Parker Super O-Lube®.
FORM 6248 First Edition
8. Alternately tighten the three clamp bolts on the water pump inlet elbow couplings (see Figure 5.25-28 and Figure 5.25-30). Torque the clamp bolts to 35 ft-Ib (47 N·m).
5.25 - 27
COOLING SYSTEM
, )
ITEM NUMBER AND DESCRIPTION
9
1
Cluster Thermostat Hsg.
5
Gasket
2
Gasket
Lock washer
10
Elbow
3
Upper Bypass Tube
6 7
Coupling
11
Gasket
4
Lower Bypass Tube
8
Ferry head Capscrew
12
Ferry head Capscrew
Plug
13
Lock washer
Figure 5.25-31. Water Bypass Tubes
LOWER/UPPER BYPASS TUBES AND WATER BYPASS ELBOWS LOWER/UPPER BYPASS TUBES AND WATER BYPASS ELBOWS REMOVAL
)
1. Remove four capscrews and lock washers and gasket, from the upper bypass tube and cluster thermostat housing (see Figure 5.25·31). 5.25 - 28
FORM 6248 First Edition
COOLING SYSTEM 2. Loosen three nuts and remove the upper bypass tube from the lower bypass tube (see Figure 5.25-32).
grooves, burrs, nicks or dents. Surface imperfections will adversely affect sealing performance.
B. Measure back on each pipe end one-half of the sleeve length plus two inches and place a chalk mark. C. Slide the seal retainer onto the lower bypass tube, so that the concave side faces upward toward the pipe end. D. Using a small paintbrush, lubricate the seals, pipe ends and sleeve flares with Parker Super O-Lube®. E. With tapered end facing opposite the relainer, install seal onto the lower bypass tube. The pipe end must extend past end of the seal a minimum of one inch. Slide on the sleeve until it contacts rubber seal. Figure 5.25-32. Bypass Tubes - Front Left
3. Remove three nuts and disassemble both sides of the Dresser coupling (see Figure 5.25-30). 4. Remove two ferry head capscrews, lock washers lower bypass tube and gasket from the water bypass elbow (see Figure 5.25-33). 5. Remove four ferry head capscrews, lock washers gasket and water bypass elbow from the water pump (see Figure 5.25-33). 6. If required, remove the square head pipe plug from the water bypass elbow. 7. Perform Steps 1 thru 6 for the opposite side of lhe engine. LOWER/UPPER BYPASS TUBES AND WATER BYPASS ELBOWS INSTALLATION 1. If removed, apply pipe sealant to threads, and install the square head pipe plug on the water bypass elbow. 2. Install the water bypass elbow on the water pump with gasket, four ferry head capscrews, and lock washers (see Figure 5.25-33). 3. Fasten the lower bypass tube to the water bypass elbow with gasket, two ferry head capscrews and lock washers. 4. Install the Dresser couplings between the lower and upper bypass tube as follows: A. Verily that the pipe ends are clean and free of dirt and oil. Check the surfaces where the rubber seals contact the pipe to ensure that there are no gouges,
FORM 6248 First Ednion
Figure 5.25-33. Water Bypass Elbows
5.25 - 29
COOLING SYSTEM 5. Install the second seal retainer and seal on the unflanged end of the upper bypass tube (see Figure 5.25-34).
7. Fasten the flange of the upper bypass tube to the cluster thermostat housing bypass outlet port with two capscrews and lock washers.
)
8. Alternately tighten the three clamp bolts to evenly draw up the seal retainers. 9. Torque the clamp bolts to 35 ft-Ib (47 N·m). 10. Position the upper water bypass tube over the outlet port on the cluster thermostat housing. 11. Install the upper water bypass tube to the cluster thermostat housing with gasket, four capscrews, and lock washers. 12. Perform Steps 1 thru 11 for the opposite side olthe engine.
SEAL RETAINER"
Figure 5.25-34. Dresser Coupling
6. Insert the upper bypass tube into the coupling sleeve (see Figure 5.25-35).
)
Figure 5.25-35. Bypass Tubes - Front Left
)
5.25 - 30
FORM 6248 First Edition
COOLING SYSTEM WATER MANIFOLD WATER MANIFOLD REMOVAL 1. Refer to Coolant Drain, and drain coolant from water manifold and cluster thermostat housing. 2. Refer to Cluster Thermostat Housing Removal, and remove the cluster thermostat housing. 3. Refer to Engine Breather Systems, and remove the venturi assembly. 4. Refer to Engine Protection Systems, and remove the thermocouple conduit assembly. 5. Remove four capscrews, lock washer and gasket from each water outlet elbow (see Figure 5.25-36 and Figure 5.25-37). 6. Remove two capscrews and lock washers from the four water manifold support brackets.
Figure 5.25-36. Exhaust Manifold Flanges - Rear Left
I I
~ /' j.
10
/' 12
I I
t'iii
ITEM NUMBER AND DESCRIPTION
4
Plug
7
Gasket
10
Reducing Bushing
Lock washer
5
Plug
8
Gapscrew
11
Reducing Bushing
Plug
6
Cover Plate
9
Plug
12
Drain Cock
1
Water Manifold
2
3
Figure 5.25-37. Water Manifold
FORM 6248 First Edition
5.25 - 31
COOLING SYSTEM
A
WARNING
The water manifold weighs approximately 102 Ibs. (46 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death.
12. Remove two capscrews, lock washers cover plate and gasket from the water manifold (see Figure 5.25-37). 13. If required, remove two drain cocks and reducing bushings from the bottom of the water manifold.
7. Attach a suitable lifting device to the water manifold.
14. If required, note the location and remove the seven square head pipe plugs from the water manifold.
8. Using a suitable lifting device, remove the water manifold from the exhaust manifolds.
WATER MANIFOLD INSTALLATION
9. Position the water manifold on wooden blocks (to avoid damage to the drain cocks and to keep the casting from rocking on the pipe plugs). 10. Loosen the twelve flexmaster couplings from the water manifold (see Figure 5.25·38).
)
1. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of two drain cocks and reducer bushings. Install the drain cocks and the reducing bushings at the bottom of the water manifold (front and rear).
CAUTION I I A=~=.:::....:.=-.:..::..:=:.:..;:.J.
Deposits left .on gasket surfaces will cause leaks. Verify that the gasket and gasket mating surfaces are clean and completely free of grease and oil. Disregarding this information could result in product damage and/or personal Injury.
.L .: ..
2. Install the cover plate on the manifold with two capscrews, lock washers and gasket. 3. Disassemble both sides of twelve Flexmaster couplings (see Figure 5.25-40).
Figure 5.25-38. Water Manifold Bracket - Front Left 11. Remove four support brackets from the exhaust manifold flanges (capscrew, two washers, lock washer and nut per support bracket) (see Figure 5.25·38 and Figure 5.25-39).
'~~~ .~
,
,
~
)
S~E~
'COUPLING
RUBBER SEAL SEAL RETAINER
CLAMP
Figure 5.25-40. Flexmaster Coupling
WATER MANIFOLD FLANGE
\
4. With the concave side facing outward toward the pipe end, position a seal retainer on the water inlet pipes.
-'
LOCK WASHER -'''---I!i==~J HEX NUT
\ SUPpORT BRACKET
Figure 5.25-39. Water Manifold Mounting Brackets 5.25- 32
5. POSition the seals in the hollowed portion of each retainer. Slide on the coupling sleeves. 6. Wrap the open clamps around the seal retainers and the flared end of each sleeve, finger tighten the clamp bolt hex nuts. FORM 6248 First Edition
j
COOLING SYSTEM 7. Verify that the pipes of each water outlet elbow and water inlet pipes (see Figure 5.25-41 and Figure 5.25-42) are clean and completely free of dirt and oil. Check the surfaces where the coupling seal contacts the elbow outlet pipe and water inlet pipes to verify that there are no gouges, burrs, nicks or dents. Surface imperfections will adversely affect sealing performance.
Figure 5.25-41. Water Manifold - Front
ELBOW OUTLET PIPE
I I I I
I I I I
---i 1'0 "
I
i .... --....
0'
\
10. Slide the pipe of each water outlet elbow into the free end of the Flexmaster coupling sleeves. 11. Wrap an open clamp around each seal retainer and the flared end of the sleeve. Leave the clamp boH hex nuts loose until the water manifold is positioned on the engine. 12. Position four capscrews and lock washers on each water outlet elbow (see Figure 5.25-43).
Figure 5.25-43. Water Manifold Connections 13. Using the round hole, install the right and left bank support brackets to the welded flange 'at the front of the water manifold (see Figure 5.25-44) With capscrew two washers, lock washer and hex nut. Inslall the second flat washer between the welded flange and the support bracket (see Figure 5.25-45). Position each bracket so that the foot faces the rear of the engine.
\
I'd'\ ,0
I
I
\
I
~~-·-v '-O~
O~
Figure 5.25-42. Water Outlet Elbow 8. With the concave side facing toward the pipe ends, slide the seal retainers on the water outlet elbows. 9. Position the seals in the hollowed portion of each retainer. FORM 6248 First Edition
Figure 5.25-44. Water Manifold Bracket - Front Left 5.25 - 33
COOLING SYSTEM 18. TIghten the four capscrews and lock washers on each of the twelve water outlet elbows.
CAPSCREW WATER MANIFOLD
/ I"""''i' ' ' '.......:;.......
FLAT
FLArN_G_\..L---L:====~~"~
19. TIghten the clamp bolts and nuts on the twelve flexmaster couplings. 20. TIghten the support brackets to the exhaust manifolds with two capscrews and lock washers per support bracket.
/
LOCK WASHER /"--t!===-... HEX NUT
\ SUPPORT BRACKET
Figure 5.25-45. Water Manifold Mounting Brackets
14. Install the right and left bank support brackets to the side flanges welded at the rear of the water manifold (see Figure 5.25-46) with capscrew two washers, lock washer and hex nut. Be sure to install the second flat washer between the welded flange and the support bracket.
CLUSTER THERMOSTAT HOUSING AND THERMOSTATIC VALVES CLUSTER THERMOSTAT HOUSING AND THERMOSTATIC VALVES REMOVAL NOTE: Drain the jacket water system until the level of the coolant drops below the cluster thermostat housing.
1. Remove the ferrule nut to detach the air venting tube from the bottom of the cluster thermostat housing (male connector tube fitting) (see Figure 5.25-47).
)
Figure 5.25-46. Water Manifold Bracket - Rear Left
A
WARNING
The water manifold weighs approximately 102 Ibs. (46 kg). Use a suhable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 15. Attach a suitable lifting device to the water manifold. 16. Position twelve gaskets on the water outlet openings on the exhaust manifolds.
Figure 5.25-47.12 Cylinder Cluster Thermostat Housing
2. Remove the two brass air bleed petcocks at the top of the cluster thermostat housing.
3. Remove the cooling water outlet flange adapter from the cluster thermostat housing (4 capscrews, 1/2 x 1-1/2 inches, with lock washers).
4. Remove the upper bypass tube flanges from the cluster thermostat housing bypass outlet ports (4 capscrews per flange, 1/2 x 1-1/4 inches, with lock washers).
17. Position the water manifold on the exhaust manifolds. Loosely install the support brackets to the exhaust manifolds with two capscrews and lock washers per support bracket. 5.25 - 34
FORM 6248 First Ednion
COOLING SYSTEM
A
WARNING
The cluster thermostat housing weighs approximately 70 Ibs. (32 kg). Use a suitable lifting device during removal or installation. Disregarding this information could result in severe personal injury or death.
5. Remove the cluster thermostat housing from the front end of the water manifold (10 capscrews, 3/8 x 1-1/8 inches, with lock washers). 6. Position the thermostat housing on a suitable workbench with the expansion elements of the thermostatic valves facing upward.
2. Verifythatthe valves are in the fully closed position. If any valve is frozen open or if there is any obvious distortion, discard it. If the valve appears in good condition, test as follows:
A. Suspend the thermostatic valve in a container of water. Do not let the thermostat rest against the sides or bottom.
IA
CAUTION I
Do not boil the thermo.. static valve. Excessive temperatures will force the valve to exceed its normal operating travel and may resuH in permanent product damage and/or personal injury.
B. Gradually heat the water while stirring with a 7. Remove the six thermostatic valves. Take note olthe nominal temperature ratings of the lead and following thermostats. The lead thermostat is located in the right front port of the cluster thermostat housing.The temperature rating is stamped at the bottom of the expansion element (bulb). The Waukesha part number is stamped on the valve sleeve.
quality glass laboratory thermometer (see Figure 5.25-48). Observe the action ofthe valve.
8. Remove the lip seals. Use a rolling head pry bar for best results. CLUSTER THERMOSTAT HOUSING AND THERMOSTATIC VALVES CLEANING AND INSPECTION
A
WARNING
Use of caustic solutions should be restricted to a well ventilated area. Contact with skin, clothing and eyes could result in severe personal injury or death.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 1. Submerse the thermostat housing in the caustic hot tank to remove all paint, dirt, grease and oil. Follow up with a thorough hot rinse. Dry the parts with moisture free compressed air.
FORM 6248 First Ednion
Figure 5.25-48. Thermostat Testing
C. The valve should begin to open at the Start to Open temperature rating listed in Table 5.25-8 and be completely open at the Full Open temperature, plus or minus 5° F (2.8° C).
5.25 - 35
COOLING SYSTEM D. Remove the valve and observe its closing action. The valve should seal evenly and tightly (see Figure 5.25-49).
TOP VIEW
WED PART NUMBER~ I
FULLY CLOSED
I
FULLY OPEN
Figure 5.25-49. Thermostat Open And Closed
E. If the thermostatic valve is defective, replace it. 3. Take note of the temperature ratings and part numbers stamped on the old thermostatic valves. The temperature rating is stamped at the bottom of the expansion element (bulb) (see Figure 5.25-50 and Figure 5.25-51). The Waukesha part number is stamped on the valve sleeve.
RUBBER SEAT
I~
L ""'[ -'" J""'"
SIDE VIEW
/
VENDOR IDENTIFICATION AND NOMINAL TEMPERATURE RATING
Figure 5.25-51. Jacket Water Thermostats PIN 208660 Series
)
The colored dot centered at the top of the thermostatic valve is also used to readily identify its temperature rating. With the exception of the lead thermostat, all valves should have the same color code. NOTE: If the old thermostatic valves are not available, check the engine specification pack to be sure that the new valves are correct.
VENDOR IDENTIFICATION
PIN 208627 Series thermostats use a weir notched seal design for a gradual transition of coolant flow. This thermostat series, does not require a "lead thermostat" because of the weir notch seal design. All thermostats will be of the same part number. The PIN 208627C thermostat is used in landfill gas and high temperature applications.
PIN ............
)
Figure 5.25-50. Jacket Water Thermostats PIN 208627 Series
5.25 - 36
FORM 6248 First Edition
COOLING SYSTEM Table 5 25-8 PIN 208660 Series And PIN 199221 Series Jacket Water Thermostets STD. QTY. IOPT TYPE
NOMINAL TEMP. 'FiC)
START TO OPEN 'FiC)
FULL OPEN 'F('C)
208660 SERIES .1 CURRENT PRODUCTION
199221 SERIES'"",,",
COLOR CODE
PIN
PIN
12 CYUNDER ENGINES - CLUSTER THERMOSTAT HOUSING PIN 204478 Std,
Std.
Opt. Opt.
Lead
1
165 (74)
162 - 167 (72 - 75)
182 (83)
2086600
Yellow
1992210
Follow
5
170 (77)
167 - 172 (75 - 78)
187 (86)
208660
White
199221C
Lead
1
180 (82)
177 - 182 (81 - 83)
197 (92)
208660A
Red
199221 A
Follow
5
190 (88)
187 - 192 (86 - 89)
212 (100)
208660B
None
208660B"
Lead
1
160 (71)
157 - 162 (69 - 72)
177(81)
208660C
Blue
199221E
Follow
5
180 (82)
177 - 182 (81 - 83)
197 (92)
208660A
Red
199221 A
Weir
6
220 (104)
217 - 222 (103 -106)
237 (114)
208627C"
Red
208627C .. (Red)
NOTE: *1 The 208660 series thermostat is current production and uses a rubber seal for posffive coolant control. This is the first choice for service. *2 The 208627 series thermostat (see Table 5.25-9), uses a weir notched seal design for a gradual transition of coolant flow. This is the second choice for service. ~ The 199221 series thermostat uses a metal to metal seal. This is the third choice for service. oM These thermostats, while not of the same series, should be used in these temperature applications.
Table 5.25-9. PIN 208627 Series - Weir Type Jacket Water Thermostats START TO OPEN 'F('C)
NOMINAL TEMP. 'F('C)
FULL OPEN 'F('C)
208627 SERIES' PIN
COLOR CODE
12 CYLINDER ENGINES OPTIONAL PIN 208627 SERIES THERMOSTATS 160 (71)
157 -162 (69 -72)
177 (81)
208627
Blue
170 (77)
167 - 172 (75 - 78)
187 (86)
208627A
White
190 (88)
187 - 192 (86 - 69)
212 (100)
2086276
None
220 (104)
217 - 222 (103 - 106)
237 (114)
208627C
Red
NOTE: * The 208627 series thermostat uses a weir notched seal design for a gradual transition of coolant flow. This is the second choice for service. This thermostat series, does not require a "/ead thermostat" because of the weir notch sea/ design.
CLUSTER THERMOSTAT HOUSING/THERMOSTATIC VALVES INSTALLATION
CAUTION I I~A="-..::=..:.;::;...;~;:;;..;:...;..J. CAUTION I I~A=--=:.:...=-=-=-;:..:::..:..;;.J. L.. .
Deposits I~ft on gasket surfaces Will cause leaks.
Exercise care to keep the gasket debris out of the cluster thermostat housing.
L.. .
1, Scrape the old gasket material from the bottom of the cluster thermostat housing, if necessary. Scrape the bypass tube and cooling water outlet flanges of the cluster thermostat housing.
3, Verify that all gaskets and gasket mating surfaces are clean and completely free of grease and oil. 4. With the open side facing inward, press fit new lip seals into the cluster thermostat housing (see Figure 5.25-52).
t
j THIS StDE INTO THERMOSTAT HOUSING
.n.V
Figure 5.25-52. Thermostet Seal
2. Scrape the gasket mating surfaces at the top of the water manifold, the two upper bypass tubes flanges and the cooling water outlet flange, if necessary,
FORM 6248 First Edition
5.25 - 37
COOLING SYSTEM 5. For best results, use a pipe or tube of equal diameter. Verify that each seal is square in the bore and completely seated around its circumference) (see Figure 5.25-53).
A
WARNING
)
The cluster thermostat housing weighs approximately 70 Ibs. (32 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 12. With the water outlet flange facing the front of the engine, install the cluster thermostat housing althefront olthe water manifold (10 capscrews, 3/8 x 1-1/8 inches, with lock washers). Tighten the capscrews in an alternating pattern. 13. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the two bypass outlet port flanges olthe cluster thermostat housing. Position new gaskets on the contact cement.
e
-
7
e
-..
14. Fasten the upper bypass tubes to the cluster thermostat housing bypass outlet ports (4 capscrews per flange, 1/2 x 1-1/4 inches, with lock washers). THERMOSTATIC VALVES
LEFT BANK BYPASS OUTLET PORT
Figure 5.25-53.12 Cylinder Cluster Thermostat Housing - Bottom View 6. Using a small paintbrush, lubricate the lip seals with clean ethylene glycol (antifreeze). 7. Take note of the temperature ratings and part numbers stamped on the old thermostatic valves. 8. With the bulb of the expansion element facing outward, place the lead thermostat in the right front port of the cluster thermostat housing (see Figure 5.25-53). The lead thermostat has a nominal temperature rating lower than the others, normally 5° F (2.8° C).
15. Slide the fasteners through the holes in the cluster thermostat housing water outlet flange adapter (4 capscrews, 1/2 x 1-1/2 inches, with lock washers). Position a new gasket on the capscrews. 16. Position the flange adapter over the outlet port. Tighten the capscrews.
)
17. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the two air bleed petcocks. Install the petcocks in the holes above the bypass outlet ports on each side of the cluster thermostat housing. 18. Tighten the ferrule nulto attach the water header air venting tube to the bottom of the cluster thermostat housing (male connector tube fitting). 19. Refill the jacket water system and bleed trapped air.
9. Install thermostatic valves in the five remaining ports. 10. Apply 3M Scotch Grip~ Rubber and Gasket Adhesive 847 to the top of the thermostat housing at the front of the water manifold. 11. Place a new gasket ( on the contact cement. Allow the gasket adhesive to cure. See the manufacturer's recommendations.
)
5.25 - 38
FORM 6248 First Edrtion
COOLING SYSTEM IDLER PULLEY BRACKET
2. Loosen the two nylok socket head set screws in the idler pulley.
IDLER PULLEY BRACKET REMOVAL
1. Remove the capscrew, lock washer and washer from the adjusting groove on the idler pulley bracket (Figure 5.25-54).
3. Using a jaw type gear puller, remove the pulley from the idler pulley shaft (see Figure 5.25-56).
Figure 5.25-54. Idler Pulley Bracket
2. Remove the V-belts from the idler pulley. 3. Remove capscrew, lock washer and idler pulley bracket from the water pump. IDLER PULLEY BRACKET DISASSEMBLY
1. Remove the grease fitting from the idler pulley bracket (see Figure 5.25-55). Figure 5.25-56. Idler Pulley Shaft Removal
Figure 5.25-55. Idler Pulley FORM 6248 First Edition
5.25 - 39
COOLING SYSTEM
A
WARNING
6. Remove the ball bearing/shaft assembly from the idler pulley bracket (see Figure 5.25-58).
Always wear proper eye protection when removing tack welds. failure to wear eye protection could result In severe personal injury or death. 4. Using a cold chisel and hammer, break the three tack welds securing the cover to the back of the idler pulley bracket (see Figure 5.25-57).
Figure 5.25-58. Remove Ball Bearing/Shaft Assembly
7. Remove the grease seal from the bore ofthe bracket (see Figure 5.25-59). Discard the seal.
)
Figure 5.25-57. Cover Removal
A
WARNING
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to result in severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged.
5. Remove the large retaining ring from the bore at the back of the idler pulley bracket.
Figure 5.25-59. Grease Seal Removal
8. Remove the small retaining ring from the idler pulley shaft. 5.25 - 40
FORM 6245 First Edition
)
COOLING SYSTEM 9. Center the ball bearing support under the ram of the arbor press. Center the ball bearing on the bearing support. Center the driver on the idler pulley shaft.
3. Inspect the pulley sheave groove sidewalls for excessive wear. Replace the pulley if the groove walls are dished out or if the sheaves are chipped or bent.
10. Lower the ram until it makes contact with the driver.
4. Inspect the idler pulley shaft for damage and wear. The shaft must be straight and free of nicks and burrs. Inspect the ball bearing seating surface for scoring, scuffing and excessive wear. Replace the shaft if necessary.
11. Lower the ram until the idler pulley shaft drops out of the ball bearing (see Figure 5.25-60). Release the ram pressure. Discard the ball bearing.
IDLER PULLEY BRACKET ASSEMBLY ;SHAFT
1. Center the ball bearing support under the ram of the arbor press.
V~
I
S[
l'-
~~
PRESS OUT
~~ -.. ~i
J:?~
BALL BEARING
IA
CAUTION I
To avoid damage to the .. ball bearing, be sure that the inner race is properly supported. Disregarding this information could result in product damage and/or personal inJury.
2. Center a new ball bearing on the bearing support. 3. Position the idler pulley shaft upright in the ball bearing 10 so that the retaining ring groove is at the a bottom (see Figure 5.25-61).
Figure 5.25-60. Idler Pulley Ball Bearlng!Shaft Assembly
IDLER PULLEY BRACKET CLEANING AND INSPECTION
A
WARNING
Cleaning solvents may be toxic or flammable. Keep away from heat or flame. Read the manufacture's warnings on the container. Always use approved cleaning solvents in a well ventilated area. Avoid contact with skin. Disregarding this information could result in severe personal inJury or death.
A
I I
" .\ I
"-
SHAFT SHOULDER
RETAINING RING GROOVE"
Figure 5.25-61. Idler Pulley Shaft
WARNING
Compressed air can pierce the skin and could result in severe personal inJury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
4. Center the driver over the idler pulley shaft. Verify that the shaft is not cocked in the bearing 10. 5. Lower the ram until it makes contact with the driver.
1. Thoroughly clean the internal parts of the assembly with solvent to remove all grease and dirt. Hot tank the idler pulley and bracket. Blow dry the parts with moisture free compressed air. 2. Inspect the two retaining rings for damage or distortion. Replace the rings if necessary. FORM 6248 First Edition
5.25 - 41
COOLING SYSTEM
I .A. CAUTION ITo avoid damage, use only enough ram force to seat the ball bearing. Disregarding this information could result in product damage and/or personal Injury. 6. Press the idler pulley shaft into the ball bearing until the shoulder makes solid contact with the inner race (see Figure 5.25-62).
10. Pack Uthoplex® Grease No. 2 (Multipurpose Uthium Complex Formula Containing Molybdenum Disulfide) between the inner and outer races of the ball bearing. 11. With the pulley side facing the press table, center the bore of the idler pulley bracket under the ram. 12. With the retaining ring at the top, position the ball bearing/shaft assembly upright in the bracket bore. Center the bearing driver over the outer race of the ball bearing. 13. Verify that the ball bearing/shaft assembly is aligned in the bracket bore. Lower the ram until it makes contact with the bearing driver.
BALL BEARING\
14. Press the ball bearing/shaft assembly into the bore. Exert uniform pressure against the outer race of the bearing until it makes solid contact with the inside counterbore.
I y ~jj
i~
];: I
~c)
~~~ !/
RETAINING GROOVE
16. Ughtly lubricate a new grease seallD with a lithium complex type grease.
Figure 5.25-62. Idler Pulley Ball Bearing/Shaft Assembly
7. Release the ram and remove the driver. 8. Verify that the ball bearing rotates freely on the idler pulley shaft, without any drag.
A
WARNING
Always wear proper eye protection when installing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged. 9. Install the small retaining ring in the groove on the idler pulley shaft. Rotate the ring to verify that it is fully seated.
5.25 - 42
15. Install the large retaining ring in the bracket bore. Rotate the ring to verify that it is fully seated in the groove.
17. With the pulley side facing upward on the press table, center the bore of the idler pulley bracket under the ram. 18. With the lipped side facing inward towards the ball bearing, position the grease seal over the bracket bore. 19. Center the driver over the grease seal. Lower the ram until it makes contact with the driver. 20. Press the grease seal into the bracket bore until the closed side of the carrier is flush with the top of the casting. 21. Press the pulley on the idler pulley shaft until it makes solid contact with the shaft shoulder. 22. Install two new nylok socket head set screws in the idler pulley. Tighten the set screws to secure the pulley to the idler pulley shaft.
FORM 6248 Firsl Edilion
)
COOLING SYSTEM IDLER PULLEY wBR:A=C=K=ET~'-...)~_ _--7(~ PIVOT BOLT HOLE~_
+ CENTERLINE~
-~~~~~~ IDLER PULLEY SHAFT
/~
__
Figure 5.25-63. Idler PUlley Bracket Vent Hole Location
23. Position the rear cover in the back of the idler pulley bracket. Rotate the cover so thatthe 1/8 inch vent hole is within 1/2 inch ofthe centerline between the idler pulley shaft and the pivot bolt hole (see Figure 5.25-63).
27. Using Lithoplex® Grease No. 2 (Multipurpose Lithium Complex Formula Containing Molybdenum Disulfide), slowly fill the bearing cavity until grease extrudes from the vent hole in the rear cover.
-A CAUTION 1Ball bearing ~rease presL.= .. =~=..;:.;::....:~=-=~. sure may dislocate the
IDLER PULLEY BRACKET INSTALLATION
I
rear cover if it is not properly secured to the idler pulley bracket. Disregarding this infonnation could rasult in product damage and/or personal injury.
A
1. Install the pivot bolt and lock washer through the hole in the idler pulley bracket. Position the idler pulley bracket assembly against the face of the water pump and install the pivot bolt in the threaded boss above the right bank water pump outlet port (see Figure 5.25-64).
WARNING
Always wear protective eye shields when welding, cutting or watching a welding operation. Protective clothing and face shields must be worn. Never weld or cut near combustible materials. Disregarding this Information could result in severe personal injury or death. 24. Using a mild steel rod, place three tack welds (of equal distance) where the edge of the cover contacts the back of the bracket. 25. Lightly tap on the welds to check for cracks. Use crocus cloth to remove any weld spatter. 26. Install the grease fitting in the idler pulley bracket. FORM 6248 First Ed~ion
Figure 5.25-64. Idler Pulley Bracket 5.25-43
COOLING SYSTEM 2. Install the lock bolt lock washer and washer through the slot in the idler pulley bracket. Install the bolt in the threaded boss below the right bank water pump outlet port (see Figure 5.25-64).
5. Install an eye bolt 5/16 inch threads, in the threaded hole at the base of the upper center boss (see Figure 5.25-66). Attach a suitable lifting device to the eye bolt.
)
3. Position the V -belts on the idler pulley. 4. Refer to Jacket Water Pump Drive Belt Tension Adjustment and adjust the water pump drive belts.
JACKET WATER PUMP JACKET WATER PUMP REMOVAL
1. Refer to Crankcase Water Inlet Pipe Removal, Water Pump Inlet Elbow Removal, and Water Bypass Tube Removal, and remove these components. 2. Remove capscrew, lock washer, washer, bracket and spacer, from the upper gear cover flange (see Figure 5.25-65). 3. Remove nut, capscrew, lock washer and bracket from the water drain pipe. 4. Remove the pipe plugs from the left and right bank water bypass elbows.
Figure 5.25-65. Lifting The Jacket Water Pump 6. Remove ten nuts and lock washers from the water pump and carefully remove the pump using a suitable lifting device.
)
7. Remove the water pump cover gasket and water pump cover from the gear cover. 8. Remove the water pump cover to gear cover gasket from the gear cover (see Figure 5.25-67).
Figure 5.25-65. Water Drain Petcock - Front Right
A
WARNING
The water pump weighs approximately 105 Ibs. (48 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death.
5.25 - 44
Figure 5.25-67. Water Pump Cover And Cover Gasket 9. Remove the drain cock, pipe coupling, two pipe nipples, and elbow from the bottom of the water pump.
FORM 6248 First Edition
)
COOLING SYSTEM
INNER GREASE SEAL
THIN
THIN NUT
•• M'• ...," PUMP SEAL ASSEMBLY
IMPELLER SHAFT AND BE~IRI~IG ASSEMBLY
Figure 5.25-68. VHP Water Pump Assembly JACKET WATER PUMP DISASSEMBLY
A
WARNING
The water pump weighs approximately 105 Ibs. (48 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 1. Remove the water drain petcock from the pipe nipple assembly. Remove the air bleed petcock from the water pump housing. 2. Using an air impact wrench, loosen the thin nut on the pulley end of the water pump shaft (see Figure 5.25·68). If necessary, thread two hardened
FORM 6248 First Edition
capscrews into the impeller puller holes (3/8-16 inch threads) and use a bar to keep the shaft from turning. 3. Loosen the thin nut on the impeller side. Use the pulley puller holes (3/8-16 inch threads) to hold the shaft if necessary. 4. Remove the thin nut and flat washer on both the pulley and impeller ends of the shaft. 5. Turn the pump over, impeller side up. 6. Remove the impeller from the shaft. The two threaded holes in the impeller (3/8-16 inch threads) may be used with aT-type gear puller and air impact wrench, if necessary.
5.25-45
COOLING SYSTEM
A
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death. 7. Remove the spring from the shaft. Remove the brass retainerlcarbon seal assembly. Use a small puller tool if necessary. Discard the seal assembly. 8. Remove the ceramic seal and rubber seat from the counterbore. Discard the seal and seat.
JACKET WATER PUMP CLEANING AND INSPECTION 1. Inspect the pulley sheave groove sidewalls for excessive wear. Replace the pulley if the groove walls are dished out or if the sheaves are bent, chipped or pitted.
A
WARNING
Always wear Insulated gloves when handling heated parts. Use of bare hands will result in burns. Disregarding this information could result in severe personal InJury or death.
9. Turn the water pump over, pulley Side up. 10. Remove the pulley from the water pump shaft. The two threaded holes in the pulley (3/8-16 inch threads) may be used with aT-type gear puller and air impact wrench, if necessary. 11. Remove the outer grease seal from the water pump housing. Discard the seal.
A
WARNING
Always wear proper eye protection when removing the retaining ring. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify thatthetips ofthe pliers are not excessively worn or damaged. 12. Remove the retaining ring from the groove in the water pump housing. 13. Place the pump in an arbor press, impeller side up. Press on the impeller side of the shaft to remove the bearing and shaft assembly.
2. Remove the pulley hub wear sleeve. Briefly heat the sleeve around its circumference using a propane torch. Expansion ofthe sleeve will cause ilto slip off the pulley hub. 3. Inspect the water pump housing for cracks or corrosion. Look for signs of cavitation where the impeller vanes pass the volute just inside the water pump housing. Replace the housing if necessary.
A
WARNING
Compressed air can pierce the skin and cause severe personal Injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
)
4. Hot tank the water pump housing and pulley to remove old gasket material, grease and dirt. Blow dry the parts with moisture free compressed air.
14. Remove the inner grease seal from the water pump housing. Discard the seal.
)
5.25 - 46
FORM 6248 First Edition
COOLING SYSTEM JACKET WATER PUMP ASSEMBLY Assemble the jacket water pump using the appropriate rebuild kit.
NOTE: Installation of the new jacket water pump assembly requires use of the new water pump cover plate (PIN 2OO1618). The previous cover plate (PIN 2oo161) cannot be used with the current water pumps (double row ball bearings).
3. Position the smaller diameter ball bearing over the impeller end of the shaft. Slide the bearing driver (see Figure 5.25-70 - Tool #2) over the shaft until it contacts the inner race of the smaller diameter ball bearing (see Figure 5.25-71).
BALL BEARING DRIVER
1. Position the larger diameter ball bearing down the pulley end of the water pump shaft (see Figure 5.25-69). PULLEY END
PRESSON INNER RACE OF BEARING
IMPELLER END
---I---G- -+ -- -Fl. Figure 5.25~. Jacket Water Pump Shaft
2. Place the bearing sleeve base (see Figure 5.25-70 Tool #1) on the deck of the arbor press. With the larger diameter ball bearing positioned over the pulley end of the water pump shaft, insert the pulley end of the shaft into the sleeve base until the inner race of the larger diameter ball bearing contacts the top of the sleeve.
BEARING SLEEVE BASE TOOL PRESSON INNER RACE OF BEARING
2
3
5 6/
Figure 5.25-71. Press Bearings Onto Shaft
4. Center the bearing sleeve base tool under the ram. Verify that the water pump shaft is completely vertical and that the ball bearings are positioned correctly on the shaft.
4
9
5. Lower the ram until it makes contact with the bearing driver.
IA 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
BEARING SLEEVE BASE BEARING DRIVER GREASE PACKING FIXTURE INNER GREASE SEAL DRIVER SEAL PROTECTOR SLEEVE BEARING SHAFT DRIVER OUTER GREASE SEAL DRIVER PULLEY WEAR SLEEVE DRIVER CERAMIC SEAL DRIVER BRASS RETAINER/CARBON SEAL DRIVER
Figure 5.25-70. Jacket Water Pump Service Tool Kit PIN 474013
CAUTION I
Use only enough ram .. force to Install the bearings, 150 Ibs. minimum (667 N), 1500 Ibs. maximum (6672 N). To avoid use of excessive force, fit the ram with the proper size load cell. Damage to the ball bearings will result in premature water pump failure. Disregarding this information could result in product damage andlor personal injury. 6. Lower the ram until both ball bearings are seated solidly against the shoulders on the water pump shaft. 7. Release the ram and remove the bearing driver.
FORM 6248 First Edition
5.25 -
47
COOLING SYSTEM 8. Remove the ball bearing shaft assembly from the bearing sleeve base tool. Verify that the bearings are completely seated against the shaft shoulders. Verify that the bearings rotate freely without drag. 9. Position a new a-ring down the pulley end of the water pump shaft until it makes contact with the inner race of the larger diameter ball bearing. NOTE: Previous shaft assemblies using PIN 2004568 shafts, use a woodruff key to hold the water pump pulley in place. Current shafts, PIN 2OO456C, are blaok in color, and do not use a woodruff key to hold the water pump pulley in place. The impellor and pulley are held in place by the olamp load resulting from torquing the shaft nuts on each end.
10. If using the previous PIN 2004568 shaft, position a new Woodruff key in the slot on the pulley end of the water pump shaft. Using a brass hammer or punch, tap the key to properly seat it in the keyway. Verify that the key is level. 11. Clamp the arm of the grease packing fixture (see Figure 5.25-70 - Tool #3) in a vise with the open end of the cup facing upward. 12. Insert the impeller end of the bearing shaft assembly into the packing fixture (see Figure 5.25-72).
OUTSIDE ROW
GREASE FmlNG
FILL SPACE WITH GREASE
ROW
A
WARNING
)
Do not operate the valve of the pneumatic greaser unless connected to the grease fitting on the packing fixture. The pneumatic greaser produces a high velocity discharge that can cause severe personal Injury. Disregarding this Information could result in severe personal injury or death. 13. Using the grease fitting on the side of the packing fixture, apply a pressurized lithium complex type grease (see Grease Recommendations). Hold the top of the water pump shaft to keep the assembly stationary and fill the cavity between the two bearings until the grease extrudes from the outside row of the upper ball bearing (pulley side). Verify that the grease also extrudes through the outer row of the lower ball bearing (impeller side). NOTE: A pneumatio greaser is recommended to ensure a fully paoked oavity and to protect against grease contamination. To fill the cavity with a hand held grease gun, as many as 130 strokes may be necessary. "a pneumatio greaser is not available, hand paok the cavity before plaoing the bearing shaft assembly in the packing fixture. Use the grease gun to oomplete the task.
14. Remove the grease supply line from the packing fixture grease fitting.
)
15. Lift out the bearing shaft assembly to verify that the grease fills the entire space between the ball bearings (from the shaft to the bearing 00). 16. Remove any excess grease from the impeller and pulley ends of the shaft (external to the grease cavity). Remove the excess grease extruding from the outSide row of each ball bearing. Wipe the excess grease from the outside diameter of each ball bearing. 17. Insert the bearing assembly back into the packer until it is ready to be installed in the water pump housing. Lay a clean shop cloth over the top olthe packing fixture to keep out dust and dirt. 18. Place the water pump casting on the press table with the pulley side up. 19. Thoroughly wipe the water pump housing seal bore with a clean cloth. Use compressed air to blowout all dust and debris.
Figure 5.25-72. Pack Water Pump Bearings
5.25 - 48
20. Thoroughly wipe the new inner grease seal with a clean cloth. Verify that the seal lip garter spring is in place. Carefully check the seal for defects. Replace if damaged.
FORM 6248 First EdHion
)
COOLING SYSTEM 21. Fit the inner grease seal (2-1/16 inch diameter) onto the seal driver (see Figure 5.25-70 - Tool #4) with the open (lipped) side olthe carrier (see Figure 5.25-73) facing the collar of the tool. Lower the inner grease seal into the pulley bearing bore (see Figure 5.25-74).
24. Lower the ram until the shoulder olthe driver makes solid contact with the inside counterbore. 25. Release the ram and remove the inner grease seal driver.
IA
CAUTION I
The shoulders and .. threads on the water pump shaft can damage the sealing surface of the inner grease seal ifthe protector sleeve is not used. Disregarding this information could result In product damage and/or personal injury.
26. Slide the black plastic seal protector sleeve (see Figure 5.25-70 - Tool #5) over the threads on the impeller end of the shaft until tt seats against the shaft shoulder. ~~.f-----SEAL LIP GARTER SPRING (BENEATH LIP) OUTER GREASE SEAL
Figure 5.25-73. Open (Lipped) Side Of Carriers
INNER GREASE SEAL DRIVER
27. Lightly lubricate the seal protector sleeve wtth a lithium complex type grease. Lightly lubricate the exposed portion of the water pump shaft (from the protective sleeve to the ball bearing). 28. Carefully insert the impeller end ofthe bearing shaft assembly into the water pump housing (see Figure 5.25-75). The posttion of the shaft is critical for a straight press. Guide the end of the shaft so as not to damage or disturb the inner grease seal or the lip garter spring. BEARING SHAFT
COUNTER BORE
COUNTER BORE
Figure 5.25-74. Install Inner Grease Seal
22. Center the inner grease seal driver under the ram. 23. Lower the ram until it makes contact with the driver.
IA
CAUTION I
Minimal ram force Is re.. quired to install the inner grease seal. The object of the ram is to ensure a straight press. To avoid product damage and/or personal Injury, use only enough ram force to complete the task. FORM 6248 First Edition
PLASTIC SEAL PROTECTOR SLEEVE
Figure 5.25-75. Install Shaft And Bearing Assembly 5.25 - 49
COOLING SYSTEM 29. Position the bearing shaft driver (see Figure 5.25-70 - Tool #6) over the top ofthe waler pump shaft (pulley side) aligning the notch on the inside diameter of the tool with the installed Woodruff key.
OUTER GREASE SEAL DRIVER
30. Lower the ram until it makes contact with the bearing shaft driver.
IA
CAUTION I
To avoid damage to the :.. smaller diameter ball bearing (impeller side), use only enough ram force to complete the task. Do not exceed 250 Ibs. (1112 N). Damage to the ball bearing will result In premature water pump failure. Disregarding this Information could result in product damage and/or personal injury.
RETAINING RING
31. Lower the ram until the outer race of the larger diameter ball bearing (pulley side) makes solid contact with the inside counterbore.
NOTE: The outer race of the smaller diameter ball bearing (impeller side) is not supported during the assembly procedure. To prevent damage to the ball bearing, do not exceed a forceof250lbs. (1112N).lfa greater force is required to press the bearing/shaft assembly into the water pump housing, then the bearing bore and/or the OD of the smaller diameter ball bearing is not within specification. Since an accurate measurement determines whether the parts are properly fitted and also prevents damage to the inner race of the smaller diameter ball bearing, fit the ram of the press with the proper size load cell. 32. Release the ram and remove the bearing shaft driver. 33. Remove the plastic seal protector sleeve from the impeller end of the water pump shaft.
A
WARNING
Always wear proper eye protection when installing the retaining ring. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips ofthe pliers are not excessively worn or damaged.
Figure 5.25-76. Install Retaining Ring/Outer Grease
Seal 36. Slide the outer grease seal (3-1/4 inch diameter) onto the seal driver tool (see Figure 5.25-70 - Tool #7) with the open (lipped) Side of the carrier (see Figure 5.25-73) facing opposite the collar on the tool. Lower the outer grease seal into the water pump housing. 37. Center the outer grease seal driver under the ram. 38. Lower the ram until it makes contact with the driver.
IA
CAUTION I
Minimal ram force Is re.. quired to install the outer grease seal. The object of the ram Is to ensure a straight press. To avoid product damage and/or personal Injury, use only enough ram force to complete the task. 39. Lower the ram until the shoulder ofthe driver makes solid contact with the edge of the casting (see Figure 5.25-76). 40. Release the ram and remove the outer grease seal driver from the water pump housing.
34. With the beveled edge on the OD facing upward, install the retaining ring in the groove on the pulley side of the water pump housing (see Figure 5.25-76). Verify that the ring is fully seated in the groove.
41. Lightly lubricate the ID of the installed outer grease seal with a lithium complex type grease. Also apply some grease around the face of the seal. Wipe off any excess.
35. Thoroughly wipe the new outer grease seal with a clean cloth. Verify that the seal lip garter spring is in place. Carefully check the seal for defects. Replace ij damaged.
42. With the concave side up, place the water pump pulley on the press table. Thoroughly wipe the pulley hub OD with a clean cloth. Use compressed air to blow out all dust and debris.
5.25 - 50
)
FORM 6248 First Ednion
)
COOLING SYSTEM 43. With the lipped side down (see Figure 5.25-77), position a new stainless steel wear sleeve over the pulley hub. Be sure that the sleeve is square on the hub.
Figure 5.25-77. Pulley Hub Wear Sleeve
44. Center the pulley under the ram of the arbor press. Center the sleeve driver (see Figure 5.25-70 - Tool #8) over the pulley hub, so that the bottom of the shroud makes complete contact with the lip of the wear sleeve. Verify that the driver is completely vertical and that the wear sleeve is not cocked on the hub. 45. Lower the ram until it makes contact with the sleeve driver.
IA CAUTION IMI~lmal
ram force is reto seat the wear sleeve. The object of the ram is to ensure a straight press. To avoid product damage and/or personal Injury, use only enough ram force to complete the task.
L.~~-=':""::'="':":"::;":";:.J. qUI red
46. Lower the ram until the lip of the wear sleeve makes solid contact with the machined surface at the bottom of the pulley hub OD (see Figure 5.25-78). 47. Release the ram and remove the sleeve driver. 48. Lubricate the wear sleeve with a lithium complex type grease. Wipe off any excess. 49. Align the keyway in the pulley hub with the Woodruff key in the water pump shaft. Inserting the hub into the outer grease seal, hand push the pulley onto the shaft. Do not run the pulley in using the thin nut.
Figure 5.25-78. Install Pulley Hub Wear Sleeve
50. Lubricate the threads on the pulley end of the water pump shaft with clean engine oil (SAE 30). 51. Install the flat washer and finger tighten the thin nut. 52. Turn the water pump over to access the impeller side of the shaft. 53. Obtain a new water pump seal. 54. Remove the spring from the brass seal retainer (carbon seal half of water pump seal). 55. Carefully check the carbon ring (primary seal) for cracks, nicks or other defects. Replace the water pump seal assembly if damaged. 56. Remove the ceramic ring (mating seal) from its rubber seat (see Figure 5.25-79). Carefully check the ceramic material for cracks or nicks. Inspect the rubber seat for tears or cuts. Replace the water pump seal assembly if damaged.
Figure 5.25-79. Water Pump Seal Assembly
FORM 6248 First Edftion
5.25 - 51
COOLING SYSTEM
IA
CAUTION
lOllY deposits left on the .. sealing faces will cause traces of carbon to adhere to the ceramic seat, resulting In premature failure of the water pump seal. Disregarding this information could result In product damage and/or personal injury
62. Use the seal driver (see Figure 5.25-70 - Tool #10) to hand press the brass retainer/carbon seal assembly flat against the ceramic seal (see Figure 5.25-81).
CARBON SEAL
)
CARBON HALF OF SEAL
57. Verify that the sealing faces of the carbon and ceramic seals are free of oily, greasy or waxy deposits. Use a clean solvent to clean the sealing surfaces. if necessary. Wipe the surfaces clean and dry with absorbent paper or a soft cloth. 58. With the flat highly polished surface facing outward, squarely seat the ceramic seal ring in the rubber seat. The rear face of the seal can be easily identified by a groove that runs perpendicular to the seallD. 59. Using a 50/50 mix of clean ethylene glycol and water, lubricate the outside diameter of the rubber seat. Slide the ring over the shaft with the ceramic material facing outside. Move the ring down the shaft until it contacts the casting bore. Use the seal driver (see Figure 5.25-70 - Tool #9) to hand press the ceramic seal ring against the counterbore in the water pump housing (see Rgure 5.25-80). CERAMIC
DRIVER
Figure 5.25-81. Install Carbon Seal NOTE: Previous shaft assemblies using PIN 2004568 shafts, use a woodruff key to hold the impeller in place. Current shafts, PIN 200456C, are black in color, and do not use a woodruff key to hold the impeller in place. The impellor and pulley are held in place by the clamp load resulting from torquing the shaft nuts on each end.
)
63. If using the previous PIN 2004566 shaft, position a new Woodruff key in the slot on the impeller end of the water pump shaft. Using a brass hammer or punch, tap the key to properly seat it in the keyway. Verify that the key is level.
A
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death. Figure 5.25-80. Install Ceramic Seal
64. Position the spring down the water pump shaft until it contacts the spring seat around the edge of the brass seal retainer.
60. Using a 50/50 mix of clean ethylene glycol and water, lubricate the rubber insert and carbon seal ID within the seal retainer. Using the same solution, lightly lubricate the lipped side of the carbon seal.
65. With the blades facing inward, position a new impeller on the shaft. Do not run the impeller in using the thin nut.
61. With the lipped side of the carbon seal facing inward, slide the brass seal retainer assembly over the water pump shaft.
NOTE: Although the clearance fit of the impeller should make it relatively easy to install, there may be some difficulty in aligning the notch in the hub with the key on the shaft. Use a grease pencil to mark the center of the keyway on the end of the shaft if necessary. 66. Lubricate the threads on the impeller end of the shaft with clean engine oil (SAE 30). Install the flat washer and finger tighten the thin nut.
5.25 - 52
FORM 6248 First Edition
)
COOLING SYSTEM
INNER GREASE SEAL RETAINING OUTER
GREASE
THIN NUT
THIN NUT
PUMP SEAL ASSEMBLY
\
IMPELLER SHAFT AND BElIRINIG ASSEMBLY
Figure 5.25-82. VHP Waler Pump Assembly 67. Tighten the pulley and impeller thin nuts to draw the
water pump assembly together (see Figure 5.25-82). 68. Use the reaction torque technique to torque both the impeller and pulley thin nuts simultaneously.
....---M-E-AS-U-RE-A-:r-T-H-R-E-E-P-LA-C-E-S--------,
- 0.045" (0.38 - 1.15 mm) SPRING
Attach a 1-1/2 inch socket to a breaker bar. Lock the socket in a vise with the opening facing upward. To prevent the socket from turning, verify that the handle of the breaker bar is in contact with the base of the vise. Holding the pump so that the impeller is parallel to the table top, fit the pulley nut in the socket. Some assistance will be required to hold the pump. Torque the impeller nut to 195 - 200 ft-Ib (265 - 270 N·m). 69. Using a feeler gauge, check the impeller vane to water pump housing clearance at three equally spaced locations (see Figure 5.25-83). Verify thatthe clearance is between 0.015 - 0.045 in. (0.38 - 1.15 mm). FORM 6248 First Ed~ion
Figure 5.25-83. Check Impeller Clearances
5.25 - 53
COOLING SYSTEM 70. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of two brass petcocks. Screw the water drain petcock into the pipe nipple assembly (see Figure 5.25-84). Screw the air bleed petcock into the water pump housing.
3. Install the ten studs around the perimeter of the gear cover water pump mounting flange. Drive the coarsely threaded side of the first stud into the flange in the 11 o'clock position (see Figure 5.25-85). Thread the stud until the last coarse thread is turned into the casting.
AIR BLEED PETCOCK" OUTLET
INLET
INLET
OUTLET
1
WATER PUMP MOUNTING FLANGE
Figure 5.25-84. Jacket Weter Pump
Figure 5.25-65. Water Pump Mounting Flange 71. Pressure test the water pump at 15 psig air pressure. 72. Check for leakage at the "weep hole" below the drive belt pulley. The presence of water indicates that the water pump seal is defective and that the jacket water pump must be rebuilt.
4. Moving counter-clockwise around the perimeter of the gear cover flange, install studs in holes 2 through 5, (see Figure 5.25-85 and Figure 5.25-86). Skipping hole number 6, install studs in holes 7 through 11. Skip hole number 12.
73. Inspect the water pump housing for leaks. Discard the casting if any cracks are found. JACKET WATER PUMP INSTALLATION 1. Check the ten water pump mounting studs for nicks, cracks, burrs, galled or stretched threads and other obvious damage. Replace as necessary. 2. Each water pump stud has both fine and coarse threads. Using a small paintbrush, apply Bostik Never Seez® Anti-Seize and Lubricating Compound to all threads on the coarse side.
I.=A. CAUTION I
Do not
L.
Inst~1I wa~er
='--''------''--_''-----'_ pump studs With a pipe
wrench or similar device. Use collet style stud driver to Install studs. Disregarding this information could result in product damage and/or personal injury.
Figure 5.25-86. Water Pump Cover And Cover Gasket
CAUTION I I=.A=~=...;;..;:~~;::...;;.,:;..,J. .
Deposits I~ft on gasket surfaces will cause leaks. Disregarding this Information could result in product damage and/or personal injury.
L.
5. Verify that all gaskets and gasket mating surfaces are clean and completely free of grease and oil.
5.25 - 54
FORM 6245 Rrst
Ed~ion
)
COOLING SYSTEM
CAUTION
A Ilf the water pump cover IL.= .=.....;;_....;;._-----'_--'. . gasket is installed Incorrectly, rotation ofthe impeller will shear off the ears, a condition which may adversely affect sealing effectiveness. Disregarding this information could result in product damage and/or personal injury.
9. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads, and install the drain cock, pipe coupling, two pipe nipples, and elbow on the bottom of the water pump (see Figure 5.25-89).
6. Position a new gear cover gasket onto the ten studs around the perimeter of the gear cover water pump mounting flange (see Figure 5.25-87). STRAIGHT EDGE OF EARS ANGULAR
~~
y~ STRAIGHT EDGE OF EARS VERTICAL
Figure 5.25-87. Install Water Pump Cover Gaske!
Figure 5.25-89. Water Drain Pe!eock - Front Right
7. Position the water pump cover plate with the center hump (and WED part number) facing inside towards the block (see Figure 5.25-88).
10. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads, and install the pipe plugs on the left and right bank water bypass elbows.
A
WARNING
The water pump weighs approximately 105 Ibs. (48 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal InJury or death. 11. Install an eye bolt 5/16 inch, in the threaded hole at the base of the upper center boss (see Figure 5.25-90). Attach a suitable lifting chain or sling and carefully raise the pump using an overhead hoist.
Figure 5.25-88. Water Pump Cover And Cover Gaske!
CAUTION
A Ilf the water pump cover I .. gasket Is installed incorrectly, rotation ofthe impeller will shear off the ears, a condition which may adversely affect sealing effectiveness. Disregarding this Information could result In product damage and/or personal InJury. 8. Position a new water pump cover gasket on the water pump cover. Be sure that the lettering on the gasket faces the cover plate and that the straight edge of each ear is vertical, not angular (see Figure 5.25-88). FORM 6248 Firs! Edition
Figure 5.25-90. Lifting The Jacket Water Pump 5.25 - 55
COOLING SYSTEM 12. Install the water pump on the mounting studs. Remove the lifting device. Wrench tighten the fasteners (ten 3/8 inch hex nuts with lock washers) in an alternating pattern.
)
13. Install the pipe brackettothe 8-1/2 inch pipe nipple on the water drain petcock assembly. Secure the assembly to the open bolt hole in the upper gear cover flange (1 capscrew, 1/2 x 4-1/2 inches, with lock washer, flat washer and 3 inch spacer) (see Figure 5.25-89). 14. Refer to Crankcase Water Inlet Pipe Installation, Water Pump Inlet Elbow Installation, and Water Bypass Tube Installation, and install these components.
SAFETY GUARDS SAFETY GUARDS REMOVAL 1. Remove eight capscrews and the front pulley guard from the two front belt guard panels (see Figure 5.25-91).
)
Figure 5.25-92. Left Hand Belt Guard Panel
6. Remove capscrew, spacer, and the left hand belt guard panel from the front engine cover. 7. Remove two capscrews and grease fitting, from the right hand belt guard panel (see Figure 5.25-93).
Figure 5.25-91. Front Pulley Guard
2. Remove thirteen capscrews and the upper and lower halves of the two front belt guard panels. 3. Remove twelve capscrews and the two water pump belt guard panels. 4. Remove capscrew, lock washer and support bracket from the center boss of the water pump. 5. Remove two capscrews from the left hand belt guard panel (see Figure 5.25-92).
) Figure 525-93. Right Hand Belt Guard Panel
5.25 - 56
FORM 6248 First
Ed~ion
COOLING SYSTEM 8. Remove capscrew, spacer, and the right hand belt guard panel from the front engine cover.
SAFETY GUARDS INSTALLATION
9. Remove two screws and the right hand belt cover from the support bracket on the oil pan.
1. Install the inner auxiliary water pump belt guard panel wtth capscrew, washer, lock washer, and spacer (see Figure 5.25-95).
10. Remove capscrew, washer, lock washer and bracket from the oil pan.
2. Install two capscrews in the slots on the inner auxiliary water pump belt guard panel.
11. Remove three capscrews and the outer halve of the auxiliary water pump belt guard panel (wtth grill) from the inner ha~ of the auxiliary water pump belt guard panel (see Figure 5.25-94).
3. Install the the outer halve of the auxiliary water pump belt guard panel (with grill) to the inner half of the auxiliary water pump belt guard panel and bracket with three capscrews (see Figure 5.25-94). 4. Install capscrew, spacer, and the left hand belt guard panel on the front engine cover (see Figure 5.25-92). 5. Install two capscrews on the left hand belt guard panel. 6. Install the right hand belt guard panel on the front engine cover with capscrew and spacer. 7. Install the right hand belt cover on the support bracket and the oil pan with two capscrews (see Figure 5.25-93). 8. Install the right hand belt guard panel on the front engine cover wtth capscrew and spacer. 9. Install two capscrews and grease fitting, on the right hand belt guard panel.
Figure 5.25-94. Auxiliary Watar Pump Belt Guards
12. Remove two capscrews from the slots on the inner auxiliary water pump belt guard panel (see Figure 5.25-95).
10. Install the support bracket on the center boss of the water pump with capscrew and lock washer (see Figure 5.25-91). 11. Install the two water pump belt guard panels with twelve capscrews. 12. Install the front pulley guard on the two front belt guard panels wtth eight capscrews.
Figure 5.25-95. Inner Auxiliary Water Pump Belt Guard
13. Remove capscrew, washer, lock washer, spacer and inner auxiliary water pump belt guard panel.
FORM 6248 First Edition
5.25 - 57
COOLING SYSTEM AUXILIARY WATER TEMPERATURE CONTROL VALVE AUXILIARY WATER TEMPERATURE CONTROL VALVE REMOVAL Remove and test the thermostat in the auxiliary cooling water circuit annually. Inspect the thermostat sooner if an increase or decrease in water temperature cannot be traced to a malfunctioning water pump, loose belts, excessive engine load or other cooling system related problems. The cooling water temperature at the intercooler cooling water inlet is either 85° For 130° F (29° C or 54° C), depending upon application. NOTE: Drain the auxiliary cooling water circuit. 1. Remove the flange connection from cooling water inlet port C (from the heat transfer device) (Figure 5.25-96). AUXILIARY PUMP
THERMOSTAT HOUSING
A
WARNING
)
The thermostat housing assembly weighs approximately 50 Ibs. (23 kg). Use a suitable lIfting device and exercise caution during removal or installation to avoid severe personal injury or death. 4. Install a lifting strap to support the thermostat housing assembly. The assembly consists of the thermostat housing and the cooling water inlet pipe fittings and flanges. 5. Remove the U-bolt securing the cooling water inlet pipe nipple to the oil pan support bracket (5/16 inch flat washers, lock washers and hex nuts). 6. Move the thermostat housing assembly to a suitable workbench. AUXILIARY WATER TEMPERATURE CONTROL THERMOSTATIC VALVE INSPECTION AND TEST 1. Pull out the thermostatic valve. Remove and discard the rubber O-ring seal. 2. Verify that the valve is in the fully closed position. If the valve is frozen open or if there is any obvious distortion, discard it. If the valve appears in good condition, test as follows:
)
A. Suspend the thermostatic valve in a container of water. Do not let the thermostat rest against the sides or bottom. TO INLET PORTC (FROM HEAT TRANSFER DEVICE)
Figure 5.25-96. Auxiliary Water Temperature Control Valve
IA
CAUTION I
Do not boll the thermo;.. static valve. Excessive temperatures will force the valve to exceed its normal operating travel and may result in permanent damage. Disregarding this information could result in product damage and/or personal injury.
2. Remove the flange connection from bypass inlet port B (from the oil cooler).
B. Gradually heat the water while stirring with a quality glass laboratory thermometer. Observe the action of the valve.
3. Remove the cooling water outlet port flange (stamped A) from the thermostat housing (4 capscrews, with flat washers).
C. The valve should begin to open at the Start to Open temperature rating listed (see Table 5.25-10) and be completely open at the Full Open temperature, plus or minus 5° F (2.8° C).
-
Table 5 25 10 Auxiliary Cooling Water Thermostat - A" Models STD./OPT.
NUMBER
NOMINAL TEMPERATURE ° F (" C)
START TO OPEN ° F ("C)
FULL OPEN °F("C)
Std.
1
120 (49)
111 (44)
130 (54)
496873
Std.
1
75 (24)
70 (21)
85 (29)
496867
5.25 - 58
PIN
FORM 6248 First Ednion
)
COOLING SYSTEM D. Remove the valve and observe its closing action. The valve should seal evenly and tightly (see Figure 5.25-97).
AUXILIARY WATER TEMPERATURE CONTROL VALVE ASSEMBLY
1. Pull the lip seal out of the thermostat housing. Use a rolling head pry bar for best results.
OUTLET PORT A
(TO AUXILIARY WATER PUMP)
/ THERMOSTATIC VALVE
A
WARNING
Use of caustic solutions should be restricted to a well ventilated area. Avoid contact with skin, clothing and eyes. Disregarding this information could result In severe personal injury or death.
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
2. Submerse the thermostat housing and pipe flange connections in the caustic hot tank to remove all paint, dirt, grease and oil. Follow up with a thorough hot rinse. Dry the parts with moisture free compressed air. 3. Press fit a new lip seal of the same diameter (see Figure 5.25-97). Make sure that the seal is completely seated around its circumference.
-:="~TTRAit
E. If the thermostatic valve is defective, discard it.
4. Using a small paintbrush, lubricate the lip seal with clean glycol.
5. Take note of the temperature rating and part number stamped on the old thermostatic valve. The part number and nominal temperature rating are stamped on the metal spring frame. If the old valve is not available, check the engine spec pack to be sure that the new valve is correct. 6. Install the new thermostatic valve with the expansion element facing outward. 7. Place a new O-ring in the thermostat housing outlet port flange. Lubricate the O-ring with clean glycol.
FORM 6248 First Ednion
5.25 - 59
COOLING SYSTEM AUXILIARY WATER TEMPERATURE CONTROL VALVE INSTALLATION
A
WARNING
The thermostat housing assembly weighs approximately 50 Ibs. (23 Kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 1. Install a lifting strap to support the thermostat housing assembly. Move the assembly to the location of the oil pan pipe support bracket. 2. Fasten the cooling water outlet port flange (stamped A) to the thermostat housing with 4 capscrews and washers. Tighten the capscrews evenly and securely. 3. Install the U-bolt securing the inlet port pipe nipple to the oil pan support bracket with washers, lock washers and hex nuts.
INTERCOOLER
)
INTERCOOLER REMOVAL NOTE: Drain the auxiliary cooling water circuit.
1. Refer to Turbocharger(s} Removal, and remove the turbochargers, turbo air outlet elbows and compressor discharge tubes. 2. Refer to Exhaust Systems, and remove the turbo air inlet elbows exhaust tube, and support brackets. 3. Refer to Air Induction Systems, Air Tubing Removal, and remove the intercooler air outlet tubes. Turbo Oil Supply/Drain Tube Connections Removal 1. Loosen the union tube fitting ferrule nuts to separate the upper and lower turbo oil supply tubes (both banks) (see Figure 5.25-98).
4. Remove the lifting device. 5. Fasten the cooling water inlet flange connection (from the heat transfer device) to inlet port C of the thermostat housing.
)
6. Fasten the cooling water inlet flange connection (from the oil cooler) to bypass inlet port B of the thermostat housing. 7. Refill the auxiliary cooling water system and bleed trapped air.
Figure 5.25-98. Turbo 011 Supply Tube - Rear Left
)
5.25 - 60
FORM 6248 First Edition
COOLING SYSTEM
COMPRESSOR DISCHARGE TUBE FROM TURBO AIR OUTLET ELBOW (3/8" X 1-3/8" CAPSCREWS)
WASTEGATE COMPRESSOR DISCHARGE TUBE .00 (3/8" X 1-1/4" CAPSCREWS) .....~ BOTH SIDES
@~~
V
~
~
TURBO OIL SUPPLY TUBE (3/8" X 2 1/2" CAPSCREWS) BOTH SIDES
~,,@~ ~
D~~\ll.~
~~ ~~~~~-trw-\ ;
I~~O~~~~
00 00
o
00
NOTE: * regular bonnet capscrews are 318" x 1-1/4"
Figure 5.25-99. Intercooler Bonnet Attachments - Right Bank Side
2. Detach the turbo oil supply tubes from the intercooler air inlet/outlet bonnets (4 capscrews, 3/8 X 2-1/2 inches, with lock washers, washers and 1 inch spacers) (see Figure 5.25-99). 3. Remove the upper oil supply tubes from the top flange of the turbo center housing (2 allen head capscrews, 3/8 X 1 inch, with lock washers) (see Figure 5.25-100).
4. Remove the tube clip securing the left bank turbo oil supply tube to the front slot in the rail support bracket. 5. Remove the union tube fitting ferrule nuts to separate the upper and lower turbo oil drain tubes (both banks). 6. Remove the oil drain tubes from the bottom flange of the turbo center housing (2 allen head capscrews, 3/8 x 1 inch, with lock washers).
Figure 5.25-100. Turbo Clamps FORM 6248 First EdHion
5.25 - 61
COOLING SYSTEM Wastegate Tube Connections Removal 1. Remove the tube retaining clips joining the right bank wastegate water supply tube to the left bank water return tube. The clips are positioned between the 45° Dresser couplings connecting the cooling water inlel/outlet piping of the two core assemblies. (see Figure 5.25-101).
2. Remove the ferrule nuts (11/16 inch hex) to remove the water supply tubes between the wastegates (male elbow tube fitting - right bank; male connector tube fitting - left bank) and the male branch tee tube fitting in the supply pipe tee. The supply pipe tee is on the left bank side of the rear intercooler core assembly (see Figure 5.25-102).
WASTEGATE WATER SUPPLY TUBE (RB)
Figure 5.25-101. Intercooler Connections - Top
WATER SUPPLY PIPE TEE
Figure 5.25-102. IntercoolerlWastegate Tube Connections
5.25 - 62
FORM 6248 First Edition
)
COOLING SYSTEM Compressor Discharge Tube Connections Removal 1. Remove the ferrule nuts (9/16 inch hex) to detach the compressor discharge pressure sensing tubes from the "Air" port at the side of each wastegate (male elbow tube fitting) (see Figure 5.25-102 and Figure 5.25-103) and the air outlet ports on the intercooler (see Figure 5.25-104).
between the left bank turbo air outlet elbow (male elbow tube fitting) and the angular port on the Y -branch (male connector) (see Figure 5.25-106).
Figure 5.25-103. Intercooler Connections - Left Bank
Figure 5.25-105. Compressor Discharge TUbe
LEFT BANK COMPRESSOR /
45' V-BRANCH FITTING
RIGHT BANK COMPRESSOR , / ' DISCHARGE
"~3E:=;I.~~~~'
lUBE
Figure 5.25-104. Intercooler Connections
2. To free the right bank compressor discharge tube, remove the tube clip from the support bracket on the upper rear right side of the intercooler.
)
3. Remove the ferrule nuts (1-I/Binch hex) to detach the compressor discharge tube (3/4 inch tube 00) between the right bank turbo air outlet elbow (male connector tube fitting) and the bottom port of the Y -branch (male connector) (see Figure 5.25-105 and Figure 5.25-106). 4. Remove the ferrule nuts (1-I/B inch hex) to remove the compressor discharge tube (3/4 inch tube aD) FORM 6248 First Edition
/
RIGHT BANK lURBO OUTLET INTERCOOLER ELBOW
LEFT BANK TURBO OUTLET ELBOW
Figure 5.25-106. Y - Branch 5.25 - 63
COOLING SYSTEM Intercooler Removal 1. Loosen the Flexmaster elbow coupling clamp bolts (see Figure 5.25-107) on the rear end of the veemounted intercooler cooling water return (upper) and supply pipes (lower).
A
WARNING
)
The intercooler assembly weighs approximately 423 Ibs. (192 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal Injury or death. 3. Wrap one lifting strap around the intercooler assembly, so thatthe material is positioned in the recess below the rail support bracket flanges (both sides) (see Figure 5.25-109).
"
ELBOW COUPLING
Figure 5.25-107. Flexmaster Elbow Coupling
2. Remove the bottom 3/4 inch hex nuts and washers on the four intercooler mounting studs (see Figure 5.25-108).
Figure 5.25-109. Intercooler Removal
4. Raise the intercooler until the mounting studs are free of the slots on the mounting brackets. Remove the four 3/4 inch washers from the mounting bracket platforms.
)
CAUTION I I-A ~
Do not move the upper 3/4 inch hex nuts on the intercooler mounting studs. The position of these nuts holds the correct height of the Intercooler in relation to the top of the exhaust manifold. Disregarding this Information could result in product damage and/or personal Injury. 5. Install the 3/4 inch hex nuts removed from the bottom of the intercooler mounting studs. Run each nut up the stud until it makes solid contact with the upper nut.
Figure 5.25-108. Intercooler Mounting - Rear Left
)
5.25 - 64
FORM 6248 First Edition
COOLING SYSTEM Intercooler Connection Removal
1. Remove the tube cli ps to free the right and left bank compressor discharge pressure sensing tubes from the intercooler mounted 2 inch tube support braces (see Figure 5.25-110) (1 capscrew per clip, 3/8x 1/2 inch, with lock washer, washer and hex nut). Remove 2 capscrews, lock washers and the tube support braces from the intercooler.
Figure 5.25-110. Intercooler Connecttons - Left Bank
2. Remove the ferrule nut (11/16 inch hex) to detach the compressor discharge pressure sensing tube (3/8 inch tube OD) from the flange above the air outlet port of each intercooler bonnet (both sides) (see Figure 5.25-111).
3. Using the 5/8 inch hex on the connector body, remove the male connector tube fitting from the air outlet port flange (both sides). 4. Remove the support rails from the air inlet/outlet bonnetflanges (see Figure 5.25-112) (4 capscrews per rail, 1/2 x 1 inch, with lock washers).
Figure 5.25-112. Support Rails
5. Remove the right bank compressor discharge tube support bracket (and tube clip) from the intercooler (2 capscrews, 3/8 x 1-3/8 inches, with lock washers) (see Figure 5.25-113).
WASTEGATE COMPRESSOR DISCHARGE TUBE
¥i!l:p:: :P::
Figure 5.25-113. Intercooler Connections Figure 5.25-111. Intercooler Connections
FORM 6248 Firs! Ed~ion
5.25 - 65
COOLING SYSTEM PAINTED MARK
:sc
WATER INLET/OUTLET / BONNET ~
i
INLET/ OUTLET
~BONNET GASKET
)
-..........;.~-
t
WATERHEADERPLATE~========~======~===I (UPPER) ~---,;=:;;r....L--==-\ END CASTING
END CASTING GASKET (NOT AVAILABLE)
) PAINTED MARK END CASTING GASKET
"'" •
~
.......,y-~====I====7\=\E ::~::EADER
~
/ND
"..-
XGASKET BONNET RETURN
~
J 7' ~
PLATE
WATER RETURN BONNET
Figure 5.25-114. Intercooler - 12 Cylinder Engines
INTERCOOLER DISASSEMBLY Each intercooler consists of two air inlet/outlet bonnets and two water box core assemblies. Each core assembly consists of a water inlet/outlet bonnet (top), water return bonnet (bottom), a tube and fin assembly, two end castings and associated gaskets.
5.25 - 66
1. Make a painted mark on the edge of each water inlet/outlet bonnet (top), water return bonnet (bottom) and corresponding header plate (see Figure 5.25-114). Water leakage will occur ifthe bonnets are inadvertently reversed in assembly. 2. Repeat Step 1 on the second water box. Use a different color paint, so that the disassembled water bonnets can be easily associated with the correct core during assembly. FORM 6248 First Ed~ion
)
COOLING SYSTEM 3. Remove the end nuts on each side of the two 45' ell Dresser couplings to disconnect the cooling water inlet/outlet piping between the core assemblies (see Figure 5.25-115 and Figure 5.25-116). Remove and discard the armored gaskets. INTERCOOLER WATER OUTLET PIPE
-=
1\
~I·11 .."'I JF~ ~ ~
-
II II
~~
1==
0
JA
J
00
~
~ ~
l
00 00 00
c
-w
Ot;
....
r
I
~
£) ....
REAR
~
1) c 11
....
'W
O. . . f-
....
Figure 5.25-115. Intercooler ConnecUons COUPLING
I:L..UW,
Figure 5.25·116. 45' Ell Dresser Coupling
IA
8. If required, remove the piping from the top of both intercoolers (see Figure 5.25-117).
INTERCOOLER WATER INLET PIPE
....,\
-
('
7. Remove the brass drain petcock/pipe nipple assemblies from the water return bonnets (2 petcocks per bonnet).
CAUTION I
Do not bump, bend or .. otherwise damage the corrugated aluminum fins of the core assemblies. Damaged fins obstruct the flow of air through the Intercooler core and reduce cooling efficiency. Disregarding this information could result In product damage and/or personal injury. 4. Remove the air inlet/outlet bonnets and gaskets from the air sides of the intercooler core assemblies (36 capscrews per bonnet, 3/8 x 7/8 inch, with lock washers). 5. Separate the two box-type core assemblies. 6. Remove the brass air bleed petcock/pipe nipple assembly from the water inlet/outlet bonnets (1 petcock per bonnet). FORM 6248 First Ed~ion
Figure 5.25-117. Intercooler Piping INTERCOOLER CLEANING AND INSPECTION
IA
CAUTION I
IA
CAUTION I
When handling or clean.. ing the intercooler core assemblies, exercise caution to avoid bending the aluminum cooling fins. Fins should be straightened by using the proper size fin straightening tool. Damaged fins obstruct the flow of air through the intercooler and reduce cooling efficiency. Disregarding this information could result in product damage and/or personal injury. Do not submerge the in.. tercooler core or outlet bonnets in the caustic hot tank. While the treatment may effectively remove lime and mineral scale deposits from within the copper tubes, it may also dissolve and warp the aluminum cooling fins and damage the end casting gaskets. Disregarding this information could result in product damage and/or personal injury.
I.=A. CAUTION I
Caustic solutions can =c....::..:....:...::.....:....:....::....:;...::..J. cause severe burns. Wear approved eye protection and safety equipment to avoid severe personal injury. Disregarding this Information could result in product damage and/or personal injury.
L.
1. The intercooler may be cleaned by circulating a caustic solution such as Oaklite 32® through the core. Be sure and rinse and neutralize with Oaklite 162®. 2. Fins should be straightened by using the proper size fin straightening tool. 5.25 - 67
COOLING SYSTEM INTERCOOLER ASSEMBLY
COUPLING CL",V ....
1. Position the core assemblies side by side approximately 1/4 inch apart so that the nameplates and the port holes of the water inlet/outlet bonnets are on the outside (see Figure 5.25-114). 2. Install the air inlet/outlet bonnets and gaskets on the air sides of the intercooler core assemblies (36 capscrews per bonnet, 3/8 x 7/8 inch, with lock washers). 3. Alternately tighten the water inlet/outlet bonnet capscrews. Torque the capscrews to 17 ft-Ib (23 N·m). 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the two brass air bleed petcock/pipe nipple assemblies. Install the petcock/ pipe nipple assemblies in the water inlet/outlet bonnets (1 air bleed petcock per bonnet). 5. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the drain petcock/pipe nipple assemblies. Install the petcock/pipe nipple assemblies in the water return bonnet (2 drain petcocks per bonnet) of the rear core assembly. The rear core assembly can be identified by the water supply and return pipe tees in the water inlet/outlet bonnet. Leave the free end of the petcock/pipe nipple assemblies pointing sideways toward the air sides. 6. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of two brass drain petcocks. Install the petcocks in the water return bonnet of the front core assembly.
Figure 5.25-118. 45° Ell Dresser Coupling
11. Fit the tapered end of the rubber seals into the hollowed Side of the seal retainers. Install the seals in the ends of the coupling, so that the rubber face seats against the beveled counterbore. 12. Position the coupling between the cooling water outlet pipes. Alternately tighten the end nuts. 13. Repeat Steps 7 thru 12 to install the 45° ell Dresser coupling between the cooling water inlet pipes. Intercooler Connection Installation 1. Fasten the support rail to the flanges above the air inlet and outlet bonnets (see Figure 5.25-119) on each side of the intercooler assembly (4 capscrews per rail, 1/2 x 1 inch, with lock washers).
7. If removed, apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads of fittings and install the intercooler piping on the intercoolers (see Figure 5.25-117). 8. Verify that the ends of the cooling water outlet pipes (between the two core assemblies at the top of the intercooler) are clean and completely free of dirt and oil. Check the surfaces where the rubber seals contact the pipe ends to ensure that there are no gouges, grooves, burrs, nicks or dents. Surface imperfections will adversely affect sealing performance. 9. Obtain new armored gaskets for the 45° ell Dresser coupling. 10. With the concave side facing the pipe ends, slide the coupling end nuts onto the two ends of the cooling water outlet pipes (see Figure 5.25-118).
Figure 5.25-119. Support Ralls
2. Install the exhaust elbow support brackets to the support rails (see Figure 5.25-119) with 2 capscrews per bracket, lock washers, washers and hex nuts.
5.25 - 68
FORM 6248 First Edition
)
COOLING SYSTEM 3. Install the right bank compressor discharge tube support bracket to the intercooler with 2 capscrews and lock washers) (see Figure 5.25-120).
Figure 5.25-122. Compressor Discharge Pressure Sensing Tubes Support Braces
4. Install the tube clip (0.048 inch gauge, 3/4 inch clamping diameter) to the bracket.
8. Apply Perma-Iok® Heavy Duty Pipe Sealant with Teflon® to the threads of two reducing bushings (2 inch to 1/4 inch). Install the bushings in the two pipe tees threaded into the water inlet/outlet bonnet (top) of the rear intercooler core assembly.
5. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the large end of two male connector tube fittings (3/8 inch tube 00). Using the 5/8 inch hex on the connector body, install the fittings in the flange above the air outlet port of each intercooler bonnet (both sides) (see Figure 5.25-121).
9. Apply Perma-Iok® Heavy Duty Pipe Sealant with Teflon® to the threads of two male branch tee tube fittings. Install the fittings in each reducing bushing, so that the two ferrule nuts are lined up in a horizontal position (see Figure 5.25-123 and Figure 5.25:124).
Figure 5.25-120. Intercooler Connections
WASTEGATE WATER
SUPPLY TUBE (RB)
COMPRESSOR DISCHARGE
TUBE
Figure 5.25-121. Intercooler Connections 6. Install to the male connector tube fittings (both sides) (see Figure 5.25-121). 7. Attach a tube clip (0.032 inch gauge, 3/8 inch clamping diameter) to the right and left bank wastegate compressor discharge pressure sensing tubes. Fasten the clips to the tube support braces (see Figure 5.25-122) (1 capscrew per clip, 3/8 x 1/2 inch, with lock washer, washer and hex nut). FORM 6248 First Edition
Figure 5.25-123. Intercooler/Wastegate TUbe Connections
5.25 - 69
COOLING SYSTEM LEFT BANK
r----~----~==~ 1 I
"\...----+-,__.--- ~----J I
\
INTERCOOLER
•
1 1 1-001 1
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I
TO OIL COOLER
FROM AUXILIARY WATER PUMP
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t
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RIGHT BANK
---I..
- - - . . . COMPRESSOR DISCHARGE PRESSURE SENSING TUBES
---11>
WATER SUPPLY TUBES WATER RETURN TUBES
Figure 5.25-124. Wastegate Connections
10. Install the right bank wastegate water supply tube to the male branch in the supply pipe tee (see Figure 5.25-123). The supply pipe tee is on the left bank side of the rear intercooler core assembly. 11. Install the left bank wastegate water return tube to the male branch in the return pipe tee (see Figure 5.25-123). The return pipe tee is on the right bank side of the rear intercooler core assembly.
13. Disassemble the free ends olthe Flexmaster elbow couplings on the intercooler cooling water supply and return pipes. Fit new rubber seals into the concave Side of each retainer. Slide the assemblies up onto the cooling water inlet and outlet pipes at the front of the intercooler (see Figure 5.25-125). The seals will hold the retainers in place until the intercooler is installed.
12. Join two tube retaining clips (0.032 inch gauge, 3/8 inch clamping diameter) to fasten the right bank wastegate water supply tube to the left bank water return tube. Position the clips between the 45° ell Dresser couplings connecting the cooling water inlet/ outlet piping of the two intercooler core assemblies. (see Figure 5.25-123). NOTE: Delay installation of the left bank water supply and right bank water return tubes until after mounting of the turbo assembly.
,
) ELBOW COUPLING
Figure 5.25-125. Flexmaster Elbow Coupling 5.25 -70
FORM 6248 First Edition
COOLING SYSTEM INTERCOOLER INSTALLATION 1. Wrap one lifting strap around the intercooler assembly, so that the material is positioned in the recess below the rail support bracket flanges (on both sides) (see Figure 5.25-126).
inch washers). Be sure the water inlet and outlet pipes at the front of the intercooler assembly slip into the sleeves of the Flexmaster elbow couplings on the cooling water supply and return pipes (see Figure 5.25-125). 5. Install 3/4 inch washers and hex nuts on the four intercooler mounting studs. Run the nuts upward towards the bottom of the mounting brackets. 6. Install the front clamps on the Flexmaster elbow couplings attached to the cooling water supply and return pipes (see Figure 5.25-125). Tighten all clamp bolt hex nuts. Turbo Oil Supply/Drain Tube Connection Installation 1. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the flanges of the upper turbo oil drain tubes.
Figure 5.25-126. Lifting The Intercooler
•
2. Position new gaskets on the contact cement (see Figure 5.25-128). Allow the gasket adhesive to cure. See the manufacturer's recommendations .
WARNING
The intercooler assembly weighs approximately 423 Ibs. (192 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death. 2. Raise the intercooler slightly. Install 3/4 inch hex nuts on the four mounting studs. Run each nut up the stud until the bottom of the nut is 1-3/4 inches from the upper boss (see Figure 5.25-127).
, TURBO OIL DRAIN TUBES ~"
UNION:.TUBE FlmNG
,
..
~
Figure 5.25-128. Lower TUrbo 011 Drain TUbes
Figure 5.25-127. Intercooler Mounting - Rear Left 3. Position a 3/4 inch washer over the two slots in each intercooler mounting bracket. 4. Gently lower the intercooler, so that the four studs slide through the mounting bracket slots (and the 3/4 FORM 6248 First Ednion
5.25 - 71
COOLING SYSTEM 3. Install the upper oil drain tubes to the bottom flange of the turbo center housing with two allen head capscrews and lock washers) (see Figure 5.25-129).
)
Figure 5.25-130. Turbo on Supply Tube - Rear Left Figure 5.25-129. Upper Turbo
on Drain TUbes
4. Apply 3M Scotch GripN Rubber and Gasket Adhesive 847 to the flanges of the upper turbo oil supply tubes. 5. Position new gaskets on the contact cement. Allow the gasket adhesive to cure. See the manufacturer's recommendations. 6. Fasten the upper oil supply tubes to the top flange of the turbo center housing with two allen head capscrews, and lock washers). 7. Tighten the fitting between the upper and lower oil supply tubes. 8. Attach two tube clips (0.048 inch gauge, 1/2 inch clamping diameter) to the turbo oil supply tubes (one above and another below the union tube fitting). Remove two capscrews (3/8 x 1-1/4 inches) from each intercooler air inlet/outlet bonnet (see Figure 5.25-130). Using longer capscrews (3/8 x 2-1/2 inches), with lock washers, washers and 1 inch spacers, fasten the turbo oil supply tubes to the intercooler. 9. Tube clip the lefl bank turbo oil supply tube to the front slot in the rail support bracket.
Wastegate Tube Connection Installation 1. Install the wastegate water supply tube to the empty port of the male branch tee tube fitting (left bank side of the rear intercooler core assembly) (see Figure 5.25-124). 2. Install the wastegate water return tube to the empty port olthe male branch tee tube fitting (right bank side of the rear intercooler core assembly) (see Figure 5.25-124).
)
3. Install the two water supply tubes to the wastegate water inlet ports (male elbow tube fitting - right bank; male connector tube fitting - left bank) (see Figure 5.25-124). NOTE: The word 'Water" appears just above the wastegate base flange between the water inlet and outlet ports, the side with the petcock being the outlet port.
4. Install the two water return tubes to the wastegate water outlet ports (male connector tube fitting - right bank; male elbow tube fitting - left bank). 5. Install the free end of the compressor discharge pressure sensing tubes to the "Air" port at the side of each wastegate (male elbow tube fitting - both banks).
)
5.25 -72
FORM 6248 First
Ed~ion
COOLING SYSTEM Compressor Discharge Tube Connection Installation
CRANKCASE VEE PIPE CONNECTION INSTALLATION
1. Positioning the tube across the top of the intercooler, and install the compressor discharge tube (3/4 inch tube aD) to the right bank turbo air outlet elbow (male connector tube fitting).
1. Locate the six pipe clamps (2-3/8 inch clamping diameter) for mounting of the intercooler cooling water supply and return pipes. The arm on the supply pipe clamps is straight. The arm on the return pipe clamps is slightly bent to conform to the curvature of the exhaust manifold.
2. Install the opposite end ofthe right bank compressor discharge tube to the bottom port of the V -branch (male connector tube fitting) (see Figure 5.25-131). BRACE AND TUBE CLIP", /
2. Bolt the clamps together as shown (see Figure 5.25-132), but leave the fasteners loose (one capscrew per clamp, 3/8 x 1 inch, with washer, lock washer and hex nut).
45° V-BRANCH FmlNG WATER RETURN PIPE CLAMP (UPPER)
RIGHT BANK COMPRESSOR , . / DISCHARGE
;";~3E:#~~~t:I¥
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RIGHT BANK / TURBO OUTLET ELBOW INTERCOOLER
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NUT
LEFT BANK TURBO OUTLET ELBOW
Figure 5.25-131. V-Branch 3. Remove the tube clip (0.048 inch gauge, 3/4 inch clamping diameter) from the support bracket on the upper rear right side of the intercooler. Attach the right bank compressor discharge tube and fasten the clip to the bracket (see Figure 5.25-131). 4. Install the compressor discharge tube (3/4 inch tube aD) between the left bank turbo air outlet elbow (male elbow tube fitting) and the angular port on the V-branch (male connector) (see Figure 5.25-131).
WATER SUPPLV PIPE CLAMP (LOWER)
/
Figure 5.25-132. Assemble Intercooler Water Supply/Return Pipe Clamps 3. The cooling water supply and return pipes are threaded on one end only. A single pipe elbow is connected to the threaded end of the supply pipe. The return pipe has a series of pipe fittings ending with the same size pipe elbow (remove the pipe and pipe flange connection if attached).
FORM 6248 First Edition
5.25 -73
COOLING SYSTEM Position the supply pipe on a workbench with the removed end to the right and the opening in the pipe elbow facing upward. Oriented in the same manner, position the return pipe directly above the supply pipe, so that the pipe tee petcock is to the left of the supply pipe elbow (see Figure 5.25-133).
9. Using a grease pencil make two marks, one 3 inches and the other 8-1/4 inches, from the removed end of the supply pipe (lower) (see Figure 5.25-134). Bring the removed end of the return pipe (upper) flush with the 3 inch mark. Slide the rear pipe clamp assembly to the 8-1/4 inch mark and tighten.
WATER RETURN PIPE
PIPE CLAMP TO RIGHT BANK EXHAUST MANIFOLD END SECTION (REAR)
'0
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COOUNGWATER /RETURNPIPE
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WATER SUPPLY PIPE
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COOLING WATER PPLYPIPE
b b
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PIPE TEE PETCOCK
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3"
Figure 5.25-133. Intercooler Water Supply/Return Pipes - Threaded Ends
4. Verify that the removed ends of the cooling water supply and return pipes are clean and completely free of dirt and oil. Check the surfaces where the coupling seals contact the pipe ends to ensure that there are no gouges, grooves, burrs, nicks or dents. Surface imperfections will adversely affect sealing performance. 5. Slide one double pipe clamp assembly onto the removed ends of the supply and return pipes (with the flat side of the clamp assembly facing the workbench and the angled arm on the upper clamp positioned above the return pipe). 6. Install the second pipe clamp assembly in the same manner, but with the back of the clamp facing the opposite direction (upward away from the surface of the workbench). 7. Slide the two pipe clamp assemblies down to the threaded ends of the pipes (see Figure 5.25-133). 8. Install the third pipe clamp assembly like the first, with the flat side of the clamps facing the workbench. Leave the assembly at the removed end of the supply and return pipes.
Figure 5.25-134. Install Intercooler Water Supply/Return Pipe Clamps - Rear
)
10. Make two marks on the threaded end of the supply pipe (lower), one 2 inches and the other 5 inches from the shoulder of the pipe elbow (see Figure 5.25-135). Slide the front pipe clamp assembly to the 2 inch mark and tighten the clamp assembly on the supply and return pipes. Slide the remaining clamp assembly to the 5 inch mark and tighten. PIPE CLAMP TO LEFT BANK EXHAUST MANIFOLD END SECTION
PIPE CLAMP TO RIGHT BANK EXHAUST MANIFOLD END SECTION (FRONT}"",
o /(FRONT) o
COOLING WATER RETURN PIPE\
~-t-0"1-_-I0
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2" 5"
COOLING WATER SUPPLY PIPE
Figure 5.25-135. Install Intercooler Water Supply/Return Pipe Clamps - Front
5.25 - 74
FORM 6248 First
Ed~ion
)
COOLING SYSTEM 11. Slide the cooling water supply (lower) and return (upper) pipe assembly down the crankcase vee with the removed ends at the rear of the engine (see Figure 5.25-136).
13. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the cooling water outlet pipe flange connection. 14. Thread the pipe flange into the elbow of the return pipe (upper) (see Figure 5.25-138).
WATER SUPPLY PIPE
"'1i
Figure 5.25-136. Intercooler Water SupplylReturn Pipes
12. Using the front and rear clamp assemblies, secure the supply and return pipes to the threaded center boss of each end section of the right bank exhaust manifold. Attach the remaining pipe clamp assembly to the center boss of the front end section of the left bank exhaust manifold (see Figure 5.25-137). EXHAUST MANIFOLD END SECTION (LEFT BANK)
. . . .F:::~~
--t1~t-1l
-....... PIGGYBACKED PIPE CLAMP ASSEMBLY
Figure 5.25-138. Intercooler Water Return PipeFront Left
15. Position an angle finder with a magnetic base on the flat face of the pipe flange (see Figure 5.25-139). Verify that the flange is vertical. Slightly rotate the vee-mounted return pipe to adjust the orientation of the flange, if necessary.
Figure 5.25-139. Intercooler Water Return Pipe Flange
Figure 5.25-137. Instellintercooler Water Supply/Return Pipes FORM 6248 First Ed~ion
5.25 -75
COOLING SYSTEM 16. Install the U-bolt on the flanged pipe. Slide the ends of the U-bolt into the holes in the pipe support bracket mounted to the left bank exhaust manifold end cap (see Figure 5.25-140). Tighten the fasteners (two 5/16 inch washers, lock washers and hex nuts).
20. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the union adapter. Thread the union adapter into the auxiliary water pump outlet port pipe elbow (see Figure 5.25-142).
)
Figure 5.25-142. Intercooler Water Supply PlpeFront Left
Figure 5.25-140. Intercooler Water Return Pipe Flange
CAUTION I I A=:......;=...;;.;::;...;:...::...:=....;~.
Do notturn ~h.e hose hex on the auxIliary water pump side. Turning the hex will twist the hose and may result in damage to the hose fitting or seal and/or personal injury.
.L .: ..
17. To keep out dust and dirt while the engine is being assembled, tape over the opening in the outlet pipe flange. 18. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the flexible hose filling (the end without the union adapter).
)
21. Hold the flexible hose hex nut (auxiliary water pump side) and turn the hex nut on the union adapter to thread the free end of the hose into the auxiliary water pump outlet port pipe elbow (see Figure 5.25-143).
19. Thread the flexible hose fitting into the supply pipe elbow (see Figure 5.25-141).
) Figure 5.25-141. Intercooler Weter Supply Pipe Elbow 5.25 - 76
Figure 5.25-143. Intercooler Water Supply Pipe Front Left
FORM 6248 First Edition
COOLING SYSTEM 22. Remove the lower outside capscrew from the intake manifold flange (1/2 x 2 inches, with both lock and washers) at the front left corner of the engine. Slide the capscrew through the round hole in the hose support brace. Reinstall the capscrew. Attach the hose clip to the flexible hose. Fasten the clip to the slotted hole in the support brace (1 capscrew, 1/2 x 3/4 inch, with lock washer, washer and hex nut). 23. Disassemble one side of a Flexmaster elbow coupling (see Figure 5.25-144). With the concave side facing outward, slide the seal retainer onto the removed end of the return pipe (upper).
AUXILIARY WATER PUMP AND BRACKET AUXILIARY WATER PUMP AND BRACKET REMOVAL
A
WARNING
Always wear protective clothing when draining the cooling systems on a heated engine. Slowly loosen the air bleed petcocks to relieve any excess pressure. Escaping steam and/or hot water can result In severe personal Injury or death. 1. Refer to Jacket Water and Auxiliary Cooling Water Circuits, Drain and Flush, and drain the cooling system. 2. Refer to Auxiliary Water Pump Belt Replacement, and remove the auxiliary water pump belts. 3. Refer to Safety Guards Removal, and remove the safety guards from the auxiliary water pump. 4. Disconnect the water lines to the water pump.
NOTE: Matchmark all parts during removal to aid in the . installation procedure.
"-
)
ELBOW COUPLING
Figure 5.25-144. Flexmaster Elbow Coupling
24. Seat a new rubber seal in the hollowed face of the retainer. Install the sleeve with the free (assembled) end of the elbow facing upward, but tilted slightly toward the left bank. Wrapping the open clamp around the seal retainer and the flared end of the elbow, install the clamp bolt. Leave the clamp bolt hex nut finger tight until the intercooler is installed. 25. Repeat the procedure on the supply pipe (lower). Install the sleeve with the free (assembled) end of the elbow pointing upward, buttilted slightly toward the right bank.
5. Remove four nuts, lock washers, washers, capscrews, and the auxiliary water pump from the auxiliary water pump bracket (see Figure 5.25-145).
PIPE
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e
,
AUXILIARY WATER PUMP BRACKET
\
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DRAIN COCK
AUXILIARY
WATER PUMP
Figure 5.25-145. Auxiliary Water Pump
6. Loosen two socket head set screws and remove the auxiliary water pump pulley and woodrufl key from the pump shaft. 7. Remove the drain cock from the auxiliary water pump.
)
8. If required, remove the grease fitting and instruction plate from the auxiliary water pump. FORM 6248 First Edition
5.25 -77
COOLING SYSTEM SHAFT/BEARING IDLER PULLEY
"
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IDLER
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LEVER
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LOCKNUT
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" WASHER
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THIN NUTS
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PULLEY SHAFT
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IDLER
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,...//.:::;;.............
ANCHOR STUD
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Figure 5.25·146. Auxiliary Water Pump Idler And Adjusting Lever
9. Remove lock nut and washer from the anchor stud and idler pulley bracket (see Figure 5.25-146).
16. Remove adjusting lever and woodruff key from the idler pulley shaft.
10. Remove lock nut and washer from the rear of the idler pulley shaft.
17. Remove the elastic stop nut, washer, anchor stud and washer from the threaded rod.
11. Remove the idler lever and adjusting lever assemblies with the idler pulley shaft as one piece from the auxiliary water pump bracket.
18. Remove the two thin hex nuts from the threaded rod.
A
WARNING
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pDers are not excessively wom or damaged.
19. Remove elastic stop nut, two spacers and pivot rod and threaded rod from the idler lever. 20. Remove four capscrews, lock washers, washers and auxiliary water pump bracket from the crankcase (see Figure 5.25-147).
12. Remove the retaining ring from the idler pulley shaft. 13. If required, remove the idler pulley and shaft bearing from the idler lever. 14. Remove idler lever and woodruff key from the idler pulley shaft.
15. Remove capscrew and lock washer from the adjusting lever.
5.25 -78
(!#'
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Figure 5.25·147. Auxiliary Water Pump Bracket 21. If required, press out the two bushings from the auxiliary water pump bracket. FORM 6248 First Ednion
COOLING SYSTEM AUXILIARY WATER PUMP AND BRACKET INSTALLATION NOTE: Matchmark all parts during removal to aid in the installation procedure.
1. If removed, press the two bushings into the auxiliary water pump bracket (see Figure 5.25-147). 2. Install the auxiliary water pump bracket on the crankcase with four capscrews, washers and lock washers. 3. Install pivot rod, two spacers, elastic stop nut, threaded rod and thin nut on the adjusting lever (see Figure 5.25-148).
A
WARNING
Always wear proper eye protection when removing retaining rings. Slippage may propel the ring with enough force to cause severe personal injury or death. Use the correct retaining ring pliers. Verify that the tips of the pliers are not excessively worn or damaged_ 9. Install retaining ring on the idler shaft. 10. Install the idler shaft, adjusting lever, and idler lever as one assembly on the auxiliary water pump bracket, with washer and lock nut. 11. Install the auxiliary water pump bracket on the crankcase with four washers, lock washers and capscrews. 12. Install the stud anchor to the auxiliary water pump bracket with lock nut and washer (see Figure 5.25-146). 13. If removed, install the grease fitting and instruction plate on the water pump.
ADJUSTING LEVER
'\..
14. Install the drain cock on the auxiliary water pump. 15. Install the auxiliary water pump pulley and woodruff key on the auxiliary water pump shaft. Tighten the two socket head set screws on the auxiliary water pump pulley (see Figure 5.25-145). 16. Install the auxiliary water pump on the auxiliary water pump bracket with four capscrews, washers, lock washers and nuts. 17. Connect water lines to the auxiliary water pump.
PLAIN WASHER .............)" STUD ANCHOR
II
PLAIN WASHER! ELASTIC STOP LOCK NUT
Figure 5.25-148. AdJusUng/ldler Lever Assembly
18. Refer to Auxiliary Water Pump Belt Replacement, and replace the auxiliary water pump belts. 19. Refer to Safety Guards Installation, and install the safety guards on the auxiliary water pump. 20. Refer to Jacket Water and Auxiliary Water Cooling Circuits and refill the cooling systems.
4. Remove capscrew and lock washer from the idler shaft. 5. Install thin nut, washer stud anchor, washer and elastic stop nut on the threaded rod. 6. Install adjusting lever on the idler shaft with woodruff key, lock washer and capscrew. 7. If removed, install the idler pulley and shaft bearing on the idler lever. 8. Install idler lever on the idler shaft with capscrewand lock washer. FORM 6248 Rrst
Ed~ion
5.25 -79
COOLING SYSTEM
)
)
5.25 - 80
FORM 6248 First Edition
SECTION 5.30 - LUBRICATION SYSTEM LUBRICATION SYSTEM COMPONENTS
DESCRIPTION
The lubrication system consists of the following components (see Figure 5.30-1):
The bottom of the crankcase is enclosed by an oil pan. The lube oil pump, gear-driven off the crankshaft, is externally mounted at the front. The pump draws oil from the lowest point in the oil pan and delivers it to the oil cooler. The lube oil pump has an pressure relief valve pre-set at the factory to 75 psi (517 kPa). This relief valve protects the oil pump from high initial oil pressures at start up prior to the engine oil reaching normal operating temperatures. A box-shaped pickup screen prevents foreign material in the oil pan from entering the lube oil circuit.
• Oil Pan and Pickup Screen • Oil Pump • Oil Cooler • Temperature Control Valve • Pressure Regulating Valve • Full-Flow Lube Oil Filter
NOTE: The oil cooler assembly is shipped loose and must be either skid or remote mounted by the customer. The assembly consists of the oil cooler, temperature control valve and pressure regulating valve.
• Filter Relief Valve(s) • Oil Strainer
The oil cooler is a tube and baffle type assembly. Coolant is pumped through the cooler by the auxiliary water pump. While the coolantflows through a bundle of tubes in the oil cooler, the lube oil circulates around them. Heat from the oil passes through the tubes to the coolant which carries it to a heat transfer device for dissipation.
• External Piping (customer supplied)
-1
,
OIL SUMP
LUBE OIL PUMP
ENGINE OR REMOTE MOUNTED
r----------,
:I ------t--..JI: LUBE OIL COOLER
L~
The lube oil temperature control is maintained by the thermostat housing which contains two thermostatic valves (see Figure 5.30-2).
C BYPASS PIPE
B
OIL TEMPERATURE CONTROL VALVE A
COVER PLATE
PRESSURE REGULATING VALVE
~ ~8~t------OILOUTLET
_________ ,
~
PORT
SPRING
....
FULL-FLOW LUBE OIL FILTER BYPASS RELIEF VALVE
BYPASS RELIEF VALVE
I
MAIN OIL HEADER
Figure 5.30-1. External Lube 011 SchemaUc Blending Type
)
I SPRING OIL COOLER INLET PORT
Figure 5.30-2. Lube 011 Temperature Control Valve
When the oil cooler inlet port thermostat Oead) starts to open the flow of oil from the oil cooler is enabled. This FORM 6248 First Edition
5.30 -1
LUBRICATION SYSTEM supply mixes with the flow from the bypass port to provide a blend of hot and cool oil. When the oil temperature rises 5' F (2.8' C) above the Start to Open rating of the lead thermostat, the bypass inlet port thermostat begins to open. Opening of the thermostat restricts the bypass inlet port passage, thereby allowing a greater portion of the oil supply to come from the oil cooler. The result of this type of operation is rapid warm up when the thermostatic valves are fully closed and efficient cooling once the valves open. A pressure regulating valve maintains the correct oil pressure regardless of engine speed or oil temperature. The pressure regulating valve is mounted to the temperature control valve at the oil cooler outlet (see and Figure 5.30-3). When the oil pressure exceeds the setting of the valve spring, an orifice opens to return excess oil to the oil pan. Oil not returned to the pan passes to the full-flow lube oil filter.
ADJUSTING SCREW
.....-"':&'TI~,
NUT
=~=tt,.,.".""
NOTE: Adjust the pressure regulating valve to maintain an oil header pressure of 55 ±5 psi (380 0>34 kPa) with the lube oil pressure stabilized at normal operating temperature and the engine fully loaded. The elements of the full-flow lube oil filter, have a nominal filter rating of 5 microns. Due to their anti-channeling deSign, the elements operate at 90% plus efficiency throughout their recommended use cycle. The oil filter housing also contains one or two bypass relief valves. A pressure differential of 32 psi (221 kPa) opens the relief valves and allows the flow of oil to bypass the filter elements enroute to the lube oil strainer. If the filter elements get clogged, the bypass relief valves act as a safety device to ensure that the engine receives a supply of lubrication oil, although unfiltered.
NOTE: The lube oil filter assembly is shipped loose and must be either skid or remote mounted by the customer. A lube oil strainer is mounted to the main oil header on the left side of the engine. The strainer is downstream from the full-flow lube oil filter and represents the last attempt at catching dirt and foreign material before it enters the engine. The strainer contains a cleanable, stainless steel mesh element with a nominal filter rating of 74 microns. Two magnet rods are externally mounted on the element to catch any ferrous metal debris suspended in the lube oil.
)
The lube oil strainer contains one bypass pressure relief valve. A pressure differential of 15 psi (103 kPa) opens the valve and allows the oil flow to bypass the strainer element enroute to the main oil header (see Figure 5.30-4). RELIEF VALVE
LUBE OIL OUTLET
RUBBER SEAL
BAND RETAINER
ROD HOUSING
Figure 5.30-3. Pressure Regulating Valve
STAINLESS STEEL ELEMENT
Figure 5.30-4. Lube Oil Strainer 5.30 - 2
FORM 6248 Rrsl Edition
)
LUBRICATION SYSTEM CORED PASSAGE PUSHROD TUBE
I
~
TO SUMP
ROCKER ARM OIL HEADER
+
TO SUMP
MAGNETIC PLUG
+ +
+ + + + + + + + + + + + ../'.. ~.
OIL SUPPLY
TUBES
.. .. ...
GEAR TRAIN
;:----;;RONT MAIN BEARING CAP
~lj":b.-=::::;-
LUBE OIL STRAINER INTERNAL OIL HEADER CRANKSHAFT
/
I
MAIN BEARING
OIL PUMP IDLER GEAR SPINDLE
Figure 5.30-5. Internal Oil Control
INTERNAL OIL CONTROL The main oil header is an integral part of the crankcase casting (see Figure 5.30-5). Internal passages in the crankcase direct the flow of pressurized oil to the main bearings via drillings in the main bearing saddles. The flow of oil passes from the main bearing journals into the T -drilled crankshaft and then up through drilled passages in the connecting rods. After lubricating the connecting rod bearing, piston pin bushing and piston pin, the pressurized oil passes through an opening in the top of the rod. The oil spray exiting the rod cools the underside of the piston crown and drains back to the oil pan.
)
Oil supply tubes tapped off the internal oil passage leading to the front main bearing supplies a continuous spray of oil to the gear train. The lube oil hole in the lower front main bearing allows pressurized oil to flow down a drilled passageway in the main bearing cap to lubricate the oil pump idler gear spindle.
FORM 6248 First Edilion
Internal passages in the crankcase casting also direct the flow of pressurized oil to the camshaft bearing saddles to provide lubrication of the main camshaft bearings (bushings). Oil passing through holes in the cam bearing caps travels down passageways in the valve lifter housing to lubricate the roller followers and cam lobes, after which it drops back to the oil pan.
An external oil supply line off the main oil header carries oil to a separate rocker arm oil header. Supply tubes from the rocker arm oil header direct the flow of oil to the rocker arm assemblies and valves. Excess oil drains down a cored passage in the cylinder head and runs down the outside of the push rod tubes to a drainage passage in the valve lifter guides. The passage directs the flow of oil to a drainage hole in the valve lifter housing where it drops back to the oil pan via the camshaft recess. The flow of pressurized oil through the fixed valve lifter screws olthe rocker arm assemblies also supplies oil to the hydraulic lifters, where the excess oil joins the flow from the cored passage in the cylinder head. 5.30 - 3
LUBRICATION SYSTEM The turbochargers receive oil from the main oil header via an externally mounted oil supply line. A drain line connected to the valve lifter housing returns the oil to the pan after lubrication of the turbocharger bearings. To ensure quick lubrication of the rocker arm assemblies and turbochargers at startup, each external supply line is provided with a check valve to keep the oil from draining back into the oil pan when the engine is shut down. The check valves also prevent excessive lubrication of the rocker arm assemblies, valves and turbochargers during continuous or intermittent prelube.
LUBE OIL SPECIFICATIONS There are hundreds of commercial crankcase oils marketed today. Obviously, engine manufacturers or users cannot completely evaluate the numerous commercial oils. The Waukesha Engine Warranty is limited to the repair or replacement of parts that fail due to defective material or workmanship during the warranty period. The Waukesha Warranty does not include responsibility for satisfactory performance of the lubricating oil. A tabulation of lubricant producers and marketers, together with the performance classification for which the producers have indicated their products are qualified, is available from Engine Manufacturers' Association, 401 North Michigan Ave, Suite 2400, Chicago, IL 60611-4267, Phone (312) 644-6610, Fax (312) 321-6865. Edition eight (8) of the EMA Lubricating Oil Data Book is available for purchase for $50.00. Refer to Service Bulletin No. 12-1880S, or most current revision, for further information on Waukesha Lube Oil Recommendations. With the exception of cogeneration and special or prototype installations, Waukesha Engine Division has made it a practice not to recommend oil by brand name.
OIL DESIGNATIONS Oil is designated in several ways: American Petroleum Institute (API), Society of Automotive Engineers (SAE), American Society for Testing and Materials (ASTM) performance classifications and Military Designation.
Since there is no generally accepted industry classification system for gas engine oils, reference is made to API and Military performance levels as well as certain needed characteristics to help select an oil for a particular gas engine application.
OIL RECOMMENDATIONS Waukesha has recommended high ash oil for use in VHP gas engines for many years. These high ash oils (2 - 3.4% by weight) have provided proper lubrication and resistance to valve recession since 1968. However, with the new modified engine combustion systems or the use of exhaust emissions controls, a reduction of ash-containing additives and/or those which poison or mask the catalyst is necessary. Engines utilizing high ash oils which have had good operating experience on these oils may continue with Waukesha's previous oil recommendations. This publication provides Waukesha's current lubricating oil recommendations as a guideline (see Table 5.30-1). Low ash oils are formulated with an additive package which contains a maximum of 0.5% sulfated ash, using ASTM Method D-874. The additive package should be composed of ash less dispersants and/or metallic detergents with organometallic or ashless oxidation inhibitors.
)
The following contaminants are known catalyst deactivators and should be avoided when selecting lubricating oils for installations with catalysts since they contribute to shortened catalyst life: heavy and base metals such as lead, mercury, arsenic, antimony, zinc, copper, tin, iron, nickel, chrome, sulfur and phosphorus. These individual elements should not exceed 1 ppm or collectively exceed 5 ppm at the catalyst inlet. Specific exceptions: phosphorus or silicon compounds in the exhaust are notto exceed 1 ppm and sulfur compounds in the exhaust are not to exceed 100 ppm. Do not confuse the concentration of these elements AT THE CATALYST INLET with the concentration of these elements in the lube oil itself.
Table 5.30-1. 011 Recommendations By Model And Fuel For VHP Series Gas Engines MODEL/FUEL VHP 51 OS, 5790, 7042 G/GSI/GL Naturally Aspirated and Turbocharged/ Natural Gas/HD-5 Propane (1) (2) (3)
API PERFORMANCE LEVEL. NATURAL GAS - MEDIUM ASH 0.35% minimum gas engine oil meeting CC or CD performance level using highly refined mineral oil based stocks, with a minimum of 0.35% sulfated ash by weight with both metallic and ashless additive systems. A maximum of 0.10% zinc is recommended.
NOTE: (1) See Recommended Oil Change Intervals. (2) See Lube Oil Condemning Limits. (3) Low ash oils may be used in naturally aspirated and catalyst equipped naturally aspirated or turlJocharged engines with the understanding that valve recession may occur, thus shortening the normally expected valve and seat life.
5.30 - 4
FORM 6248 Rrst Ed~ion
)
LUBRICATION SYSTEM WAUKESHA COGENERATION INSTALLATIONS Waukesha Engine Division does not ordinarily recommend lube oils by brand name. However, based on actual field experience, the oils listed in Table 5.30-2 are specified for cogeneration installations with forced hot water cooling systems 235 0 F - 265 0 F (113 0 C - 129 0 C) or ebullient cooling 2500 F (121 0 C). Table 5.30-2. Recommended Lube Oils For CogeneraUon Applications Using Pipeline Quality Gas BRAND
TYPE
APPLICATION
Chevron HOAX Low Ash
SAE40
ALL
Essolube P40 (European)
SAE40
Naturally Aspirated
Exxon Estor Super
SAE40
ALL
Mobil Pegasus 1
SAE40
ALL
Mobil Pegasus 80
SAE40
ALL
Mobil Pegasus 89
SAE40
ALL
SAE40
ALL
Shell Gas Oil S-9858 (European)
SAE40
Naturally Aspirated
It is especially important that the lube oils used in cogeneration applications utilize base stocks with good thermal stability. With 10,000 to 12,000 hours of experience, the lube oils listed in Table 5.30-2 are known to give satisfactory performance in high temperature cooling systems' applications. Additions to the list of approved oils will be made if substantiating data is provided for an oil meeting the following criteria: 0
Waukesha recommends lubricating oils speCifically formulated for sour gas and a1temate fuel (landfill) (see Table 5.30-3). However, care must i)e taken that oils formulated for a particular fuel type not be used beyond their recommendations. Some landfill gas formulated lube oils can cause excessive build-up of additives when used outside of their recommendations. Landfill gas engine oils should only be used for engines applied to landfill gas service, not digester gas service. Table 5.30-3. Recommended Lube Oils For Sour Gas And Alternate Fuel (Landfill) Gas Applications BRAND
TYPE
APPLICATION
Mobil Pegasus 446
SAE40
ALL
0
• Used in similar applications 235 F (113 C) to 250 F (121 0 C) jacket water temperatures. • Minimum of one year service. Documented with engine inspection data. • No signs of oil degradation or lacquering problems.
SOUR GAS & ALTERNATE FUEL GAS RECOMMENDATIONS
)
When dealing with halogens or halogen compounds in landfill gas, the subject becomes far too complicated to address here as it relates to the selection of a lubricating oil, used oil analysis, and drain interval. It follows that those customers operating on landfill gas review Waukesha Engine's Fuel Specification SA7884C and Service Department Broadcast SDBC 1100 to fully understand the ramifications of operating an engine on landfill gas. Fuel specification SA7884C and SDBC 1100 prescribe specific fuel gas sampling techniques, fuel gas analysis, handling of abrasive fuel constituents, and limitations on total organic halide as chloride to achieve reasonable engine life. Lubricating oil requirements change as the TOHCI increases. RECOMMENDED LUBE OILS FOR SOUR GAS AND ALTERNATE FUEL (LANDFILL) GAS APPLICATIONS
Mobil Pegasus 485
0
percentages of sulfur bearing compounds (H 2S, etc.). Gas exceeding 0.1 % sulfur bearing compounds must be treated.
The best approach would be to filter or absorb corrosives in the fuel gas before they reach the engine. There are increasing claims for filtration and absorption by various companies manufacturing and promoting these types of product. Waukesha makes no endorsement of these products or service. Their performance is solely the responsibility of their manufacturers.
Alternate fuel sources are attracting increasing interest today as a low cost fuel or because of environmental concerns. Waukesha, being one of the leaders in developing engine systems to accommodate these alternate fuels, is aware of problems due to sulfur compounds (H2S, etc.) and halide constituents in these fuels. Hydrogen sulfide (H2S) and total organic halide as chloride (TOHCI) bring with them totally different problems to the engine and lubricating oils. Waukesha has limited sulfur bearing compounds (H2S, etc.) content in fuel gas to 0.1 %, or 63 grains per 100 cu. ft. (2.83 m3 ). However, it is not unusual to encounter biomass gas, or field gas, with much higher FORM 6248 First Edition
5.30 - 5
LUBRICATION SYSTEM FUEL COALESCER SPECIFICATION FOR ALTERNATIVE FUEL APPLICATION Solid Particulate Removal: Coalescer shall have an absolute rating of 0.3 microns for solid particulate removal, OR Have a Beta Rating of 10,000 for 0.3 micron solid particles, OR Have a 99.99% removal efficiency of 0.3 micron solid particles. Liquid and Aerosol Removal: Coalescer shall remove entrained liquid aerosol contaminants to a minimum of 0.003 parts per million (by weight) downstream concentration, OR Have an aerosol removal efficiency of no less than 99.5% for aerosols of 0.3 micron or larger. Design Criteria: Coalescer Filter Housing to be of the cylindrical type, vertically mounted. The housing shall contain two sump chambers, such that the lower sump collects heavier liquid dropouts immediately downstream of the gas inlet, while the upper sump collects liquids draining off the coalescer cartridge(s). The coalescer design shall utilize an inside to outside gas flow path through the coalescer cartridge. Recommended Coalescing Filter: Pall Process Filtration Company Model CC3LG7A
CAUTION I I A='--__ '--__--'.
TOHCI does not affect TBN levels the same as sulfur compounds. Therefore, the 50% depletion as an indicator of a change interval only applies to the applications where fuel gas does not contain halides. Disregarding this information could result in product damage and/or personal injury.
.L .:;; ..
Recommendation #3 Increase the jacket water temperature to 212' - 235' F (1 ~O' - 113' C) and lube oil temperatures to 185' - 200' F (85' - 93' C). Increased temperatures will reduce the condensation, therefore, reduce the concentration of acids within the crankcase. High temperature thermostats are available for most models. If you have any question on lubricants to be used with alternate fuel gases, contact the Service Operations Department or Application Engineering Department prior to selecting a lubricating oil.
LUBE OIL CONDEMNING LIMITS Lubricating oil condemning limits are established by the engine manufacturer's experience and/or used oil testing. Laboratory testing will determine the used oil's suitability for continued use. Used oil testing should cover the data shown in Table 5.30-4. Table 5.30-4 Used 011 Testing And Condemnation TEST
CONDEMNING LIMIT
The following recommendations will minimize corrosion problems normally encountered with fuel gas containing H2S and TOHCI:
Viscosity
-20/+30% Change
Flash Point
Below 356' F (180' C)
Total Base Number (TBN)
50% of New Oil Value
Recommendation #1
Total Acid Number (TAN) (ASTM-D2896)
2.0 Rise Above New Oil Value
Select a gas engine lubricating oil with a high alkalinity reserve, 7 to 13 TBN (Total Base Number). Alkalinity reserve in the lube oil is measured in TBN. The higher the TBN, the more reserve.
Oxidation (Abs/Cm)
25
Contact your oil supplier or consult the EMA Lubricating Oils Data Book for an appropriate choice. Also follow the appropriate ash content percent by weight for the specific engine model.
Water Content
Above 0.20% WI.
Glycol
Any Detectable Amount
Wear Metals
Trend Analysis
Chlorine
750 ppm
Nitration (AbsfCm)
25
Insolubles
Above 1.0% (Gas Enginel Above 3% (Diesel Engine
Recommendation #2 Used oil analysis is mandatory for alternate fuel applications. Lube oil change periods are determined by TBN, TAN (Total Acid Number), oxidation and nitration level in the used oil samples. The user must change the oil when the TBN level falls to 50% of the new oil value or TAN increases by 2.0 above the new oil value. The method of measuring TBN in used oil must be ASTM-D2896.
5.30 - 6
)
FORM 6248 First Edition
)
LUBRICATION SYSTEM Nitration: Nitration of the lube oil is one of the most common oil degradation problems. While oil often begins to nitrate when exposed to nitrogen dioxide through blow-by, oil also nitrates when exposed to nitrogen dioxide on the cylinder sleeve walls. When the nitrated oil is scrapped off the wall and allowed to drain into the crankcase, it causes highly nitrated materials to become deposited in the lube oil. Nitration is the chemical reaction that occurs when the nitrogen dioxide acts like an adhesive to bind the oil molecules together. This is the reason why the viscosity of the oil actually increases. These molecular chains continue to grow until they become so large and heavy that they can no longer remain suspended in the lube oil. At this point, they attach themselves to internal surfaces to become varnish deposits, particularly around the piston skirt and ring area, or they physically drop out to become sludge in the crankcase. Nitration rates increase at lower oil temperatures. Since oil temperatures of 150' F (66' C) or below cause the nitration rate to increase dramatically, maintain oil header temperatures between 165' F (74' C) and 195' F (91' C). Oxidation: Oxidation is very similar to nitration, with the exception that oxygen (02)' rather than nitrogen, causes the oil molecules to be bound together into chains. Another difference is that the rate of oxidation increases at higher engine temperatures, especially temperatures above 200' F (93' C), so oxidation is very common in gas engines because of the tendency to run at elevated temperatures. The damage caused by oxidation is virtually identical to that of nitration. It is not uncommon for the lube oil to be oxidizing and nitrating in the same engine. The existence of one condition does not preclude the other. Total Base Numbers: Total Base Numbers (TBN) is a way of determining the reserve alkalinity of a lube oil. Oils are formulated with different degrees of alkalinity in order to neutralize different concentrations of acids. Generally, the higher the concentration of sulphur in the fuel, the higher the TBN of the lube oil must be.
)
FORM 6245 First Edition
An oil analysis should be regularly performed to determine the TBN rating of oils in service. The TBN rating will not only give the engine operator some information regarding the condition of the oil, and whether an oil change is required, but it will put this information in his hands before the lubricant actually becomes corrosive (see Table 5.30-5). Table 5 30-5 Recommended TBN Ratings NATURAL GAS TYPE
MINIMUMTBN
Clean, Sweet
2-4 5-7
Minimal Traces of SuHur Maximum Sulfur Concentration Allowable - 0.01%
10
Total Acid Number: Total Acid Number (TAN) indicates the total amount of acids present in the lube oil. Acids, which are natural by-products of internal combustion engines, are highly corrosive substances that accelerate engine wear. Most acids are formed from sulphur or chlorine in the fuel. Sulfur is commonly found in many types of fuel and leads to the production of sulfuric acid in the crankcase. The presence of chlorine, which is typically found only in landfill gas, results in the production of a number of highly corrosive substances, hydrochloric acid among them. The level of acids in the lube oil, as reflected by the TAN number, usually rises slowly because of the neutralizing effect of sulfated ash, a required lube oil additive (see Initial Fill). The TAN number stays low until the additive package is depleted, at which point the acid level rises dramatically. Do not be surprised if lube oil straight from the drum is found to have a TAN number. Even though some lube oil additives are slightly acidic, acids from this source will not harm the engine. Water Content: Contact with water causes the lube oil to degrade. A maximum of 0.2% by weight is allowable. Water often forms in the crankcase through condensation. This is especially common if the engine is running too cold, that is, if it is loaded too lightly or if it has been run for only short periods. Sodium and Boron: A coolant leak also brings the lube oil into contact with water. Remember thatthe water may vaporize ifthe leak is relatively minor, so a specific test for water might come up negative even though a coolant leak does in fact exist. Therefore, always test for the presence of Sodium and Boron, two compounds found in water treatment additives. Even if the cooling water has evaporated, the additives remain to serve as evidence of a coolant leak. 5.30 -7
LUBRICATION SYSTEM Wear Metals: Moving parts of the engine will start to wear out as it gains running hours. When clearances become larger and components fall out of tolerance, bits of metal that have been broken or sheared off become suspended in the lube oil. Concentrations of certain metals in the lube oil will increase as more and more wear occurs. The existence of wear metals will normally be highest when the engine is new or when it is time for an overhaul. Therefore, the engine operator should not be alarmed if there is a high concentration of wear metals when the engine is first installed. High concentrations of wear metals early in the life ofthe engine are normal and are due to the break -in of moving parts. The concentration of wear metals should then fall dramatically and only continue to rise at the point where the engine is approaching the time for an overhaul. On the other hand, always be alert for any sudden increase in the concentration of wear metals, this may indicate that some condition is accelerating the wear rate (see Table 5.30-6).
for analysis after 250 running hours. Submit a second sample just before the scheduled oil change. Oil quality can degrade rapidly and unexpectedly; oxidation and nitration rates increase exponentially. 2. Do not draw the oil sample from the oil pan. Touching the sides or bottom of the oil pan with the sampling tube picks up sludge and dirt that contaminates the sample. 3. Draw the oil sample with the engine running. Particles suspended in the oil will settie out after the engine is shut down. The sample must capture oilborne particles to detect signs of engine wear. 4. Since filtration also removes particulates from the oil, install a petcock at the full-flow lube oil filter inlet to obtain a good sample quickly and easily (see Figure 5.30-6).
Table 5 ~ Wear Metals METAL TYPE
POTENTIAL SOURCE
Iron
Cylinder Sleeves, Piston Rings
Copper
Bearings (Inner Layer)
Aluminum
Pistons, Bearings
Nickel
Bearings
Tin
Piston Flashing, Bearings
Viscosity: If the viscosity changes, the lube oil analysis should be studied to determine the cause. A change in viscosity usually points to a high rate of oxidation or nitration, but some other form of contamination may also exist. Insolubles: The concentration of insolubles or total solids suspended in the lube oil is a reflection of the level of oxidation or nitration contamination. These solids can drop out of the lube oil to coat internal surfaces and plug oil passages.
LUBE OIL ANALYSIS Testing by qualified professionals is necessary to determine whether a particular oil is suitable for continued use. Oil analysis can be a valuable diagnostics tool, but improper oil sampling techniques can render the test useless. To ensure the accuracy of any oil analysis:
FILTER
/
'
HOUSING
/
~
'
PETCOCK LOCATION
)
Figure 5.30-6. Petcock At Lube Filter Inlet
5. Follow the same sampling procedures every time to guarantee the quality of the sample and the integrity of the analysis. The samples are not comparable if different sampling procedures are used. 6. Always retain the last five lube oil analysis reports for comparison purposes. Remember that lube oil analysis is a study of "trends." No conclusions can be drawn from a single report. Each analysis must be compared to others if anything is to be learned.
NOTE: The original composition of the lube oil is also an important consideration. In order to fully understand a lube oil analysis, one must know what was in the lube oil to begin with. Whenever a new oil type is considered, have it analyzed to establish a ''base line." Since all lube oils degrade with service, later samples can be compared to the "base line" to determine the suitability of the oil for continued use.
)
1. Submit a sample of the lube oil for laboratory analysis after half the recommended oil change interval has elapsed. For example, if the oil should be changed every 500 running hours, submit a sample of the used oil 5.30 - 8
)
FORM 6248 First Edition
LUBRICATION SYSTEM OIL VISCOSITY SELECTION The operating temperature of the oil in the sump or header is the best guide for selecting the proper SAE grade of oil (see Table 5.30-7 and Table 5.30-8). When the oil temperature is unknown, add 120° F (67° C) to the ambient temperature to obtain the estimated sump oil temperature. Table 5 30-7 Sump Temperature And SAE Number 1000 CU. IN. (16.4 L) DISPLACEMENT AND SMALLER SUMP TEMPERATURES
SAE NUMBER
210° - 250° F (99° - 121° C)
40
160° - 210° F (71 ° - 99° C)
30
Table 5.30-8. Sump And Header Temperatures And SAE Number
those of mineral oils. Oil filter change intervals remain at 1000 to 1500 hours of operation. SynthetiC oils are not recommended for alternate fuel gas applications without prior approval by Waukesha Engine Division.
LOW AMBIENT TEMPERATURE OPERATION At low ambient temperatures, use an oil which will provide proper lubrication when the engine is hot and working. For engines of 1000 cu. in. (16.4 L) and above, operating at ambients below 50° F (10° C) lube oil and jacket water heaters are required to warm oil and water for fast starting and loading of engines. Waukesha Engine Division will supply information on these starting devices upon request.
1000 CU. IN. (16.4 L) DISPLACEMENT AND LARGER
LUBE OIL CONSUMPTION RATES
SUMP TEMPERATURES
HEADER TEMPERATURE
SAE NUMBER
Typical lube oil consumption rates have been updated for all Waukesha engines (see Table 5.30-9).
160° - 230° F (71 ° - 110° C)
160° - 210° F (71° - 99° C)
40
Below 160° (71°)
Below 160° (71°)
30
NOTE: NOTE: Engines of 1000 cu. in. (16.4 L) displacement and above should not be operated with header oil temperature below 140° F (60° C). Engines of this type which exceed 195° F (91° C) header temperature or 215° F (102° C) sump temperature should have reduced oil change intervals.
Table 5 30-9 011 Consumption MODEL
LBS! HP-HR
GRAMS! HP-HR
GRAMS! KW-HR
VHP
0.0003 - 0.001
0.14 - 0.4l1
0.18 - 0.60
NOTE: Lube oil consumption rates given above are a general guide and not meant fo be used for Condemning Limits or determining overhaul requirements. FORMULAS
MULTI-VISCOSITY OILS Use multi-viscosity oils only for engines in cold starting applications. Multi-viscosity oil may deteriorate in continuous service, allowing the oil to revert to its original low viscosity base. In this state, the oil may not supply sufficient lubricating films and/or pressure. Therefore, utilize an oil analysis program to determine the oil change intervals. SYNTHETIC OILS
)
Based on developments by Mobil Oil Corporation and the release of their Pegasus 1 synthetic lubricating oil, Waukesha Engine Division now recognizes this product as being suitable for all Waukesha stoichiometric and lean burn gas engines. Mobil Pegasus 1 has been field proven over the last six years in a multitude of applications. Mobil Pegasus 1 has also been added to the approved lubricating oil list for co-generation installations. This product is an SAE 15W - 40 which provides good cold start capabilities that are natural to the synthetic base stock without the use of VI improvers.
LBS HP HR
7.3 x Number of Gallons of Oil Used HP x Hours of Operation
LBS HP - HR
1.62 x Number of Quarts of Oil Used HP x Hours of Operation
Grams HP - HR
675 x Number of Litres of Oil Used HP x Hours of Operation
Grams kW - HR
675 x Number of Litres of Oil Used kW(corrected) x Hours of Operation
When Pegasus 1 synthetic lubricating oil is selected, it is suggested that you contact Waukesha Engine Division for change interval recommendations. Typically, synthetic oil change intervals are 3 to 5 times longer than FORM 6248 First Edition
5.30 - 9
LUBRICATION SYSTEM RECOMMENDED OIL CHANGE INTERVALS
)
CAUTION I
IA
The use of some types of .. oil, as well as dusty envIronment, marginal installation, internal engine condition and/or operating the engine with malfunctioning carburetion or injection equipment may require more frequent oil changes. Waukesha Engine recommends the lubricating oil be monitored with a professional 011 analysis program. Extended oil change Intervals may cause varnish deposits, oil oxidation, or sludge conditions to appear in the engine, which an 011 analysis cannot detect. Contact your local Waukesha Distributor for periodic engine maintenance. Disregarding this information could result in product damage and/or personal injury.
Table 5.30·10. Duty Cycle Definitions CONTINUOUS OR PRIME POWER SERVICE RATING: STANDBY SERVICE RATING: INTERMITTENT SERVICE RATING: PEAK SHAVING: LIGHT LOAD OPERATION:
The ,hast load and norm maintenance.
T'heed which can be applied 24 hours per day, 7 days per week, except for
e rating can include operation of the engine at up to ten percent overload for
two hours in each 24 hour period,
In a system used as a backup or secondary source of electrical power, this rating is the output the system will produce continuously, 24 hours a day, for the duration of the prime power source outage.
This rat~ is the hi~est load and speed that can be applied in special applications. Operation should be limit
to a maximum of 1500 hours per year.
Peak shaving is operation of an engine for a limited time to meet short term peak ~ower reqUirements. Speed, loading, and hours per year of operation will affect the recommended oil c ange interval.
25% or less of the continuous duty rating.
Table 5.30·11. Recommended 011 Change Intervals For Engines Receiving Normal Maintenance ENGINE MODEL VHPSERIES Natural Gas,
HD-5
Propane
CONTINUOUS ENGINES OPERATED OR PRIME IN EXCESS OF POWER CONTINUOUS SERVICE RATING SERVICE 1500 hours
500 hours
LIGHT LOAD OPERATION
1500 hours
EBULUENT COOLED OR HOT WATER SYSTEM WITH ENGINE WATER TEMPERATURE 200°F (93° C) OR ABOVE 500
STANDBY SERVICE 500 hours or annually
hours
NOTE: Change lube oil and fuel niter elements when lube oil is changed.
CAUTION I I.=.A=:......;=...;;.;:-.::....:....::....~. .
Actual oil change intervals to be determined by engine inspection or 011 analysis in conjunction with oil condemning limits. Disregarding this information could result in product damage and/or personal injury.
.L
CAUTION I~andfi" I.=.-A;=:.......;;:;.;;:....:....::.....;;.".;;.,.;:;.,;;,.;:...J_ .
.gas fuele~ engines' 011 change intervals are outlined In Waukesha Engine Division's Tech Data SA7884C and Service Department Broadcast 1100. Disregarding this information could result in product damage and/or personal injury.
.L
NOTE: Oil condemning limits are listed in Table 5.30-4. Table 5.30-12. Recommended 011 Change Intervals For Engines Receiving Normal Maintenance And Using Gaseous Fuel Containing H:zS Or Uquid Fuel Containing Sulfur In Excess Of Published Umits. ENGINE MODEL VHPSERIES
CONTINUOUS ENGINES OPERATED OR PRIME IN EXCESS OF POWER CONTINUOUS SERVICE RATING SERVICE 360
hours
250
hours
LIGHT LOAD OPERATION 360
hours
EBULUENT COOLED OR HOT WATER SYSTEM WITH ENGINE WATER TEMPERATURE 200° F (93° C) OR ABOVE 360 hours
STANDBY SERVICE 250 hours or
annually
NOTE: Change lube oil and fuel Mer elements when lube oil is changed.
5.30 -10
FORM 6248 First Edition
)
LUBRICATION SYSTEM In the interest of developing a reasonable life expectancy for Waukesha Engines operating on fuel gas laden with some level of halogenated VOC's (Volatile Organic Compounds) our experience dictates the following:
- elevated lube oil temperature to 1850 F - 200 0 F (85 0 C - 93 0 C)
• To achieve the life expectancy of an engine operating on pipeline quality natural gas, remove all halogenated VOC's (as well as abrasives) from the fuel gas.
- bypass lubrication oil filtration
- use of high TBN oil (7.0 - 13.0)
• TOHCI at a level of between 161 micrograms chlorideMer and 240 micrograms chloride/liter may require substantial changes to the engine wearing components. No guarantees of operating life or operating costs are reasonable at this level.
• Reasonable life can be expected if Total Organic Halide as Chloride Concentration (TOHCI) of the fuel does not exceed 60 micrograms chloride/litre. Total Organic Halide as Chloride (TOHCI) equals the sum of all halogenated compounds expressed as chloride in micrograms/litre as chloride (uCI-/L) at STP (Standard Temperature and Pressure).
• TOHCI above 240 micrograms chloride/litre require pre-treatment of the fuel in order to make it suitable for use in a reciprocating engine.
LUBE OIL PIPING PURGE
• Reasonable life can also be expected with increased maintenance and operating adjustments to the engine if TOHCI is above 61 micrograms chloride/ litre but does not exceed 160 micrograms chloride/ litre.
IA CAUTION I
The lube 011 piping must
==--=..;;....:.;:;,...:....:.-=..:..:..J. be purged of all slag and
L.
debris before the engine is started. Before proceedIng with the 011 fill procedure, refer to the purging Instructions In this section. Disregarding this information could result In product,damage and/or personal Injury.
Typical changes in maintenance and operation at this level are: - decreased oil change interval (150 hours to start)
Fill Procedure
- condemn oil when 750 ppm chlorine level in used oil is reached. This will aid in establishing an oil change interval.
1. Remove the cap from the oil filler pipe on the lower rear left side of the engine (see Figure 5.30-7). 2. Insert the make-up line and add lube oil to the oil pan. Periodically remove the dipstick and take note of the reading. For convenience, a dipstick is located on both the right and left side of the oil pan.
- lubricating oil analysis each 50 hours minimum - elevated jacket water temperature 212 0 F - 240 0 F (1000 C - 1130 C)
REAR FLYWHEEL /
OIL FILLER""""""'" PIPE
HOUSING
o
INSTRUCTIONft~~~~=:::::!..--,---DECAL
\
OIL FILLER PIPE BRACKET
) Figure 5.30-7. VHP Oil Filler Pipe
FORM 6248 First Ednion
5.30 -11
LUBRICATION SYSTEM 3. Continue to add oil to the oil pan until the level reaches the "full" mark on the dipstick (see Figure 5.30-8).
(
HOW
!FULL
i>
0
1I1Ir===::::l
0
2:
)I]
O-RING
o
Figure 5.30-11. Dipstick
engine by flexible connections. Use only positive (flanged, threaded or welded) connections. Both the flexible connections and fittings must be suitable for lube oil pressurized up to 125 psi (862 kPa) at 2500 F (121 0 C). 2. Verify that all lines between the engine and the lube oil filter and lube oil cooler assemblies are clean and free from scale.
LUBE OIL CHANGE To change the oil, drain the oil pan and all lube oil system accessories: oil cooler, full-flow oil filter and lube oil strainer. Proceed as follows:
4. Stop the oil addition and start the prelube suction pump. The prelube pump must be run to fill the oil lines, oil cooler, the full-flow lube oil filter and oil strainer. It also ensures that the bearings, turbochargers and other moving parts of the engine are properly lubricated.
NOTE: Drain oil when warm.
5. While the prelube suction pump is running, open the full-flow lube oil filter cover petcock to bleed off any air that may be trapped in the lube oil system.
NOTE: Installation of a customer supplied ball valve and pump facilitates draining of the oil pan.
6. Run the prelube pump until pressure is indicated on the panel mounted oil pressure gauge. Once pressure is indicated, stop the prelube pump, wait a few minutes for the oil to drain back into the crankcase, check the dipstick and add oil to the oil pan until the level returns to the "full" mark.
NOTE: Normal operating temperature is approximately ten degrees higher than the nominal rating of the temperature control valve. 7. Thread on the oil filler cap, start the engine and wait until the lube oil has warmed up to its normal operating temperature. Shut the engine dOwn, wait for the oil to drain back into the pan and then check the level one more time. Add oil if the level is below the "full" mark. 8. Check the crankcase oil level daily before the engine is started. The blade of the dipstick is marked "low" and "full." Always maintain the oil level atthe '1ull" mark. Both marks on the dipstick are "static lines." The dipstick does not indicate where the level of the oil should be when the engine is running.
OIL COOLER AND LUBE OIL FILTER INSTALLATION 1. All piping connections to and from the engine and between lubrication system accessories are to be supplied by the customer. Place the lube oil fitter and lube oil cooler assemblies as close to the engine as possible. If they must be over 8 feet away, use a pipe one size larger than the 2 inch requirement. Do not use street elbows or fittings with a reduced inside diameter. The lube oil fitter and lube oil cooier assemblies must be isolated from the 5.30 -12
1. Oil pan: remove the 2 inch square head drain plug. For convenience, four drain plugs are provided, one at each corner of the oil pan.
2. Oil Cooler: remove the drain plug atthe bottom olthe oil cooler shell midway between the inlet and rear bonnets. 3. Full-Flow Lube Oil Filter: remove the upper drain plug from the oil fitter housing to drain sludge and dirty oil from the filter element chamber. Remove the lower plug to drain oil from the clean oil chamber.
)
4. Lube Oil Strainer: remove the drain plug (3/8 inch) at the bottom of the strainer element housing. 5. When the oil has drained, reinstall the drain plugs. Refer to Table 5.30-12, Table 5.30-11 and Table 5.30-1 Ofar information on oil change intervals. Oil change intervals should never be extended beyond these recommendations because of additive depletion and changes in the physical properties of the oil.
NOTE: Submit a sample of the lube oil for laboratory analysis after half the recommended oil change interval has elapsed. If the oil should be changed every 500 running hours, submit a sample of the used oil for analysis after 250 running hours. Depending upon the results, more frequent oil changes may be necessary.
I;A. . CAUTION IOil change intervals for engines fueled on landfill gas are outlined in WED Tech, Data SA7884C and Service Department Broadcast 1100. Disregarding this information could result in product damage and/or personal injury.
FORM 6248 First Edition
)
LUBRICATION SYSTEM CHECKING CRANKCASE OIL LEVEL
LUBE OIL SYSTEM AIR BLEED
Check the crankcase oil level daily before the engine is started. For convenience, a dipstick is located on both the right and left side of the oil pan. The blade of the dipstick is marked "low" and "full." Always maintain the oil level at the "full" mark. Both marks on the dipstick are "static lines." The dipstick does not indicate where the level of the oil should be when the engine is running.
Air bleed the lube oil system at least once each day. Proceed as follows:
When checking the oil level, carefully examine the condition of the oil on the dipstick. Replace the oil any time it appears diluted, thickened by sludge or otherwise deteriorated. The useful life of the oil depends on a number of factors, which include the engine load, temperature, fuel quality, atmospheric dirt, moisture and the level of maintenance. If oil performance problems arise, consult your oil supplier. Always pay close attention to engine operating temperatures. If engine jacket water and oil temperatures are maintained according to engine specifications, particularly during periods of light load operation, the problems resulting from condensation of corrosive vapors in the crankcase can be minimized. This in turn reduces the rate at which the TBN is depleted and extends the useful life of the oil. When using an engine oil for which there is no previous operating experience, a detailed oil analysis by qualified professionals is strongly recommended. A well monHored maintenance program also should be established for the first year of usage and the performance of the engine should be carefully observed against all extemal operating conditions. This procedure will help to determine if the selected oil is really suHable for your particular operation.
OIL COOLER MAINTENANCE Drain the oil from the oil cooler at each oil change. Clean and inspect the oil cooler annually. Inspect the oil cooler sooner if an increase in oil temperature cannot be traced to a malfunctioning auxiliary water pump, loose belts, a faulty thermostat or excessive engine load. Plugged tubes or scale deposits inhibit the flow of coolant which reduces oil cooling effectiveness.
NOTE: Schedule the oil cooler cleaning during a regular oil change interval, since it is necessary to drain the oil pan and lube oil system accessories. For oil cooler cleaning procedures, refer to Auxiliary Water Cooling System.
NOTE: The petcock on the full-flow oil filter cover is the only air bleed through which the lube oil system may be purged of air pockets. 1. Initial Bleed: start the prelube pump and open the filter cover petcock. 2. Close the petcock when oil begins to flow out in a steady stream. 3. Check Bleed: start the engine and reopen the filter cover petcock. 4. Close the petcock when oil begins to flow out in a steady stream. 5. Final Bleed: once the engine is running at normal operating temperature, reopen the filter cover petcock. 6. Close the petcock when oil begins to flow out in a steady stream.
LUBE OIL FILTER ELEMENT REPLACEMENT Full-flow lube oil filter elements should be replaced whenever the lube oil is changed and may often require more frequent replacement. When the filter is new, the drop in oil pressure through the filter is around 2 - 3 psi (14 - 21 kPa) under normal operating temperatures. To determine the pressure differential, subtract the reading of the oil filter outiet pressure gauge from the reading of the inlet pressure gauge. When the pressure differential rises to 12 - 15 psi (83 - 103 kPa) , the filter elements are clogged and must be replaced. 1. Drain both chambers of the full-flow oil filter. Two drain plugs are provided in the oil filter housing (see Figure 5.30-9). Remove the upper plug to drain sludge and dirty oil from the filter element chamber. Remove the lower plug to drain oil from the clean oil chamber.
A
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal Injury or death.
) /
FORM 6248 First Edition
5.30 -13
LUBRICATION SYSTEM
A
procedure will cause the cover to spring up from the filter body causing personal injury and property damage.
WARNING
To avoid personal injury, use special care to remove the oil fiHer cover. Follow the proper disassembly sequence listed. The cover compresses powerful springs on the fiHer element posts. Failure to use the proper sequence could cause severe personal injury or death.
5. Remove the lube oil filter elements (see Figure 5.30-10). Inspect each bypass relief valve for wear. The oil filter has one relief valve. Refer to Lube Oil Filter Relief Valve Inspection for more information.
RELIEF VALVE ASSEMBLY
o
0
I, I, 0
o
I,
o
0
o o o o
I,
Figure 5.30-10. FUll-Flow Lube Oil Filter
I
6. Install the new lube oil filter elements over each filter element post (see Figure 5.30-11).
/'
OIL OUTLET
12 CYLINDER
Figure 5.30-9. Lube 011 Filter
2. To remove the oil filter cover safely, locate the longest bolts. While the long bolts extend about 1-1/4 inches below the flange at the top ofthe oil filter housing, the short bolts are flush with the bottom of the flange (see Table 5.30·13).
o
Table 5 30-13 Lube 011 Filter Da1a ENGINE 12 Cylinder
1.0.
NUMBER OF SHORT BOLTS
NUMBER OF LONG BOLTS
DISTANCE BETWEEN LONG BOLTS
16"
9
3
1200
OIL FILTER SHELL
3. Leaving the longest bolts in place, remove the short bolts working in a clockwise direction. 4. Loosen the long bolts giving each an equal amount of turn. Alternately loosen each of the long bolts to slowly ease the filter cover up. Failure to follow this 5.30 - 14
= ELEMENT
@
= REUEF VALVE
Figure 5.30-11. Filter ElementlAelief Valve Connguratlon
IA
CAUTION IThose
filter
ele~ents
=:.......;::..;;,....:....;"---'-_---'. that are stamped With an
L.,. : .
arrow must be installed with the arrow pointing down_ Elements that have a band around the center may be installed with either end pointing down. Disregarding this information could result In product damage and/or personal injury.
FORM 6246 First Edition
)
LUBRICATION SYSTEM 7. Replace the drain plugs in the oil filter housing.
S. Fill the filter assembly with clean lubricating oil (see Table 5.30-14). Table 5.30-14. Engine Oil Capacity ENGINE 12 Cylinder
OIL CAPACIlY GALLONS
LITRES
36
136.3
9. Allow air to escape by depressing the bypass relief valve piston(s). 10. Re-install the lube oil filter cover. The fiijer cover a-ring should be replaced every 720 hours, any time it has taken a permanent set or if it appears damaged, whichever comes first. Torque the filter cover capscrews to 35 - 37 ft-Ib (47 - 50 N·m) in a crisscross pattem. 11. To release the remaining air, start the prelube pump and open the filter cover petcock. Close the petcock when oil flows out in a steady stream. NOTE: Air bleed the lube oil circuit at least once each day. The petcock on the full-flow oil filter cover is the only location through which the lube oil system may be purged of air pockets (see Lube ail Filter Air Bleed in this section for more information). NOTE: Waukesha highly recommends adding a bypass filtration system to the standard full-flow lube oil filter, especially for those engines operating in harsh environments. In operation, a small portion of the lube oil is routed from the pump through special bypass filters and then back to the oil sump. Particles as small as one micron are effectively removed as the oil flows through the bypass filter elements. An orifice in the filter housing inlet controls the flow to approximately 10 percent of the rated flow to the engine. In an hour, this operation filters a quantity of oil equal to roughly five times the system capacity. Use of the bypass filtration unit does not alter the recommended oil change interval, since the filter is designed to reduce engine wear, not prolong lube oil life.
LUBE OIL FILTER RELIEF VALVE INSPECTION The full-flow lube oil filter housing contains one bypass relief valve. When the elements are new, the drop in oil pressure through the fiRer is minimal, around 2 - 3 psi (14 - 21 kPa) under normal operating temperatures. If the pressure differential reaches 32 psi (221 kPa) , the relief valve begins to open and oil bypasses the fiRer elements enroute to the lube oil strainer. The relief valve is fully open at approximately 40 psi (276 kPa). Inspect the relief valve(s) for wear at least once each year or after every 8,000 hours of operation, whichever comes first. 1. Remove the relief valve assembly from the bypass tube. 2. Remove the reducing bushing from the relief valve body, if provided. 3. Remove the retaining ring, washer, spring and piston from the relief valve body (see Figure 5.30-12).
VAlVE
WASHER RING
Figure 5.30-12. Lube Oil Filter Relief Valve Assembly
4. Remove the a-ring from the relief valve piston. Inspect the area above the a-ring for excessive wear. Replace if gouged or deeply scratched. FORM 6248 First Edition
5.30 - 15
LUBRICATION SYSTEM 5. Install a new O-ring on the relief valve piston.
6. Install the piston, spring, washer and retaining ring in
Table 5 30-15 Magnetic Plug Locations MAGNETIC PLUGS
the relief valve body. 1
Rocker arm oil header supply line (3/8" pipe tee)
front vee
1
Rocker arm oil header supply line (3/8" pipe tee)
rear vee
1
Turbocharger oil supply line (3/8" pipe cross)
rear right
7. Test the relief valve as follows: A. With the open end down, put the relief valve assembly in a valve spring tester.
B. Press down on the top of the piston. C. Note the scale reading when the piston just begins to move. The reading should be approximately 41.5 pounds. If the reading does not conform to this specification, then replacement of the relief valve spring is necessary.
NOTE: A lube oil filter pressure differential of 32 psi (221 kPa) exerts approximately 41.5 pounds afforce on top of the relief valve piston.
a. Install the reducing bushing onto the relief valve body. 9. Install the relief valve assembly onto the bypass tube.
MAGNETIC PLUGS Inspect and clean the magnetic plugs at each oil change. Proceed as follows:
1. Remove the magnetic plug (see Figure 5.30-13). The number of magnetic plugs and their locations are as follows (see Table 5.30-15).
SPECIFIC ENGINE LOCATION
2. Clean the magnetic plug in solvent, if necessary. Wipe the plug clean to ensure that all ferrous metal debris is removed. 3. Install the magnetic plug back into the oil supply line and wrench tighten.
OIL COOLER PIPING REMOVAL
A
WARNING
Allow the oil to cool, prior to removing oil system components, to prevent burns from hot oil. Disregarding this information could result in severe personal injury or death. NOTE: The oil cooler piping is not normally disassembled. This assembly is normally removed from the engine as one assembly, along with the oil cooler assembly.
)
1. Disconnect all piping from the engine. Tag all pipe ends for reference during assembly. 2. Refer to Figure 5.30-14 and disassemble piping only as required. Discard all old gaskets and seals. 3. Refer to Lube Oil Temperature Control Valve for disassembly of this component.
Figure 5.30-13. Magnetic Plugs
)
5.30 - 16
FORM 6248 First
Ed~ion
LUBRICATION SYSTEM
1
20
61~~~ ~
221 1 23
1 22
'®
(Continued)
i
/
FORM 6248 First Edition
5.30 -17
LUBRICATION SYSTEM ITEM NUMBER AND DESCRIPTION 1
Range
12
O-ring Flange
23
Plate
34
Gasket
2
Gasket
13
Relief Valve
24
Tee
35
Cover
3
Hexhead Caps crew
14
Adjusting Screw
25
Lockwasher
36
Lockwasher
4
Gasket
15
Lock Nut
26
Hexhead Capscrew
37
Hexhead Gapscrew
5
Hexhead Capscrew
16
Washer
27
Pipe Nipple
38
Square Head Pipe Plug
6
Lockwasher
17
Plug
28
Tube
39
Pipe
7
Tee
18
Washer
29
Elbow
40
Hexhead Capscrew
8
Hexhead Capscrew
19
Spring
30
Valve
41
Reducing Bushing
9
Hex Nut
20
80dy
31
Thermostat Seal
42
Flexible Connection
10
Pipe Flange
21
Plunger
32
Thermostat
43
Flexible Connection
11
Gasket
22
Tee Gasket
33
Spring
)
Figure 5.30-14. Oil Cooler Piping Connections
OIL COOLER PIPING INSTALLATION NOTE: The oil cooler piping is not normally disassembled. This assembly is normally installed on the engine as one assembly, along with the oil cooler assembly.
1. Remove the oil drain plug at the bottom of the oil cooler shell midway between the inlet and rear bonnets. Drain all oil. 2. Drain or shut off the auxiliary water supply. Open the drain cock on the rear bonnet. Drain all water.
1. Connect all piping from to the engine. Refer to tags for reference during assembly.
3. Disconnect all piping from the engine. Tag all pipe ends for reference during assembly.
2. Refer to Figure 5.30-14, apply pipe sealant to threads of fittings, and assemble piping as required with new gaskets and seals.
4. To ensure proper reassembly, mark the flanges on the inlet and rear bonnets, both ends of the shell and the fixed tube sheet before disassembly.
3. Refer to Lube Oil Temperature Control Valve for assembly of this component.
5. Refer to Figure 5.30-14 and disassemble oil cooler piping only as required. Discard all old gaskets and seals.
4. Refer to Lube Oil Pressure Adjustment and adjust the lube oil pressure.
6. Remove nuts, lock washers and brackets from the oil cooler shell.
OIL COOLER REMOVAL
A
WARNING
Allow the oil to cool, prior to removing all system components, to prevent bums from hot all. Disregarding this information could result in severe personal injury or death.
A
WARNING
Do not remove the bonnets until all pressure is relieved and both oil and coolant are completely drained. Failure to follow proper procedures could cause severe personal Injury or death.
7. Remove capscrews, nuts, inlet bonnet and gasket from the oil cooler shell (see Figure 5.30-15). Discard gasket. 8. Remove capscrews, nuts, rear bonnet and two seals from the oil cooler shell. Discard seals.
NOTE: Be careful to avoid damage to the tube bundle assembly when removing it from the shell. Protect the ends of the tubes from damage. After removal from the shell, support the tube bundle on the tubesheets to prevent damage to the tubes. 9. Remove tube and baffle assembly and gasket from the oil cooler shell. Discard gasket.
NOTE: Since the other lube oil accessories may also have to be drained, schedule the oil cooler cleaning during a regular oil change interval. 5.30 - 18
FORM 6248 First Edition
)
LUBRICATION SYSTEM OIL COOLER CLEANING AND INSPECTION Drain the oil from the oil cooler at each oil change. Clean the oil cooler annually.
NOTE: Inspect the oil cooler regularly. Plugged tubes or scale deposits inhibit the flow of coolant which reduces oil cooling effectiveness. Clean the oil cooler if an increase in oil temperature cannot be traced to a malfunctioning auxiliary water pump, loose belts, a faulty thermostat or excessive engine load. The tube bundle assembly fits inside the outer shell of the oil cooler. The tubes are water passageways secured to a fixed tubesheet althe inlet bonnet end. The tubesheet is held in place between the inlet bonnet and a protruding flange on the oil cooler shell at the inlet bonnet end. The opposite end ofthe tube bundle is held in place by pressure between the rear bonnet and the packing seals, which encircle the rear tubesheet. t. Protect all gasket and seal surfaces. 2. Clean the oil cooler by eHher mechanical or chemical means. The selected method largely depends upon the type of deposit and the materials available. Any of the following methods may be considered: A. Backflushing. B. Circulate hot wash oil or light distillate to remove sludge or other soft deposits. C. Circulate hot fresh water to remove soft salt deposits. D. Commercial cleaning compounds may be used to remove sludge or scale not removed by the above methods. If such compounds are used, then check material compatibility to avoid possible damage. E. Use of a high pressure water jet. F. Scrapers, rotating brushes or other mechanical means. Nylon brushes are preferred over wire brushes if mechanically cleaning copper alloy tubes. 3. If drills are used to open up tubes that are completely plugged, use extreme caution to avoid drilling into the wall ofthe tube.
)
4. Use only cold fluid for pressure testing. Hydraulic pressure may be used to locate split tubes or leaking tubesheet joints. Test rings are required on removable tube bundles in order to locate leaks.
FORM 6248 First Edition
5. Use a suitable roller type tube expander to tighten loose tube joints. Do not roll tubes that are not leaking, otherwise the tube wall will be unnecessarily thinned. 6. Do not blow steam through individual tubes; localized overheating can result in expansion strain. 7. Fractured tubes or those that cannot be sealed on the ends may be plugged, although some cooling performance will be lost.
OIL COOLER INSTALLATION NOTE: This assembly is normally installed on the engine as one assembly, along with the oil cooler piping. NOTE: When reassembling the oil cooler, use new flat gaskets on the inlet bonnet end and new packing seals on the rear bonnet side. Be sure that the gaskets and seals are properly positioned before any attempt is made to retighten the bonnet bolts. 1. Install new gasket, and tube and baffle assembly in the oil cooler shell (see Figure 5.30-15).
NOTE: All external bolting may require retightening after installation and when the oil cooler first reaches its normal operating temperature. The bolted joints should be tightened uniformly and in a diametrically staggered pattern (see Figure 1.15-6). 2. Install the rear bonnet on the oil cooler shell with capscrews, nuts and two new seals. Torque the rear bonnet bolts to18 ft-Ib (24 N'm) lubricated. Apply only sufficient torque to stop weepage. Over tightening may damage the packing seals. 3. Install inlet bonnet on the oil cooler shell with new gasket, capscrews and nuts. Torque the bolts on the inlet bonnet side to 60 ft-Ib (81 N'm) lubricated. Apply only sufficient torque to stop weepage. Over tightening may damage the packing seals. 4. Install the brackets on the oil cooler shell with nuts and lock washers. 5. Refer to Figure 5.30-14, apply pipe sealant to threads of fittings, and connect all piping as required with new gaskets and seals. 6. Close the drain cock on the rear bonnet and fill or turn on the auxiliary water supply. 7. Install the oil drain plug and fill the engine oil pan and lube oil system accessories with the proper amount and grade of lubrication oil (see Oil Fill Procedure). 8. Refer to Lube Oil Pressure Adjustment and adjust the lube oil pressure.
5.30 -19
LUBRICATION SYSTEM
)
) 10
21
_
/~
ITEM NUMBER AND DESCRIPTION 1
Inlet Bonnet
7
Rear Bonnet
13
NamePIa1e
19
Pipe Nipple
2
Gasket
8
Hexhead Capscrew
14
Name Plate Pin
20
Drain Cock
3
Tube And Baffle
9
Hexhead Capscrew
15
Bracket
21
Name Plate
4
Gasket
10
Hex Nut
16
Pipe Flange
22
Drain Decal
5
Oil Cooler Shell
11
Squarehead Pipe Plug
17
Pipe Nipple
23
Pipe Elbow
6
Seal
12
Squarehead Pipe Plug
18
Pipe Nipple
Figure 5.30-15. Oil Cooler Assembly 5.30 - 20
FORM 6248 First Edition
)
LUBRICATION SYSTEM LUBE OIL TEMPERATURE CONTROL VALVE
up, remove the remaining two capscrews and lock washers. Remove the plate.
Remove and test the thermostat(s) in the lube oil temperature control valve annually. Inspect the thermostat(s) sooner if an increase in oil temperature cannot be traced to a malfunctioning auxiliary water pump, loose belts or excessive engine load.
3. Pull out the spring and the thermostatic valve.
NOTE: Drain the lube oil system.
4. Verify that the valve is in the fully closed position. If the valve is frozen open or if there is any obvious distortion, discard it. If the valve appears in good condition, test as follows: A. Suspend the thermostatic valve in a container of
NOTE: The thermostat housing contains two thermostatic valves. Each cover plate compresses a spring to hold a thermostatic valve in place (see Figure 5.30-16). OIL OUTLET PORT
~"
'S~~~~~~~COVERPLATE
water. Do not let the thermostat rest against the sides or bottom.
IA
CAUTION I
Do not boll the thermo;.. static valve. Excessive temperatures will force the valve to exceed Its normal operating travel and may result in permanent damage. Disregarding this information could result in product damage and/or personal Injury. B. Gradually heat the water while stirring with a quality glass laboratory thermometer (see Figure 5.30-17). Observe the action of the valve.
THERMOSTAT~ HOUSING
Figure 5.30-16. Lube 011 Temperature Control Valve
1. Remove three of the five capscrews and lock washers from the cover plate. Loosen the remaining two capscrews.
Figure 5.30-17. Thermostat Testing
2. Ifthe spring does not push up the cover plate, tap the edge of the plate with a hammer. When the plate pops
FORM 6248 First Edition
5.30 - 21
LUBRICATION SYSTEM Table 5.30-16 Oil Cooler Thermostatic Valves - PIN 169867A Series PIN 199221E 199221D 199221C 1992218 199221 A 153610
NOMINAL TEMPERATURE 160 (71)
0
F
e C)
START TO OPEN - 0 F 157 - 162 (69 - 72) 162 - 167 (72 - 75)
165 (74) 170 (77) 175 (79) 190 (88)
e C)
e C)
187 - 192 (86 - 89) Up Seal Gaske1
C. The valve should begin to open within the Start to Open temperature range (±2° F) listed above (see Table 5.30-16). The valve should be completely open at the Full Open temperature rating (±2° F). D. Remove the valve and observe its closing action. The valve should seal evenly and tightly (see Figure 5.30-18).
9. Remove the cover plate gasket from the thermostat housing. Scrape off any gasket material that remains. Verify that the gasket surface is clean and completely free of grease and oil. Install a new gasket. 10. Install the new thermostatic valve with the expansion element facing outward. The part number of the valve is stamped on the metal spring frame (see Figure 5.30-19).
SPRING FRAME..........
L I
) WAUKESHA PART NUMBER
Figure 5.30-19. Thermostatic Valve
FULLY OPEN
Figure 5.30-18. Thermostat Open And Closed E. If the thermostatic valve is defective, discard it. 5. Pull out the lip seal. Use a rolling head pry bar for best results. 6. Apply Loctite® 271 Adhesive Strength) to the lip seal bore.
Sealant
(High
7. With the open side facing inward, press fit a new lip seal into the bore with a pipe or tube 2-1/2 inches in diameter. Verify that the seal is square in the bore and completely seated around its circumference. 8. Using a small paintbrush, lubricate the lip seal with clean engine oil.
IA
CAUTION I
Exercise care to keep the .. gasket material out ofthe thermostat housing. Old gasket material left on the mating surtaces will cause leaks. Disregarding this information could result in product damage and/or personal InJury.
5.30 - 22
)
182 (83) 187 (86) 192 (89) 207 (97)
167 - 172 (75 - 78) 172 - 177 (78 - 81)
169869A
FULLY CLOSED
FULL OPEN - 0 F 177(81)
FORM 6248 First Edition
LUBRICATION SYSTEM NOTE: The thermostatic valve with the lower nominal temperature rating (lead stat) is always installed in the oil cooler port. The valve with the higher rating (normal stat) goes in the bypass port (see Figure 5.30-20).
COVER PLATE
;
_ _ _ _ _ _~OILOUTLET PORT
r I-
~e~
~
SPRING
12. Compress the spring with the cover plate (see Figure 5.30-21) and install the five capscrews (5/16 x 7/8 inch) and lock washers. Tighten the capscrews evenly and securely. Torque the capscrews to 17 fHb (23 N·m) in an alternating pattern. COVER PLATE
\
~ I
'.--.\'""- I I
)
SEAL
Figure 5.30-21. Lube Oil Temperature Control Valve OIL COOLER INLET PORT
Figure 5.30-20. Lube Oil Temperature Control Valve 12 And 16 Cylinder Engines
11. Seat the spring in the groove between the valve and the thermostat housing.
FORM 6248 First EdUion
5.30 - 23
LUBRICATION SYSTEM TROUBLESHOOTING LOW LUBE OIL PRESSURE When troubleshooting low lube oil pressure, consider the following checks before adjusting the pressure regulating valve. • Defective Gauge • Oil Level in Crankcase Too Low • Oil Filter Element Plugged • Oil Strainer Plugged
PRELUBE SYSTEM
)
A CAUTION IOildrainSbaCki~otheoil . .= ..
I ='--''-..;;..;;'-....:....~~. sump after engine shutdown leaving a minimal amount of oil at key wear points. Since the crankshaft starts to tum before the 011 pump begins to circulate 011, "dry" starts result in bearing damage, and accelerated wear rate. Disregarding this information could result in product damage and/or personal injury. The function of the prelube system is to purge the lubrication system of air and to ensure that all moving parts are properly lubricated before the engine is started.
• Oil Viscosity Incorrect • Broken or Weak Spring in Pressure Regulating Valve • Pressure Regulating Valve Needs Adjustment • Engine Bearings Worn • Oil Pump or Drive Damaged • Oil Pump or Filters Leak
LUBE OIL PRESSURE ADJUSTMENT 1. Run the engine until the lube oil reaches normal stabilized operating temperature. Take note of the oil header pressure as indicated by the panel mounted oil pressure gauge. 2. Locate the pressure regulating valve at the oil cooler outlet (see Figure 5.30-16). Loosen and back off the jam nut (1/2 inch) on the adjusting screw. 3. Adjust the pressure regulating valve to maintain an oil header pressure of 55 ±5 psi (380 ±34 kPa) with the lube oil pressure stabilized at normal operating temperature and the engine fully loaded, as indicated by the panel mounted oil pressure gauge. Turn the adjusting screw in to increase the oil pressure. To decrease the oil pressure, turn the adjusting screw out.
CAUTION
A Ilf high pressure gas is I .. used to drive the air/gas prelube pump motor, be sure to vent the motor exhaust outside If the engine is indoors. Disregarding this information couid result in product damage and/or personal injury. 1. An air/gas driven prelube pump motor is standard in continuous duty applications where high pressure air or gas is available. To prelube the engine, hold down the prelube pushbutton on the instrument panel for a full 30 seconds before each engine start. Additional prelubing is required if a positive indication is not seen on the panel mounted oil pressure gauge.
)
2. In stand-by applications, the prelube pump is driven by an electric motor, usually for the purpose of remote starting. Run the prelube system continuously when the engine is not running. Continuous prelubing may also be required in cold weather applications where oil heating elements are used. 3. In intermittent and peak shaving applications, the prelube pump is driven by an electric motor run intermittently. A timing device is used to automatically start and stop the prelube motor. Set the timer to activate the prelube system for a full 5 minutes every hour that the engine is not running.
4. Tighten the jam nut (1/2 inch) to lock the setting of the adjusting screw.
)
5.30 - 24
FORM 6248 First Edition
LUBRICATION SYSTEM PRELUBE PRESSURE MAINTENANCE Care must be taken to avoid excessive oiling during continuous or intermittent prelube. The main cause of excessive prelube is sustained high oil pressure. When the prelube oil pressure is within specification, 1 - 3 psi (7 - 21 kPa), a check valve in the turbo oil supply line prevents too much oil flowtothe turbochargers. A check valve mounted at the rocker arm oil header inlet performs the same function for the rocker arm assemblies. When the engine oil pressure reaches 5 psi (35 kPa) at startup, the check valves open and the flow of oil is enabled. NOTE: The check valves also prevent the oil in the turbo oil supply line and rocker arm oil header from draining back into the oil pan when the engine is shut down. This ensures quick lubrication of the turbochargers, rocker arm assemblies and valves when the engine is started.
A
I
A CAUTION Excessive oiling of ~he L.= .='---':...:....:...::.....;;..;;.,.:;:,..,:~. . rocker arm assemblies can cause 011 to leak past the valve stem seals resulting in the formation of carbon deposits in the combustion chamber. A buildup of oily deposits on the valve guides and stems can lead to stuck valves. Disregarding this information could resuh in product damage and/or personal InJury. An adjustable valve on the rear left side of the engine regulates prelube oil pressure. External piping connects the discharge side of the prelube pump to the pressure regulating valve. The valve opens when the oil pressure exceeds the setting of the relief valve spring. Excess oil passes into the oil filler pipe where it flows back to the oil pan. NOTE: With the air/gas prelube system, prelube is accomplished by manually depressing the panel mounted pushbutton valve. The engine prelube stops when the pushbutton is released (usually after a period of 30 seconds). Since it is only the "sustained" high prelube pressure that poses the potential safety hazard, the prelube pressure relief/regulating valve is not provided. FORM 6248 First Ednion
1. The scale range of the panel mounted oil pressure gauge (0 - 100 psi, graduated in 10 psi increments) makes it inadequate for low pressure measurements. Remove the oil header plug closest to the turbocharger oil supply line and temporarily install a gauge of greater sensitivity (0 - 15 psi, graduated in 0.5 psi increments). 2. Activate the prelube pump. Read the oil pressure gauge with the oil at room temperature. 3. If necessary, adjust the prelube pressure regulating valve to obtain an oil pressure of 1 - 3 psi (7 - 21 kPa). Proceed as follows:
A. Remove the cap from the prelube oil pressure regulating valve (see Figure 5.30-22). PRELUBE PRESSURE
....J.-- ADJUSTING SCREW CAP
WARNING
If the prelube oil pressu re reaches or exceeds 5 psi (35 kPa) during continuous or intermittent prelube, oil flows through the supply line check valve into the turbocharger housings. Startup of the engine may blow accumulated oil into the intake manifold and carburetor resulting In oily deposits that gum up internal surfaces. On the turbine side, 011 leakage around the turbine housing poses a potential fire hazard. Disregarding this information could result in severe personal injury or death.
I
Check the prelube oil pressure annually. Proceed as follows:
TT
-
f
'r- \
11 II
OIL FILLER /PIPE
P.
OIL INLET
.i-\j
~
OIL OUTLET TO OIL PAN
Figure 5.30-22. Prelube 011 Pressure Relief Valve
B. Loosen and back oft the hex jam nut on the adjusting screw. C. Turn the adjusting screw in to increase the oil pressure. Turn the screw out to decrease it. D. When the correct oil pressure is obtained, tighten the hex jam nut to lock the setting of the adjusting screw. Thread on the pressure regulating valve cap. 4. Remove the oil pressure gauge and reinstall the oil header plug. Engine oil pressures after startup will result in permanent damage to the gauge.
5.30 - 25
LUBRICATION SYSTEM CHECK VALVE INSPECTION Periodically inspect the operation of the check valves. Proceed as follows: Rocker Arm Oil Supply{Turbo 011 Drain Tubes, Removal For Check Valve Inspection Rocker Arm 1. Holding the hex on the body of the male connector tube fitting, unthread the ferrule nut (9/16 inch hex) to remove the rocker arm oil supply tube from the selected cylinder head.
4. Fasten the upper oil drain tubes to the bottom flange of the turbo center housing with two allen head capscrews and lock washers.
IN-LINE LUBRICATOR The in-line lubricator injects oil into a stream of compressed air/gas to automatically provide the proper internal lubrication for the vanes of the air/gas operated prelube pump motor (see Figure 5.30-23). MOUNTING........ BRACKET .... PRELUBE
2. Position a receptacle to catch the oil in the event that the check valve is defective.
,
~--4IL,
1. Remove the two allen head capscrews (3/B x 1 inch, with lock washers) from the oil drain tube flange at the bottom of the turbo center housing.
AIR/GAS VENT (CUSTOMER CONNECTION)
2. Unthread the ferrule nut (union tube fitting) to remove the upper section of the turbo oil drain tube. 3. Position a funnel between the turbo oil drain hole and the free end of the lower turbo oil drain tube.
1. Activate the prelube system.
IN-LINE LUBRICATOR
PUM\
Turbocharger
Prelube
Figure 5.30-23. Prelube Motor/Pump Assembly
)
IA CAUTION I
The lubricator is In-
==-';:::':"':';:::'''':''';:'''=:''':''::..J. tended for systems us-
1...
2. Look for evidence of oil flow at the turbo and rocker arm oil supply areas. 3. Deactivate the prelube system. 4. Replace the check valves if oil flow was observed. Repeat the test to verify operation. Rocker Arm Oil Supply{Turbo Oil Drain Tube, Installation After Check Valve Inspection Rocker Arm 1. Holding the hex on the body of the male connector, tighten the ferrule nut (9/16 inch hex). Turbocharger
ing dry, clean natural gas. Any appreciable amount of hydrogen sulfide (H2S), particularly when combined with moisture, will cause corrosion and adversely effect the lubricator and its operation. Disregarding this information could result In product damage and/or personal injury.
IA
CAUTION I
The maximum operating .. temperature of the lubricator Is 175' F (79' C). Disregarding this information could result In product damage and/or personal injury.
IA CAUTION I
From the .polnt of use, some 011 mist may escape Into the surrounding atmosphere. Users are referred to OSHA safety and health standards for limiting 011 mist contamination and use of protecting equipment. Disregarding this Information could result in product damage and/or personal injury. ==-...::.......;;...;;.....::...;:....::...::...;~.
L..
1. Apply 3M Scotch-Grip ~ Rubber and Gasket Adhesive 847 to the flange of the upper turbo oil drain tube. 2. Place a new gasket on the contact cement. Allow the gasket shellac to cure. See the manufacturer's recommendations. 3. TIghten the ferrule nut (union tube fitting) to join the upper and lower sections of the turbo oil drain tube.
5.30 - 26
)
FORM 6248 First Ednion
LUBRICATION SYSTEM 011 Fill Check the level of the in-line lubricator daily. The oil level must always be visible in the sight glass. Refill as follows: 1. With the inlet pressure shut off, slowly loosen the oil fill plug in the lubricator housing cover (see Figure 5.30-24). Loosening the plug exposes a bleed orifice that reduces pressure in the oil reservoir.
I
AIR/GAS OUTLET
OILER ADJUSTING SCREW
o
L,. ,...J!I
.,..J / IL,
SIGHT FEED DOME
\
3. Adjust the drip rate only when there is a constant rate of air/gas flow through the lubricator. Oil drops are atomized by the air/gas flowing through the lubricator throat. Monitor the drip rate through the sight feed dome. All of the drops visible in the dome are delivered to the prelube pump motor. 4. Adjust the lubricator to provide a light oil vapor at the prelube motor exhaust (about 4 to 5 drops per minute). Turn the adjusting screw clockwise to decrease the drip rate, turn the screw counterclockwise to increase it.
/ ' FILL PLUG
rrTI f--
2. Pull the lock ring on the adjusting screw upward to release the drip rate setting.
f-- /
AIR/GAS INLET
5. Push the lock ring on the adjusting screw downward to lock the drip rate setting. 6. Monitor the prelube pump motor for a few days following the adjustment. Readjust the drip rate if necessary. Cleaning
BOZ.
RESE~
m
r
m\...---1
RESERVOIR LEVEL SIGHT GLASS
) DRAIN PLUG
~'-
Clean the in-line lubricator monthly. 1. With the inlet pressure shut off, slowly loosen the oil fill plug in the lubricator housing cover. Loosening the plug exposes a bleed orifice that reduces pressure in the oil reservoir. Remove the oil fill plug. 2. Remove the drain plug althe bottom of the reservoir. Drain the oil.
Figure 5.30-24_ In-Line Lubricator
A.
CAUTION Ilnsuret~attheoi~leVel?f
IL• .: . =:....:=....:;,;~:.;;.=:....:..J. . the In-Line Lubricator IS always visible in the sight glass. DO NOT OVERFILL the reservoir. Failure to follow proper procedures could result in product damage and/or personal Injury. 2. Remove the plug and fill the reservoir to the proper level. DO NOT OVERFILL. The oil level must always be visible in the sight glass. Use the proper grade of oil. Add SAE 1OW oil at 32° F (0° C) and above. Use No.2 Diesel Oil when ambient temperatures fall below 32° F (0° C). 3. Inspect the O-ring on the neck of the oil fill plug for tears, cuts or general deterioration. Replace as necessary. 4. Install the plug in the lubricator housing cover. Adjustments Periodically check the lubricator drip rate. If the prelube pump motor exhaust is oil-free or contains an excessive amount of oil, manual adjustment is necessary. 1. Locate the oiler adjusti ng screw althe top olthe sight feed dome on the lubricator housing cover. FORM 6248 First Ed~ion
3. Unthread the reservoir from the lubricator housing cover. 4. Inspect the O-ring on the upper lip of the reservoir for
tears, cuts or general deterioration. Replace as necessary.
A
WARNING
Compressed air can pierce the skin and cause severe injury. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. Disregarding this information could result in severe personsllnjury or death. 5. Clean the reservoir using soap and water. Dry parts and blowout internal body passages using clean, dry compressed air. 6. Inspect all parts carefully. Replace any parts that appear damaged. 7. Install the reservoir onto the lubricator housing cover and fully tighten the reservoir until it stops (approximately 5 turns). Unscrew the reservoir no more than one full turn to position the sight glass for best visibility.
5.30 - 'Z1
LUBRICATION SYSTEM 8. Inspect the O-ring on the neck of the oil fill plug for tears, cuts or general deterioration. Replace as necessary. Install the plug in the lubricator housing cover.
OIL PICKUP SCREEN
9. Apply install the drain plug at the bottom of the lubricator reservoir.
1. Remove the four capscrews and lock washers to detach the pickup screen assembly from the two oil elbows (see Figure 5.30-25).
)
OIL PICKUP SCREEN REMOVAL
10. Fill the lubricator reservoir with the proper grade and amount of oil (See Oil Fill). 11. Periodically check the drip rate. Readjust if necessary (see Adjustments).
OIL PAN CLEAN AND INSPECT NOTE: Since it is necessary to drain the oil pan and lube oil system accessories, schedule the cleaning during a regular oil change inteNal. NOTE: Drain oil when warm. 1. Drain the oil pan, oil cooler, full-flow oil filter and lube oil strainer (see Lube Oil Change for more information). 2. Loosen the oil pan door clamp capscrews. A roll pin holds each door clamp in position. Rotate the assembly about 45 degrees to remove the door from the access hole.
)
3. A small pool of oil about 3/4 inch deep will normally accumulate on each end olthe oil pan where the casting is recessed. Only a thin film will cover the other internal surfaces. Using absorbant cloths, wipe the oil pan clean. Thoroughly clean the channel that connects the two recessed areas. 4. Clean the oil pickup screen (see Oil Pickup Screen below). 5. Install the oil pan doors. Hold each door so that the rear clamp is 45 degrees from the vertical position. Insert the clamp into the oil pan access hole. Holding the door against the face of the access hole, rotate the door until the clamp is in the horizontal position. TIghten the door clamp capscrew. 6. Refill the engine with the proper quantity and grade of lubrication oil.
Figure 5.30-25. 011 Pickup Screen Assembly 12 Cylinder
2. Remove the pickup screen assembly from the oil pan. 3. Remove the baffle and oil tubes from the pickup screen. 4. Scrape the old gasket material from the oil tube flanges and baffle box. Old gasket material left on the mating surfaces may cause air or unfiltered oil to leak into the oil tubes. 5.30 - 28
FORM 6248 First Edition
LUBRICATION SYSTEM OIL PICKUP SCREEN CLEANING AND INSPECTION 1. Clean all parts of the assembly in a non-volatile cleaning solution or solvent. Flush the screen from the inside out for best results.
A
WARNING
Compressed air can pierce the skin and cause severe injury. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. Disregarding this Information could resuh in severe personal injury or death.
2. Thoroughly dry all parts with low pressure compressed air.
LUBE OIL PUMP LUBE OIL PUMP REMOVAL
1. Disconnect all oil lines. 2. Attach a suitable lifting device to the oil pump.
A
WARNING
The oil pump weighs approximately 1231bs. (56 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death.
3. Remove ten stud nuts and using a suitable lifting device, remove the oil pump from the oil pan (see Figure 5.30-26).
3. Inspect the pickup screen for tears or holes. Replace the screen if damaged. 4. Inspect the baffle box for broken welds, split seams or cracks around the oil tu be holes. Replace the baffle if damaged. OIL PICKUP SCREEN INSTALLATION 1. Apply a fast setting gasket adhesive, such as 3M Scotch-Grip Rubber and Gasket Adhesive, on the oil tube flanges. Position new gaskets on the flanges. N
2. Scrape the old gasket material from the oil tube flanges and baffle box. Old gasket material Iefl on the mating surfaces may cause air or unfiltered oil to leak into the oil tubes.
3. Install the oil tubes in the screening element. Place the baffle over the screen aligning the holes with those in the flange gaskets. 4. Obtain two new gaskets for the elbows and apply gasket adhesive to one side. Press the sticky side of the gasket onto the baffle aligning the holes with those in the box.
4. Remove and discard the gasket from the rear of the oil pump.
5. Verify that the two elbow flanges are clean. Old
NOTE: Note the location and tag gears before removal. Instal/ serviceable gears in the same running position.
gasket material or adhesive left on the mating surfaces may cause air or unfiltered oil to leak into the elbows.
6. To ensure proper alignment, install the four caps-
)
Figure 5.30-26. Fastening Flange Adapter
crews and lock washers to hold the pickup screen assembly together. After the unit is positioned in the oil pan, remove one capscrew. Slide the capscrew through the elbow and thread it back into the pickup screen assembly. Follow this procedure with the remaining three capscrews. Wrench tighten only after all capscrews are in place.
LUBE OIL PUMP DISASSEMBLY
NOTE: The new lube oil pump manifold replaces the multiple prelube oil pump connections seen on earlier production engines (check valves, 4-way fitting, flex connectors, oil tube, adapter flange and assorted pipe nipples and elbows). Use of the new manifold requires the new style lube oil pump. Since the old style pump has been discontinued, service kits have been made available to facilitate the conversion. 1. Remove four capscrews, lock washers and the oil pump manifold from the oil pump (see Figure 5.30-26).
FORM 6248 First Edition
5.30 - 29
LUBRICATION SYSTEM 2. Remove the gaskets from the oil pump manifold flanges.
DRIVE GEARS
)
3. Remove check valve, O-ring, and wave spring from the oil pump manifold (see Figure 5.30-27). Discard the O-ring.
Figure 5.30-29. Drive Gears
8. Remove fourteen capscrews, lock washers, front cover, and gasket from the oil pump body (see Figure 5.30-30).
Figure 5.30-27. Lube Oil Pump Manifold Check Valve
A
WARNING
~ 0':
V
,
FRONT COVER PUMP BODY
Always wear proper eye protection when removing or installing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death.
)
4. Remove lock nut and washer from the relief valve assembly (see Figure 5.30-28).
Figure 5.30-30. 011 Pump Cover Front Cover
9. Remove the two oil pump driven gears from the oil pump body.
10. Remove the two oil pump idler gears and shafts from the oil pump body (see Figure 5.30-31).
Figure 5.30·28. Relief Valve
5. Disassemble the relief valve sleeve screw, spring, plunger and sleeve of the relief valve. 6. Remove the roll pins from the drive gears. 7. Using a gear puller, remove the drive gears and woodruff keys from the shafts of the oil pump driven gears (Figure 5.30-29). Figure 5.30-31. Oil Pump Internal Gears 5.30 - 30
FORM 6248 First
Ed~ion
LUBRICATION SYSTEM 11. Remove two capscrews, lock washers, gasket and cover plate from the oil pump body. 12. Remove the countersunk pipe plugs from the oil pump body.
I
A.
CAUTION IWhenever
a new 011 .. pump body and/or body bushings are installed, such as In a new or rebuilt oil pump, use ofthe old dowel pin locations may result in improper 011 pump idler to drive gear backlash. Disregarding this information could result In product damage and/or personal inlury.
NOTE: There is approximately 1/8 in. (3.175 mm) clearance be1ween the bottom of the oil pump cover bushings and the bottom of the bushing bores. A slide hammer and blind hole bearing puller should be used to remove the bushings from the oil pump cover.
15. If required, remove the bushings from the oil pump front cover (see Figure 5.30-33).
13. Remove the two oil pump locating dowels from the mounting flange at the front ofthe oil pan, if still in place.
CAUTION IRepl~cing I-=.A.=:......;=....;:.;:;;....;;...;;..=~. .
the oil pump bushings is a complex operation that requires precision machining. Do not remove the oil pump bushings unless during the inspection procedure, It Is determined that the bushings must be removed. Disregarding this information could result in product damage and/or personal Injury.
L.
NOTE: The bushings in the oil pump body are closest to the oil pump drive gears. It is possible that these bushings could wear out before the cover bushings will need replacement. In this case, only the oil pump body bushings will need to be replaced. NOTE: The bushings in the oil pump body are pressed out in a manner similar to the valve guides in the cylinder head. The bushing driver should have a shoulder to catch the bushing, but not gall the bore of the pump body. The new bushing is installed using the same tool.
14. If required, press out the bushings from the oil pump body (see Figure 5.30-32).
Figure 5.30-33. Pump Cover Bushings
A. . CAUTION I I'!!!"~-=:':":'=:"":"':"=:":";:..J.
Previous engine 011 L. pumps had a I u be 011 hole in the bushing. The hole In the bushing must lineup with the lubrication hole in the casting. Failure to do so will cause a lack of lubrication and seizure of the shaft and bushing will occur. Disregarding this information could result In product damage and/or personallnlury. LUBE OIL PUMP CLEANING AND INSPECTION 1. Visually inspect the gears for severe wear patterns, broken, chipped, or galled teeth. Damaged gears should be replaced. 2. Inspect the condition of the pump gear, housing and cover faces. These must be smooth and flat. Wear or damage on any of these surfaces will impair oil pump output and is cause for rebuilding with new parts. 3. Check oil pumping gear backlash. Accuracy of readings is dependent on good shafts and bushings. If bushings or shafts are to be replaced, then check backlash only after new shafts and/or bushings are installed and machined. The gears must be slipped back into the pump body for this check.
!
I
Figure 5.30-32. Pump Body Bushings
FORM 6248 First
Ed~ion
4. Inspect pump shafts for annular scoring, galling or bends. Replace shafts with any of these conditions.
5.30 - 31
LUBRICATION SYSTEM 5. Measure shafts outer diameters at several locations along their lengths, and at 90 degrees of each measured location. Shafts worn beyond tolerance must be replaced.
NOTE: Radial clearance cannot be measured accurately unless the bushings, gears, and shafts are in good condition. 6. Measure radial clearance between pumping gear teeth and the pump chamber wall (see Table 5.30-17). Clearances may be checked with feeler gauges. 7. Inspect the pump cover for warpage by placing a straight edge over the interior flat surface. A measurement may be taken by placing a feeler gauge in any gap that is noted. Maximum allowable warpage is 0.002 in. (0.05t mm). 8. Inspect the pump cover for undue wear or score marks. 9. Inspect the flat machined surfaces on the suction side of the pump (mating surface to the engine). These surfaces must be kept flat to insure proper gasket sealing and to prevent the pump from sucking air. This can be checked with a straight edge. Dress down any raised surfaces. 10. Inspect bushings for annular scoring, out-of roundness, taper and excessive wear. Bushing 10 should be measured with a dial bore gauge. In the absence of a dial bore gauge, a telescopic gauge and a micrometer may be used. Measuring the bushings with straight pilots is impractical, since a round pilot will not measure an oblong hole with accuracy. Severe annular scoring can be felt, and should be obvious. If new shafts are being installed, the bushings should also be changed.
A
WARNING
Compressed air can pierce the skin and cause severe personal Injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
NOTE: The oil pump bushings are not only machined to precise size for correct shaft running clearance, but the bushings must be centered within the pumping gear chamber. A vertical mill, or any piece of machine shop equipment that can produce similar work is necessary to machine these bushings.
IA
CAUTION I~revlous
engine oil pumps had a lube 011 hole in the bushing. This hole must line up with the lubrication hole in the casting. failure to do so will cause lack of lubrication and seizure of the shaft and bushing will occur. Disregarding this Information could result in product damage and/or personal injury.
L. • .:: .=....;::...:....=;...:...:....;:::....;;..;..1. ..
1. If removed, press in new bushings in the oil pump body. 2. If removed, press new bushings in the oil pump front cover.
NOTE: The proper position for bushing machining is the center line of the pumping gear bore. Find this location by making three measurements off the pumping gear chamber wal/. 3. Position the pump body (with the replacement bushings already installed) onto the mill. The bushing bores must be concentric to the pump body gear bore to within 0.0015 in. (0.0381 mm) TIR. The pump must be leveled and positioned. 4. Once the pump body is positioned, the bushings may be bored. A boring unit, or "fly cutter" is needed. The vernier micrometer precision boring unit (see Figure 5.30-34) works well and allows for versatility. The insert cutting tool must be of a design to produce a smooth micro finish.
/PUMPBODY
11. Wash all parts prior to assembly. Blow dry with compressed air. Inspect that all oil passages are clear of foreign material. LUBE OIL PUMP ASSEMBLY
IA
CAUTION I
DO NOT ream 011 pump ... bushings. The reamer will follow the original bushing hole. These bushings must be machined. Normally it will be necessary to machine the bushing bore Slightly off to one side. This will maintain bushing center line tolerances. Disregarding this information could result in product damage and/or personal injury. 5.30 - 32
Figure 5.30-34. Adjustable Boring Tool
FORM 6248 First Edition
)
LUBRICATION SYSTEM NOTE: The most expedient method of machining the oil pump cover bushings, is with the cover installed on the pump body. Be certain the dowel pins are in place Install and tighten all cover-to-body mounting bolts.
5. Mount the pump on the mill to allow entry through the finished bores ofthe pump body bushings. By using the body bushings as a guide, blind cover bushings may be machined with perfect alignment. NOTE: Driver gears are supplied only as shaft and gear assemblies. Idler gears have two bushings, one pressed flush with each gear face (see Figure 5.30-35). The bushings installed in idler gears must be machined to size, however the bushings in new replacement idler gears are machined at the factory. Machining the bushings non-concentrically to the pitch diameter will cause the teeth to bind within the pump.
NOTE: Drive gear, PIN 200251 C is installed on the left side (facing the engine front, nearest the relief valve, see Table 5.30-17) and will mesh with the oil pump idler gear once the pump is installed on the engine. Drive gear PIN 200351A is installed on the right side (facing the engine front, nearest the flat side of the pump with the two large pipe plugs) this gear does NOT mesh with the oil pump idler gear once the engine is installed (see Table 5.30-17). NOTE: Use a feeler gauge while installing the two drive gears on the shafts. Hub clearance with pump body must be 0.022 - 0.040 in. (0.559 - 1.016 mm).
LUBE OIL PASSAGE",
II BUSHIN,
_~ro'~
MUST BE CONCENTRIC WITH PITCH DIAMETER
II
J
Figure 5.30-35. Idler Gear
NOTE: Prelube gears, shafts, and bushings with SAE 40 motor oil.
6. Install the oil pump driven gears in the pump body. NOTE: The oil pump idler gear shafts have a tapered end. The tapered end is installed into the oil pump body.
7. Press the oil pump idler gear shafts into the oil pump body. Figure 5.30-36. Woodruff Keys
8. Install the woodruff keys on the driven gear shafts (see Figure 5.30-36).
I.A. . CAUTION IThe drive gears must be installed In the correct position. Failure to install the drive gears In the correct position will cause damage to product and/or personal Injury.
FORM 6248 Firs! Ednion
9. Install the PIN 200251 C drive gear on the left side (facing the engine front, nearest the relief valve) on the driven gear shaft until the proper hub clearance with the pump body is obtained (see Figure 5.30-37 and Table 5.30-17).
5.30-33
LUBRICATION SYSTEM 10. Align 1I1e gear 1eeIh, and press 1I1e PIN 200351A drive gear on 1I1e right side (facing 1he engine front, nearest 1I1e flat side of 1I1e pump with 1I1e two large pipe plugs) driven gear shaft until 1he proper hub clearance with 1I1e pump body is obtained (see Figure 5.30-37 and Table 5.30-17).
) 03
07
Os
10 0
0 11
01
14 0
0 13 gO
O2
12 0 08
50
Figure 5.30-39. 011 Pump Cover Torque Sequence
A Figure 5.30-37. Checking Clearance
11. Install roll pins in the drive gears. 12. Install the oil pump idler gears in the pump body.
WARNING
Always wear proper eye protection when removing or installing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death_ 18. Install the sleeve, plunger and spring in 1I1e oil pump body (see Figure 5.30-40).
13. Apply an even coat of PermateX® Aviation FormA-Gasket Sealant to gasket surfaces.
)
14. Install 1I1e cover plate on the oil pump body with gasket, two capscrews and lock washers. 15. Apply Loctite® 271 to 1I1e 1I1reads of the pipe plugs, and install the pipe plugs on 1I1e pump body. 16. Apply an even coat of Permatex® Aviation FormA-Gasket Sealant to gasket surfaces (see Figure 5.30-38).
Figure 5.30-40. Relief Valve
19. Screw in the relief valve sleeve screw on the pump body approximately 0.50 in. (12.7 mm). 20. Apply Iwo continuous beads (spaced 180 degrees apart) of Loctite® 271 down the exposed threads of the relief valve sleeve screw. 21. Screw the relief valve sleeve screw into 1I1e pump body until it bottoms out.
Figure 5.30-38. Oil Pump Internal Gears
22. Install1l1e washer and locking nut on 1I1e relief valve sleeve screw and tighten against the oil pump body.
)
17. Install the oil pump cover with gasket, fourteen capscrews and lock washers (see Figure 5.30-39). Torque the front cover to 26 - 30ft-lb (35 - 41 N·m) in the sequence shown. 5-30-34
FORM 6248 First Edition
LUBRICATION SYSTEM Table 5.30-17. Oil Pump And Oil Pump Drive Gears
1 2 3 4 5 6 7 8
-
CAMGEAR CAM IDLER GEAR CRANK GEAR OIL PUMP IDLER GEAR ACCESSORY IDLER GEAR ACCESSORY (MAGNETO) DRIVE GEAR OIL PUMP ORNE GEAR PIN 200251 C OIL PUMP DRIVE GEAR PIN 200351 A
MEASUREMENT
INCHES
METRIC (mm)
Idler gear between crankshaft gear and oil pump drive gear (A) Backlash with crankshaft gear
0.008 - 0.012
0.203 - 0.305
0.0082 - 0.0122
0.2083 - 0.3099
0.Q15 - 0.020
0.381 - 0.508
0.0153 - 0.0204
0.3886 - 0.5182
0.008 - 0.025
0.203 - 0.635
(0) Bushing inside diameter (machined in assembly)
1 .5005 - 1.5015
38.1127 - 38.1381
(E) Idler spindle (hollow) outside diameter (free state)"
1.4965 - 1.4970
38.0111 - 38.0238
(F) Running clearance between spindle (free state) and bushing*
0.0038 - 0.005*
0.0899 - 0.127*
0.008 - 0.010
0.203 - 0.254
0.0082 - 0.010
0.2083 - 0.254
Normal to tooth In plane of rotation (8) Backlash with oil pump drive gear Normal to tooth In plane of rotation (C) End play (including clamp load compression of spindle)
Oil pump drive gears (G) Backlash between external oil pump drive gears Backlash, normal to tooth Backlash in plane of rotation (Continued)
I I
FORM 6249 First EdHion
5.30 - 38
LUBRICATION SYSTEM
)
MEASUREMENT Oil Pump Clearances (H) Hub clearance with oil pump body
Drive shaft bushing inside diameter (0 In body
(I') In cover
Drive shaft diameter (J) Body section
(J) Cover section Running clearance between shaft and bushing (K) In cover (K') In body Oil pump pumping gears
(L) Backlash between pumping gears Backlash nonma! to tooth
Backlash in plane of rotation (M) End play
0.Q15 - 0.020
0.381 - 0.508
0.Q16 - 0.021
0.406 - 0.533
0.005 (minimum)
0.127 (minimum)
(N) Pumping gear (idler) bushing inside diameter
1.0005 - 1.0015
25.4127 - 25.4381
(0) Pumping gear (idler) shaft diameter
0.9980 - 0.9985
25.3492 - 25.3619
(P) Pumping gear (idler) running clearance
0.002 - 0.0035
0.051 - 0.0889
0.002 - 0.008
0.051 - 0.203
(Q) Radial clearance between outside diameter of pumping gears and oil pump body bores
• Outside diameter will be slightly larger and running clearance will be slightly smaller, because of idler spindle capscrew clamp load.
)
5.30 - 36
FORM 6248 First Edition
LUBRICATION SYSTEM LUBE OIL PUMP INSTALLATION
IA
CAUTION I
Whenever a new oil .. pump body and/or body bushings are installed, such as in a new or rebuih oil pump, use ofthe old dowel pin locations may resuh In Improper 011 pump Idler to drive gear backlash. Disregarding this Information could result in product damage and/or personal injury.
6. Position a new gasket on the mounting studs with the dowel pin hole centered on the edge of the gasket facing upward (see Figure 5.30-42).
I-
DOWEL PIN HOLE
0
'---0--0 0
0
o
1. Install the two oil pump locating dowels on the mounting flange at the front of the oil pan. 2. Check the ten oil pump mounting studs for nicks, cracks, galled or stretched threads and other obvious damage. Replace as necessary. 3. Each oil pump mounting stud has fine and coarse threads separated by a smooth center boss (see Figure 5.30-41). Apply Loctite® Removable Threadlocker 242 to the first three threads on the coarsely threaded side.
CENTER BOSS
COARSE
lliREADS
I
\
)
FINE
lliREADS
I I
\
TAPERED END
........... OILPAN
/
ROUNDED END
Figure 5.30-41. Oil Pump Mounting Stud
o
o
Figure 5.30-42. Oil Pump Gasket
7. Attach a suitable lifting device to the oil pump.
A
WARNING
The 011 pump weighs approximately 1231bs. (56 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal Injury or death.
8. Using a suitable lifting device, install the oil pump on the mounting studs. Start the fasteners on the studs (1/2 inch hex nuts with lock washers).
9. Snug, but do not tighten, the center fasteners on each side of the pump (studs 1 and 2) (see Figure 5.30-43). The fasteners must be loose enough to allow the pump to be moved several thousandths of an inch, but tight enough to prevent slippage.
-A CAUTION I~o I.. ==......;;=..:...::.....;;....:...c::....:~.
not !nstal~ 011 pump studs with a pipe wrench or similar device. Use a collet style stud driver to Install studs. Disregarding this information could result In product damage and/or personal injury.
L...
1
0
4. Using a collet type stud driver, install the studs in the oil pan oil pump mounting flange until a single coarse thread is exposed (see Figure 5.30-41).
CAUTION I I.. =A='--':.....'--''--_''-~.
Deposits left .on gasket surfaces Will cause leaks. Disregarding this information could result in product damage and/or personal injury.
o
0
8
L...
Figure 5.30-43. 011 Pump TIghtening Pattem
) 5. Verify that all gaskets and gasket mating surfaces are clean and completely free of grease and oil.
FORM 6248 First
Ed~ion
5.30 -37
LUBRICATION SYSTEM 10. Position the magnetic base of a dial indicator on top of the oil pickup screen baffle inside the oil pan. Position the instrument toward the oil pump drive gear on the right bank side. Place the indicator point against the inside face of any drive gear tooth (see Figure 5.30-44). /
OIL PUMP IDLER GEAR INDICATOR TUBE
If the backlash is too great, push down on the punch to move the pump down slightly. If the lash is too small, pull up on the punch to move the pump up slightly. Repeat as necessary until the backlash is within specification.
)
17. Tighten the center fasteners on each side of the pump (studs 1 and 2). Snug the four corner fasteners (studs 3 thru 6). 18. Recheck the backlash. If the backlash is not within specification, loosen the fasteners and return to step 7. 19. Back off the point of the dial indicator, rotate the oil pump drive gear 180 degrees and recheck the backlash. If not within specification, loosen the fasteners and return to step 7.
PICK-UP SCREEN BAFFLE
20. Tighten the four corner fasteners (studs 3 thru 6). Tighten the four inside fasteners (studs 7 thru 10).
TUBE IDLER GEAR
Figure 5.30-44. Measuring Oil Pump Drive Gear Backlash
11. Secure the oil pump idler gear (in the front main bearing cap) against movement. 12. Turn the oil pump drive gear until contact with the stationary idler gear prevents further movement. 13. Holding the oil pump drive gear in position, zero the dial indicator. 14. Turn the oil pump drive gear in the opposite direction until movement is again halted by contact with the stationary oil pump idler gear. 15. Take note of the dial indicator reading. Verify that the oil pump drive gear to oil pump idler gear backlash is between 0.015 and 0.020 inch (0.381 and 0.508 mm).
21. Recheck the backlash to be sure that the pump did not move when the remaining fasteners were tightened. Remove dial indicator if the backlash is within specification. 22. Drill and ream both the upper and lower pin holes to fit the next larger size dowel. 23. Install the two dowel pins to lock the oil pump in position. Use a hammer and a blunt tipped center punch to ensure that the pins are fully seated in the pan (see Figure 5.30-45).
NOTE: The new lube oil pump manifold replaces the multiple prelube oil pump connections seen on earlier prod.Jction engines (check valves, 4-way fitting, flex connectors, oil tube, adapter flange and assorted pipe nipples and elbows). Use of the new manifold requires the new style lube oil pump. Since the old style pump has been discontinued, service kits have been made available to facilitate the conversion.
16. If the backlash is not within specification, back off the point of the dial indicator and insert a blunt tipped center punch in the upper dowel pin hole of the lube oil pump (see Figure 5.30-45). Using the tool for leverage, move the oil pump in the appropriate direction.
Figure 5.30-45. Lube Oil Pump 5.30 - 38
FORM 6248 First Edition
)
LUBRICATION SYSTEM SHORT DU'_' ,,_
.CHI:CKVAlVE
..
..
FROM PRElUBE PUMP
TO Oil COOLER
lONG BOLTS []LT
FLANGE ADAPTER (SQUARE)
/
INLET PIPE FLANGE (DIAMOND SHAPED)
Figure 5.30-46. Lube Oil Pump Manifold - Front View
24. Install a new wave spring in the prelube oil inlet port of the oil pump manifold (see Figure 5.30-46 and Figure 5.30-47). Be sure that the wave spring is laying flat on the inside counterbore.
32. Install the short bolts with lock washers, into the upper holes of the two manifold flanges. Install the long bolts with lock washers, in the lower flange holes (see Figure 5.30-46). In addition to mounting ofthe manifold, the longer capscrews thread into the oil pump body and serve as part of the oil pump cover assembly. Alternately wrench tighten the flange capscrews. 33. Apply Loctite® Hydraulic Sealant to the threads of the two 1/2 inch hex head manifold pipe plugs. Install the plugs in the oil pump manifold (leaving about 2 - 3 threads exposed).
Figure 5.30-47. lube Oil Pump Manifold Check Valve
34. With the part number facing outside, position a new gasket against the oil pump manifold outlet flange (square). Look althe chamfers on the ID ofthe threaded flange adapter. With the larger chamfer facing inward, fasten the flange adapter to the manifold outlet flange with four capscrews, and lock washers (see Figure 5.30-48).
25. Press a finger against the plunger on the inlet side of the check valve to verify operation. Replace the check valve if damaged or defective. 26. Apply Parker Super O-Lube® to a new O-ring. 27. Install a new O-ring on the outlet side of the check valve. 28. Look at the check valve housing. The words "Free Flow" within a hollow arrow point out the direction of flow. Insert the check valve into the manifold with the arrow pointing inward. Slide the check valve down the bore until it bottoms out against the inside counterbore. 29. Apply 3M Scotch Grip ~ Rubber and Gasket Adhesive 847 to the two front manifold flanges (diamond-shaped).
)
30. Place new gaskets on the contact cement. 31. Position the manifold against the oil pump cover flanges, the check valve on the Iell bank side. FORM 6248 First Ed~ion
Figure 5.30-48. Fastening Flange Adapter
5.30 - 39
LUBRICATION SYSTEM PRELUBE Y-STRAINER
9. Apply Perma Loc® heavy duty pipe sealant or the equivalent onto the male threads of the plug and the female threads of the Y-strainer body.
PRELUBE V-STRAINER REMOVAL
1. Remove the prelube Y-strainer from the pipe tee. 2. Remove the pipe tee from the oil pan.
10. Thread the plug into the Y-strainer and wrench tighten.
3. Remove the pipe nipple. square head pipe plug and
PRELUBE V-STRAINER INSTALLATION
reducing bushing from the pipe tee.
1. Apply Perma Lok® Heavy Duty Pipe Sealant with TefIon® to the threads of the 2 inch pipe tee pipe nipple. reducing bushing (2 to 1 inch) and square head pipe plug.
PRELUBE V-STRAINER CLEANING AND INSPECTION Clean the Y -strainer screen at each oil change. Proceed as follows:
1. Drain the oil pan and all lube oil system accessories. oil cooler. full-flow oil filter and lube oil strainer.
2. Thread the pipe tee pipe nipple into the lower front left corner of the oil pan leaving the reducing bushing facing the front of the engine (see Figure 5.30-50).
2. Locate the Y-strainer in the oil pan to prelube pump oil line.
3. Remove the Figure 5.30-49).
plug
from
the
Y -strainer
(see
TOPRELUBE
¥
PUMP
)
/
STRAINER BODY
Figure 5.30-49. Prelube Y-Strainer
4. Pull out the cylindrical steel mesh screen. 5. Flush the screening element in a non-volatile cleaning solution or solvent.
A
Figure 5.30-50. Attaching Pipe Tee
3. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the pipe nipple on the inlet side of the prelube Y - strainer. 4. Thread the Y -strainer pipe nipple into the pipe tee reducing bushing. Leave the male elbow tube fitting on the outlet end facing horizontally toward the left bank side of the engine (see Figure 5.30-51).
WARNING
Compressed air can pierce the skin and cause severe personal InJury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
I
CAUTION I
-A, High pressure com,.. pressed air may damage the screening element. Disregarding this information could result in product damage and/or pers onallnjury. 6. Drip dry the screen or use low pressure compressed air.
)
7. Inspect the screen for tears or holes. Replace if damaged.
8. Slide the screen back into the Y -strainer. 5.30 - 40
Figure 5.30-51. Y-Strainer - Front Left FORM 6248 First Ed~lon
LUBRICATION SYSTEM
/
OIL FILLER"""--: PIPE
REAR FLYWHEEL HOUSING
o
INsmucnoNft~~~~:~--\---r \ DECAL
OIL FILLER PIPE BRACKET
Figure 5.30-52. VHP 011 Filler Pipe
OIL FILLER PIPE REMOVAL OIL FILLER PIPE REMOVAL
5. Install the oil filler pipe bracket on the rear flywheel housing with two washers, lock washers and capscrews (see Figure 5.30-53).
1. Remove two nuts, washers, lock washers and U-bolt from the oil filler pipe bracket (see Figure 5.30-52). 2. Remove two capscrews, lock washers, washers and oil filler pipe bracket from the rear flywheel housing. 3. Remove the oil filler pipe and cap from the pipe elbow. 4. Remove the pipe elbow and threaded pipe adapter from the pipe tee fitting. 5. Remove the pipe tee fitting and pipe nipple from the oil pan. 6. Remove two square head pipe plugs from the pipe tee fitting. 7. Remove pipe tee fitting from the pipe nipple. OIL FILLER PIPE INSTALLATION 1. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the pipe nipple and install the pipe nipple on the oil pan.
Figure 5.30-53. Oil Filler Pipe!Bracket - Rear Left
2. Apply Perma Lok) Heavy Duty Pipe Sealant with Teflon® to the threads of the square head pipe plugs and install the plugs on the pipe tee fitting.
6. Install the oil filler pipe to the oil filler pipe bracket with U-bolt, two washers, lock washers and nuts.
3. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the threaded pipe adapter, and install the threaded pipe adapter and elbow on the pipe tee fitting. 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the oil filler pipe and install the oil filler pipe and cap on the elbow.
FORM 6248 First Edition
5.30 - 41
LUBRICATION SYSTEM ROCKER ARM OIL HEADER OIL INLET TUBES/FITTINGS ROCKER ARM OIL HEADER OIL INLET TUBES! FITTINGS INSTALLATION
5. Attach a tube clip to the rear rocker arm oil header oil supply tube. Secure the clip to the rear right corner of the engine block with capscrew, lock washer, flat washer and spacer just above the farthest rearward plug in the main oil header (see Figure 5.30-56).
)
Rear Right 1. Inspect the rear rocker arm oil header oil supply tube for cracks, cuts, dents, holes or other damage. Inspect the male elbow tube fitting for galled or stretched threads. If necessary, replace the tube. 2. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the male elbow tube fitting. 3. I nstallthe tube fitting inthe right bank main oil header with the free end of the elbow facing straight up (see Figure 5.30-54).
Figure 5.30-56. Oil Supply Tube Clip - Rear Right Front Left 1. Locate the reducing pipe tee. The three ports of the pipe tee are fitted with a pipe nipple, a male connector tube fitting and a pipe plug.
Figure 5.30-54. Rocker Arm Header 011 Supply - Rear
NOTE: Attach both ends of the tube before tightening. 4. Install the supply tube between the main oil header (male elbow tube fitting) and the rear end of the vee mounted rocker arm oil header (male elbow) (see Figure 5.30-55).
)
2. Inspect the pipe tee male connector tube fitting for galled or stretched threads. Inspect the front rocker arm oil header oil supply tube for cracks, cuts, dents, holes or other damage. If necessary, replace the fitting. 3. Remove the square head pipe plug from the oil outlet port at the front left side of the engine. 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the pipe tee pipe nipple.
) Figure 5.30-55. Rocker Arm Header 011 Supply Rear Vee 5.30 - 42
FORM 6248 First Edition
LUBRICATION SYSTEM 5. Install the nipple into the oil outlet port leaving the free end of the male connector tube fitting facing diagonally towards the rear gear housing cover flange (see Figure 5.30-57).
NOTE: Attach both ends of the tube before tightening.
TURBO OIL SUPPLY/DRAIN TUBES TURBO OIL SUPPLY/DRAIN TUBES INSTALLATION 1. Inspect the turbo oil supply and drain tubes for cracks, cuts, dents, holes or other damage. Replace the tubes, if necessary (see Table 5.30-18).
2. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of reducing bushing. Install the bushing in the oil header tap (the farthest rearward tap (number 8) in the right bank main oil header). 3. Locate the pipe cross. The four ports of the pipe cross are fitted with a check valve (with pipe nipple), a magnet plug, a male elbow tube fitting and a male connector tube fitting (with pipe nipple and elbow).
4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads ofthe pipe cross check valve pipe nipple.
Figure 5.30-57. Rocker Ann Header 011 Supply - Front
6. Install the oil supply tube between the main oil header reducing pipe tee (male connector tube fitting) and the front end of the vee mounted rocker arm oil header (male elbow). Table 5.30-18. TUrbocharger Connections TURBOCHARGER OIL TUBE CONNECTIONS
RIGHT BANK Supply
Lower - Oil Header to Union Tube Fitting
(1/2 Inch 00)
Upper - Union Tube Fitting to Turbo Center Housing
Drain
Upper - Turbo Center Housing to Union Tube Fitting
(7/8 Inch 00)
Lower - Union Tube Fitting to Valve Lifter Housing
LEFT BANK Supply
Lower - Oil Header to Union Tube Fitting
(1/2 Inch 00)
Upper - Union Tube Fitting to Turbo Center Housing
Drain
Upper - Turbo Center Housing to Union Tube Fitting
(7/8 Inch 00)
Lower - Union Tube Fitting to Valve Utter Housing
)
FORM 6248 First Ednion
5.30 - 43
LUBRICATION SYSTEM 5. With the openings in the male connector and male elbow tube fittings facing upward, thread the pipe cross check valve pipe nipple into the reducing bushing (see Figure 5.30-58).
)
AIR/GAS
TUBE
Figure 5.~. Rear Tube Connections 9. TIghten all fittings. Figure 5.30-58. TUrbo Oil Supply - Rear Right 6. Remove the magnet plug from the pipe cross to verify cleanliness (see Figure 5.30-59). Clean the plug in solvent, if necessary. Wipe the plug clean to ensure that all ferrous metal debris is removed. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the plug. Install the plug back in the pipe cross.
LUBE OIL PILOT PRESSURE/GOVERNOR OIL TUBE CONNECTION 1. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a male elbow tube fitting (1/4 inch tube 00).
)
2. With the free end pointing straight down, thread the elbow (or slraightfitting) into the reducing bushing in the right bank main oil header (see Figure 5.30-61). 3. Connect the tube between the fitting and the prechamber gas safety shutdown valve (GL) (see Figure 5.45-8). 4. Connect the tube between the governor drive and the main oil header pipe tee (see Figure 5.30-61).
Figure 5.30-59. Pipe Cross Magnet Plug 7. Finger tighten the ferrule nuts to attach the lower turbo oil supply tubes (up to the union tube fittings) to the main oil header pipe cross. Attach the shorter right bank oil supply tube to the male elbow, the longer left bank supply tube to the male connector.
NOTE: Attach the right bank turbo oil drain tube to the male connector on the right side of the valve lifter housing centerline. Attach the left bank tube to the left side connector. 8. TIghten the turbo oil drain tubes (up to the union tube fitting) to the two male connector tube fittings at the rear of the valve lifter housing (see Figure 5.30-60).
) Figure 5.30-61. Main Oil Header 011 Outlet Ports
5.30- 44
FORM 6248 First Edition
LUBRICATION SYSTEM 5. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a male elbow tube fitting (1/4 inch tube 00). Install the fitting in the top of the governor drive housing (see Figure 5.30-62) with the free end facing the right bank main oil header.
SQUARE NUT
NOTE: Attach both ends of the tube before tightening.
6. Install the oil supply tube (1/4 inch tube 00) between the top of the governor drive housing (see Figure 5.30-62) and the main oil header pipe tee (rear male elbow tube fitting) (see Figure 5.30-61). 7. Install the tube clip securing the governor drive oil supply line to the gear cover (see Figure 5.30-62).
TAB
ROLL PIN
Figure 5.3O~3. 011 Pan Door - Rear View
CLAMP ROLL PIN
Figure 5.30-62. Govemor Drive 011 Supply Front Right
OIL PAN DOORS
\
SPRING
/
WASHER
SEAL
OIL PAN DOORS REMOVAL
A
Figure 5.3O~. 011 Pan Door - Side View
WARNING
Always wear proper eye protection when removing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death.
.
1. Remove the roll pin from the threaded end of the door clamp capscrew. Since a tab prevents the square nut atthe back of the door clamp from turning, rotate the capscrew to unthread it from the nut (see Figure 5.30-63 and Figure 5.30-64) .
"
2. Slide the door clamp and spring off the end of the capscrew. 3. Pull out the door clamp capscrew. Remove the rubber O-ring and washer from the capscrew. Discard the O-ring. 4. Submerse the aluminum doors in the caustic cold tank to remove all paint, dirt, grease and oil. Dry the doors with moisture free compressed air. 5. Clean the remaining parts of the assembly in a non-volatile cleaning solution or solvent. Although replacement of these parts is uncommon, they should be inspected for damage. Replace as necessary.
FORM 6248 First Edition
5.30-45
LUBRICATION SYSTEM OIL PAN DOORS INSTALLATION
LUBE OIL STRAINER
1. Apply Parker Super O-Lube®to a new O-ring. Slide the washer and O-ring onto the door clamp capscrew.
LUBE OIL STRAINER REMOVAL
A
WARNING
Always wear proper eye protection when installing the spring. Slippage may propel the spring with enough force to cause severe personal injury or death. 2. Insert the capscrew in the front ofthe oil pan door, so that the O-ring seats in the round depression at the top of the capscrew bore. Turn the door over and slide the spring over the end of the capscrew. 3. With the recessed side facing the door, slide the clamp onto the capscrew fitting the free end of the roll pin into the pin hole in the clamp. A hole in both sides of the clamp facilitates assembly.
)
1. Remove capscrew, washer, lock washer support strap and nut from the support bracket. 2. Remove capscrew, washer, lock washer, bracket and spacer from the crankcase. 3. Remove two capscrews, lock washers, spacers and support bracket from the inlet port of the strainer head. 4. Remove four capscrews, lock washers, and the lube oil strainer from the strainer adapter, 5. Remove four capscrews, lock washers, strainer adapter and gasket, from the crankcase. 6. Place masking tape over the lube oil strainer inlet to keep out dust and dirt (see Figure 5.30-65).
4. Position the square nut over the center hole in the clamp with the flat parallel to the face ofthe tab. Turn the capscrewto thread it into the nut. Install the roll pin in the threaded end of the capscrew.
)
5. Apply 3M Scotch Grip'· Rubber and Gasket Adhesive 847 in the groove at the back of the door. Install a new seal in the groove. 6. I nstall the oil pan doors with the U -shaped indentation at the top. Hold each door so that the rear clamp is 45 degrees from the vertical position. Insert the clamp into the oil pan access hole. Holding the door against the face of the access hole, rotate the door until the clamp is in the horizontal position. Tighten the door clamp capscrew.
NOTE: Install the oil pan door with the 3/4 inch NPT square head pipe plug in the farthest rearward access hole on the right bank side. Position the door so that the plug is on the lower haff.
Figure 5.30~5. Lube Oil Strainer - Rear Right
)
5.30 - 46
FORM 6248 First Edition
LUBRICATION SYSTEM LUBE OIL STRAINER CLEANING AND INSPECTION Clean the lube oil strainer element at each oil change. Proceed as follows: 1. Remove the plug at the bottom of the element housing to drain the strainer assembly of oil (see Figure 5.30-66).
A
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
IA
CAUTION I
High pressure com... pressed air may damage the strainer element. Disregarding this Information could result in product damage and/or personal Injury. 9. Drip dry the element or air blow dry from the inside out using low pressure compressed air.
0
STRAINER" HEAD ~ O-RING
/'1i!!~
BAND RETAINER
10. Inspect the element for tears or holes. Replace the element if damaged. 11. Position a new a-ring in the inside groove at the top of the wire mesh element. Using a small paintbrush, lubricate the a-ring with clean engine oil.
ELEMENT MAGNET ROD
12. Position the two magnet rods in the element grooves and install the two band retainers. 13. Slide the element up onto the inside flange of the strainer head.
/'
ELEMENT HOUSING
DRAIN PLUG-......:;;;:
Figure 5.30-66. Lube 011 Strainer Assembly 2. Remove the four capscrews and washers from the strainer head to detach the element housing. 3. Remove and discard the rubber seal from the inside groove at the top of the element housing. 4. Pull down on the stainless steel wire mesh element to detach it from the head. 5. Remove the two band retainers and the two magnet rods externally mounted on the element. 6. Clean the magnet rods in solvent. Wipe the magnets clean to ensure that all ferrous metal debris is removed. 7. Remove the rubber a-ring from the inside groove at the top of the wire mesh element. 8. Clean the element in solvent. Flushing the element from the inside out produces the best results.
FORM 6248 First Edition
l
14. Install a new seal inside the groove althe top olthe element housing. Lubricate the a-ring with clean engine oil. 15. Screw the drain plug into the bottom of the element housing. 16. Install the four capscrews and washers to secure the element housing to the strainer head. LUBE OIL STRAINER INSTALLATION 1. Install the strainer adapter to the crankcase with gasket, four lock washers and capscrews. 2. Install new square cut a-rings in the grooves around the inlet and outlet ports of the strainer head. 3. Apply Parker Super O-Lube® to the a-rings. 4. Fasten the lube oil strainer to the strainer adapter on the rear right side of the main oil header with four capscrews and lock washers. Be sure to mate the outlet side olthe strainer with the strainer adapter. An arrow on top of the strainer head paints to the outlet port. The words "Inlet" and "Outlet" also appear below the respective port hole.
5.30 - 47
LUBRICATION SYSTEM 5. If masking tape was placed over the lube oil strainer inlet to keep out dust and dirt (see Figure 5.30-65) remove if at this time.
)
6. Install the support bracket on the inlet port of the strainer head with two capscrews, lock washers, and spacers. 7. Install the strainer support bracket to the support bracket, if necessary with capscrew, washer, lock washer and nut. B. Fasten the support bracket above the inlet port of the strainer head with two capscrews, lock washers and spacers.
)
)
5.30-48
FORM 6248 First Edition
SECTION 5.35 - EXHAUST SYSTEM temperature of the cylinder bank (an average of the exhaust temperatures of each individual cylinder).
EXHAUST SYSTEM COMPONENTS
The leads from the exhaust thermocouples enter a thermocouple conduit. Exiting the conduit through a flexible cable, the wires lead into the back of the instrument panel where they are connected to the exhaust pyrometer selector switch. The pyrometer selector switch is used with the portable pyrometer to monitor engine exhaust temperatures.
The exhaust system consists of the following components: • Exhaust Manifold(s) • Exhaust Thermocouples • Turbocharger(s)
A wastegate-controlled turbocharger is provided for each cylinder bank. The compressor side of the turbocharger is part of the air induction system; the turbine side is part of the exhaust system. When the turbine spins through the expansion of exhaust gases exiting the engine, the movement of the compressor wheel causes the air passing through the air cleaner enroute to the carburetor to be compressed.
• Exhaust Wastegate(s) • Exhaust Piping and Flexible Connections (customer supplied)
DESCRIPTION The exhaust port of each cylinder is connected to one water-jacketed segment of the exhaust manifold. Each water-cooled exhaust manifold assembly is comprised of six individual segments. One exhaust manifold segment is joined to the next by a manifold pilot.
A water -cooled exhaust wastegate is mounted at the outlet of each exhaust manifold. The wastegate is a load limiting device. At a predetermined pOint, intake manifold pressure counteracts the tension of a spring and a valve opens to bypass a portion of the engine exhaust pressure around the turbocharger turbine. In this way, the air intake boost pressure is held within an acceptable range.
Thermocouples are used to monitor engine exhaust temperatures. High exhaust temperatures greatly increase the potential for detonation and have a direct impact on the life of many engine components.
Exhaust gases driving (or bypassing) the turbine exit the engine through the exhaust stack. Exhaust gases passing the flexible exhaust connection are directed into the atmosphere through customer supplied exhaust piping.
One thermocouple is mounted in the exhaust port of each exhaust manifold segment to measure the temperature of the exhaust exiting the respective cylinder head (see Figure 5.35-1). One thermocouple is also mounted before each exhaust elbow (G models) or turbocharger (GSI/GL models) and reflects the exhaust
LEFT BANK TURBO EXHAUST INLET ELBOW
EXHAUST MANIFOLD /SEcnON
t.":\
""'®
y ®
~®~),:;::::0~
REAR
EXHAUST THERMOCOUPLE
FRONT
'~Yn~~r---~nrr-~r-'-T--+,,~---+~~-r~THERMOCOUPLE THERMOCOUPLE / LEADS
)
CONDUIT 14 1312 11
10
98
7
6
54
32
1
RIGHT BANK Figure 5.35-1. Exhaust Thermocouples Arrangement - 12 Cylinder
FORM 6248 First Edition
5.35 - 1
EXHAUST SYSTEM EXHAUST SYSTEM SPECIFICATIONS
D. pipe obstructions
The maximum exhaust system backpressure for all engine models is 12 inches (305 mm) of water column at 1200 rpm, 145 BMEP (full load). Subtract 1 inch (25 mm) of water column for each 100 rpm reduction. Subtract 1 inch (25 mm) of water column for each 10 BMEP reduction. Do not apply these reductions beyond a minimum exhaust system backpressure of 4 inches (102 mm) of water column.
E. exit losses
Based upon production test data in general, the maximum exhaust temperature variation (on an engine running at 1000 and 1200 rpm @ 138 BMEP on natural gas fuel) between cylinders on the same bank is approximately 100' F (38' C). The maximum exhaust temperature variation between respective cylinders on different banks (1 R versus 1L, 2R versus 2L, etc.) is approximately 50' F (23.5' C).
NOTE: Since air/fuel ratio, ambient air temperature and many other factors may affect exhaust gas temperatures, call the Waukesha Engine Division, Field Service Department if additional information is required. MEASURING EXHAUST SYSTEM BACKPRESSURE Monitor the exhaust system backpressure daily. The maximum backpressure must not exceed speCification. 1. Drill and tap a hole (1/4 inch NPD in the customer supplied exhaust piping. Place the hole 12 inches (305 mm) downstream from the mating flange of the Waukesha supplied flexible exhaust connection. The measurement must be taken before the silencer or catalytic converter, if provided, and should be away from any bend or elbow in the exhaust piping.
CHECKING EXHAUST GAS TEMPERATURES Exhaust temperatures can be an important diagnostics tool. A very high exhaust temperature might indicate that the air/fuel ratio is too rich. A very low temperature may mean that a cylinder is not firing. Check engine exhaust temperatures for each cylinder daily. Monitor the exhaust temperatures when the engine is running at rated speed and load. One exhaust thermocouple is mounted in each exhaust manifold segment. A thermocouple is also mounted before each turbocharger. 12 cylinder engines have 14 thermocouples. Be on the alert for wide differences between cylinders or between cylinder banks. The actual exhaust temperature readings are not as important as the variations that may occur. 1. Rotate the pyrometer selector switch to select the cylinder to be monitored.
NOTE: Right bank and left bank are determined by standing at the flywheel end of the engine facing the flywheel. The cylinders farthest from the flywheel on the left and right side are the #1L and #1R cylinders, respectively. Those closest to the flywheel are the #6L and #6R cylinders (12 cylinder engines).
)
2. Record the temperature value for each cylinder.
2. Install a tubing connector in the hole. Use only non-corroding stainless steel fittings. 3. Connect one end of a water manometer to the connector and vent the free end to the atmosphere. The manometer line fitting must not protrude beyond the inner surface of the exhaust pipe or an inaccurate reading may result. 4. Measure the exhaust backpressure at rated speed and load. Corrective action must be taken if the backpressure exceeds the specified limit. 5. Excessive exhaust backpressure may be due to one or more of the following conditions: A. undersized piping
)
B. elbows, bends or sudden enlargements in the piping C. plugged catalytic converter 5.35 - 2
FORM 6248 First Edition
EXHAUST SYSTEM EXHAUST MANIFOLD EXHAUST MANIFOLD REMOVAL
CAUTION I~xer~lse I=.='----';;.;;..;;.;;;...;;..;;..;;;..;~. .
care t~ avoid bending or denting the rocker arm 011 supply tubes. Disregarding this information could result in product damage and/or personal Injury. "A
L.
1. Refer to Water Manifold Removal, and remove the water manifold and water outlet elbows from the exhaust manifold. 2. Refer to Turbocharger Inlet Elbow Removal and remove the turbocharger inlet elbow from the end exhaust manifold section. 3. Remove thermocouples from the exhaust manifold sections (see Figure 5.35-2).
Figure 5.35-3. Thermocouple Bracket
5. Attach a suitable lifting device to the exhaust manifold. 6. Remove two capscrews and lock washers from each water outlet elbow on the exhaust manifold sections (see Figure 5.35-4).
Figure 5.35-2. Exhaust Thermocouple - Rear Left
4. Remove capscrews, lock washers thermocouple brackets and thermocou pie conduit from the exhaust manifolds (see Figure 5.35-3).
Figure 5.35-4. Water Outlet Elbows - Rear Right
7. Remove capscrews (2 ferry head capscrews per elbow, 1/2 x 1-3/4 inches, with lock washers) and water outlet elbows from the cylinder heads
FORM 6248 First Ed~ion
5.35" 3
EXHAUST SYSTEM 8. Remove and discard the water outlet elbow gaskets from the upper and lower flanges of the water outlet elbows (see Figure 5.35-5).
A
WARNING
)
Do not attempt to lift the exhaust manifold without providing adequate support for each section. Disregarding this information could result in severe personal injury or death.
A
WARNING
The exhaust manifold weighs approximately 5151bs. (234 kg)_ Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal injury or death.
12. Using a suitable lifting device and insuring that each manifold section is properly supported, remove the exhaust manifold assembly from the engine.
Figure 5.35-5. Water Outlat Elbow Gaskets
NOTE: Record the positions of the three prelube motor
air/gas supply tube retaining clips. 9. From the back side of each manifold section, remove two upper long capscrews (1/2 x 8-1/2 inches, with flat washers) and two lower short capscrews (1/2 x 5-1/2 inches, with flat washers). See Figure 5.35-6.
13. Remove and discard the exhaust manifold gaskets from the cylinder heads or exhaust manifold sections (see Figure 5.35-7).
14. Use masking tape to cover the exhaust outlet port and the water outlet elbow flange on each cylinder head to protect against dirt. 15. Remove and discard the two water outlet elbow gaskets from the upper and lower flanges of the water outlet elbows. See Figure 5.35-5.
)
Figure 5.35-6. Exhaust Manifold - Rear View
10. Remove the three prelube motor air/gas supply tube retaining clips. 11. On GSI and GL note the location and remove the breather tube brackets and intercooler water pipe brackets from the exhaust manifold sections.
)
5.35 - 4
FORM 6248 First Edition
EXHAUST SYSTEM
ITEM NUMBER AND DESCRIPTION 1
Manifold
6
Mannold Pilot
11
Washer
16
Capscrew
2
Manifold
7
Insulating Ring
12
Capscrew
17
Capscrew
3
Plug
8
Clamp
13
Capscrew
18
lock washer
4
Insulating Ring
9
MannoldCap
14
Gasket
19
Elbow
5
Mannold Pilot
10
Capscrew
15
Ring Seal
Figure 5.35·7. Exhaust Manifold - GL Shown
EXHAUST MANIFOLD DISASSEMBLY
EXHAUST MANIFOLD ASSEMBLY
NOTE: The manifold pilots between the center sections are wider than the ones between the outer sections. The insulating ring used with the center manifolds pilots are also wider.
1. If removed, apply pipe sealant to threads, and install the countersunk pipe plugs on the exhaust manifold sections (two plugs per section)
1. Separate the exhaust manifold sections and remove the manifold pilots (see Figure 5.35-7).
manifold sections with two capscrews and washers.
2. Remove the hose clamps and insulating rings from the pilots. 3. Remove two capscrews, washers and manifold caps from the end manifold sections. 4. If required, remove the countersunk pipe plugs from the exhaust manifold sections.
FORM 6248 First Edition
2. Install the manifold caps in on the end exhaust NOTE: On GSI/GL models insure that the NO.6 RB and No. 6 LB are positioned on the correct end of the assembled manifold assembly. 3. Line up the exhaust manifold sections. 4. Position the insulating strips and hose clamps on the manifold pilots.
5.35 - 5
EXHAUST SYSTEM
CAUTION I~Uring assem~ly I A='--__ '-__----'.
of the manifold sections, use caution to avoid pinching the insulating strips or hose clamps between the manifold pilots and exhaust manifold sections. Disregarding this Information could result in product damage and/or personal Injury.
L. • .:: ..
3. Install two long capscrews (1/2 x 8-1/2 inches, with flat washers) into the upper bosses of each exhaust manifold section. Install two short bolts (1/2 x 5-1/2 inches, with flat washers) into all the lower bosses (see Figure 5.35-9).
5. Install the manifold pilots, insulating strips and hose clamps between the manifold sections. 6. Press the manifold sections together. NOTE: Align the screws on the hose clamps on a line parallel with the countersunk pipe plugs. The seams of the insulating strips should be aligned on a line parallel with the upper holes for the longer (1/2 x 8·1/2 inch capscrews) The open end of the seam should be oriented downwards. 7. Tighten the hose clamps on the insulating strips. EXHAUST MANIFOLD INSTALLATION 1. Remove the protective masking tape from the exhaust outlet port and the water outlet elbow flange on each cylinder head.
Figure 5.35-9. Exhaust Manifold - Rear View
4. Attach three retaining clips (0.048 inch gauge, 1/2 inch clamping diameter) to the prelube motor air/gas supply tube (37.5 inches long, 1/2 inch tube 00).
)
2. With the lip on the inside diameter of the gasket facing upward, position new exhaust manifold gaskets on the cylinder head exhaust outlet ports (see Figure 5.35-8). Be sure that the hole with the copper grommet lines up with the water hole in the casting. Do not use the gasket if the grommet is missing or damaged.
/""0
/F==~
0'
LlP~
,...0
7"-©=O__O-"
COPPER GROMMET
Figure 5.35-8. Exhaust Manifold Gasket
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5.35 - 6
FORM 6248 Firs! Edilion
EXHAUST SYSTEM
FRONT
REAR
ATTACH AIR/GAS SUPPLY ruBE RETAINING CLIPS
Figure 5.35-10. Exhaust Manifold - Left Bank
5. Pull the 5-1/2 inch capscrews from three sections (numbers 1, 3 and 6) of the left bank exhaust manifold (see Figure 5.35-10). The end section with the exhaust outlet port is number 6. 6. Attach the air/gas supply tube retaining clips and insert the capscrews back into the lower bosses of the left bank exhaust manifold (see Figure 5.35-10 and Figure 5.35-11).
A
WARNING
The exhaust menlfold weighs approximately 5151bs. (234 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal Injury or death.
CAUTION I I=.A=~:..:....;;.;::;....;~;:;..;~. .
Exercis.e care to avoid bending or denting the rocker arm oil supply tubes. Disregarding this information could resuh In product damage and/or personal injury.
L..
7. Position the exhaust manifold on the cylinder bank. Be sure that the end section with the exhaust outlet port (for mounting of the turbo exhaust inlet elbow, GL models) is positioned at the rear of the engine (see Figure 5.35-12).
WATER MANIFOLD MOUNTING BRACKET BOLT HOLES
WATER
Figure 5.35-11. Prelube Motor Air/Gas Supply Tube
A
WARNING
Do not attempt to 11ft the exhaust manifold without providing adequate support for each section. Disregarding this Information could resuh in severe personal InJury or death.
FRONT END SECTION Figure 5.35-12. Exhaust Manifold End Sections Left Bank
FORM 6248 First Ednion
5.35 -7
EXHAUST SYSTEM NOTE: Leave the upper inside capscrews loose on each end section of the right bank exhaust manifold (for attachment of the vee mounted breather tube) (see Figure 5.35-13).
9. Install the breather- tube on the outside sections of the right bank manifold with capscrew and bracket (see Figure 5.35-13). 10. Install the intercooler tubes on the exhaust manifold sections with brackets washers and lock washers (see Figure 5.35-13). 11. Apply 3M Scotch Grip Rubber and Gasket Adhesive 847 to the rectangular grooves on both sides of the water outlet elbows. Install new rubber seals in the grooves (see Figure 5.35-14). N
Figure 5.35-13. Breather TUbe And Intercooler Tubes 8. Install the outside short bolt and washer in each end section (front and rear) (see Figure 5.35-15). Remove the lifting device. Tighten the remaining capscrews (four per section).
FRONT
) Figure 5.35-14. Water Outlet Elbow Gaskets
LEAVE LOOSE FOR ATTACHMENT OF BREATHER TUBE PIPE CLAMPS
REAR
OUTSIDE SHORT BOLTS
Figure 5.35-15. Exhaust Manifold - Right Bank
)
5.35 - 8
FORM 6248 First Edition
EXHAUST SYSTEM 12. Finger tighten the water outlet elbows to the cylinder heads (2 ferry head capscrews per elbow, 1/2 x 1-3/4 inches, with lock washers). Finger tighten the elbows to each exhaust manifold section (2 hex head capscrews per elbow, 1/2 x 1-3/4 inches, with lock washers). Alternately wrench tighten the four capscrews (see Figure 5.35-16).
manifold end section (see Figure 5.35-18). Wrench tighten the capscrews.
Figure 5.35-18. Exhaust Manifold - Left Bank
Figure 5.35-16. Water Outlet Elbows - Rear Right
13. Use a rubber mallet to seat the manifold caps in the front end sections of the right and left bank exhaust manifolds. 14. Install the fasteners to secure the end cap to the right bank exhaust manifold end section (see Figure 5.35-17) (2 capscrews, 1/2 x 1-5/8 inches, with flat washers).
16. Inspect the twelve stainless steel male connector tube fittings (1/4 inch thermocouplaOD) for galled or stretched threads. Replace the fittings if necessary. 17. Apply Bostik Never Seez® Anti~Seize and Lubricating Compound (capable of withstanding temperatures up to 1800' F (982' C) to the large end of each male connector tube fitting. Using the 9/16 inch hex on the connector body, thread the fitting into the exhaust port of each segment of the exhaust manifold (see Figure 5.35-19).
Figure 5.35-17. Exhaust Manifold - Front
15. Install the fasteners in the auxiliary cooling water outlet pipe support bracket (2 capscrews, 1/2 x 2 inches, with lock washers and 1/4 inch spacers). Position the bracket over the end cap of the left bank exhaust
Figure 5.35-19. Thermocouple Connector -
Rear Right 18. Repeat the procedure on the other bank.
FORM 6248 First Ednion
5.35 - 9
EXHAUST SYSTEM TURBO EXHAUST INLET ELBOWS
)
TURBO EXHAUST INLET ELBOWS REMOVAL 1. Refer to Wastegate Removal, and remove the wastegate assemblies from the left and right turbo exhaust inlet elbows. 2. Refer to Turbocharger Removal and remove the turbocharger assembly from the exhaust inlet elbow. NOTE: GIGSI engines have a heat shield mounted using the attaching hardware between the right turbocharger and the exhaust inlet elbow, and the flange that mounts the turbo exhaust inlet elbow to the exhaust manifold. 3. Remove four stainless steel capscrews and stainless steel lock washers and elbow gasket from the turbo exhaust inlet elbow and exhaust manifold (see Figure 5.35-20).
Figure 5.35-21. TUrbo Exhausllnlst Elbow Rear Righi - GIGSI Engines
)
Figure 5.35-22. Turbo Exhausllnlst Elbow
Figure 5.35-20. TUrbo Exhausllnlet Elbow - Rear Laft
4. With the aid of an assistant, support the turbo exhaust inlet elbow and remove four stainless steel capscrews, stainless steel lock washers, turbo exhaust inlet elbow, exhaust bypass flange, and bypass flange gasket, from the exhaust manifold section and exhaust bypass tee (see Figure 5.35-21 and Figure 5.35-22). Discard the bypass flange gasket (on GIGSI, the heat shield and two spacers will have to be removed from the right side).
)
5.35 -10
FORM 6248 First Edition
EXHAUST SYSTEM TURBO EXHAUST INLET ELBOWS INSTALLATION 1. Install a new compression gasket on the two plug hole adapters. Apply Bostik Never Seez® Anti-Seize and Lubricating Compound to the plug threads. Install a plug in each turbo exhaust inlet elbow (see Figure 5.35-23).
6. With the lip on the inside diameter facing upward (see Figure 5.35-24), position a new stainless steel gasket over the exhaust outlet port in the rear end section of each exhaust manifold. LIP (FACING UPWARD)
'o:::::~,cy
o
o
Figure 5.35-24. Turbo Exhaust Inlet Elbow Gasket
Figure 5.35-23. Turbo Exhaust Inlet Elbow - Rear Left 2. Check the four stainless steel wastegate mounting studs for burrs, nicks, cracks, galled or stretched threads and other obvious damage. Replace as necessary. 3. Each wastegate mounting stud has fine and coarse threads separated by a smooth center boss. Using a small paintbrush, apply Bostik Never Seez® Anti-Seize and Lubricating Compound to the coarsely threaded side.
NOTE: GIGSI engines have a he,at shield mounted using the attaching hardware between the right turbocharger and the exhaust inlet elbow, and the flange that mounts the right turbo exhaust inlet elbow to the exhaust manifold. 7. Position the turbo exhaust inlet elbow on the exhaust manifold sections and exhaust bypass tee and loosely install four stainless steel capscrews, stainless steel lock washers (see Figure 5.35-25) (on GIGSI, the heat shield and two spacers will have to be installed on the right side).
A CAUTION I I'!!"~~="':":~:"':"'="';:...:..J.
Do not install wastegate mounting studs with a pipe wrench or similar device. Use a collet type stud driver to prevent damage to stud threads. Disregarding this Information could result in product damage andlor personal injury.
L.
4. Using a collet type stud driver, install each stud into the turbo exhaust inlet elbow until the last coarse thread is turned into the casting. 5. With the exhaust bypass port facing the crankcase vee, position the turbo exhaust inlet elbow over the exhaust outlet port. Figure 5.35-25. Turbo Exhaust Inlet Elbow
FORM 6248 First Edition
5.35 - 11
EXHAUST SYSTEM 8. Install the turbo exhaust inlet elbow on the exhaust manifold with four stainless steel capscrews, stainless steel lock washers and elbow gasket (see Figure 5.35-26).
)
Figure 5.35-26. Turbo Exhaust Inlel Elbow - Rear Left 9. Wrench tighten the turbo exhaust inlet elbow on the exhaust manifold sections and exhaust bypass tee with four stainless steel capscrews, stainless steel lock washers (see Figure 5.35-25).
)
)
5.35 -12
FORM 6248 First Edttion
EXHAUST SYSTEM
ITEM NUMBER AND DESCRIPTION Washer
13
Plug
10
Capscrew
14
Exhaust Connection
lock washer
11
Washer
15
Gasket
Capscrew
12
Bracket
1
Elbow
5
Bracket
2
Plug
6
Capscrew
3
Gasket
7
4
Exhaust Connection
B
9
Figure 5.35-27. Exhaust Connections - G
EXHAUST CONNECTIONS - G
4. Remove the exhaust elbows from the exhaust manifolds.
EXHAUST CONNECTIONS REMOVAL - G
1. Remove flexible exhaust connection and gasket from the exhaust connection (see Figure 5.35-27). Discard the gasket. 2. Disconnect the exhaust connection from the supporting brackets. 3. Lift the exhaust connection off the two exhaust elbows and supporting brackets. FORM 6248 First Edition
NOTE: A thermocouple may be installed at this location instead of an exhaust plug.
5. If required, remove exhaust plug and gasket from the exhaust elbow. Discard the gasket. 6. If required, remove the hex head pipe plug from the exhaust elbow.
5.35 -13
EXHAUST SYSTEM EXHAUST CONNECTIONS INSTALLATION - G
EXHAUST CONNECTIONS REMOVAL - GSI/GL
1. If removed, apply pipe sealant to threads and install the hex head pipe plugs on the exhaust elbows.
1. Refer to Turbo Exhaust Inlet Elbow/Exhaust Bypass Removal, and Turbocharger Removal, and remove these components.
2. If removed, install a new gasket and exhaust plug on the elbows. 3. Install the exhaust elbows on the exhaust manifolds.
2. Remove V-Band coupling and flexible exhaust connection from the venturi (GSI models) or exhaust elbow (GL models Figure 5.35-28).
4. Position the exhaust connection on the elbows and supporting brackets.
3. Remove V -Band and the venturi (GSI models) from the exhaust elbow.
5. Install the exhaust connection to the supporting
4. Remove the exhaust bypass tee and sleeve from the exhaust elbow.
brackets.
)
6. Install a new gasket and the flexible exhaust connection on the exhaust connection.
• ~o -
EXHAUST BYPASS
-=
"FlEXIBLE EXHAUST CONNECTION
TEE",'..c-.......-.--->-
)
~~/
I' a 9
EXHAUST ELBOW
I
I
EXHAUST CONNECTIONS - GSI
i
.,
I I
. .!.
!~~~~~""'"""''''''.'~ ........
.....".
~,
~
. . . .:"
'It
(!jP
x
//
u
I'
/'l
)
.
Figure 5.35-28. Exhaust Connections - GSI/GL 5.35 -14
FORM 6248 First
Ed~ion
EXHAUST SYSTEM 5. Remove the exhaust elbow adapters from the exhaust elbow (see Figure 5.35-29).
Figure 5.35-30. Check Exhaust Elbow For Straightness
Figure 5.35-29. Exhaust Elbow Assembly
4. Install the exhaust bypass sleeve and exhaust bypass tee on the exhaust elbow.
6. Remove four nuts, lock washers capscrews and exhaust elbow from the supporting brackets.
5. Install two exhaust elbow adapters (larger 00) into the inlet ports of the exhaust elbow (see Figure 5.35-29 and Figure 5.35-31).
7. Remove four nuts, lock washers, washers, capscrews and two support brackets from the supporting rails. 8. If required, remove eight capscrews, lock washers and two support rails. EXHAUST CONNECTIONS INSTALLATION GSI/GL 1. If removed, install two support rails with eight capscrews and lock washers. 2. Install two support rails with four nuts, lock washers, washers and capscrews. 3. Install the exhaust elbow on the supporting rails with four capscrews, lock washers and nuts (see Figure 5.35-30). Use an angle finder to insure that the exhaust elbow is straight. NOTE: If realignment of the exhaust elbow is necessary, loosen the slotted bolts to free the exhaust elbow support brackets from the intercooler-mounted support rails and make the necessary adjustments.
FORM 6248 First Edition
Figure 5.35-31. Exhaust Elbow Adapter
6. Install the venturi (GSI models) with V-Band on the exhaust elbow. 7. Install flexible exhaust connection on the exhaust elbow (GL models - Figure 5.35-28) or venturi (GSI models - Figure 5.35-28) with V-Band coupling.
5.35 -15
EXHAUST SYSTEM THERMOCOUPLES THERMOCOUPLE REPLACEMENT
Waukesha recommends that the thermocouple leads be fitted with quick disconnect plugs and that spare thermocouples (those with the disconnect plugs installed) be kept in stock (see Table 5.35-1). Use ofthe quick disconnect plug allows the thermocouple to be changed without disassembling the thermocouple conduit or running the lead over the top of the engine. Table 5.35-1. Quick Disconnect Plug THERMOCOUPLE TYPE
TEMPERATURE RANGE
K
32 - 2282° F
1. Loosen the ferrule nuts (9/16 inch hex) (see Figure 5.35-32) to remove the thermocouple from the exhaust manifold.
tor is red. Peel back the insulation of each conductor 3/8 inch to expose the bare wire. Remove any excess material. 6. Separate the male and female ends of the quick disconnect plug. 7. Locate the two machine screws on the male plug. Unthread the screw farthest from the prongs and remove that quarter of the connector. 8. Loosen the retaining screw from the side of each prong. 9. Slide the red negative (-) conductor into the larger diameter prong until contact is made with the pinhole (see Figure 5.35-33). Slide the black positive (+) conductor into the smaller diameter prong until contact is made with the pinhole. Tighten the retaining screws to hold the conductors in place. MACHINE ,SCREW
/~ '
INSULATlO~ I JACKET
~
....-.@__
I
)
NEGATIVE
! ___CONDUCTOR ¥(RED) I· IJr"-''''
RETAINING.>"!: SCREW
Figure 5.35-32. Exhaust Thermocouple - Rear Left
When replacing "K" type thermocouple, install the quick disconnect plug as follows: 2. Cut the lead 12 inches after the faulty thermocouple.
NOTE: The length of wire of each circuit should be the same. Variations in thermocouple wire length adversely affect pyrometer readings. Errors will not usually exceed ± 1% of the total reading if the variations in wire length do not exceed 22 feet. 3. Peel back the stainless steel braid 1-1/4 inches. Remove any excess material. 4. Peel back the insulation beneath the braid 3/4 inch. Remove any excess material. 5. Separate the positive and negative conductors. The positive (+) conductor is black, the negative (-) conduc5.35 -16
-STAINLESS STEEL \ BRAID QUICK DISCONNECT PLUG (MALE END)
Figure 5.35-33. "K" Type Thermocouple
1O. Assemble the male end of the plug. Tighten the machine screw. 11. Snap the male end of the plug to the female end. The different size prongs prevent the plug from being improperly hooked up after assembly.
FORM 6248 First Edition
)
EXHAUST SYSTEM Thermocouple Stem - "K" Type Plug 1. Unthread the ferrule nut (9/16 inch hex) from the thermocouple connector. The thermocouple connector is mounted in the exhaust port of the exhaust manifold or the turbocharger exhaust inlet elbow. 2. Pull the faulty thermocouple out of the exhaust passage and discard. 3. Insert a new ferrule nut and a new back and front ferrule onto the stem of the new thermocouple (see Figure 5.35-34). The lip on the back ferrule must face the large end ofthe frontferrule, while the tapered end of the front ferrule faces the connector body.
4. Inspect the thermocouple connector for galled or stretched threads. Remove and discard the fitting, if damaged. Apply Bostik Never-Seez® Anti-Seize and Lubricating Compound {which can withstand temperatures up to 1800· F (982· C) to the large end of the new connector. Using the 9/16 inch hex on the connector body, thread the connector into the exhaust port. 5. Insert the stem of the thermocouple into the connector and finger tighten the ferrule nut. 6. Center the tip of the stem in the exhaust passage. The thermocouple must not contact the metal casting or an inaccurate pyrometer reading will result. The distance from the exterior casting of the exhaust manifold exhaust port to that portion of the thermocouple that is perpendicular to the tip of the stem should be 3-1/16 inches ±1/4 inch (see Figure 5.35-35). 7. Tighten the ferrule nut. 8. Connect the male and female ends of the plug. The different size prongs prevent the plug from being improperly hooked up.
llIERMOCOUPLE CONNECTOR
Figure 5.35-34. "K" TYpe Thermocouple
CONNECTOR TUBE FITTING (STAINLESS STEEL)
Figure 5.35-35. Exhaust Thermocouple Installa1ion FORM 6248 First Ednion
5.35 - 17
EXHAUST SYSTEM EXHAUST THERMOCOUPLES INSTALLATION
2. Position the thermocouple conduit cable down between cylinder heads #3R and #4R (below the prechamber fuel inlet and rocker arm oil supply tubes) and then run the free end under the coil rail over to the right bank intake manifold.
1. Position the thermocouple conduit between the right bank water outlet elbows and the fixed valve lifter screws of the rocker arm assemblies. Be sure that the four closely spaced leads exiting the bottom of the conduit are positioned at the rear of the engine (see Figure 5.35-36).
)
3. Route the thermocouple leads to each section of the right and left bank exhaust manifold (12) (see Figure 5.35-37). 4. Route the leads (2) to the turbo inlet elbows at the top of the two exhaust manifold end sections (rear). 5. Position a new ferrule nut and a new back and front ferrule "K" Type. The lip on the back ferrule must face the large end of the front ferrule, while the tapered end of the front ferrule faces the connector body. 6. Insert the thermocouples into the male connector tube fittings in each section of the exhaust manifold.
I.A. CAUTION IThe thermocouple must not contact the exhaust manifold casting or an inaccurate pyrometer reading will result. Disregarding this information could result in product damage and/or personal Injury.
Figure 5.35-36. Thermocouple Conduit - Rear Right
7. Center the tip of the stem in the exhaust passage. The distance from the exterior casting of the exhaust manifold exhaust port to that portion of the thermocouple perpendicular to the tip of the stem should be 3-1/16 inches ±1/4 inch (see Figure 5.35-38).
LEFT BANK TURBO EXHAUST INLET ELBOW
EXHAUST MANIFOLD /SECTION
C-:\
Y
"",1/31
@
~@~\,~
REAR
THERMOCOUPLE LEADS
EXHAUST THERMOCOUPLE
FRONT
'~vn~~r---~nrr-~v-~~~~rt--~,w~"V~THERMOCOUPLE
/'
CONDurr 14 13 12 11
10
98
7
6
54
32
1
RIGHT BANK Figure 5.35-37. Exhaust Thermocouples Arrangement - 12 Cylinder
5.35 - 18
FORM 6248 First Edition
)
EXHAUST SYSTEM
CONNECTOR TUBE FmlNG (STAINLESS STEEL)
Figure 5.35-38. Exhaust Thermocouple Installation
THERMOCOUPLE CLEAN AND INSPECT A wide variation between one cylinder and another, or one bank and another, may indicate a dirty or faulty thermocouple. Clean or replace the thermocouples as required.
IA
CAUTION I
Do not use a battery pow.. ered test light or similar device to check the thennocouple circuit without completely disconnecting the pyrometer. Applying uncontrolled voltage to the pyrometer will damage the instrument. Disregarding this Information could result in product damage and/or personal Injury. 1. Since a very small voltage is generated at the thermocouple, verify that all electrical connections are in good condition. All wire ends and terminal connections must be clean and dry. 2. Check the reading of the thermocouple when heated. The pyrometer dial should read up scale. The reading will be in the opposite direction if the wiring was inadvertently reversed during installation.
3. Turn the panel mounted pyrometer selector to the "Off' position. The pyrometer temperature reading should be equivalent to the ambient air temperature. The thermocouple assembly consists of two wires of dissimilar metals connected within a protecting tube or stem. A portable pyrometer measures the small electric current generated by the thermocouple and translates the voltage into a temperature reading. 4. Unthread the ferrule nut (9/16 inch hex) from the body of the thermocouple connector. A thermocouple connector is mounted in the exhaust port of each section of the exhaust manifold and in the turbocharger exhaust inlet elbow(s). 5. Pull the thermocouple out of the exhaust passage. 6. Check the thermocouple stem for carbon buildup. If necessary, thoroughly clean the thermocouple using solvent and a soft wire brush. 7. Insert the stem of the thermocouple back into the exhaust passage. 8. Wrench tighten the ferrule nut.
FORM 6248 First Edition
5.35 - 19
EXHAUST SYSTEM WASTEGATES
WASTEGATES - PIN SERIES 208372
WASTEGATES - BLEEDING AIR
PIN SERIES 208372 WASTEGATE REMOVAL
-A. CAUTION ITrappe~airintheauxiliaI ~=~=..:..::.....:~;:;..;:....:..J. ry cooling water circuit
1. Drain enough coolant from the auxiliary cooling water circuilto drop the water level below the level olthe wastegate(s). It is not necessary to drain the entire cooling system.
1.... .
leads to overheating that can result in wastegate damage and premature engine failure. Disregarding this information could result in product damage and/or personal Injury. Air bleed the auxiliary cooling water circuit at least once each day. Always air bleed the circuit after refilling or topping off the cooling system. Open and close the four air bleed petcocks in the order listed below, starting at the lowest petcock in the system and ending at the highest. Bleed one petcock at a time. The number of air bleed petcocks and their locations are as follows in Table 5.35-2:
)
2. Loosen the ferrule nuts (9/16 inch hex) to detach the compressor discharge pressure sensing tubes from the "Air" port althe side of each wastegate (male elbow tube fitting - both banks) (see Figure 5.35-39). WASTEGATE WATER RETURN TUBE (RB)
Table 5.35-2. Air Bleed Petcocks Auxiliary Cooling Water Circuit NUMBER OF PETCOCKS
LOCATION
2
Intercooler water inlet/outlet bonnets (upper rear)
2
Wastegate water return tube (rear right and left bank)
I
A
WARNING
Always wear protective clothing when bleeding the cooling system on a heated engine. Slowly loosen the air bleed petcock to relieve any excess pressure. Escaping steam and/or hot water could result in severe personal injury or death. 1. Initial Bleed: open the air bleed petcock prior to engine startup. A hissing sound often accompanies the escape of trapped air. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream. 2. Check Bleed: start the engine and reopen the petcock. Close the petcock when the hissing stops and water begins to flow out in a solid steady stream. 3. Final Bleed: once the temperature of the jacket water circuit has stabilized (as indicated by the temperature gauge), reopen the petcock. Close the petcock when the water begins to flow out in a solid steady stream.
Figure 5.35-39. Intercooler/Wastegate Tube Connections
3. Loosen the ferrule nuts (11/16 inch hex) to detach the two water return tubes from the wastegate water outlet ports (male connector tube fitting - right bank; male elbow tube fitting - left bank). NOTE: The word 'Water" appears just above the wastegate base flange between the water inlet and outlet ports, the side with the peteoek being the out/et port.
4. Loosen the ferrule nuts (11/16 inch hex) to detach the two water supply tubes from the wastegate water inlet ports (male elbow tube fitting - right bank; male connector tube fitting - left bank) (see Figure 5.35-39). 5. Alternately loosen and remove the four 3/8 inch stainless steel lock nuts (thin) from the wastegate mounting studs.
5.35 - 20
FORM 6248 First Edition
EXHAUST SYSTEM 6. Alternately loosen and remove the four 3/8 inch stainless steel hex nuts (thick) from the mounting studs. Remove the stainless steel lock washers.
2. Position the wastegate in a suitable press. Use two rest blocks to properly support the base flange (see Figure 5.35-41).
7. Remove the wastegates from the mounting studs.
IA
CAUTION I
Exercise care to keep the ,.. gasket material out ofthe turbo exhaust inlet elbow. Allowing gasket material to enter the turbo exhaust inlet elbow could result in product damage and/or personal injury. 8. Remove the gaskets from the turbo exhaust inlet elbows or wastegate base flanges.
PIN SERIES 208372 WASTEGATE DISASSEMBLY 1. On PIN Series 208372 Wastegates, remove the breather vent plug from the center of the wastegate cover (see Figure 5.35-40).
A
WARNING
The wastegate cover compresses a powerful spring. Wear proper eye protection. Exercise caution to avoid severe personal Injury or death.
,-
BRONZE FILTER
@'BREATHER VENT PLUG
Figure 5.35-41. Wastegate Disassembly 3. Center a piece of flat stock on the wastegate cover to evenly distribute the pressing force the cover surface area.
on
IA CAUTION I
WASTEGATE COVER
To avoid damage to the waste gate cover, use just enough ram pressure to hold the cover while relaxing the valve spring(s). Disregarding this information could resuH in product damage and/or personal injury_
L.==-...::.:....:...::....:..:....::....:~.
~
4. Lower the ram until it makes contact with the flat stock on the wastegate cover. 'WASTEGATE BASE
5. Remove the five wastegate cover capscrews (1/4 x 3 inches, with lock washers).
Figure 5.35-40. Wastegate Breather Vent
FORM 6248 First EdHion
5.35 - 21
EXHAUST SYSTEM NOTE: If a press is not readily available, remove only two of the five wastegate cover capscrews (see Figure 5.35-42). Leave three capscrews in place, so that the cover does not cock as it is raised. Alternately loosen each remaining capscrew 1/4 inch until the valve spring is completely relaxed. REMOVE CAPSCREWS
6. Slowly raise the ram. The wastegate cover will separate from the base assembly as the internal springs become completely extended. Remove the wastegate from the press.
)
7. On PIN Series 208372 Wastegates, remove the wastegate cover from the base assembly. Remove the spacers, spring(s) and shims (see Figure 5.35-43). Count and record the number of spacers, springs and shims to ensure proper assembly. 8. Remove the castle nut from the tip of the poppet valve stem. 9. Remove the diaphragm retainer, plate and flat washer from the end of the poppet valve stem. Remove the diaphragm from the retainer and discard. 10. Slide the poppet valve from the base assembly.
POPPET
)
Figure 5.35-42. Wastegate - PIN Series 208372 Bottom View (MAY HAVE TWO SPRINGS DEPENDING ON APPLICATION) COMPRESSOR DISCHARGE CONNECTION
.DI,~PtIRA,GM
RETAINER
VALVE POPPET
mn(]
"-
BREATHER VENT PLUG
MOUNTING r,4!OKIOT'
)
SPACER
Figure 5.35-43. VHP Wastegate - PIN Series 208372 - Cutaway
5.35-22
FORM 6248 First Ed~ion
EXHAUST SYSTEM PIN SERIES 208372 WASTEGATE - CLEANING AND INSPECTION
A
BRONZE FILTER
WARNING
Compressed air can pierce the skin and could result in severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
WASTEGATE COVER
1. Clean all parts of the assembly in a non-volatile cleaning solution or solvent. Dry with moisture free compressed air. 2. Replace the breather vent plug if damaged or missing.
""- WASTEGATE BASE
3. Inspect the valve stem nut, flat washer, diaphragm retainer and plate. Inspectthe spring(s), spacers, shims and cover (see Figure 5.35-43). Replace any part that is damaged or excessively worn. 4. Inspect the valve guide bore to verify that it is smooth and not worn. The bore ID must measure between 0.456 and 0.459 inch (11.58 - 11.66 mm).lfthe ID is out of specification, press the old guide out in a downward direction. Press in a new guide from the top until the top of the guide is flush with the top of the base. 5. Inspect the valve stem for straightness, scoring or excessive wear. Check the valve shoulder for wear. Check the valve face for pitting, scoring or scuffing. Clean the poppet valve. Measure the outside diameter ofthe stem to verify that it is within specification, 0.4485 inches (11.39 mm) and 0.451 inches (11.45 mm). Replace the poppet valve if damaged, excessively worn or out of specification. Breather Vent Cleaning Clean and inspect the filter in the wastegate breather vent once each year.
Figure 5.35-44. Wastegate Breather Vent
3. Soak the plug in a non-volatile cleaning solution or solvent. Dry with low pressure compressed air. 4. Replace the breather vent plug if damaged or missing.
I " A CAUTION 1
Do note operate the englne without a breather vent plug Installed or with a clogged breather vent. Air must pass through the vent to maintain atmospheric pressure at the top of the wastegate diaphragm. The filter element in the plug prevents dirt and dust from entering the upper wastegate assembly. Any accumulation of dirt may damage the diaphragm or reduce Its service life. Operating the engine without a breather plug could result in product damage and/or personal Injury.
1. Remove the brass vent plug in the center of the wastegate cover (see See Figure 5.35-44).
5. Install the vent piug in the center of the wastegate cover.
2. Carefully inspect the sintered bronze filter for any accumUlation of dirt.
1. Inspect the wastegate compressor discharge pressure sensing tubes and the water supply/return tubes. Look for cracks, cuts, dents, holes or other damage. Replace the tubes, if necessary.
A
WARNING
Compressed air can pierce the skin and could result in severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
FORM 6248 First Edition
Tube Connections Inspection
2. Inspect the tube connections for tightness. If loose, advance the ferrule nut to obtain a leak-tight seal.
5.35 - 23
EXHAUST SYSTEM PIN SERIES 208372 WASTEGATE ASSEMBLY 1. Insert the threaded end olthe poppet valve stem into the valve guide bore at the bottom of the base assembly (see Figure 5.35-45).
/
number removed at the time of disassembly. If any shims are replaced, be sure to use the correct size (either 0.040 inch or 0.060 inch). 10. Place the valve springes) over the valve spring seat inside the wastegate cover.
DIAPHRAGM RETAINER
A
WARNING
To avoid severe personal Injury or death, exercise caution when compressing the valve springes). Wear proper eye protection. 11. Position the wastegate base assembly in a suitable press. Use two rest blocks to properly support the base flange. 12. Align the holes in the diaphragm with those in the flange of the base assembly. 13. Position the spacers on the flange of the base assembly. Align the holes in the spacers with those in the diaphragm. Be sure the number of spacers installed equals the number of spacers removed.
Figure 5.35-45. Wastegate Assembly
2. Slide the flat washer over the threaded end of the valve stem until it contacts the valve shoulder. 3. Slide the recessed side of the diaphragm plate over the valve stem until the upraised area around the valve stem hole contacts the washer. 4. Place the diaphragm retainer (open side up) into the hollowed side of a new diaphragm. 5. With the bowl facing upward opposite the base assembly, slide the diaphragm retainer over the valve stem until it contacts the plate.
A
WARNING
The wastegate cover compresses a powerful spring. Wear proper eye protection. exercise caution to avoid severe personal injury or death. 14. Position the wastegate cover over the base assembly. Holding the spring against the wastegate cover to retain the shims, slide the free end olthe spring over the valve stem nut until it rests against the spring seat in the diaphragm retainer.
6. Finger tighten the valve stem nut.
15. Center a piece of flat stock on the wastegate cover to evenly distribute the pressing force on the cover surface area. Rotate the cover to align the holes with those in the base assembly.
I. .,:.A==--...;.... . CAUTION ____ I~nstall
16. Lower the ram until it makes contact with the flat stock on the wastegate cover.
a pair of b",:ss jaw :---'.'"serts In the vise to avoid damage to the valve. Disregarding this Information could result in product damage and/or personal injury. 7. Place the base assembly upright in the vise and apply enough pressure to the valve face to prevent the stem from turning.
CAUTION I I=.A=:......:;..;.-'-...;.........;;-'-~:...J. .
To avoid damage to the wastegate cover, use only enough ram pressure to compress the valve springes). Disregarding this information could result in product damage and/or personal injury.
L..
8. Torque the valve stem nut to 100 - 120 in-Ib (11.5 - 13.5 N·m).
17. Lower the ram until the wastegate cover makes contact with the spacers on the upper flange of the base assembly.
9. Place the shims over the valve spring seat centered inside the wastegate cover (see Figure 5.35-43). Be sure the number of shims installed is the same as the
18. Install and tighten the five wastegate cover capscrews (1/4 x 3 inches, with lock washers).
5.35 - 24
FORM 6245 First Edition
)
EXHAUST SYSTEM NOTE: If a press is not readily available, start only three of the five wastegate cover capscrews (see Figure 5.35-46). To prevent the cover from cocking, alternately tighten each capscrew 1/4 inch until the internal valve spring is compressed and the wastegate cover is tight. Install the two remaining capscrews. INSTALL CAPSCREWS
PIN SERIES 208372 WASTEGATE CALIBRATION Test the wastegate before installation. If the test results do not conform to specification, then the wastegate must be recalibrated and then retested. Wastegate Calibration Test Preparation Obtain the following equipment see Figure 5.35-47 and Figure 5.35-48: o
Air supply pressure, 50 psi minimum.
o
Air Pressure Regulator, range 0 psi to the shop supplied air pressure maximum.
o
Air Pressure Gauge, range 0 - 30 psi in 0.1 psi increments. The best gauge will include measurement in inches of mercury ("Hg).
o
Tubes and fittings (1/4 inch minimum) pressure rated at or above the shop air supply pressure maximum.
o
Dial indicator, 0.001 inch accuracy, 1 inch of travel.
o
Wastegate calibration Tool.
Figure 5.35-46. Wastegata - PIN Series 208372 Bottom View
TOP VIEW
19. Alternately torque the wastegate cover capscrews to 40 - 70 in-Ib (4.5 - 8.0 N·m). 20. Release the ram pressure and remove the wastegate from the press.
IA
CAUTION I
Do not operate the engine .. without a breather vent plug installed. The filter element in the plug prevents dirt and dust from entering the upper wastegate assembly. Any accumulation of dirt may damage the diaphragm or reduce Its service life. A plugged or clogged breather vent could result in product damage and/or personal InJury. 21. Install the breather vent plug in the center of the wastegate cover.
'---
-----.I
,3.50" ----;
0.50" ~
SIDE VIEW
--'
I
1.876"
l.I
BOTTOM VIEW
Figure 5.35-47. PIN Series 208372 Wastagate Calibration Tool
FORM 6248 First Edition
5.35 - 25
EXHAUST SYSTEM
REGULATOR
PLANT AIR SOURCE
GAUGE-PSIG (0.1 PSI INCREMENTS)
Figure 5.35-48. PIN Series 208372 Wastegate Calibration
22. Loosen the set screw and slide the gauge block beneath the dial indicator (see Figure 5.35-49). Tighten the set screw.
DIAL INDICATOR
"'-.- t:::::I n-I
DIAL INDICATOR STANO
GAUGEBLOCK WASTEGATE CALIBRATION TOOL
/
' " T JJ_
WASTEGATE CALIBRATION OL /TO
f
2.46"
~
NOMINAL WASTEGATE HEIGHT
)
/
PLACE THIS END IN VISE
Figure 5.35-50. PIN Series 208372 Wastegate Calibration Setup
Figure 5.35-49. PIN Series 208372 Wastegate Calibration Tool
23. Zero the outer dial (hundredths) on the dial indicator. Record the reading of the tenths indicator with the gauge block in place. The preload indicated by the tenths indicator gives you the nominal wastegate test height (see Figure 5.35-50).
24. Loosen the set screw, return the gauge block to the side of the calibration tool and tighten the set screw. 25. Place the extension at the bottom of the calibration tool in a vise (see Figure 5.35-49). Verify that the unit is level and tighten the vise to secure the calibration tool against movement.
)
5.35 - 26
FORM 6248 First Edition
EXHAUST SYSTEM 26. Bolt the wastegate in the calibration tool using an alternating pattern (see Figure 5.35-51). Verify that the tip of the dial indicator is placed near the center of the poppet valve face.
height." The "zero height" is the value that was recorded on the tenths indicator when the outer dial (hundredths) was zeroed under step #5 of Wastegate Calibration, Setting Up.
3. Record the reading of the air pressure gauge while the poppet valve is at the "zero height."
DIAL INDICATOR STAND
PIN Series 208372 Wastegate Calibration Adjustment Aiter the size of the shim pack to bring the nominal pressure within specification. Shims are available in 0.040 inch (1.02 mm) and 0.060 inch (1.52 mm) thicknesses.
WASTEGATE CALIBRATION TOOL
~-,~
1. If the reading of the air pressure gauge is below the lower limit listed in the Wastegate Calibration Chart, then the pressure must be increased. Remove the wastegate cover and add the correct number of shims to the shim pack. Repeat the test procedure. BOLT WASTEGATE TO CALIBRATION TOOL
2. If the air pressure gauge reading is greater than the upper limit listed in the Wastegate Calibration Chart (see Table 5.35-3), then the pressure must be reduced. Remove shims from the shim pack as necessary. Repeat the test procedure. NOTE: The calibration procedure is only intended for those wastegates using original components or the specified replacement parts.
Figure 5.35-51. Wastegate Calibration Setup
PIN Series 208372 Wastegate Calibration Testing 1. To ensure that the test produces the correct valve height measurement, tap on the wastegate housing with a wrench to prevent the poppet valve from sticking. 2. Slowly increase the air supply pressure to the wastegate until the dial indicator reaches the "zero
A CAUTION I I!!!!"'!!!!!!'-=:":"'=~:"':::"':";:..J.
Do not modify wastegates. Any type of wastegate conversion can result in serious engine damage. Do not rebuild wastegates using spare parts of unknown origin. Disregarding this information could result In product damage and/or personal injury.
L..
Table 5.35-3. Nominal Pressure For PIN Series 208372 Wastegate Calibration Test NOMINAL CALIBRATION PRESSURE ("HG)
SPACER(S)
SHIMS*
208372-A
11.8-12.1
2
0.140
208372-B
14.0 - 14.4
1
0.060
WASTEGATE PIN
)
2OB372-C
13.0 - 13.3
2
0.240
208372-0
23.4 - 23.8
2
0.040
208372-J
25.1 - 25.6
1
0.188
208372-5
21.6 - 22.0
1
0.206
20B372-U
47.0 - 48.7
2
0.206
208372-V
45.4 - 46.8
2
0.065
208372-W
42.0 - 43.4
3
0.065
20B372-X
15.0 - 15.3
1
-
20B372-Y
19.5 - 19.8
1
0.080
FORM 6248 First Edition
5.35 - 27
EXHAUST SYSTEM WASTEGATES - PIN SERIES 295645 PIN SERIES 295645 WASTEGATE REMOVAL DRAW THRU ONLY 1. Drain enough coolant from the auxiliary cooling water circuit to drop the water level below the level of the wastegate(s). It is not necessary to drain the entire cooling system.
4. Loosen the ferrule nuts (11/16 inch hex) to detach the two water supply tubes from the wastegate water inlet ports (male elbow tube fitting - right bank; male connector tube fitting - left bank) (see Figure 5.35-53).
WASTEGATE WATER SUPPLY TUBE (LB)
WASTEGATE WATER RETURN TUBE (RB)
2. Loosen the ferrule nuts (9/16 inch hex) to detach the compressor discharge pressure sensing tubes from the "Air" port althe side of each wastegate (male elbow tube fitting - both banks) (see Figure 5.35-52). WASTEGATE WATER RETURN TUBE (RB)
Figure 5.35-53. Intercooler/Wastegale Tube Connections
)
5. Alternately loosen and remove the four 3/8 inch stainless steel lock nuts (thin) from the wastegate mounting studs.
Figure 5.35-52. Intercooler/Wastegale Tube Connections
3. Loosen the ferrule nuts (11/16 inch hex) to detach the two water return tubes from the wastegate water outlet ports (male connector tube fitting - right bank; male elbow tube fitting - left bank).
NOTE: The word "Water" appears just above the wastegate base flange between the water inlet and outlet ports, the side with the petcock being the out/et port.
6. Alternately loosen and remove the four 3/8 inch stainless steel hex nuts (thick) from the mounting studs. Remove the stainless steel lock washers. 7. Remove the wastegates from the mounting studs.
IA
CAUTION I
Exercise care to keep the .. gasket material out of the turbo exhaust Inlet elbow. Allowing gasket material to enter the turbo exhaust inlet elbow will result In product damage and/or personal injury.
8. Remove the gaskets from the turbo exhaust inlet elbows or wastegate base flanges.
)
5.35 - 28
FORM 6248 Forst Edition
EXHAUST SYSTEM PIN SERIES 295645 WASTEGATE DISASSEMBLY - DRAW THRU ONLY The wastegates have a diaphragm that may require replacing. Servicing the wastegate is beyond the scope of this manual. For detailed servicing instructions and a list of parts, consult your local distributor.
1. Compare the reading of the air pressure gauge with the nominal calibration pressures listed in the chart (see Table 5.35-4). The wastegate must be adjusted ilthe air pressure reading does not fall within the established range. The nameplate pinned to the wastegate cover identifies the wastegate part number.
PIN SERIES 295645 WASTEGATE CALIBRATION SETUP - DRAW THRU ONLY
2. To test the wastegates, the following equipment is needed:
A
WARNING
Wastegate adjusting may only be performed by factory technicians or authorized distributor representatives. Improper wastegate adjustment may resuH in violent component failure resulting in severe personal InJury or death.
A
\
,
WARNING
Do not install the PIN 295645A wastegate in the UNSET condition. The PIN 295645A wastegate must be set to the proper setting before installation on the engine. Installing the PIN 295645A wastegate in the UNSET condition may resuH in violent component failure resulting in serious personal injury or death.
• Air source with a minimum air pressure of 50 psi (345 kPa). • One air regulator 0 - 50 psi (0 - 345 kPa). Regulator must have range from 0 psi (0 kPa) to maximum of shop air supplied. • One gauge with a range of 0 - 30 psi (0 - 206 kPa) with increments of 0.1 psi (0.7 kPa). A preferable gauge will include measurement in inches of mercury ("HG) in addition to psi. • Tubing and fittings (1/4" minimum) to connect the related components together (see Figure 5.35-54). Tubing and fittings must have pressure ratings at or above the supplied air pressure.
Table 5.35-4 lists the Waukesha Engine PIN and wastegate nominal control pressure setting required for each engine application. Note that each wastegate is selfor a specific value with the exception olthe PIN 295645Awastegate. Wastegate PIN 295645A is sold as a general service part and is not set to any specific control pressure. The PIN 295645A wastegate must always be set with the proper setting forthe engine application before installation.
REGULATOR /AIR-SUPPI: ....y_ _ _ _~ PLANT AIR SOURCE
- - - GAUGE-PSIG (0.1 PSI INCREMENTS)
Figure 5.35-54. Wastegate Adjusting
Table 5.35-4. Adjustable Wastegate Settings - Draw Thru Engines Only
PIN
ENGINE MODEL
NOMINAL CONTROL PRESSURE (IN. HG)
295645A
N/A
UNSET
295645D
5790GL Draw - thru 1000 RPM
51.8 - 52.2
295645E
7042GL Draw - thru 1000 RPM
50.2 - 50.5
295645F
7042GL Draw - thru 1200 RPM
47.8 - 48.2
295645G
L7042GSI Draw - thru for 1200 RPM - (ConI. Duty)
17.5 -17.8
NOTE: Always calibrate both wastegates as a set when replacing or recaJibrating one wastegate on Vee engines. Failure to do this will cause an imbalance between engine banks.
FORM 6248 First Edition
5.35 - 29
EXHAUST SYSTEM 3. Remove the gasket from the wastegate mounting face (see Figure 5.35-55). /
REMOVE GASKET",
j
1(
-.
3. Loosen the jam nut and turn the adjustment screw until the distance from the face of the poppet to the wastegate mounting face (without gasket) is 2.46 inches (62.484 mm) (see Figure 5.35-56 and Figure 5.35-57).
\
f
2.46;n
j
-.....
\
lr
-=rmm
±
Figure 5.35-55. Wastegste Gasket Removal ~
4. Mount the wastegate in a vise with the axis/centerline vertical and the valve poppet up.
Figure 5.35-56. Wastegate Poppet To Wastegate Mounting Face Measurement
NOTE: Connect the gauge at the compressor discharge connection to insure accurate gauge readings.
NOTE: Insure that the adjustment screw is not turned while tightening the jam nut.
5. Connect the air source. regulator and gauge to the compressor discharge pressure sensing connection with the necessary tubing.
4. Tighten the jam nut to lock the adjustment screw in position (see Figure 5.35-57).
6. Slowly increase the air pressure to the wastegate by adjusting the regulator. Use minimal air pressure (dependent on specific wastegate) to force the poppet valve through its entire range of travel. When the valve is moving. watch the valve for smooth operation through its range of motion. If the valve sticks. the related components must be checked.
I
tr(=~~ Ie -n:
--L-
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PIN SERIES 295645 CALIBRATION PROCEDURE TEST - DRAW THRU ONLY
NOTE: Always calibrate both wastegates as a set when replacing or recalibrating one wastegate on Vee engines. Failure to do this will cause an imbalance between engine banks.
CAUTION I I A!!:!!!!!.....::::....:.:::....::...:..:::::..::.:..J.
Insure the gasket is re.L.!! .. moved from the wastegate mounting face. Failure to remove the gasket from the wastegate mounting face will result in an inaccurate reading causing damage to equipment and/or personal Injury. 1. Use a wrench to tap on the wastegate housing to prevent the valve from sticking during the test. to insure a proper valve height measurement. 2. Slowly apply air to the wastegate until the pressure reading agrees with the nominal control pressure range specified for that part number (see Table 5.35-4).
5.35 - 30
\
>--LI
~
f.LJJ
t
j'- •
COMPRESSO~ Jl~COOLAIfr
CONNECTIONS 0 ON B TH SIDES OF WASTEGATE
DISCHARGE CONNECTION 0.250-18 NPTF
"-
.I
Figure 5.35-57. Wastegate Adjusting PIN Series 295645
FORM 6248 First Edition
)
EXHAUST SYSTEM 5. Release the pressure from the wastegate completely and let the valve return to its seated position. Apply pressure per Step 2 above and confirm that the valve travels to the same 2.46 inch (62.484 mm) dimension. Readjust if necessary and tighten the jam nut. 6. If the valve does not retum to the 2.46 inch (62.484 mm) dimension, it is an indication that the valve is sticking and not working freely. If slight vibration or tapping of the assembly retums the valve to the 2.46 inch (62.484 mm) dimension, the wastegate can be used. If slight tapping or vibration does not return the valve to the 2.46 inch (62.484 mm) height, the wastegate is not operational and should be repaired or returned to the supplier. 7. Stamp the proper wastegate WED PIN on the wastegate name plate per Table 5.35-4, after the control pressure has been set. 8. Install the gasket to the wastegate mounting face (see Figure 5.35-55).
PIN SERIES 295645 WASTEGATE INSTALLATION - DRAWTHRU ONLY
IA
CAUTION IDeposits left on gasket
surfaces will cause leaks. Exercise care to keep the gasket material out of the turbo exhaust Inlet elbows. Verify that the gasket and gasket mating surfaces are clean and completely free of grease and oil. Disregarding this Information could result in product damage and/or personal Injury.
1.. • .:: .="--..;=,.;.;;:.....;:....:....::... . .........
1. Scrape the old gasket material from the wastegate mounting pad at the top of the turbo exhaust inlet elbows. 2. Position a new gasket on the wastegate mounting studs. 3. With the compressor discharge air connection opposite the crankcase vee, the male elbow tube fitting pointing to the rear of the engine. position the wastegates on the mounting studs. 4. Position 3/8 inch stainless steel lock washers over the mounting studs. 5. Using a small paintbrush. apply Bostik NeverSeez® Anti-Seize and Lubricating Compound to the threads of the mounting studs. 6. Thread the 3/8 inch stainless steel hex nuts (thick) onto the mounting studs. Install the nuts down until they contact the lock washers. Alternately tighten the nuts to ensure that the wastegate does not tilt. 7. Thread stainless steel lock nuts (thin) onto the mounting studs. Secure the thick stainless steel nuts with a wrench and tighten the thin lock nuts against the thick stainless steel nuts in an alternating pattern.
FORM 6248 First Ednion
5.35 - 31
EXHAUST SYSTEM LEFT BANK
I----~----~==~ I
,-'+-\
I
----r--
~
____
J
• ar:::nk
INTERCOOLER
I I Ilr I I
r;l(]]~
I
I
I
L.. J
TO OIL COOLER
FROM AUXIUARY WATER PUMP
t I
I
L __ ....... __
RIGHT BANK
---+ ---l.~
--....,1>
)
COMPRESSOR DISCHARGE PRESSURE SENSING TUBES WATER SUPPLY TUBES WATER RETURN TUBES
Figure 5.35-58. Wastegate Connections
8. Finger tighten the ferrule nuts (11/16 inch hex) to attach the two water supply tubes to the wastegate water inlet ports (male elbow tube fitting - right bank; male connector tube fitting - left bank) (see Figure 5.35-58). NOTE: The word 'Water" appears just above the wastegate base flange between the water inlet and outlet ports, the side with the petcock being the outlet port.
9. Finger tighten the ferrule nuts (11/16 inch hex) to attach the two water return tubes to the wastegate water outlet ports (male connector tube fitting - right bank; male elbow tube fitting - left bank).
10. Finger tighten the ferrule nuts (9/16 inch hex) to attach the free end of the compressor discharge pressure sensing tubes to the "Air" port at the side of each wastegate (male elbow tube fitting - both banks). 11. Wrench tighten all ferrule nuts. 12. Refill or top off the auxiliary cooling water circuit.
5.35 - 32
CAUTION ITrappe~alrlntheauxiIi~ I...-=.A=;......;:........;;...;'-_.::....;~. .
ry cooling water cirCUit leads to overheating that can result in wastegate damage and premature engine failure. Disregarding this Information could result in product damage and/or personal injury.
13. Bleed trapped air. See Wastegates, Bleeding Air.
ENGINE ALTITUDE ADJUSTMENTS
IA
CAUTION I
Engines must be derated .. for altitude. Adjusting wastegates to obtain rated load at high altitudes can result in turbocharger overspeed and failure. Disregarding this information could result in product damage and/or personal injury.
Wastegates on VHP GL engines are set to produce rated load at Sea Level upto 1500 ft. (457 m). Apply the standard derate to all intermittent and continuous duty engines: deduct 2% for each 1000 ft. (305 m) above 1500 ft. (457 m).
FORM 6248 First
Ed~ion
)
SECTION 5.40 - CRANKCASE BREATHER SYSTEM CRANKCASE BREATHER SYSTEM
CRANKCASE VAPOR OUTLET
/
COMPONENTS The components of the crankcase breather system are as follows:
SEPARATOR
CELLULAR
LID
• Separator Screen • Oil Separator(s) • Vacuum Valve/Choke Valve
o
• Breather Regulator • Venturi Extractor - GSl/GL • Venturi - GSI DESCRIPTION The purpose of the crankcase breather system is to maintain a slight negative pressure in the crankcase. The negative pressure rids the crankcase of harmful water vapors and combustion gases (blowby), and helps to prevent sludge buildup and oil contamination. The breather system is also designed to separate the oil from the vapors before the discharge is released into the atmosphere. SEPARATOR SCREEN 12 cylinder engines have one crankcase separator screen. The separator screen is on top of the cylinder block on the rear right side.
MESH ELEMENT
CRANKCASE AND OIL INLET
Figura 5.40-1. Oil Separator - 12 Cylinder Engines
The crankcase vapors are drawn through the cellular foam contained in the outlet side of the separator and pass through breather tubes to the venturi extractor, where they are discharged into the atmosphere through the exhaust stack.
The crankcase separator screen allows vapors to be vented from the crankcase. It also serves to stop a portion of the oil carried by these vapors from reaching the oil separator. As the oil mist and vapors pass out of the crankcase, the expanded metal elements in the separator screen restrict the flow of much of the oil, dropping the surplus back into the oil pan.
flow of oil is restricted by a removable corrugated steel mesh element. The condensed oil returns to the oil pan through a drain tube in the base of the separator housing. The crankcase vapors pass into the venturi extractor, where they are drawn into the exhaust stack and discharged into the atmosphere.
OIL SEPARATOR(S)
VACUUM VALVE/CHOKE VALVE
The 12 cylinder engine has two oil separators. One is mounted above the cylinder block at the rear right side of the engine. The oil separator is connected by a breather tube to the crankcase separator screen in the top of the cylinder block.
The vacuum valves allow the crankcase pressure to be adjusted externally. On G engines, the vacuum valve is located on top of the oil separator. On GSI engines the vacuum valve is located on the breather tube leading to the venturi. On GL engines and some GSI engines (if venturi extractor equipped), the choke valve is located at the front of the venturi extractor.
The second oil separator is connected by an elbow to the vent in the gear housing cover althe front left side of the engine.
As the crankcase vapors pass into the oil separator, the
As the crankcase vapors and oil mist pass through the oil separator, much of the oil adheres to the steel mesh element contained in the inlet side of the separator housing. This surplus oil condenses, drops into the base of the separator and returns to the oil pan (see Figure 5.40-1).
FORM 6248 First Edition
5.40 -1
CRANKCASE BREATHER BREATHER REGULATOR
VENTURI EXTRACTOR - GSI/GL
The crankcase breather regulator assembly is connected to the ejector breather or venturi extractor through a tee and pipe nipple arrangement.
The crankcase breather system uses exhaust gas velocity to create a negative pressure in the crankcase. The crankcase vapors are drawn through the oil separators to the venturi extractor see Figure 5.40-3. The venturi extractor creates a vacuum at the exhaust pipe connection to draw the crankcase vapors from the oil separators into the exhaust stack.
The breather regulator is above the water manifold in the center of the crankcase vee. While the manual crankcase pressure adjustment procedures represent coarse adjustments to the breather system, the crankcase vacuum regulator automatically performs the fine adjustments that are necessary to compensate for variations in speed and load. Maintaining a negative crankcase pressure is important to prevent oil leaks and vacate harmful vapors, but too much pressure pulls in environmental dust and dirt. With less load, less vacuum is required to vacate crankcase vapors. When the turbocharger compressor discharge air is reduced, a floating disc or plate within the crankcase breather regulator assembly drops down to restrict the amount of outside air pulled in (see Figure 5.40-2).
Figure 5.40-3. Venturi Extractor/Choke Valve Assembly - GL Shown
NOTE: Some GSI engines may be equipped with venturi extractor.
a
)
The venturi extractor is mounted in a horizontal position at the top of the water manifold in the center of the crankcase vee.
E-CLIP
VENTURI - GSI GSI engines use a venturi configured as shown in figure Figure 5.40-4.
UPPER VENTURI---........9 \CREEN
NUT Figure 5.40-2. Breather Regulator Assembly - Current Style
With an increase in load, the amount of compressor discharge air from the turbochargers increases and the plate within the regulator floats up. More outside air is sucked in as the plate rises, which allows the breather system to draw a greater vacuum.
5.40 - 2
~-~ij LOWER VENTURI
V-BAND COUPLING
I
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Figure 5.40-4. Venturi Assembly - GSI Shown
FORM 6248 Firsl Edition
)
CRANKCASE BREATHER CRANKCASE PRESSURE MEASUREMENT
CRANKCASE PRESSURE ADJUSTMENT - GIGSI VENTURI EQUIPPED
CRANKCASE PRESSURE MEASUREMENT G/GSI/GL
1. Run the engine at rated speed and load.
NOTE: Measure the crankcase pressure at least once evel}' 3 months (2160 hours).
A negative crankcase pressure of 0 - 1 in. (25.4 mm) H20 must be maintained. Proceed as follows: 1. Remove the pipe plug from the oil level gauge support and install a tube connector in the hole (1/8 inch NPT) (see Figure 5.40-5).
NOTE: A negative pressure of 0 - 1 inch (25.4 mm) H20 is desirable at all speeds and loads.
2. Locate the vacuum valve (on G models, located on top of the oil separator, on GSI models, located on the breather tube leading to the venturi) (see Figure 5.40-6 and Figure 5.40-7).
I
BUTTERFLY VALVE HEX NUT
J lib, '='1
h ~ ~
1+o V
ADJUSTING SCREW
I
BREATHER TUBE
Figure 5.40.0. Vacuum Valve ~ssembly - G
I
BUTTERFLY VALVE HEX NUT
~~~---ill BREATHER TUBE
Figure 5.40-7. Vacuum Valve Assembly - GSI Figure 5.40-5. Install Water Manometer Tube Connector
2. Connect one end of a water manometer to the connector and vent the free end to the atmosphere; the manometer line must not protrude beyond the inner surface of the gauge support or an inaccurate reading may result.
3. Measure the crankcase pressure and perform all pressure adjustments while the engine is operating at rated speed and load. (See Crankcase Pressure Adjustment.) 4. Remove the manometer line and tube connector. Install the pipe plug (see Figure 5.40-5).
FORM 6248 First Edition
3. Loosen the upper and lower hex nuts. 4. Slowly turn the slotted screw to adjust the internal butterfly valve, to restrict or open the the air flow until proper pressure is attained. 5. Remove the engine load. 6. Measure the crankcase pressure again. Readjust the vacuum valve if it is not within specification. 7. Retest at rated speed and load. If the crankcase pressure is within specification, use a screwdriver to hold the slotted screw in position and tighten the lower hex nut. Using a wrench to hold the lower hex nut in position, lock the lower hex nut by tightening the upper hex nut down on the lower hex nut.
5.40 - 3
CRANKCASE BREATHER 8. If adjustment of manual control devices fails to properly regulate crankcase pressure: A. Clean the crankcase separator screen.
NOTE: GSI engines may be equipped with either a (venturi extractor/choke valve assembly, see Figure 5.40-8 and Figure 5.40-9, or vacuum valve assembly, see Figure 5.40-6 and Figure 5.40-7)
)
B. Clean the crankcase oil separators (lor 2). C. Clean all breather tubes. D. Clean and inspect the venturi extractor assembly. E. Inspect the air cleaner prefilter pads and main filter elements. Clean or replace as necessary. F. Measure the exhaust backpressure. Excessive backpressure reduces breather system effectiveness.
NOTE: After cleaning, servicing or replacing any component of the crankcase breather system, recheck the crankcase pressure to verify that it is within specification and that all system components are functioning properly.
Figure 5.40-8. Venturt Extractor/Choke Valve Assembly - GL
CRANKCASE PRESSURE ADJUSTMENT (VENTURI EXTRACTORNACUUM VALVE ASSEMBLY EQUIPPED) - GSI/GL The venturi extractor assembly employs turbocharger compressor discharge air to create a vacuum to pull vapors out of the crankcase. The vapors are pulled through the oil separators and discharged into the atmosphere through the exhaust stack.
)
The amount of air forced through the venturi extractor controls the amount of vacuum drawn. The more air, the greater the vacuum. The greater the vacuum, the higher the negative pressure in the crankcase. All engines are provided with manual crankcase pressure adjustment. The adjustment is accomplished by admitting more or less outside air into the breather system. All manual adjustment devices are externally controlled and easily accessible.
Figure 5.40-9. Venturt Extractor/Choke Valve Assembly - GSI
Crankcase pressure is manually adjusted by turning the choke valve on GSI (venturi extractor/vacuum valve assembly equipped) and GL engines (Figure 5.40-8 and Figure 5.40-9) or by adjusting the vacuum valve on G and GSI (choke valve equipped) engines.
NOTE: A negative pressure of 0 - 1 inch (25.4 mm) H20 is required at all speeds and loads.
)
5.40 - 4
FORM 6248 First Edition
CRANKCASE BREATHER 1. Run the engine at rated speed and load.
2. Locate the choke valve in the venturi extractor assembly (see Figure 5.40-10). The choke valve is threaded into a hole in the bottom ofthe venturi extractor pressure housing and is locked in place with a hex nut.
3. Loosen the hex nut and seat the choke valve by turning it clockwise into the pressure housing. 4. Slowly back the choke valve out of the pressure housing until the recommended negative crankcase pressure is obtained.
5. Remove the engine load. 6. Measure the crankcase pressure again. Readjust the choke valve if it is not within specification. Adjust the choke valve by turning it into or out of the pressure housing.
7. Turn the choke valve out of the pressure housing (CCW) to increase the negative pressure. This action decreases the restriction in the venturi to increase the amount of air passing through.
8. Turn the valve into the pressure housing (CW) to reduce the negative pressure. This action increases the restriction in the venturi to decrease the amount of air passing through.
9. Retest at rated speed and load. If the crankcase pressure is within specification, tighten the hex nut to hold the choke valve setting.
10. If adjustment of manual control devices fails to properly regulate crankcase pressure:
A. Clean the crankcase separator screen. B. Clean the crankcase oil separators (lor 2). C. Clean all breather tubes.
D. Clean and inspect the crankcase vacuum regulator assembly.
E. Clean and inspecttheventuri extractor assembly. F. Inspect the air cleaner prefilter pads and main filter elements. Clean or replace as necessary.
G. Measure the exhaust backpressure. Excessive backpressure reduces breather system effectiveness.
Figure 5.40-10. Venturi Extractor Assembly
NOTE: After cleaning, seNicing or replacing any component of the crankcase breather system, recheck the crankcase pressure to verify that it is within specification and that all system components are functioning properly.
FORM 6248 First
Edition
5.40 - 5
CRANKCASE BREATHER CRANKCASE SEPARATOR SCREEN CRANKCASE SEPARATOR SCREEN REMOVAL
12 cylinder engines have one crankcase separator screen. The separator screen is on top of the cylinder block on the rear right side. Since obstruction of the elements can affect the ability of the crankcase breather system to draw a negative vacuum, the separator screen should be inspected annually. (The engine has another vent in the gear cover at the front left side of the engine, but it does not contain a screening element.) 1. On G engines, loosen the hose clamp and detach the connecting hose from the oil separator flange. On GSI and GL engines disconnect the breather tube from the oil separator (see Figure 5.40-11).
/
A
WARNING
Compressed air can pierce the skin and cause severe personal Injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 2. Dry the screening element from the inside out using low pressure compressed air. CRANKCASE SEPARATOR SCREEN ASSEMBLY 1. Position a new gasket over the rectangular hole on the top of the cylinder block (rear right corner) (see Figure 5.40-12). Verify that the gasket surfaces are clean and completely free of grease and oil.
BREATHER TUBE
)
Figure 5.40-12. Crankcase - Rear Right 2. Install the separator screen in the cylinder block. 3. POSition a new gasket on the upper flange of the separator screen ( (see Figure 5.40-11). Verify that the gasket surfaces are clean and completely free of grease and oil. 4. Fasten the breather tube and separator screen to the top of the cylinder block (2 ferry head capscrews, 3/8 x 1-1/4 inches, with lock washers). Figure 5.40-11. Crankcase Separator Screen Assembly - 12 Cylinder Engines - GL Shown 2. Remove the two ferry head capscrews securing the breather tube and separator screen to the top of the cylinder block. 3. Remove the breather tube. 4. Raise and remove the separator screen. CRANKCASE SEPARATOR SCREEN CLEANING AND INSPECTION 1. Wash the screen in a non-volatile cleaning solution or solvent, if necessary. 5.40 - 6
5. Slide a loosened hose clamp over the top of the breather tube. 6. Insert the oil separator inlet pipe into the breather tube. Tighten the hose clamp. 7. Install the U-bolt to secure the breather tube to the right bank air duct support bracket.
NOTE: After cleaning, servicing or replacing any component of the crankcase breather system, recheck the crankcase pressure to verify that it is within specification and that all system components are functioning properly. FORM 6246 First Edition
)
CRANKCASE BREATHER
,
10
ITEM NUMBER AND DESCRIPTION
1
Breather Flange
4
Oil Separator
7
Hose
10
Breather Tube
2
Capscrew
5
Gasket
8
Clamp
11
Vacuum Valve
3
Lock washer
6
Hose
9
Breather
Figure 5.40-13. 011 Separator - G
OIL SEPARATORS
4. Remove the breather from the air cleaner duct.
OIL SEPARATOR REMOVAL - G
5. Loosen hose clamp and remove the crankcase vacuum tube assembly from the breather.
1. Loosen two hose clamps and disconnect the hose from the crankcase vacuum valve assembly tube. )
2. Loosen two hose clamps and disconnect the breather tube from the air cleaner duct. 3. Loosen hose clamp and remove the crankcase vacuum valve assembly from the breather. FORM 6248 First Edition
6. Loosen two hose clamps and remove the connecting hose between the air cleaner duct and the oil separator. 7. Remove two ferry head capscrews, lock washers, breather flange, gasket, and oil separator from the crankcase (see Figure 5.40-13). 5.40 -7
CRANKCASE BREATHER OIL SEPARATOR INSTALLATION - G
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1. Install the oil separator on the crankcase with two ferry head capscrews, lock washers, breather flange, and gasket.
2. Connect the oil separator assembly to the air duct tube with hose and two hose clamps.
ELBOW
OIL SEPARATOR
"
__'l...~r---_
3. Apply pipe sealant to threads, and install the breather to the air cleaner duct.
4. Install the crankcase vacuum valve assembly to the breather with hose clamp.
5. Install breather tube on the air cleaner duct with two hose clamps. HOSE CLAMP
6. Install the connecting hose between the air breather tube and crankcase vacuum valve assembly with two hose clamps.
U-BOLT
J
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7. Loosen hose clamp and remove the crankcase vacuum tube assembly from the breather. OIL SEPARATOR REMOVAL - GSI/GL One oil separator is mounted althe rear right side ofthe engine. A breather tube (unthreaded oil inlet pipe) connects this oil separator to the crankcase separator screen in the top of the cylinder block. A second oil separator is mounted at the front left side of the engine. A threaded oil inlet pipe connects this oil separator to a vent in the gear housing cover. Disassemble and clean the oil separators every 720 hours.
/
)
AIR DUCT BRACKET
BREATHER TUBE
/
The oil separator must be completely removed from the engine for proper cleaning.
Unthreaded Oil Inlet Pipe
Figure 5.40-14. 011 Separator Assembly, Unthreaded Oil Inlet Pipe - GL Shown
1. Loosen the hose clamps from the oil separator inlet and outlet pipes (see Figure 5.40-14). 2. If necessary, loosen the U-bolt that holds the breather tube to the right bank air duct support bracket. 3. Detach the oil separator outlet pipe from the breather elbow (top). 4. Detach the oil separator inlet pipe from the breather tube (bottom).
)
5.40 - 8
FORM 6248 First Edition
CRANKCASE BREATHER Threaded Oil Inlet Pipe 1. Loosen the hose clamp and detach the breather tube from the oil separator outlet pipe (see Figure 5.40-15).
OIL SEPARATOR CLEANING AND INSPECTION GSI/GL
1. Snap down the two retaining clips. Remove the lid from the body of the oil separator.
2. Remove the rubber O-ring seal from the inside rim of the lid. Inspectthe seal for cuts, tears or loss of elasticity. Replace when necessary.
"-
BREATHER TUBE
3. Thoroughly wash the lid containing the permanent filter of cellular foam in common detergent.
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HOSE CLAMP
4. Thoroughly wash the body containing the permanent steel mesh element in a non-volatile cleaning solution or solvent.
IA
CAUTION I
High pressure com.. pressed air can easily damage the cellular foam and light metal filter mesh element causing breather system restriction and the resultant excessive crankcase pressure condition. Disregarding this information could resub In product damage and/or personal injury_
5. Dry the lid and body with low pressure compressed air. 6. Place the rubber O-ring seal on the inside rim of the lid. 7. Hook the end of each retaining cUp under the flange atthe top of the separator body and snap up the hinge to secure the lid. OIL SEPARATOR INSTALLATION - GSI/GL Figure 5.40-15. 011 Separator Assembly, Threaded 011 Inlet Pipe - GSI/GL
2. Unthread the oil separator inlet pipe from the oil filler elbow. Use a 4 inch channel lock wrench or slip pliers to grasp the tube just above the pipe threads.
Unthreaded Oil Inlet Pipe 1. Attach the oil separator outlet pipe to the breather elbow (top) (see Figure 5.40-14). Tighten the hose clamp. 2. Attach the oil separator inlet pipe to the breather tube (bottom). Tighten the hose clamp. 3. Tighten the U-bolt to secure the breather tube to the right bank air duct support bracket. Threaded 011 Inlet Pipe 1. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the inlet pipe threads(see Figure 5.40-15). Thread the oil separator onto the oil filler elbow (bottom). Use a 4 inch channel lock wrench or slip pliers to grasp the tube just above the pipe threads. 2. Attach the breather tube to the oil separator outlet pipe. Tighten the hose clamp.
NOTE: After cleaning, servicing or replacing any component of the crankcase breather system, recheck the crankcase pressure to verify that it is within specification and that all system components are functioning proper/y. FORM 6248 First Edition
5.40 - 9
CRANKCASE BREATHER CRANKCASE BREATHER REGULATOR GSI/GL CRANKCASE BREATHER REGULATOR REMOVAL - GSI/GL
CRANKCASE BREATHER REGULATOR DISASSEMBLY - GSI/GL
)
1. Remove the elastic stop lock nut (5116 inch hex) from the end of the regulator rod (Figure 5.40-17).
The breather regulator assembly is connected to the ejector breather or venturi extractor through a tee and . pipe nipple arrangement. The vacuum regulator is above the water manifold in the center of the crankcase vee. While there is no manual adjustment of the crankcase breather regulator, it should be inspected annually for an accumulation of dirt or grit. Harsh environments may dictate more frequent attention.
HOUSING
1. To free the breather regulator assembly, back off the conduit lock nut on the tapered pipe nipple (see Figure 5.40-16).
C
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E-CLIP
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VALVE
~/'
i
VALVE
~/
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Figure S.40-16. Breather Regulator AssemblyGLShown
PLATE
HUB
\
O-RING
~/LOCKNUT
2. Remove the breather regulator assembly from the pipe nipple. 3. Inspect the regulator screen for tears, dents or holes.
Figure SAO-17. Breather Regulator AssemblyAll Engines 2. Slide the screen off the regulator rod. 3. Remove the O-ring from the groove in the regulator housing 10. 4. Slide the valve plate off the rod.
5.40 - 10
FORM 6248 First Edition
}
CRANKCASE BREATHER CRANKCASE BREATHER REGULATOR CLEANING AND INSPECTION - GSI/GL
A
WARNING
Compressed air can pierce the skin and cause severe personal InJury or death. Never use your hand to check for leaks or to detennine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris.
4. Lightly lubricate the regulator rod with a light oil. Apply a thin even film. 5. Slide on the valve plate with the weighted (threaded) side of the hub toward the free end of the rod. NOTE: Verify that the valve plate moves freely on the rod without cocking or sticking.
6. Slide the O-ring over the rod and into the groove in the regulator housing ID.
1. Thoroughly wash all parts in a non-volatile cleaning solution or solvent to remove accumulations of dust, dirt, grease and grit. Dry with low pressure compressed air.
7. Turn the breather regulator right side up. The outer edge of the valve plate should make complete contact with the O-ring.
2. Inspect the regulator housing for cracks.
8. Slide the screen over the rod until it seats against the step machined into the regulator housing OD.
3. Inspect the regulator rod for scratches or burrs. 4. Inspect the O-ring for cuts, tears or loss of elasticity. 5. Inspectthe regulator screen for tears, dents or holes. 6. Inspect the valve plate for nicks, cracks or other damage.
A
CAUTION IlfrePlaceme~tofthereg
IL.!: .=~=..:..:::;...;~=;.;:.J. . ulator hOUSing or valve assembly is necessary, be sure to order the correct part numbers. Since air flow requirements vary between engine models and applications, the housings and valves are sized or weighted differently and are not interchangeable. Disregarding this information could result in product damage and/or personel Injury.
9. Install the elastic stop lock nut (5/16 inch hex) on the end of the rod. Replace the lock nut after it is removed the second time. CRANKCASE BREATHER REGULATOR INSTALLATION - GSI/GL 1. Thread the vacuum regulator onto the tapered pipe nipple until snug (3 or 4 threads) (s~Figure 5.40-16). 2. To lock the vacuum regulator in place, tighten the conduit lock nut against the regulator flange. NOTE: After cleaning, servicing or replacing any com· ponent of the crankcase breather syStem, recheck the crankcase pressure to verify that it is within specfflcation and that all system components are functioning properly.
7. Replace any parts of the assembly that are damaged or worn. Assembling 1. Insert the unthreaded end of the hub through the hole in the center of the valve plate (see Figure 5.40·17). 2. Install the E-clip in the groove of the hub with the concave side facing the valve plate. Verify that the hub is tightly locked to the plate. 3. If removed, use a small paintbrush to apply Lithoplex® Grease No. 2 (Multipurpose Lithium Complex Formula Containing Molybdenum DiSUlfide) to the coarsely threaded end of the regulator rod. Drive the rod into the regulator housing until it bottoms out in the bore. Use a collet type stud driver for best results. If necessary, tap the end of the rod with a rubber mallet to center it in the bore.
FORM 6248 First Edttion
5.40 -11
CRANKCASE BREATHER VENTURI
VENTURI EXTRACTOR - GSI/GL
VENTURI REMOVAL - GSI
VENTURI EXTRACTOR REMOVAL - GSI/GL
1. Loosen the upper V-band coupling and remove the flexible exhaust connection from the venturi assembly (see Figure 5.40-18).
Crankcase vapors are drawn through the oil separators to the venturi extractor. While most of the surplus oil drawn out of the crankcase is returned to the oil pan, a portion of the oil mist may pass through the separators into the venturi extractor assembly. Oil drawn into these the extractor can affect its ability to draw a negative vacuum over a period of time.
UPPER VENTlJRI
'---...9
~~~~ LOWERVENTURI~I~ V-BAND COUPUNG
'l.J
NOTE: Venturi extractor assembly is similar for GSI/GL models. 1. Loosen the hose clamp to remove the 3-1/2 inch flexible hose connection between the vacuum regulator and the Y -shaped breather tube (see Figure 5.40-19, Figure 5.40-20 and Figure 5.40-21).
~
Figure 5.40-18. Venturi Assembly - GSI Shown 2. Remove the upper venturi from the venturi body.
)
3. Loosen the lower V-band and remove the lower venturi and venturi body from the exhaust elbow. VENTURI CLEANING AND INSPECTION - GSI
Figure 5.40-19. Venturi Extractor Assembly - GSI
1. Wipe off any deposits on the upper and lower venturi. 2. Inspect the upper, and lower venturi and the venturi body for cracks holes or dents. VENTURI INSTALLATION - GSI 1. Install the venturi body and lower venturi on the exhaust elbow with V-band coupling. 2. Install the upper venturi over the tabs on the lower venturi. 3. Install the flexible exhaust connection on the venturi body with V-band coupling.
Figure 5.40-20. Venturi Extractor Assembly - GL
5.40 -12
FORM 6248 First Edition
CRANKCASE BREATHER
9
f',~ /8 ~
~V15 12 ITEM NUMBER AND DESCRIPTION
1
Venturi Extractor
2
Nozzle
3 4 5 6 7
Gasket
Nut
9 10 11 12 13 14 15
8
Nut
16
Pressure Housing
Capscrew Lock washer
Choke Valve Rear Bracket Capscrew Washer Lock washer Front Bracket Gapscrew Capscrew
17 18 19 20 21 22 23 24
Gasket Flange
Capscrew Elbow Air Supply Tube
25 26 27 28 29
Coupling Extractor Tube Gasket
Capscrew Washer
Pipe Flange O-ring
Figure 5.40-21. Venturi Extractor Assembly
FORM 6248 First Edition
5.40 - 13
CRANKCASE BREATHER 2. Unthread the ferrule nut (1-5/16 inch hex) to remove the turbocharger compressor discharge line from the venturi extractor pressure housing (male elbow tube fitting). 3. Remove the brass coupling between the two venturi extractor tubes. Remove the two rubber gaskets from the coupling (see Figure 5.40-22).
7. Remove the venturi extractor assembly from the engine. 8. Unthread the hex jam nut on the choke valve in the center of the venturi extractor pressure housing (see Figure 5.40-21). 9. Unthread the choke valve from the pressure housing. 10. Remove the two remaining capscrews securing the venturi extractor pressure housing to the extractor body. 11. Remove the gasket between the pressure housing and the extractor body. VENTURI EXTRACTOR CLEANING AND INSPECTION - GSI/GL
NOTE: Some GSI models may have a venturi extractor instal/ed as an option. In this application the venturi extractor is installed with the choke valve oriented towards the rear of the engine. NOTE: Leave the venturi extractor nozzle in place; removal may result in nozzle damage.
Figure 5.40-22. Venturi Extractor Assembly 4. Remove the two capscrews securing the venturi extractor pressure housing to the front extractor bracket (see Figure 5.40-23).
1. Using a solvent soaked cloth and/or wire brush, thoroughly clean the choke valve, pressure housing and venturi extractor nozzle. Rod the nozzle out, if necessary.
A
)
WARNING
Compressed air can pierce the skin and cause severe personal injury or death. Never use your hand to check for leaks or to determine air flow rates. Wear safety glasses to shield your eyes from flying dirt and debris. 2. Dry all parts with low pressure compressed air.
Figure 5.40-23. Venturi Extractor Assembly 5. Remove the two capscrews securing the venturi extractor to the rear extractor bracket.
)
6. Remove the venturi flange adapter, short extractor tube and venturi flange O-ring from the extractor body. 5.40 -14
FORM 6248 First Edition
CRANKCASE BREATHER VENTURI EXTRACTOR ASSEMBLY - GSI/GL 1. Thread the choke valve into the center of the venturi extractor pressure housing. Install the hex jam nut on the choke valve (see Figure 5.40-21). 2. Install a new gasket between the venturi extractor pressure housing and the extractor body. Verify that the gasket surfaces are clean and completely free of grease and oil.
9. Inspect the rubber coupling gaskets for tears, cuts or general deterioration. Replace as necessary. to. Install the brass coupling between the short venturi flange adapter tube and the extractor tube. 11. Attach the turbocharger compressor discharge line to the venturi extractor pressure housing (male elbow tube fitting) (see Figure 5.40-25).
3. Using the two threaded holes closest to the compressor discharge air supply tube flange, fasten the venturi extractor pressure housing to the extractor body (2 capscrews, 3/8 x 1-1/2 inches, with lock washers and hex nuts).
NOTE: In addition to securing the venturi extractor pressure housing to the extractor body, the other two holes are used with longer capscrews to fasten the assembly to the front extractor bracket. 4. Move the venturi extractor assembly to the engine. 5. Slide the venturi flange adapter onto the end of the short extractor tube. Be sure that the inside counterbore faces outward toward the tube end. 6. Slide a new O-ring down the tube until it seats against the inside counterbore of the flange adapter. Apply Parker O-Iube® to the O-ring. 7. Install two capscrews (3/8 x t-l/2 inches, with lock washers and plain washers) through the slotted holes in the rear extractor bracket. Thread the capscrews through the venturi flange adapter (with extractor tube) into the extractor body (see Figure 5.40-24). Wrench tighten.
, Figure 5.40-25. Venturi ExtractOr Assembly
12. Scribe or ink the ferrule nut and wrench tighten 1-1/4 turns. After several remakes, it may be necessary to advance the ferrule nut 1/3 of a hex flat to obtain a leak-tight seal. 13. Inspect the 3-1/2 inch flexible hose connection for tears, cuts or cracks. Also check for hardening, softening or swelling. 14. Install the flexible hose connection between the vacuum regulator and the Y -shaped breather tube. Tighten the hose clamps.
NOTE: After cleaning, servicing or replacing any component of the crankcase breather system, recheck the crankcase pressure to verify that it is within specification and that all system components are functioning properly.
FRONT
REAR
Figure 5.40-24. Venturi Extractor Brackets
, )
8. Fasten the venturi extractor pressure housing to the front extractor bracket (2 capscrews, 3/8 x 2 inches, with plain washers, lock washers and hex nuts).
FORM 6248 First Edition
5.40 -15
CRANKCASE BREATHER CRANKCASE PRESSURE RELIEF VALVES Crankcase pressure relief valves may be supplied as a safety precaution in lieu of the standard oil pan door (see Figure 5.40-26). The valves open fully when the pressure in the crankcase exceeds one pound per square inch and close tightly and quickly to prevent the inflow of air after the internal pressure has been relieved. The possibility of combustion is prevented, since no oxygen is allowed to enter the crankcase to support new combustion. The valves do not prevent crankcase combustion, but only reduce the peak pressures, thereby minimizing damage.
A
WARNING
)
The number of pressure relief valves used on the engine depends on the volume of the crankcase. Never operate the engine without all valves on the engine. The ability of the system to function is dependent upon the proper number of relief valves. Operation without the proper type and number of relief valves, or If the relief valves are not properly maintained, can result In severe personal Injury or death.
NOTE: Placement of the pressure relief valves may val)l due to other engine mounted accessories. CRANKCASE PRESSURE RELIEF VALVE EXERCISE To ensure that they are in proper working condition, the crankcase pressure relief valves should be exercised and inspected annually. 1. Shut down the engine and allow it to cool. 2. Lift the valve off its seat to verify that the plate is free to move and the gaskets are serviceable. CRANKCASE PRESSURE RELIEF VALVE REMOVAL
Figure 5.40-26. Bicera Pressure Relief Valve
The valve incorporates an internal flame trap to retard the emission of flame while the valve is venting. The flame trap is of an oil-wetted wire gauze design. The cooling capacity of the gauze is doubled when oilwetted, a condition effected by the oil mist that normally exists in the crankcase or by oil spray from the connecting rod bearings. The valve incorporates the flame trap as a single unit and the O-ring construction eliminates oil leakage.
)
NOTE: Since it is necessal)l to drain the oil pan to remove the oil pan doors, schedule the inspection procedure during a regular oil change interval. 1. Loosen the oil pan door clamp capscrew(s). Roll pins will hold the door clamp in position. 2. Rotate the assembly about 45 degrees to remove the door from the access hole.
The crankcase pressure relief valves are an important part of the engine safety system and must be properly maintained. Combustion may occur in the crankcase when a localized hot spot brings the oil mist above the flash point temperature (approximately 375 - 480' F, 191 - 249' C). If the crankcase is not fitted with the proper type and number of relief valves, or if these relief valves are not properly maintained, the oil pan doors may be blown off and a secondary explosion of greater intensity might take place, resulting in death and damage to property. )
5.40 - 16
FORM 6246 First Edition
CRANKCASE BREATHER CRANKCASE PRESSURE RELIEF VALVE CLEANING AND INSPECTION
UPPER SPRING
CAP
A service kit, PIN 489162, is available for servicing the crankcase pressure relief valves. See Figure 5.40-27.
A
WARNING
Always use approved cleaning solvents In a well ventilated area. Avoid contact with skin. Disregarding this Information could result in severe personal injury or death. 1. Thoroughly clean all parts of the assembly in a non-volatile cleaning solution or solvent.
IA
CAUTION I
ROLL PIN
\
High pressure com.. pressed air may damage the wire gauze design and adversely affect the operation of the flame trap. Disregarding this information could result in product damage and/or personal injury. 2. Drip dry the screen or air blow dry using low pressure compressed air.
3. Carefully inspect the screen for tears or holes. Replace if damaged. 4. Inspect the the valve to insure that all nuts, bolts and covers are in place and secure. 5. Inspect the spindle for rust and lightly grease it. 6. Inspect the large and small spindle screw O-rings for cuts, tears or loss of elasticity. Replace the large and small O-rings every two years, or more frequently if necessary. 7. Inspect the rubber sealing surface on the valve plate for scratches, cuts, nicks, pits or other damage. replace the plate if damaged.
Figure 5.40-27. Pressure Relief Valve Cross Sectional View
CRANKCASE PRESSURE RELIEF VALVE ASSEMBLY 1. Check the seal at the back of the oil pan door for tears, cuts or general deterioration. 2. If replacement is necessary, remove the old seal from the groove and discard. Verify that the groove is clean and free of dirt, grit and other debris. 3. Apply 3M Scotch Grip" Rubber and Gasket Adhesive 847 to the groove. Install a new seal. 4. Install the oil pan doors. Hold each door so that the rear clamp is 45 degrees from the vertical pOSition. Insert the clamp into the oil pan access hole. Holding the door against the face of the access hole, rotate the door until the clamp is in the horizontal position. Tighten the door clamp capscrew(s).
FORM 6248 First Edition
5.40 -17
CRANKCASE BREATHER
/
1
3
cl6
~3
16 ' \ ...--
0/
/
«lib....
7
5
/
~ /9 <....> /
11
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9....................
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/"
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/" ....
12
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........
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12 ....
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14
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15
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10 '\
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ITEM NUMBER AND DESCRIPTION 1
Tube
5
"L" Shaped Tube
9
Washer
13
Lower Tube
2
Breather Regulator
6
Vacuum Valve
10
Tube
14
Clamp
3
Clamp
7
Capscrew
11
Clamp
15
Gapscrew
4
lock washer
8
Nut
12
Hose
16
Rear Tube
Figure 5.40-28. Breather Tubes - GSI
BREATHER TUBES BREATHER TUBE REMOVAL - GSI
1. Remove two hose clamps and connecting hose between the left side oil separator breather tube and lower breather tube routed between the exhaust manifolds (see Figure 5.40-28).
5.40 -18
2. Loosen two hose clamps and remove the lower breather tube and connecting hose from the rear breather tube. 3. Remove the lower breather tube from between the exhaust manifolds.
FORM 6248 First Ednion
)
CRANKCASE BREATHER 4. Remove two hose clamps and connecting hose between the exhaust manifolds and the rear breather tube leading to the "L" shaped breather tube on the oil separator. 5. Remove nut, lock washer, capscrew and rear breather tube from supporting clamp. 6. If required, remove nut, lock washer, two washers, capscrew and supporting clamp from the turbocharger elbow (see Figure 5.40-29).
BREATHER TUBE INSTALLATION - GSI
1. Apply GE Red RTV 106 Silicone Rubber Adhesive Sealant, High Temperature, to threads and install breather pipe to the venturi (see Figure 5.40-28). 2. Apply GE Red RTV 106 Silicone Rubber Adhesive Sealant, High Temperature,1 to the ends of the vacuum valve and install the vacuum valve on the breather pipe and "L" shaped breather tube with two hose clamps. 3. Install the rear breather tube to the "L" shaped breather tube with connecting hose and two hose clamps. 4. If removed, install the rear breather tube supporting clamp on the bracket with capscrew, two washers, lock washer and nut. 5. Install the supporting clamp on the rear breather tube with capscrew, lock washer and nut. 6. Install the lower breather tube to the rear breather tube with connecting hose and two hose clamps. 7. Install the curved end of the lower breather tube to the left side air breather assembly with connecting hose and two hose clamps (see Figure 5.40-30).
Figure 5.40-29. Support Clamp
7. Loosen two hose clamps and remove the vacuum valve tube from the "L" shaped breather tube on the oil separator and the breather tube to the venturi. 8. Remove the breather tube from the venturi.
Figure 5.40-30. Breather Tube - Front Vee
8. Install the supporting clamps and lower breather tube to the exhaust manifold with capscrew lock washer and nut.
,
!
FORM 6248 First Ednion
5.40 -19
CRANKCASE BREATHER
... .",,/ ... '"
~
U-SHAPED TUBE
~~~
(1'~
...,
"-
"-
r'-
"-
"-,,-
....
I
(J~ -........0 A ' " U~ ... '"
... ... ...
:> \ ,.""..
.....
OIL SEPARATOR OUTLETPIPEELBOW (REAR RIGHT)
~~
6J
OIL SEPARATOR OUTLET PIPE (FRONT LEFl)
" )
Figure 5.40-31. Breather System Tube Connections - GL BREATHER TUBE REMOVAL - GL 1. Remove two hose clamps and connecting hose between the left side oil separator breather tube and lower breather tube routed between the exhaust manifolds (see Figure 5.40-31).
tube upper air breather assembly and the breather regulator assembly. 7. Remove pipe tee from the venturi extractor. If required, remove the pipe nipples from the elbow.
2. Remove two hose clamps and connecting hose between the lower breather tube between the exhaust manifolds and the rear breather tube leading to the "Y' shaped breather tube. 3. Remove nut, lock washer, two washers, capscrew and supporting clamp from support bracket. 4. Remove two nuts, lock washers, capscrews supporting clamps and lower breather tube from between the exhaust manifolds. 5. Loosen two hose clamps and remove the rear breather tube and connecting hose from the"Y' shaped breather tube.
)
6. Loosen four hose clamps and remove the two connecting hoses between the "Y' shaped breather 5.40-20
FORM 6248 First Ednion
CRANKCASE BREATHER BREATHER TUBE INSTALLATION - GL 1. If removed, apply pipe sealant to threads and install the pipe nipples on the tee fitting (see Figure 5.40-31). 2. Install the pipe fitting on the venturi extractor. 3. Install the Y' shaped breather tube to the upper oil separator assembly air breather assembly and the breather control regulator assembly with two hoses and four hose clamps (see Figure 5.40-32).
8. Install the lower breather tube to the rear breather tube with connecting hose and two hose clamps. 9. Install the curved end of the lower breather tube to the left side oil separator assembly breather tube, with connecting hose and two hose clamps (see Figure 5.40-31 and Figure 5.40-34).
Figure 5.40-34. Breather Tube - Front Vee
Figure 5.40-32. V-Shaped Breather Tube
1O. Install the supporting clamps and lower breather tube to the exhaust manifold with capscrew lock washer and nut (see Figure 5.40-35).
4. Install the rear breather tube to the straight stem of the Y' shaped breather tube with connecting hose and two hose clamps. 5. Position supporting clamp on the rear breather tube. 6. Install the rear breather tube supporting clamp on the bracket with capscrew, two washers, lock washer and nut. 7. Position two supporting clamps on the lower breather tube (see Figure 5.40-33).
5"
\ -."of-----
71"
-----<>"'11
Figure 5.40-35. Breather Tube - Rear Vee
Figure 5.40-33. Install Vee Mounted Breather Tube Clamps
FORM 6248 First Ednion
5.40 - 21
CRANKCASE BREATHER
VENTURI
PRESSURE
EXTRACTOR~
EXHAUST ELBOW
'"
)
HOUSi
~ /
~:::E:::;~~E:::l
450 Y-BRANCH FITTING
RIGHT BANK COMPRESSOR ~ DISCHARGE TUBE
,
RIGHT BANK VIEW
WATER MANIFOLD
/
RIGHT BANK TURBO OUTLET ELBOW
INTERCOOLER
)
LEFT BANK TURBO OUTLET ELBOW
Figure 5A0-36. Venturi Extractor Compressor Discharge Plumbing - GL Shown
VENTURI EXTRACTOR COMPRESSOR DISCHARGE TUBES VENTURI EXTRACTOR COMPRESSOR OISCHARGE TUBES REMOVAL 1. Loosen the ferrule nut and disconnect the upper tube from the choke valve pressure housing (see Figure 5.40-36). 2. Remove nut, lock washer, washer, support clip and capscrew from the rear venturi extractor support bracket. 3. Remove nut, lock washer, two washers, support clip and capscrew from support bracket on the exhaust elbow. 4. Loosen ferrule nuts and disconnect the upper tube and the right bank and left bank compressor tubes from the 45 degree V-branch fitting.
Figure 5.40-37. Right Bank Compressor Discharge Tube
5. Remove nut, lock washer, two washers, support clip and capscrew from support bracket on the intercooler (see Figure 5.40-37).
6. Loosen ferrule nuts and disconnect the left and right bank compressor discharge tu bes from the left and right bank turbo outlet elbows.
5.40 - 22
FORM 6248 First Edition
)
CRANKCASE BREATHER VENTURI EXTRACTOR COMPRESSOR DISCHARGE TUBES INSTALLATION
1. Connect the left and right bank compressor discharge tubes to the left and right bank turbo outlet elbows (see Figure 5.40-36). 2. Install nut, lock washer, two washers, support clip and capscrew on support bracket on the intercooler to support the right bank compressor discharge tube (see Figure 5.40-37). 3. Apply pipe sealant to threads and connect the upper tube and the right bank and left bank compressor tubes on the 45 degree Y -branch fitting. 4. Apply pipe sealant to threads and connect the upper tube on the choke valve pressure housing. 5. Install nut, lock washer, two washers, support clip and capscrew to connect the upper tube to the support bracket on the exhaust elbow. 6. Install the nut, lock washer, washer, support clip and capscrew to support the upper tube on the rear venturi extractor support bracket.
FORM 6248 First Edition
5.40 - 23
CRANKCASE BREATHER
)
)
)
5.40 - 24
FORM 6248 First Ednion
SECTION 5.45 - AIR/GAS PRELUBE AND START SYSTEMS AIR/GAS PRE LUBE AND START SYSTEMS
PRELUBE SYSTEM
COMPONENTS
The ports of the three-way Prelube pushbutton valve (see Figure 5.45-1) are stamped "SUP(PLy)," "EXH(AUST)" and "DEL(IVERY)." The air/gas supply from the bulkhead (see Figure 5.45-2) is connected to the normally closed "SUP(PLY)" port of the pushbutton valve. The normally open port of the valve, stamped "EXH(AUST)," vents the downstream side when the pushbutton valve is not depressed. The vented air/gas supply is directed back to the bulkhead via the Vent tube.
Refer to Figure 5.45-5, Figure 5.45-6, and Figure 5.45-7 for schematic representations of the air/gas prelube and start systems. The air/gas prelube and start systems consist of the following components: Prelube System • Prelube Pushbutton Valve • Pilot-Operated Prelube Valve • In-line Lubricator • Prelube Pump/Motor
Prelube Pushbutton Valve
AIR/GAS SUPPLY INLET PORT PRELUBE/START PILOT (TEE OR MALE ELBOW) AIR/GAS DELIVERY PORT (MALE ELBOW) ",,- __
=I-C:::n
• Oil Pressure Gauge (Customer Supplied) Start System • Start Pushbutton Valve
c
• Pilot Operated Starter Pre-engage Valve/Starter Motor (Customer Supplied) • Pilot-Operated Prechamber Gas Valve (GL) • Prechamber Gas Safety Shutdown Valve (GL)
NOTE: The main air/gas supply has branch lines (customer supplied) leading to the the pilot operated prelube valve, the pilot operated starter pre-engage valve(s) and the pilot operated starter valve(s).
"-PUSH BUTTON
c
,
VENT AIR/GAS EXHAUST OUTLET PORT (TEE OR MALE ELBOW)
Figure 5.45-1. PrelubeiStart Pushbutton Valves
A
WARNING
From the bulkhead, all gas vented from the system must be piped to a safe area in conformance with all applicable codes. Disregarding this information could result In severe personal injury or death. Depressing the Prelube pushbutton causes the "EXH(AUST)" port to close as the "DEL(IVERY)" port is opened. The pilot air pressure is directed back to the bulkhead (via the Prelube tube) where it passes to the pilot operated prelube valve.
FORM 6248 First Ed~ion
5.45 - 1
AIR/GAS PRELUBE AND START SYSTEMS
)
ITEM NUMBER AND DESCRIPTION 19
Hexhead Screw
28
Hexhead Screw
20
Lock washer
29
Strap
21
Flat Washer
30
Bulkhead Bracket
22
Control Tube Brace
31
Union Bulkhead
23
Hexhead Screw
32
Fillisterhead Screw
24
Control Panel Assembly
33
Lock washer
25
Hexhead Screw
34
Control Panel Cover
Hexhead Screw
35
Hexhead Screw
Vent Common Tube
10
Pipe Tee
2
Supply Common Tube
11
Hexhead Screw
3
Prelube Common Tube
12
Nut
4
Start Common Tube
13
Lock washer
5
Vent Panel Tube
14
Flat Washer
6
Supply Panel Tube
15
Control Tube Brace
7
Prelube Panel Tube
16
Injection Tube Clamp
8
Start Panel Tube
17
Injection Clamp Insert
26
9
Union Connector
18
Spacer
1
*
*
Lock washer 27 *=GL **=G/GSI ** Figure 5.45-2. Prelube And Start Air/Gas Tube Connections - Bulkhead (G/GSI/GL)
I
)
5.45-2
FORM 6248 First Edition
AIR/GAS PRELUBE AND START SYSTEMS
BRANCH OF MAIN AIR/GAS SUPPLY
I
~~)II
--
_/
PILOT AIR/GAS SUPPLY (FROM PRELUBE PUSHBUTTON VALVE) UNION ELBOW
,-
r,;~~======~t:~~==~;===~~~TUBEFlrnNG BULKHEAD
II II II
TUBE CLIPS TO LEFT BANK EXHAUST MANIFOLD SECTIONS (CYUNDERS #6, #3 AND #1)
VEE MOUNTED PRELUBE TUBE~
AIR/GAS EXHAUST (CUSTOMER CONNECTION)
L...,-w-I ~ ±--L.......;o'
I
~
\
PRELUBE MOTOR (FRONT LEFT)
AIR VALVE BRACKET
IN-UNE LUBRICATOR
"
UNION ELBOW
PILOT OPERATED PRELUBE VALVE (REAR RIGH1)
~TUBEFITTING
/
TUBE BRACE (TO LEFT BANK UFTING EYE MOUNTING PAD)
\
I
TUBE CLIP (TO GEAR HOUSING)
\
r'--\-.,
PRELUBE MOTOR BRACKET
Figure 5.45-3. Pilot Operated Prelube Valve Connections
Pilot-Operated Prelube Valve The pilot operated prelube valve opens to admit air from a branch of the main air/gas supply line, which turns the prelube pump air motor to activate the prelube pump (see Figure 5.45-3). In-Line Lubricator
A
MOUNTING........ BRACKET .... PRELUBE PUMP
¥
\
WARNING
If high pressure gas is used to drive the air/gas prelube pump motor, be sure to vent the motor exhaust to a safe area in conformance with all applicable codes. Disregarding this information could result in severe personal injury or death.
IN-LINE LUBRICATOR
/
AIR/GAS VENT (CUSTOMER CONNECTION)
PRELUBE MOTOR
Figure 5.45-4. Prelube Motor/Pump Assembly
The in-line lubricator injects oil into a stream of compressed air/gas to automatically provide the proper internal lubrication for the vanes of the air/gas operated prelube pump motor (see Figure 5.45-4).
FORM 6248 First Ednion
5.45 - 3
AIR/GAS PRELUBE AND START SYSTEMS Prelube Pump/Motor The function of the prelube pump/motor is to purge the lubrication system of air and to ensure that all moving parts are properly lubricated before the engine is started.
IA
CAUTION 10!1 drains back Into ~he
A
WARNING
From the bulkhead, all gas vented from the system must be piped to a safe area in conformance with all applicable codes. Disregarding this information could result In severe personal injury or death.
011 sump after eng me shutdown leaving a minimal amount of 011 at key wear points. Since the crankshaft starts to turn before the 011 pump begins to circulate oil, "dry" starts result in bearing damage and an accelerated wear rate. Disregarding this information could result in product damage and/or personal Injury.
Depressing the Start pushbutton causes the "EXH(AUST)" port to close as the "DEL(IVERY)" port is opened. The pilot air pressure is directed back to the bulkhead (via the Start tube) where it passes to the pilot operated starter pre-engage valve.
Oil Pressure Gauge
The pilot operated starter pre-engage valve opens to admit air from a branch of the main air/gas supply line. The air/gas pressure causes the starter pinion to shift into engagement with the flywheel ring gear. Movement of the pinion to the engage position opens a passagewayfor air pressure to pass through to the pilot operated starter valve(s). The pilot operated starter valve(s) open to admit air from another branch of the main air/gas supply line, which activates the starter motor to crank the engine (see Table 5.45-1).
.L .:: . =:......;::..:...;;.;;;;..;;...;;...;;:....:..;:...J. .
When the lubrication system is properly primed, pressure begins to register on the lube oil pressure gauge. Generally, about 30 seconds prelube is recommended before the engine is cranked. More time may be required after the oil filter is serviced or if the oil cooler has been drained. NOTE: For more information on the prelube system, refer to Lubrication System.
START SYSTEM Start Pushbutton Valve NOTE: See Figure 5.45-41 and Figure 5.45-42 electrical schematics for air starting and electrical starting systems.
The ports of the three-way Start pushbutton valve (see Figure 5.45-1) are stamped "SUP(PLy)," "EXH(AUST)" and "DEL(IVERY)." The air/gas supply from the bulkhead (see Figure 5.45-6 and Figure 5.45-7) is connected to the normally closed "SUP(PLY)" port of the pushbutton valve. The normally open port of the valve, stamped "EXH(AUST)," vents the downstream side when the pushbutton valve is not depressed. The vented air/gas supply is directed back to the bulkhead via the Vent tube.
5.45 - 4
Pilot Operated Starter Pre-engage Valve/Starter Motor - Customer Supplied
NOTE: On dual starter arrangements, the pre-engage connections are in series, so that the pinions of both starters are engaged with the ring gear before the pilot operated va/ves admit air to the starter motors. Table 5.45-1. PIN 2085690 Air Valves Inlet Pressures And Pilot Pressures To Shift INLET PSI (KPA)
PILOT PSI (KPA) TO SHIFT
35 psi (241 kPa)
23 psi (159 kPa)
50 psi (345 kPa)
25 psi (172 kPa)
95 psi (655 kPa)
34 psi (234 kPa)
105 psi (724 kPa)
36 psi (248 kPa)
145 psi (1000 kPa)
43 psi (296 kPa)
155 psi (1069 kPa)
45 psi (310 kPa)
NOTE: Pilot pressure must be sufficient in order for the valve to function pilot operated prelube valve and pilot operated prechamber gas valve.
FORM 6248 First
Ed~ion
)
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II
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m
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0 :J
SOLENOID VALVES
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in 111 g. CD
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NOTES: 1. SYMBOLS CONFORM TO ANSI Y32-10 STANDARD. 2. ALLSYMBOLSARE SHOWN IN A DE-ENERGIZED STATE. / } HEAVY PHANTOM LINES INDICATE
~ILOT LINES FOR DUALSTART.
4. EQUIPMENT FURNISHED BY W.E.D. AS OPTIONAL PRICE CODE ITEMS ARE INDICATED BY PHANTOM LINES.
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NOTES: 1. SYSTEM FOR USE WITH AIR/GAS 2. SYMBOLS COMFORM TO ANSI 32 -10 STANDARD.
s. eQUIPMENT FURNISHED BY W.E.D. AS OPTIONAL PAICE CODE ITEMS ARE INDICATED BY PHANTOM LINES.
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NOTES: 1. SYMBOLS CONFORM TO ANSI 32-10 STANDARD.
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5. ALl SYMBOLS ARE SHOWN IN A DE-ENERGIZED STATE.
~ ~EAVY PHANTOM LINES INDICATE
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MAIN LUBE OIL PUMP
7. AlL EQUIPMENT FURNISHED BY w.e.c. IS ENGINE MOUNTED UNLESS OTHERWISE SPECIFIED.
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AIR/GAS PRELUBE AND START SYSTEMS Pilot-Operated Prechamber Gas Valve - GL Enroute to the starter pre-engage valve, the air/gas supply passes through a tee fitting (just in front of the lube oil strainer) where a portion is diverted to the pilot operated prechamber gas valve (see Figure 5.45-6 and Figure 5.45-7). Before reaching the gas valve, the pilot pressure passes through an orifice check valve, air/gas
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AIR/GAS SUPPLY (FROM TEE OF "START TUBE")
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GAS VENTI (TO TEE OF "VENT TUBE")
plenum (volume tank) and shuttle valve. When the pilot pressure opens the prechamber gas valve, a line off the 99 regulator gas inlet pipe tee admits high pressure gas to the prechamberfuel regulator. The orifice check valve and air/gas plenum act as a pneumatic timer to retard the blow down of pilot pressure when the Start pushbutton is released (see Figure 5.45-8).
ORIFICE CHECK VALVE
/AIRIGAS PLENUM
) PRECHAMBER GAS
'-LUBE OIL PRESSURE TUBE (FROM MAIN OIL HEAOER)
GAS INLET
)
Figure 5.45-8. Pilot Operated Prechamber Fuel Valves - GL
5.45 - 8
FORM 6248 Firsl Ednion
AIR/GAS PRELUBE AND START SYSTEMS Prechamber Gas Safety Shutdown Valve - GL The prechamber gas safety shutdown valve admits downstream gas pressure to the opposite side of the shuttle valve once engine lube oil pressure reaches or exceeds 20 psi. When the pressure in the air/gas plenum bleeds down, the shuttle valve shifts position and the downstream gas pressure holds the pilot gas valve open (see Figure 5.45-9). The time delay provided by the check valve and air/gas plenum keeps pilot pressure on the gas valve long enough for lube oil pressure to rise and shift the shuttle valve. Lube oil pressure continues to admit gas to the prechamber regulator as long as the engine is running. PILOT INLET PORT (DOWNSTREAM GAS FROM PRECHAMBER GAS SAFETY SHUTDOWN VALVE)
STAINLESS STEEL BALL PILOT INLET PORT (PILOT SUPPLY FROM AIR/GAS PLENUM)
PRELUBE/START SYSTEM REMOVAUINSTALLATION BULKHEAD BRACKET ASSEMBLY REMOVAL
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before perfonning any maintenance work on the fuel system or severe personal injury or death could resuh. NOTE: Tag al/ tubes and lines before removal to aid during assembly.
1. Remove the four union bulkhead fittings from the bulkhead bracket (see Figure 5.45-10). 2. Remove the bulkhead bracket from the connector bracket. 3. Remove the connector bracket from the rear flywheel housing (see Figure 5.45-2 and Figure 5.45-12). BULKHEAD BRACKET ASSEMBLY INSTALLATION 1. Attach four union bulkhead tube fittings to the bulkhead bracket, if necessary (see Figure 5.45-10).
PILOT OUTLET PORT (TO PILOT OPERATED PRECHAMBER GAS VALVE) Figure 5.45-9. Shuttle valve - GL
If the engine stops, loss of engine lube oil pressure automatically causes the prechamber gas safety shutdown valve to stop the flow of downstream gas to the prechamber gas valve, which effectively shuts off the supply of high pressure gas to the prechamber regulator. If the engine fails to start, insufficient lube oil pressure prevents the downstream gas from passing to the prechamber gas valve, so the gas supply shuts off as soon as the pilot pressure in the air/gas plenum is exhausted. In both cases, any gas in the downstream line passes to the vent tube (from the exhaust port of the prechamber gas safety shutdown valve) and is exhausted at the customer's bulkhead connection.
CONNECTOR BRACKET (TO REAR FLYWHEEL HOUSING) Figure 5.45-10. Bulkhead And Connector Brackets
FORM 6248 First Edition
5.48 - 9
AIR/GAS PRELUBE AND START SYSTEMS 2. If detached, fasten the bulkhead bracket to the connector bracket with two fillister head machine screws, and lock washers.
PILOT OPERATED PRELUBE VALVE REMOVAL
3. Using the bolt hole between the timing pointer and
Ensure that the fuel source is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe injury or death could result.
the nearest dowel pin (see Figure 5.45-11), fasten the bulkhead connector bracket assembly to the rear flywheel housing with capscrew, lock washer and flat washer).
A
)
WARNING
NOTE: Tag al/ tubes and lines before removal to aid during assembly. 1. Remove the pilot air/gas tube between the bulkhead bracket (bulkhead union connector) and the "Pilot A" port ofthe pilot operated prelube valve (male connector) (see Figure 5.45-13).
) Figure 5.45-11. Rear Flywheel Housing - Rear Right 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of two male connector tube fittings and install on each side of the connector bracket bore (see Figure 5.45-12).
Figure 5.45-13. Pilot Operated Prelube Valve Rear Right 2. Remove the tube between the bulkhead connector bracket (lower male connector tube fitting) and the "A" oullet port of the pilot operated prelube valve (male elbow) (see Figure 5.45-13). 3. Remove the tube between the rear end of the vee-mounted prelube motor air/gas supply tube (union elbow tube fitting) and the bulkhead connector bracket (upper male connector).
Figure 5.45-12. Bulkhead/Connector Bracket Assembly
4. Remove the union elbow tube fitting to the rear end ofthe prelube motor air/gas supply tube (attached to the inside left bank exhaust manifold). Install the fitting with the free end pointing straight down towards the oil pan. 5. Remove the pilot operated air valve from the rear face of the bracket. 6. Remove the prelube air valve bracket from the starter pad (right bank side of the front flywheel housing).
5.45 - 10
FORM 6248 First Edijion
)
AIR/GAS PRELUBE AND START SYSTEMS PILOT OPERATED PRELUBE VALVE INSTALLATION 1. Slide lock washers on 2 capscrews. Install the capscrews in the prelube air valve bracket. Slide spacers on the ends of the capscrews. 2. Using the two lower bolt holes, install the prelube air valve bracket to the starter pad (right bank side of the front flywheel housing). The rounded cut in the bracket accommodates the starter bore. 3. With the label facing outward, align the holes in the pilot operated air valve with those in the rear face of the bracket. Fasten the valve to the bracket with three capscrews, lock washers and hex nuts (see Figure 5.45-14).
4. Install the union elbow tube fitting to the rear end of the prelube motor air/gas supply tube (attached to the inside left bank exhaust manifold). Install the fitting with the free end pointing straight down towards the oil pan. 5. Install the tube between the rear end of the vee-mounted prelube motor air/gas supply tube (union elbow tube fitting) and the bulkhead connector bracket (upper male connector). 6. Install the tube between the bulkhead connector bracket (lower male connector tube fitting) and the "A" outlet port of the pilot operated prelube valve (male elbow) (see Figure 5.45-13). 7. Install the pilot air/gas tube between the bulkhead bracket (bulkhead union connector) and the "Pilot A" port ofthe pilot operated prelube valve (male connector) (see Figure 5.45-13).
NOTE: The ·Pilot B" and "EXH(AUST)" ports of the pilot operated prelube valve are plugged. The "Intake" port is also plugged when a starter is not specified.
Figure 5.45-14. Pilot Operated Prelube Valve Rear Right
FORM 6248 Rrst Edition
5.45 - 11
AIR/GAS PRELUBE AND START SYSTEMS PILOT AIR/GAS SUPPLY PRELUBE PUSHBUTTON VALVE)
BRANCH OF MAIN AIR/GAS SUPPLY
UNION ELBOW TUBEFITIING
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TUBE CLIPS TO LEFT BANK EXHAUST MANIFOLD SECTIONS (CYLINDERS #6, #3 AND #1)
AIR VALVE BRACKET UNION ELBOW ,TUBE FITTING
PILOT OPERATED PRELUBE VALVE (REAR RIGHT)
'WYE MOUNTING PAD)
TUBE (TO GEAR HOUSING)
Figure 5.45-15. Pilot Operated Prelube Valve Connections
PRE LUBE PUMP/MOTOR AND CONNECTIONS PRELUBE PUMP/MOTOR AND CONNECTIONS REMOVAL
A
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MOUNTING ....... BRACKET ..... PRELUBE PUMP
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IN-LINE LUBRICATOR
\
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe personal injury or death could result. NOTE: Tag all tubes and lines before removal to aid during assembly. 1. Remove the tube clip from the air/gas iniettubetothe rear gear housing (see Figure 5.45-15). 2. Remove the supply tube between the union elbow tube fitting and the air/gas inlet port of the in-line lubricator (male elbow).
!
AIR/GAS VENT (CUSTOMER CONNECTION)
PRELUBE MOTOR
Figure 5.45-16. Prelube Motor/Pump Assembly 5. Remove the prelube motor rotor from the hub of the prelube pump, and remove the key from the shaft. 6. Remove the prelube pump/motor mounting bracket from the gear housing.
3. Remove the union elbow tube fitting from the front end of the prelube motor air/gas supply tube (attached to the inside left bank exhaust manifold).
)
4. Remove three bracket capscrews from the prelube motor flange holes (see Figure 5.45-16). 5.45 -12
FORM 6248 First Edition
AIR/GAS PRELUBE AND START SYSTEMS PRELUBE PUMP/MOTOR AND CONNECTIONS INSTALLATION
bracket. The round prelube pump flange should be at the rear of the bracket, the body of the pump at the front.
1. Using the bolt holes shown in Figure 5.45-17, fasten the prelube pump/motor mounting bracket to the left bank side of the rear gear housing with three capscrews, lock washers and washers. Be sure the welded brace in the bracket faces the rear of the engine (see Figure 5.45-18).
5. Install the capscrews in the bracket through the thru holes in the prelube pump flange. 6. Rotate the hub of the prelube pump until the keyway is at top center.
A CAUTION I I~"'~-=:'::"'=-=:"":"':";::"':"':..J.
Dirt, grit or other debris L. caught between the mating flanges of the prelube pump and motor may result in air/gas leakage. Disregarding this Information could result in product damage and/or personal injury. 7. Thoroughly wipe the mating flanges of the prelube pump and prelube motor. Verify that the mating flanges are completely smooth. If necessary, use fine grit crocus cloth to lightly dress down any burrs or high spots. 8. Inspectthe prelube motor rotor shaft key (square) for damage and distortion. Replace the key if necessary. 9. Install the key in the slot on the rotor shaft. Ughtly tap the key to properly seat it in the keY'l!@Y. Verify that the key is level. -
Figure 5.45-17. Rear Gear Housing - Front Left
10. Rotate the rotor shaft until the key is at top center. The top of the motor can be identified by the air/gas inlet and outlet connections. 11. Insert the prelube motor rotor shaft into the hub of the prelube pump, aligning the key on the shaft with the notch in the hub.
REAR GEAR HOUSING BOLT HOLES
Figure 5.45-1B. Prelube Motor/Pump Mounting Bracket - Rear View
2. Install the three prelube pump/motor mounting capscrews, lock washers and washers through the other holes in the bracket. 3. Install spacers on the ends of the capscrews. 4. With the two square head pipe plugs at the bottom (and the flange mounted nameplate althe top), position the neck of the prelube pump in the recess of the FORM 6248 First EdHion
12. Start the bracket capscrews into the prelube motor flange holes. Alternately wrench tighten the three capscrews to evenly draw the prelube pump/motor flanges together (see Figure 5.45-16). 13. Install the single short bolt with lock washer where the prelube pump/motor flange is not attached to the mounting bracket. 14. Install the union elbow tube fitting to the front end of the prelube motor air/gas supply tube (attached to the inside left bank exhaust manifold). Install the fitting with the free end pointing diagonally towards the cylinder head deck (left bank side). 15. Install the supply tube between the union elbow tube fitting and the air/gas inlet port of the in-line lubricator (male elbow). 16. Tube clip the air/gas inlet tube to the rear gear housing (see Figure 5.45-15).
5.45 -13
AIR/GAS PRELUBE AND START SYSTEMS LUBE OIL PRESSURE GAUGE TUBES AND FITTINGS (FORMER ENGINE MOUNTED PANEL) LUBE OIL PRESSURE GAUGE TUBES AND FITTINGS REMOVAL
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe personallnlury or death could result. NOTE: Tag all tubes and lines before removal to aid during assembly.
1. Remove the lube oil pressure tube from the main oil
LUBE OIL PRESSURE GAUGE TUBE FITTINGS INSTALLATION
)
1. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of the reducing bushing. Install the bushing in crankcase oil header tap number 6.
2. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads of a male elbow tube fitting. 3. With the free end pointing horizontally towards the front of the block, install the male elbow tube fitting into the reducing bushing.
4. Install the lube oil pressure tube to the male elbow tube fitting (see Figure 5.45-19) and to the back of the panel bracket.
BULKHEAD TO PANEL BRACKET BULKHEAD TO PANEL BRACKET REMOVAL
header (male elbow tube fitting) (see Figure 5.45·19) and from the back of the panel bracket.
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before perfonning any maintenance work on the fuel system or severe personal injury or death could result. NOTE: Tag all tubes and lines before removal to aid during assembly. 1. Remove the Prelube tube from the "DEL(IVERY)" port of the Prelube Pushbutton Valve (male elbow tube fitting). (see Figure 5.45-20). AIR/GAS SUPPLY INLET PORT PRELUBE/START PILOT (TEE OR MALE ELBOW) AIR/GAS DELIVERY PORT (MALE ELBOW) .........
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Figure 5.45-19. Lube Oil Pressure Gauge Connection
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2. Remove the reducing bushing from the elbow 3. Remove the male elbow tube fitting from the crankcase.
"
PUSH BUTTON
Figure 5A5-20. Prelube/Start Pushbutton Valves
2. Remove the Start tube to the "DEL(IVERY)" port of the Start Pushbutton Valve (male elbow tube fitting) (see Figure 5.45-20). 5.45 - 14
FORM 6248 First Edition
)
AIR/GAS PRELUBE AND START SYSTEMS 3. Remove the tube clamp assembly from the four tubes (see Figure 5.45-21).
BULKHEAD TO PANEL BRACKET INSTALLATION
1. Install the tube clamp support brace to the lifting eye mounting pad at the rear right corner of the block with lock washer and washer (see capscrew, Figure 5.45-22). 2. Position the four tubes over the top of the tube clamp support brace, and install the angled ends of the vent, supply, prelube and start tubes to the bulkhead union connectors (see Figure 5.45-24).
Figure 5.45-21_ Tube Clamp - Reer Right 4. Remove the Vent tube to the line exiting the "EXH(AUST)" ports of the Prelube and Start Pushbutton Valves (see Figure 5.45-20).
3. Position the tube clamp insert in the tube clamp. Position the assembly between the clamp support brace and the supply tubes, fitting the tubes in the four grooves of the insert. Position the second insert on top of the tubes followed by the second half of the tube clamp. Install the two capscrews, and lock hex nuts) to secure the tubes to the clamp support brace (see Figure 5.45-23).
5. Remove the Air/Gas Supply tube to the line feeding the "SUP(PLY)" ports of the Prelube and Start Pushbutton Valves (see Figure 5.45-20). 6. Remove the control panel (with Start and Prelube pushbutton valves) to the left side of the panel bracket. )
7. Remove the second length of the Air/Gas Supply, Vent, Start and Prelube tubes. 8. Remove the tube clamp support brace from the lifting eye mounting pad at the rear right corner of the block (see Figure 5.45-22).
Figure 5.45-23. Tube Clamp - Rear Right
Figure 5.45-22. Tube Clamp Support Brace Reer Right
FORM 6248 First Edition
5.45 - 15
AIR/GAS PRELUBE AND START SYSTEMS
)
)
ITEM NUMBER AND DESCRIPTION 1
Vent Common Tube
10
Pipe Tee
2
Supply Common Tube
11
3
Prelube Common Tube
12
4
Start Common Tube
13
Lock washer
5
Supply Panel Tube
14
Flat Washer
6
Vent Panel Tube
15
7
Prelube Panel Tube
8 9
19
Hexhead Screw
28
Hexhead Screw
Hexhead Screw
20
Lock washer
29
Strap
Nut
21
Flat Washer
30
Bulkhead Bracket
*
22
Control Tube Brace
31
Union Bulkhead
23
Hexhead Screw
32
FilUsterhead Screw
Control Tube Brace
24
Control Panel Assembly
33
Lock washer
16
Injection Tube Clamp
25
Hexhead Screw
34
Control Panel Cover
Start Panel Tube
17
Injection Clamp Insert
26
Hexheacl Screw
35
Hexhead Screw
Union Connector
18
Spacer
27
lock washer
*
**
*=
** =
GL
GlGSI
Figure 5.45-24. Prelube And Start Air/Gas Tube Connections - Bulkhead (GIGSI/GL)
4. Position the second length of the Air/Gas Supply, Vent, Start and Prelube tubes up to the panel bracket (see Figure 5.45-24). Install the tubes to the free ends of the union and union tee tube fittings.
5. Install the control panel (with Start and Prelube pushbutton valves) to the left side of the panel bracket with sjx hex head drive screws (see Figure 5.45-24 and Figure 5.45-25).
)
5.45 -16
FORM 6248 First Edition
AIR/GAS PRELUBE AND START SYSTEMS
/
AIR/GAS SUPPLY LINE
"-
AIR/GAS VENT LINE
SLOT FOR COMPOUND GAUGE SELECTOR
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AIR/GAS DELIVERY PORT
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START PUSHBUTTON VALVE
"
AIR/GAS /UPPLY LINE,
'AIR/GAS/' VENT LINE
PRELUBE PUSHBUTTON VALVE
Figure 5.45-25. Pushbutton Valve Connections
6. Install the free end of the Air/Gas Supply tube to the line feeding the "SUP(PLY)" ports of the Prelube and Start Pushbutton Valves (see Figure 5.45-25 and Figure 5.45-26). AIR/GAS SUPPLY INLET PORT PRELUBE/START PILOT (TEE OR MALE ELBOW) AIR/GAS DELIVERY PORT (MALE ELBOW) "'r=.=H==l1
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PUSH BlITTON
Figure 5.45-26. PrelubejStart Pushbutton Valves
FORM 6248 First Edition
7. Install the free end of the Vent tube to the line exiting the "EXH (AUST)" ports of the Prelube and Start Pushbutton Valves (see Figure 5.45-25 and Figure 5.45-26). 8. Install the free end of the Start tube to the 'DELOVERY)" port of the Start Pushbutton Valve (male elbow tube filling) (see Figure 5.45-25 and Figure 5.45-26). 9. Install the free end of the Prelube tube to the 'DEL(IVERY)" port of the Prelube Pushbutton Valve (male elbow tube fitting).
TUBE CLIPS/CLAMPS INSTALLATION 1. Attach two tube clips to the Prelube tube at the rear of the union tube fitting. Attach two tube clips to the parallel Start tube althe rear of the union tee tube fitting. line up the holes in the Prelube and Start tube clips. Fasten the clips to the lower slot of two tube clip brackets. 2. Attach two tube clips to the Air/Gas Supply tube at the rear of the union tube fitting. Attach two tube clips to the parallel Vent tube at the rear of the union tee tube fitting. line up the holes in the Supply and Vent tube clips. Fasten the clips to the upper slot of the tube clip brackets.
5.45 - 17
AIR/GAS PRELUBE AND START SYSTEMS
) PRECHAMBER FUEL SUPPLY TUBE BRACKET (1/2 X 2" CAPS CREW)
AIR/GAS SYSTEM TUBE CLIP BRACKETS (1/2 X 1-3/4" CAPSCREW)
PRECHAMBER REGULATOR MOUNTING BRACKET (1/2 X 2-1/4" CAPSCREW)
) Figure 5.45-27. Intake Manifold Flange Attachments - Right Bank
3. Remove two capscrews from the lower intake manifold flanges (see Figure 5.45-27). AIR/GAS SUPPLY TUBE VENT TUBE
4. Using the round hole, slide the tube clip brackets on the capscrews. Install the capscrews back in the intake manifold flanges (see Figure 5.45-28).
,---f:I"::J~_A_:~_F~::LD=:t,~j:tt::l rr===ik7 I II
REAR
5R
II
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~ruJ/
PRE LUBE TUBE
TUBE CLIP BRACKET
I
TUBE CLIPS
"GL"PRECHAMBER FUEL VALVES \ UNION AND UNION TEE TUBE FITTINGS
Figure 5.45-28. Tube Clip Brackets - Right Bank Intake Manifold 5.45 - 18
FORM 6248 First Edrtion
AIR/GAS PRELUBE AND START SYSTEMS
PRECHAMBER
~~
AIR/GAS SUPPLY (FROM TEE OF "START TUBE")
I
t
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ORIFICE CHECK VALVE
~.
GAS VENT/ (TO TEE OF "VENT TUBE")
,~.
/AIR/GAS PLENUM
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SHUTTLE VALVE
GAS OUT TO PRECHAMBER REGULATOR
PRECHAMBER GAS SAFETY SHUTDOWN """ VALVE W
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GAS INLET
"
(FROM 99 REGULATOR)
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'~UBEOIL PRESSURE TUBE (FROM MAIN OIL HEADER)
DOWNcilTEAM
"" PILOT OPERATED PRECHAMBER GAS VALVE
~~
Figure 5A5-29. Pilot Operated Prechamber Fuel Valves
PRECHAMBER GAS VALVES - GL
NOTE: Tag all tubes and lines before removal to aid during assembly.
PRECHAMBER GAS VALVES REMOVAL (GL)
A j
WARNING
Ensure that the fuel source Is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe personal injury or death could result. FORM 6248 First Edition
1. Remove the gas supply tube between the" A" ouUet port of the prechamber gas valve (male connector tube fitting to service tee) and the inlet port of the prechamber regulator (male connector to pipe tee) (see Figure 5.45-29).
5.45 - 19
AIR/GAS PRELUBE AND START SYSTEMS 2. Remove the gas supply tube between the 99 regulator gas inlet (male elbow to reducing tee) and the "P" inlet port of the prechamber gas valve (male connector to service tee).
9. Remove two capscrews, washers, lock washers and washers and the gas valve bracket from the top of the right bank 99 regulator mounting bracket (see Figure 5.45-31).
3. Remove the downstream gas tube between the "A" outlet port of the prechamber gas valve (male elbow tube fitting to service tee) and the "IN(LET)" port of the safety shutdown valve (male elbow). 4. Remove the downstream gas tube between the second inlet port of the shuttle valve (male connector tube fitting) and the "A" outlet port of the safety shutdown valve (male elbow) (see Figure 5.45-29). 5. Remove the pilot supply tube between the outlet side of the air/gas plenum and the "IN(LET)" port of the shuttle valve. 6. Remove the lube oil pilot pressure tube between the main oil header male elbow (round cut in magneto drive support bracket) (see Figure 5.45-30) and the pilot inlet port ofthe prechamber gas safety shutdown valve (male elbow).
Figure 5.45-31. Mount Prechamber Gas Valve
) 10. Remove three capscrews, washers, lock washers, hex nuts and the pilot operated prechamber gas valve (see Figure 5.45-32) from the gas valve bracket.
Figure 5.45-30. Lube Oil Pilot Pressure Tube Connection
7. Remove the vent tube between the vent tube union tee and the "EXH(AUST)" port of the prechamber gas valve (male elbow) (see safety shutdown Figure 5.45-29).
8. Remove the vent tube between the vent tube union tee and the "EXH(AUST)" port of the prechamber gas safety shutdown valve (male elbow). Figure 5.45-32. Prechamber Gas Valve
11. Remove the lower front corner capscrew, with lock washer from the 99 regulator mounting bracket (right bank).
5.45 - 20
FORM 6248 First Edition
/
\
AIR/GAS PRELUBE AND START SYSTEMS 12. Remove capscrew, lock washer and spacer from the lower rear bolt hole of the plenum bracket (see Figure 5.45-33).
14. Remove two socket head machine screws, washers, lock washers, and the prechamber gas safety shutdown valve from the plenum bracket (see Figure 5.45-34).
Figure 5.45-33. Air/Gas Plenum - Safety Shutdown Valve
13. Remove two capscrews, lock washers, spacers, and the plenum bracket from the crankcase.
Figure 5.45-34. Air/Gas Plenum - Safety Shutdown Valve
15. Remove U-bolt, two washers, lock washers, and hex nuts from around the air/gas plenum and remove it from the plenum bracket (see Figure 5.45-34).
FORM 6248 First Edition
5.45 - 21
AIR/GAS PRE LUBE AND START SYSTEMS PRECHAMBER GAS VALVES INSTALLATION (GL) 1. Center the U-bolt around the air/gas plenum and fasten it to the plenum bracket with washers, lock washers and hex nuts (see Figure 5.45-34).
7. Using the two slotted holes on the front edge, finger tighten the gas valve bracketto the top of the right bank 99 regulator mounting bracket with two capscrews, each with two washers, lock washer and hex nut (see Figure 5.45-36).
2. Fasten the prechamber gas safety shutdown valve to the plenum bracket with two socket head machine screws, flat washers, lock washers and hex nuts (see Figure 5.45-34). 3. Remove the lower front corner capscrew and lock washer from the 99 regulator mounting bracket (right bank). 4. Hold the bracket so that the plenum is at the top in a horizontal position. Slide the longer capscrew and lock washer) in the lower rear bolt hole of the plenum bracket. Slide a inch spacer on the end of the capscrew. Start the capscrew in the 99 regulator mounting bracket (see Figure 5.45-33). 5. Align the two vertical holes in the plenum bracket with those in the engine block. Fasten the bracket to the block with two capscrews, lock washers and spacers. Wrench tighten all fasteners. 6. With the label facing outward, fasten the pilot operated prechamber gas valve (see Figure 5.45-35) to the gas valve bracket three capscrews, flat washers, lock washers and hex nuts.
Figure 5.45-36. Mount Prechamber Gas Valve
)
NOTE: Reattach both ends of each tube before tightening.
8. Install the air/gas supply tube between the union tee of the pilot air start tube and the inlet side of the air/gas plenum (male elbow) (see Figure 5.45-29). 9. Install the vent tube between the vent tube union tee and the "EXH(AUST)" port olthe prechamber gas safety shutdown valve (male elbow).
Figure 5.45-35. Prechamber Gas Valve
,I
5.45 - 22
FORM 6248 First Ednion
AIR/GAS PRELUBE AND START SYSTEMS 10. Install the lube oil pilot pressure tube between the main oil header male elbow (round cut in magneto drive support bracket) (see Figure 5.45-37) and the pilot inlet port of the prechamber gas safety shutdown valve (male elbow).
15. Install the gas supply tube between the "A" outlet port of the prechamber gas valve (male connector tube fitting to service tee) and the inlet port olthe prechamber regulator (male connector to pipe tee) (see Figure 5.45-29). 16. Tighten the capscrews securing the air valve bracket to the 99 regulator mounting bracket. 17. Locate the square head pipe plugs in the #4 and #5 oil header taps (right bank main oil header). Attach two tube clips to the pilot air/gas start tube (upper) at these locations. Fasten each clip to the block using the threaded holes below the square head pipe plugs with capscrew and washer.
Figure 5.45-37. Lube Oil Pilot Pressure Tube Connection
18. Attach two smaller clips to the pilot air/gas start tube (upper). Attach two smaller clips to the parallel venttube (lower). Line up the holes in the start and venttube clips and install with capscrew and washer (see Figure 5.45-38).
11. Install the outlet side of the air/gas plenum (male elbow tube fitting) and the "IN (LET)" port of the shuttle valve (male elbow). 12. Install the downstream gas tube between the second inlet port of the shuttle valve (male connector tube fitting) and the "A" outlet port of the safety shutdown valve (male elbow) (see Figure 5.45-29). 13. Install the downstream gas tube between the "A" outlet port of the prechamber gas valve (male elbow tube fitting to service tee) and the "IN(LET)" port of the safety shutdown valve (male elbow). 14. Install the gas supply tube between the 99 regulator gas inlet (male elbow to reducing tee) and the "P" inlet port of the prechamber gas valve (male connector to service tee).
Figure 5.45-38. Tube Clips - Right Bank
}
FORM 6248 First Edition
5.45 - 23
AIR/GAS PRELUBE AND START SYSTEMS
VEN",
-,,>,----<"-.---<-,..._LO'L RESERVOIR
ftl
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AIRINLETG/
PRELUBE VALVE
/
I'----,'AIRIGAS STARTER
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,
VIEW IN DIRECT/ON OF ARROW "A"
CAPSCREW AND LOCKWASHERS
VIEW IN DIRECT/ON OF ARROW "B"
Figure 5.45-39. Air/Gas Starter
NOTE: Tag al/ tubes and lines before removal to aid during assembly.
AIR STARTER AIR STARTER REMOVAL
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe personal injury or death could result.
5.45-24
1. Disconnect the air/gas tubes from the bulkhead fittings (see Figure 5.45-2, and Figure 5.45-39). 2. Disconnect the air inlet pipe from the air starter. 3. Disconnect the air/gas exhaust pipe from the air starter. 4. Refer to Pilot Operated Prelube Valve, Removal and remove the pilot operated prelube valve.
FORM 6245 First Edition
AIR/GAS PRELUBE AND START SYSTEMS
A
WARNING
The air starter weighs approximately 1031bs (48 kg). Use a suitable lifting device and exercise caution during removal or installation to avoid severe personal Injury or death. 5. Using a suitable lilting device remove three capscrews, lock washers and the air starter from the flywheel housing.
AIR STARTER INSTALLATION
A
WARNING
The air starter weighs approximately 103lbs. (48 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death. 1. Using a suitable lifting device, install the air starter on the flywheel housing with three capscrews and lock washers. 2. Refer to Pilot Operated Prelube Valve, Installation and install the pilot operated prelube valve. 3. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads and connect the air/gas exhaust pipe to the air starter. 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to the threads and connect the air inlet pipe to the air starter. 5. Connect the air/gas tubes to the bulkhead fillings (see Figure 5.45-2, and Figure 5.45-39).
FORM 6248 First Edition
5.45 - 25
AIR/GAS PRELUBE AND START SYSTEMS ELECTRIC STARTER ELECTRIC STARTER REMOVAL
A
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part ofthe electrical system. Electrical shock can cause severe personal injury or death.
1. Disconnect all electrical power supplies. NOTE: Tag all electrical wires before removal, to aid during installation.
2. Tag and disconnect all wires from the starter (see Figure 5.45-40).
ELECTRIC STARTER INSTALLATION
A
)
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part ofthe electrical system. Electrical shock can cause severe personal injury or death.
1. Disconnect all electrical power supplies. 2. Position the starter on the flywheel housing and install the starter on the flywheel housing with three capscrews and lock washers. 3. Refer to tags and connect aU wires to the starter (see Figure 5.45-40 and Figure 5.45-41).
)
Figure 5.45-40. Electric Starter
3. Remove three capscrews, lock washers and the starter from the flywheel housing.
)
5.45 - 26
FORM 6248 First Edition
AIR/GAS PRELUBE AND START SYSTEMS
-----------1
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Figure 5.45-41. Wiring Diagram - DC Junction Box - CEC Ignition With Electric Start FORM 6248 First Ed~ion
5.45 - 27
AIR/GAS PRE LUBE AND START SYSTEMS
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Figure 5.45-42. Wiring Diagram - DC Junction Box - CEC Ignition With Air Start 5.45 - 28
FORM 6248 First Edition
CHAPTER 6 - ACCESSORIES
CONTENTS SECTION 6.00 - CONTROL PANEL SECTION 6.05 - ENGINE PROTECTION SYSTEMS SECTION 6.10 - MISCELLANEOUS EQUIPMENT
FORM 6248 First Edition
)
)
FORM 6248 First Edijion
SECTION 6.00 - CONTROL PANEL CONTROL PANEL
2. Tag and disconnect the wires from the ignition switch (see Figure 6.00-2).
COMPONENTS The control panels consist of the following components. • Prelube Pushbutton Valve • Starter Pushbutton Valve • Ignition Pushbutton Switches • Control Panel Housings CONTROL PANEL REMOVAL - RIGHT SIDE
A
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part ofthe electrical system. Electrical shock can cause se· vere personal injury or death.
NOTE: Tag all tubes, lines and wires before removal, to aid during assembly. 1. Remove four capscrews, lock washers, and control panel cover from the control panel (see Figure 6.00-1).
)
Figure 6.00-2. Ignition Switch
3. Remove nut, locking ring, switch and foam gasket from control panel (see Figure 6.00-2).
A
WARNING
Ensure that the fuel source is completely shut off prior to working on fuel system components_ Clear the engine supply lines and piping of accumulated gas before performing any maintenance work on the fuel system or severe Injury or death could result. 4. Tag and disconnect the start, prelube, vent, and supply tubes from the control panel (see Figure 6.00-3 and Figure 6.00-4).
Figure 6.00-1. Control Panel - Right Side
Figure 6.D0-3. Control Panel - Right Side
)
FORM 6248 First Edition
6.00 -1
CONTROL PANEL
)
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ITEM NUMBER AND DESCRIPTION 1
19
Vent Common Tube
10
Pipe Tee
Hexhead Screw
28
2
Supply Common Tube
11
Hexhead Screw
3
Prelube Common Tube
12
Nut
20
Lock washer
29
Strap
21
Flat Washer
30
Bulkhead Bracket
4
Start Common Tube
13
Lock washer
22
Control Tube Brace
31
Union Bulkhead
5
Supply Panel Tube
14
Flat Washer
23
Hexhead Screw
32
Fillisterhead Screw
6
Vent Panel Tube
15
Control Tube Brace
7
Prelube Panel Tube
16
Injection Tube Clamp
24
Control Panel Assembly
33
Lock washer
25
Hexhead Screw
34
Control Panel Cover
8
Start Panel Tube
17
Injection Clamp Insert
26
Hexhead Screw
35
Hexhead Screw
9
Union Connector
18
Spacer
27
Lock washer
*
**
*
*
Hexhead Screw
**
=GL
=G/GSI
Figure 6.00-4. Prelube And Start Air/Gas Tube Connections - Bulkhead (G/GSI/GL)
)
6.00 - 2
FORM 6248 First Edition
CONTROL PANEL 5. Remove conduit lock nut and remove the ignition wire harness from the control panel (see Figure 6.00-5).
7. Remove two capscrews, lock washers and straps from the intake manifold (see Figure 6.00-6 and Figure 6.00-7).
Figure 6.00-5. Ignition Switch Wire Harness
6. Remove four capscrews, lock washers, washers and control panel from the two mounting straps (see Figure 6.00-6).
Figure 6.00-7. Intake Manifold - Right Bank
8. If pushbutton valves are to be removed, loosen the locking nuts on the back of each pushbutton, and remove the pushbuttons from each valve (see Figure 6.00-8).
Figure 6.0006. Pushbutton Valves
9. Remove the two mounting nuts from the valves and remove the valves and connecting tubes from the mounting bracket. INTAKE MANIFOLD
Figure 6.00-6. Mounting Straps
10. Tag and disconnect the connecting tubes from the valves. CONTROL PANEL INSTALLATION - RIGHT SIDE
1. Refer to tags and connect the connecting tubes to the valves (see Figure 6.00-4 and Figure 6.00-8). 2. Install the valves and connecting tubes to the mounting bracket with the two mounting nuts. 3. Install the push buttons to the valves and tighten the lock nuts against the pushbuttons.
)
FORM 6248 First Edition
6.00 - 3
CONTROL PANEL 4. Install mounting straps on the intake manifold with two capscrews and lock washers (see Figure 6.00-6, Figure 6.00-7 and Figure 6.00-9).
HOLE CLOSEST TO THE E N D y t f ALIGNED WITH INSIDE FLANGE HOLE OF INTAKE MANIFOLD
CONTROL PANEL REMOVAL - LEFT SIDE 1. Remove four capscrews, lock washers, and control panel cover from the control panel (see Figure 6.00-11).
)
C 0
Figure 6.00-9. Bracket Strap 5. Install the control panel on the straps with four capscrews lock washers and washers.
A
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part ofthe electrical system. Electrical shock can cause severe personal Injury or death. 6. Install the ignition wire harness on the control panel and tighten conduit lock nut (see Figure 6.00-10).
Figure 6.00-11. Control Panel Cover
A
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part of the electrical system. Electrical shock can cause severe personal InJury or death.
NOTE: Tag a/l wires before removal to aid during assembly. 2. Tag and disconnect the wires from the ignition Switch (see Figure 6.00-12).
Figure 6.00-10. Ignition Switch Wire Harness 7. Connect the wires to the ignition switch (see Figure 6.00-15 and Figure 6.00-16).
a. Connect the start, prelube, vent, and supply tubes to the control panel. 9. Install panel cover on the control panel with four capscrews and lock washers. 6.00 - 4
Figure 6.00-12. Ignition Wire Harness And Ignition Switch - Left Side FORM 6248 First Edition
)
CONTROL PANEL 3. Remove conduit lock nut and remove the ignition wire harness from the control panel. 4. Remove four capscrews, lock washers, washers and control panel from the mounting straps (see Figure 6.00-13).
CONTROL PANEL INSTALLATION - LEFT SIDE 1. Install straps on intake manifold with two capscrews and lock washers (see Figure 6.00-7 and Figure 6.00-13). 2. Install the control panel on the straps with four capscrews and lock washers.
A
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part ofthe electrical system. Electrical shock can cause severe personal injury or death. 3. Install the ignition wire harness on the control panel and tighten conduit lock nu1 (see Figure 6.00-14).
INTAKE MANIFOLD
Figure 6.00-13. Control Panel 5. Remove two capscrews, lock washers and straps from the intake manifold (see Figure 6.00-13).
Figure 6.00-14. IgnHion Switch Wire Harness 4. Connect the wires to the ignition switch (see Figure 6.00-15 and Figure 6.00-16). 5. Install the ignition switch on the control panel with foam gasket, locking ring and nut. 6. Install panel cover on the control panel with four capscrews and lock washers.
FORM 6248 First Ednion
6.00 - 5
CONTROL PANEL
)
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-----------1 11:-81
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Figure 6.00-15. Wiring Diagram - DC Junction Box - CEC Ignition With Electric Start 6.00 - 6
FORM 6248 First Edition
CONTROL PANEL
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Figure 6.00-16. Wiring Diagram - DC Junction Box - CEC Ignition With Air Start FORM 6248 First Ednion
6.00 -7
CONTROL PANEL
)
)
)
6.00 - 8
FORM 6248 First
Ed~ion
SECTION 6.05 - ENGINE PROTECTION SYSTEMS ENGINE PROTECTION SYSTEMS COMPONENTS On current VHP 12 Cylinder Engines, the control switches that make up the engine protection shutdown system must be supplied by the customer. Waukesha provides the following standard and optional components:
A
WARNING
Switches for alarms and automatic engine shut· down must be supplied by the customer. The sensors provided are for measuring and monitoring temperatures and WILL NOT shut the engine down if potentially harmful temperatures are reached. Disregarding this information could result in severe personal injury or death.
A
WARNING
Figure 6.05-1. Lube 011 Inlet Temperature Sensor
To prevent engine damage and severe personal injury or death, it is the customer's responsibility to provide engine protection swiitches and fuel shutoff valves wired to simultaneously shut off the ignition and the fuel for the following conditions: normal shutdown, overspeed, low lube 011 pressure, high jacket water temperature and high Intake manifold pressure on GSI and GL engines. See SA 8382 for recommended engine protection equipment shutdown points. • Sensors and Thermocouples (Standard) • Thermocouple Junction Box (Standard and Optional)
Figure 6.05-2. Jacket Water Temperature Sensor
• Manual Shutdown Switches (2) (Standard) • Gauges (Optional, Engine Mounted or Remote Panel) • Detonation Sensing Module (Standard on selected models)
, NOTE: Intake manifold tempe_ S8IlS0IS are located behind each butterfly vaJve assembly below the intake
manifolds.
UK" TYPE THERMOCOUPLES
j
Four thermocouples are used to measure lube oil (see Figure 6.05-1), jacket water (see Figure 6.05-2 ), and intake manifold (left and right bank) air temperature (see Figure 6.05-3). These thermocouples are wired through the thermocouple junction box to a remote mounted instrument panel (customer supplied or as a Waukesha option). The thermocouple junction box is located on the right front side of the engine next to the main junction box. Fourteen additional thermocouples (see Figure 6.05-4 and Figure 6.05-5) are used to measure exhaust temperature and turbined inlet temperature. Figure 6.05-3. Intake Manifold Temperature Sensor
FORM 6248 First Ednion
6.05 - 1
ENGINE PROTECTION SYSTEMS LEFT BANK TURBO EXHAUST INLET ELBOW
EXHAUST MANIFOLD /SECTION
r.::.
Y
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EXHAUST THERMOCOUPLE
FRONT
REAR
THERMOCOUPLE LEADS
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10
98
7
6
54
THERMOCOUPLE CONDUIT
32
RIGHT BANK Figure 6.05-4. Exhaust Thermocouples Arrangement
)
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Figure 6.05-5. Exhaust Thermocouple - Rear Left
Optional "K" Type thermocouples that may be found on the engine, are: • Seven thermocouples used to monitor the main bearing temperatures (see Figure 6.05-6 and Figure 6.05-7). All thermocouples end atthethermocouple junction box when shipped (see Figure 6.05-8). It is the customer's responsibility to connect the wiring to the remote-mounted instrument panel. Main bearing sensor logic must be supplied by the customer.
&.05 - 2
Figure 6.05-6. Main Bearing Temperature Thermocouples
• One"K" Type thermocouple used to monitor the oil sump temperature. • Two oxygen sensors mounted in the exhaust system. • Twelve detonation sensors are used to detect detonation in the combustion chambers. Refer to Detonation Sensing Module, for information concerning the detonation sensors.
)
FORM 6248 First Edition
ENGINE PROTECTION SYSTEMS
LEFT SIDE VIEW
REAR VIEW
TERMINAL NUMBER
21 22 23 24 25 26 27
DESCRIPTION MAIN MAIN MAIN MAIN MAIN MAIN MAIN
BEARING #1 BEARING #2 BEARING #3 BEARING #4 BEARING #5 BEARING #6 BEARING #7
THERMOCOUPLE JUNCTION BOX RIGHT SIDE
Figure 6.05-7. Wiring Diagram - Main Bearing Temperature Thermocouples
FORM 6248 First Edition
6.05 - 3
ENGINE PROTECTION SYSTEMS
THERMOCOUPLE JUNCTION BOX JACKET WATER OUT INTAKE MANIFOLD (LB. & R.B.) LUBE OIL THERMOCOUPLES TERMINAL BLOCKS: 17 - 20
I
EXHAUSTTHERMOCOUPLES TERMINAL BLOCKS: 1 - 16""
'"
r-
0
®
®
"
,
,
4 5 •
,
MAIN BEARING lHERMOCOUPLES TERMINAL BLOCKS: 21 - 27
~\
\
\
JACKET WATER INLET LUBE OIL SUMP THERMOCOUPLES
I
\
J~® /
---.... 0
0 b b 6 8 9 10 11 121314151
1 161 92021222324252627
(l)
29
f-
V
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~-~
STEPPING MOTOR
LEFTBANK
~
TERMINAL BLOCKS: 56 - 62
, ~ '.! , ---
63-69
.-
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J 1
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3031
- -
(l)
·1
0
SECONDARY CUSTOMER STEPPING MOTOR ~ CONNEcnONS RIGHT BANK THIS SIDE TERMINAL BLOCKS:
""
I-
4042444648505254 5658606264 4143 4547 49 51 5355
~
8877274
65 fil 6971
61
, 80"
"
81"
.... "'" ... ""
96 981101
®
"99 '01
f--
0 ==~ I
0
'--
\
.....
9 QQ .
OXYGEN SENSORS
I
\
0 ..~= J
-
\
0
--"
DETONAll0N SENSORS TERMINAL BLOCKS: 88 - 102
TERMINAL BLOCKS: 3O,31,B2 - 87 PRIMARY STEPPING MOTOR RIGHT BANK TERMINAL BLOCKS:
PRIMARY STEPPING MOTOR LEFT BANK TERMINAL BLOCKS:
39 - 45,53 - !H5
32-38,50-52
INTAKE MANIFOLD PRESSURE TERMINAL BLOCKS: 70 - 72
Figure 6.05-8. Wiring Diagram - Thermocouple Junction Box
6.05 - 4
FORM 6248 Firsl Edition
ENGINE PROTECTION SYSTEMS
•• •• •• • •• •• • • •
TERMINAL NUMBER
TERMINAL NUMBER
DESCRIPTION
1
Exhaust, CyI. #1 - Left Bank
0
ExhausI, CyI. '2 - Left Bank Exhaust. CyI. #3 - Left Bank
0
50 51
Red
2 3
0
52
Black
4
Exhaust, Cyl. #4 - Left Bank
0
53
5
Exhaust, Cyl. #5 - Left Bank
0
6
Exhaust, Cyl. #6 - Left Bank
0
54 55
0
7
Exhaust Common G E~ine QrTurbine Inlet GSI/GL Engines - eft Bank
56
0
57
0
56
o
10
Exhaust, CyI. " - Rlgh1 Bank Exhaust, CyI. '2 - Righ1 Bank Exhaust, Cyl. #3 - Righ1 Bank
11
Exhaust, CyI. #4 - Righ1 Bank
0
59 60 61
12 13
Exhaust, Cyl. #5 - Righ1 Bank
0
62
Exhaust, Cyl. #6 - Righ1 Bank
0
Exha~
0
63 64 65
Red Clear Black Yellow Green Blue Red White Black Drain Yellow Green
8 9
14
Common G E~ne Or Turbine Inlet G I/GL Engines - ight Bank
0
0
0 0
15
Turbine Outlet - Left Bank
o
16
Turbine Outlet - Right Bank
0
T T T T
17 18
Jacket Water Out
0
Intake Manifold - Left Bank
0
19
Intake Manifold - Right Bank
0
20
Lube Oil Header
0
21 22
Main Bearing #1
0
Main Bearing #2 Main Bearing #3
0
24
Main Bearing #4
0
75
25
Main Bearing #5
0
26
Main Bearing He
76 77 78
0 0 0 0 0 0 0 0 0 0 0
23
0
0 0
27
Main Bearing #7
28
Jacket Water In (Reserved For)
29 30 31
Lube Oil Sump (Reserved For)
Oxygen Sensor Oxygen Sensor
THERMOCOUPLES TERMINAL NUMBERS 1 - 29
0 0 0 0
)
T
•
o o
•
Terminal Number
DESCRIPTION Drain Yellow Green
35 36 37 38
Blue Red White BlacI< Drain Yellow Green Blue Red White Black A Green BWhile
39 40
41 42 43 44 45 46
47 46 49
A Green BWhite
PRIMARY STEPPING MOTOR LEFT BANK
PRIMARY STEPPING MOTOR RIGHT BANK
OXYGEN SENSOR LEFT BANK
78
Open
0
60 81
0
62
0
63 94
DSM DSM Black Red Drain
0
0
FORM 6248 First Edition
0" 0" 0"
O· O· 0" 0" 0" 0" 0" 0" 0" 0 0 0
OXYGEN SENSOR RIGHT BANK
SYMBOLS STANDARD ALL ENGINES STANDARD GL ENGINE, OPTIONAL G,GSI OPTIONAL CUSTOM LEAN BURN CONTROL® (CLBC) CUSTOM CATALYST CONTRO~® (CCCI CUSTOM AIRIFUEL CONTROL (CAFC
Blue Red White Black Drain Red (+) Black (-) Clear Red (+) Black (-) Clear Red (+) Black (-) Clear
0
0
32 33 34
66 67 68 69 70 71 72 73 74
Clear
0
0
.,. .,. .,. .,. .,. .,. .,. .,. .,. .,. .,. .,. .,. .,.
DESCRIPTION
85 66 87 68 68
BlacI< Red Drain Cyl. #1 L.B .
90
#3 L.B.
91 92 93 94 85
96 97
96
Cyl. Cyl. Cyl. Cyl. Cyl.
STEPPING MOTOR FEEDBACK LEFT BANK STEPPING MOTOR FEEDBACK RIGHT BANK
SECONDARY STEPPING MOTOR LEFT BANK OPTIONAL-DUAL FUEL
SECONDARY STEPPING MOTOR RIGHT BANK OPTIONAL-DUAL FUEL
ANALOG 1 INTAKE MANIFOUD PRESSURE
ANALOG 2 UNDEDICATED ANALOG 3 UNDEDICATED
VARIABLE IGNITION TiMING UNIT OXYGEN SENSOR HEATER LEFT BANK
OXYGEN SENSOR HEATER RIGHT BANK
#2 L.B. #4 L.B. #5 L.B.
#6 L.B. R.B . CyI. #2 R.B.
I CyI. #1
CyI. #3 RB. CyI. #4 RB.
99 100 101 102
CyI. #5 RB. CyI. #6 RB. Ground 1 Ground 2 Ground 3
103
Open
DETONATION SENSORS (*Standard on 7042 GSI/GL)
OXYGEN SENSOR CONNECTIONS FOR cec AND CAFC
•
• • • • •
62 63 94 85 86
87
White/Clear Drain Black
OXYGEN SENSOR LEFT BANK
White/Clear Drain Black
OXYGEN SENSOR RIGHT BANK
6.05 - 5
ENGINE PROTECTION SYSTEMS THERMOCOUPLE JUNCTION BOX
MANUAL SHUTDOWN SWITCHES
The thermocouple junction box (see Figure 6.05-9) is located at the front right of the engine. The function of the thermocouple junction box is to serve as the main junction point for the wiring of engine profection shutdowns.
Two manual shutdown switches are located on left and right sides olthe engine (see Figure 6.05-10). Depressing the manual shutdown switch will stop the engine by de-energizing the ignition and electrical fuel supply solenoid valves. To restart the engine after depressing the shutdown switch, simply pull the depressed shutdown switch back out to its original position. The manual shutdown switches are wired to the main junction box.
)
Figure 6.05-10. Manual Shutdown Switch - Left Side
CUSTOMER SUPPLIED CONTROL SWITCHES
Figure 6.05-9. Thermocouple Junction Box
NOTE: The customer supplied control switches must be incorporated into the remote engine control panel logic.
Control switches must be supplied by the customer. Control switches must include, but are not limited to; low oil pressure, high coolant temperature, high lube oil temperature, high intake manifold air temperature, and an overspeed switch. Switches should be wired to an alarm to warn of high temperatures and low pressure as well as provide for automatic engine shutdown if potentially harmful temperatures, pressure, or overspeed conditions exist. PRESSURE AND TEMPERATURE SWITCHES CALIBRATION Calibrating and testing pressure and temperature switches should be performed by qualified service technicians every 90 days.
6.05 - 6
FORM 6248 First Edition
)
ENGINE PROTECTION SYSTEMS ALARM AND SHUTDOWN SETPOINTS By using controls which simultaneously shut off the fuel supply and ignition system upon reaching a "shutdown value", the potential for engine damage is reduced. See Table 6.05-1.
CAUTION I I.=A=.."..::..:.....:..,::.....:..,:,,~~. .
Alarm and shutdown values are based on dry natural gas (900 BTU/cu. ft. SLHV). Refer to Gaseous Fuel Specification Sheet S7884C and Lube Oil Recommendations Sheet S1015Y or latest revisions fortypical changes in operation temperatures for jacket water and lube 011 when running on landfill or digester gas fuels. Disregarding this information could result in product damage and/or personal injury.
L..
Table 6 05-1 Alarm And Shutdown Setpolnts Stsndard Cooling System: Normal: 1800 F (820 C) for continuos rating 200° F (93° C) for intermittent rating Alarm: 10° F (5.5° C) above nOrmal!desl~n temperature Shutdown: 20° F (11 0 C) above normal! esign temperature
Elevated Tempereture Solid Water Cooling System: Jacket Water Outlet Temperature:
Normal: 210 - 235° F (82 - 1130 C) solid water Alarm: 5° F (3° C) above normal/design temperature' Shutdown: 10° F (5.50 C) above normal! design operating temperature
Ebullient Coaling System Normal: 212 - 2500 F (100 - 121 0 C) Alarm: See Note 2 below Shutdown: See Note 2 below
Lube Oil Header Temperature:
Normal: 1800 F (82° C) Alarm: 195° F (91 ° C) Shutdown: 2050 F (96° C)
Lube Oil Header Pressure:
Normal: 40 - 55 psi (275 - 380 kPa) Alarm: 30 psi (207 kPa) Shutdown: 20 psi (138 kPa)
Intake Manifold Temperature (GSI And GL Engines):
Normal: Up to 10 0 F (5.5° C) above design intercooler water inlet temperature Alarm: 15° F (80 C) above design intercooler water inlet temperature Shutdown: 200 F (11 0 C) above design intercooler water inlet temperature
Intake Manifold Pressure:
Contact Waukesha Engine Application Engineering Department
Main Bearing Temperature:
Shutdown: 250° F (121° C)
Overspeed:
Shutdown: 10% over governed speed
NOTE: 1 Waukesha Power Systems Code 1105, 11asA, or equivalent shutdown system is recommended when jacket water temperature exceeds 210 0 F (W C). 2 Waukesha Power Systems Code 1106, 1106A, or equivalent shutdown system is recommended for ebulliently cooled engines.
)
FORM 6248 First
Ed~ion
6.05-7
ENGINE PROTECTION SYSTEMS ENGINE GAUGE PANEL COMPONENTS (SHIPPED LOOSE)
• Water Temperature SWitchgage
The optional engine mounted gauge panel (see Figure 6.05-11) has the following gauges mounted on it. • Oil Temperature Gauge
• Intake Manifold Temperature SWitchgages (L.H. and R.H.) • Intake Manifold Pressure Gauge
• Oil Pressure Switchgage
INTAKE MANIFOLD VACUUM PRESSURE (LH, RH, OFF) GAUGE
)
• Digital Tachometer
DIGITAL TACHOMETER
HIGH WATER TEMPERATURE SWITCHGAGE
d 0+ +0
b,--=----\:::::==::::---f
0+ +0 +\+ +
LOW OIL PRESSURE SWlTCHGAGE
+~-+-+-t
HIGH INTAKE MANIFOLD TEMPERATURE SWITCHGAGE (LEFT BANK)
HIGH INTAKE MANIFOLD TEMPERATURE SWITCHGAGE (RIGHT BANK)
+
LUBE OIL (INLET) TEMPERATURE GAUGE
)
Figure 6.05-11. Instrument Panel Gauge Placement
6.05- 8
FORM 6248 First Edition
ENGINE PROTECTION SYSTEMS REMOTE PANEL COMPONENTS The optional remote mounted gauge panel is shipped loose and requires 24VDC power (see Figure 6.05-t 2 and Figure 6.05-13). The remote mounted gauge panel is equipped with an annunciator that provides display codes (see Table 6.05-2) to alert the operator to the status of the engine. Refer to Figure 6.05-20 and Figure 6.05-21 for schematic details of the remote panel. The remote panel has the following gauges mounted on it. • Engine Oil Pressure Gauge
The following guidelines must be followed during installation of the remote instrument panel. • The instrument panel should not be mounted more than 25 ft. (7.62 m) from the engine. • To insure accurate temperature readings, the wires used to connect the panel to the engine mounted thermocouple blocks must be "K" type thermocouple wire. • Tubing used to connect the panel to the engine mounted pressure block should be 0.250 0.0. stainless steel tubing.
• Intake Manifold Gauge • Tachometer/Hourmeter
• Tubing connections to the instrument panel are to be made from the pressure block located on the right side of the engine.
• Engine Oil/Water Temperature • Left Bank Exhaust Temperatures • Right Bank Exhaust Temperatures • Intake Manifold Temperature
LB
~ RBI
INTAKE MANIFOLD
ANNUNCIATOR
Figure 6.05-13. Optional Remote Instrument Panel
Figure 6.05-12. Remote Mounted Panel Table 6.05-2. Remote Instrument Panel Annunciator Legend LOCKED OUT BY TIMER
DISPLAY
)
POINTS NOT LOCKED OUT BY TIMER 20
High Turbo Inlet Temperature #1
30
Low Engine Oil Pressure
21
High Turbo Inlet Temperature #2
31
High Engine Oil Temperature
22
32
High Engine Water Temperature
23
40
Intake Manifold Temperature
24
10/40
Shutdown Functions
10
00
Reset Ready To Start
11
80
Battery Ok
12
00
Running Timer Active
13
01
Normal Run
14
89
Power Ok
15
25
09
Test
16
26
60
Stop
17
27
..
FORM 6248 FIrst EdItIon
Overspeed
6.05- 9
ENGINE PROTECTION SYSTEMS CUSTOM ENGINE CONTROL® DETONATION SENSING MODULE SYSTEM
)
Detonation is the autoignition of end gas that has not been consumed in normal flame-front reaction in a combustion chamber. When this happens in a combustion chamber of an engine, two pressure waves, created by the two flame-fronts, slam against the cylinder walls and cause an audible "ping" or "knock" known as detonation. Avoiding detonation conditions is critical since detonation is normally detrimental to engine components. To prevent detonation from occurring, Waukesha Engine has developed an electronic Custom Engine Control® Detonation Sensing Module (DSM) system that is standard equipment on selected engine models (see Figure 6.05-14). The DSM protects Waukesha spark ignited gas engines from damage due to detonation on an individual cylinder basis. The DSM, and its related system, must function with a CEC Ignition module with a 14 pin DSM expansion port (see Figure 6.05-15). The DSM System also includes a Waukesha designed filter, a detonation sensor mounted at each engine cylinder, and a number of interconnecting cables and harnesses that may vary depending on the application.
Figure 6.05-14. CEC Detonation Sensing Module
)
Figure 6.05-15. Ignition Module With Expansion Port
)
6.05 - 10
FORM 6248 First Edition
ENGINE PROTECTION SYSTEMS DSM SYSTEM OPERATION
IA CAUTION IRef~r
to DSM Custom L.~~-=:""::=":"::'::':"::.J. Engine Control® Detonation Sensing Module Installation, Operation And Maintenance, Form 6268 and contact your WED distributor for complete instructions on engines equipped with DSM. Disregarding this information could result in product damage and/or personal injury. The DSM. in conjunction with the Ignition Module, monitors individual cylinder output by means of detona· tion sensors mounted on the crankcase at each of the cylinders. (see Figure 6.05·16). The output of each individual sensor is routed through a Waukesha de· signed electronic filter. This filter removes the signal frequencies that are not associated with detonation. When the filtered signal exceeds a predetermined limit (detonation threshold). the DSM system, in conjunction with the Ignition Module, retards the ignition timing for the cylinder associated with that sensor.
"0" lead is ungrounded. However these two separate ranges of adjustment overlap by 15 crankshaft degrees. Thus a total span of 35 degrees is available. At speeds of 1200 rpm and below, the system is capable of adjusting the ignition timing to within three degrees of the position of the ignition timing disc reference. For example, if the ignition Timing Disc Reference is at 30 degrees before top dead center (BTDC), the DSM system is capable of adjusting ignition timing up to approximately 27 degrees BTDC. During normal operation, the DSM will advance spark timing to the programmed most advanced timing set point. In the event that the DSM system senses detonation, the ignition timing will be retarded at a programmalble rate until either the signal from the sensor falls below the "detonation threshold" or a most retarded timing poSition is reached. Should detonation continue once the most retarded timing is reached, the DSM system provides an output that can be used to shut the engine down or activate other warning devices. As soon as conditions permit, the DSM system will advance spark timing at a programmable rate to the original set point. The wiring schematic in Figure 6.05-17 illustrates the electronic route of the DSM and Ignition Module.
A
WARNING
For maximum engine protection, the DSM system must be connected to a safety shutdown. The DSM system Is considered a safety system and, as such, must be connected to shutdown the engine if the engine cannot be brought out of detonation. Disregarding this information could result In severe personal injury or death.
Figure 6.05-16. Detonation Sensor The sensors are calibrated through a DSM computer program at initial installation. This calibration is referred to as the AutoCaI routine. The AutoCal routine can only be performed by a Waukesha Engine qualified technician.
IA CAUTION I
After doing any
repai~ or
=~-=:""::="':"'::":::':"::..J. replacement of engine
L.
cylinder heads, cylinder liners, pistons, or knock sensors, the DSM must be AutoCaled. Contact your local Waukesha Engine Distributor for assistance. Disregarding this information could result in product damage and/or personal injury.
)
The DSM, in conjunction with the Ignition Module, is capable of varying engine timing a total of 35 crankshaft degrees. Twenty-five degrees of authority is available when the "0" lead of the ignition is grounded, and another 25 degrees of authority is available when the FORM 6248 First Ed~ion
NOTE: The most advanced timing and most retarded timing are programmed using a personal computer and DSM software at initial installation. These timings can only be reprogrammed by a Waukesha Engine qualified technician.
DEFAULT TIMING VALUE The DSM system also has a predetermined default timing value which is used during engine warm-up periods. During engine warm-up, the DSM system is disabled and is not protecting the engine. The purpose of this delay is to prevent misleading vibration signals from being incorrectly sensed as detonation by the DSM system. Default timing is 2 degrees less than nameplate timing. When a sensor fails, or when a sensor's automatic control timing is disabled, default timing is used.
6.05 -11
ENGINE PROTECTION SYSTEMS
IGNITION PRIMARY
DSM MODULE
CEC IGNITION MODULE ENGINE MOUNTED
)
14PIN CONNECTION
ON OR OFF ENGINE MOUNTED
FILTER ON OR OFF ENGINE MOUNTED
THROUGH
)
ABC
GROUND MUST RUN TO ENGINE CRANKCASE _SEINSCIR HARNESS
DETONATION SENSORS 1 PER CYLINDER
Figure 6.05-17. Detonation Sensing Module System Wiring Schematic
)
6.05 - 12
FORM 6248 First Edition
ENGINE PROTECTION SYSTEMS USER INTERFACE The DSM system is equipped with several features to inform site personnel of system status. These features include: • "Power", "Alarm", and "Shutdown" lights (LED display) on the front panel of the DSM module (see Figure 6.05-18) • a liquid crystal display (LCD) located inside the DSM module which continually shows the current status of the system through diagnostic codes (see Figure 6.05-19) • the capability to drive remote alarms or lights For example, the DSM system can detect Ha sensor has been damaged or disconnected. In eilher event, the defautt timing value is imposed for the cylinder associated with the lost signal. In addition to imposing the defautt timing, the DSM system will also illuminate the yellow alarm LED on the front cover, provide a signal for a remote alarm, and will display the error code on the LCD within the DSM module.
Figure 6_05-18_ Detonation Sensing Module Front Panel
INSIDE THE DSM MODULE
o
-
~
~, ~,
~
~,.
~oo
~_oo
~-~
~_oo ~_oo
SENSOR07 ~_oo
in
"" ~,~ ,~
[] -
"= ,~
..
.,~
I-
~~
SENSOA09 SENSOR 10 6ENSOR1t SENSOR 12 SENSOR 13 SENSOR 14 SENSOR1~
SENSORIa
o
~
~"
CATAS IlATA2
DATAl OATAO -~,
'--
o
Figure 6.05-19. Detonation Sensing Module LCD Display
)
>
FORM 6248 First Edition
6.05 -13
ENGINE PROTECTION SYSTEMS DSM SYSTEM TROUBLESHOOTING This section is provided to determine diagnostic codes of the DSM system, as well as, possible corrective actions that may remedy diagnostic problems.
CAUTION I~roubleshooting I~-A.=~=..:..::.....:;.:..;:;...;~.
the DSM system can include some disassembly of electronic equipment, wiring modification, programming, and other work of similar nature. Only "qualified technicians" should undertake these activities. Improper handling of electronic components can cause damage making the components unusable. Disregarding this information could result in product damage and/or personal injury.
A CAUTION I==-..=.:.....:=....:...;=;.:..:..J.
I After doing any repair or replacement of engine cylinder heads, cylinder liners, or pistons, or knock sensors, the DSM must be re-AutoCaled. Contact your local Waukesha Engine distributor for assistance. Disregarding this Information could result In product damage and/or personal Injury.
L.
)
L.. .
If only the "Power" (green) LED is lit on the front panel of the DSM module, the engine is running free of any problems. The LCD display inside the DSM module will show the diagnostic code 91 . If the "Alarm" (yellow) or "Shutdown" (red) LED is lit on the front panel of the DSM module, the DSM system is sensing detonation in the engine or an improperly working sensor. Refer to the LCD display inside the DSM module for the diagnostic code (see Figure 6.05-19). Table 6.05-3 provides a description of the condition based on the diagnostic code the DSM system is sensing. Table 6.05-4 provides troubleshooting suggestions to remedy the situation.
)
CAUTION
A. Ilf a DSM sensor is reIL. • . .=='-:...;;.....;;..;;....;;;.....-'--1. . moved, do not mishandle or drop the sensor. Improper handling of the sensor could result in permanent damage to the sensor crystal. NOTE: To install a sensor, the sensor must be free of oil and torqued to a value of 20 - 25 ft-/b (27 - 34 N·m). The mounting surface for the sensor must be smooth (RMS125) and flat
CAUTION
A. I Drilled and tapped hole IL. • . .=='-'--......:'--_-'--1. . (sensor surface) must be flat, smooth (RMS 125), and be perpendicular to the drilled hole. A knock sensor that Is not mounted flush with the surface or If the surface is not within RMS 125, WILL provide incorrect Signals to the DSM system. Disregarding this information could result in product damage and/or personal injury.
)
6.05 -14
FORM 6248 First Edition
ENGINE PROTECTION SYSTEMS Table 6 05-3 DSM Module LCD Message Display Diagnostic Codes LCD READ-OUT
)
)
LED STATUS
DESCRIPTION OF CONDITIONS
IGNITION TIMING IN USE CEC Ign~ion Switch Timing
-
- --
No Power: System Not Operating
GYR
No Program: System Has Power But Is Not Executing Gode
00
GY-
No Rotation: Engine Stopped Running (Not Due to Shutdown Mode)
CEC Ign~ion Switch Timing
01
GY-
Sensor #1: Failed Diagnostic Test
Cylinder Defeutt Timing
02
GY-
Sensor #2: Failed Diagnostic Test
Cylinder Defautt Timing
03
GY-
Sensor #3: Failed Diagnostic Test
Cylinder Defautt Timing
04
GY-
Sensor #4: Failed Diagnostic Test
Cylinder Defeutt Timing
05
GY-
Sensor #5: Failed Diagnostic Test
Cylinder Defeutt Timing
06
GY -
Sensor #6: Failed Diagnostic Test
Cylinder Defeutt Timing
07
GY-
Sensor #7: Failed Diagnostic Test
Cylinder Defautt Timing
CEC
Ign~ion
Switch Timing
06
GY-
Sensor #6: Failed Diagnostic Test
Cylinder Defautt Timing
09
GY -
Sensor #9: Failed Diagnostic Test
Cylinder Defautt Timing
10
GY-
Sensor #10: Failed Diagnostic Test
Cylinder Defautt Timing
11
GY-
Sensor #11: Failed Diagnostic Test
Cylinder Defautt Timing
12
GY-
Sensor #12: Failed Diagnostic Test
Cylinder Defeult Timing
21
GY -
Sensor #1: Uncontrolled Detonation
Cylinder Maximum Retard
22
GY -
Sensor #2: Uncontrolled Detonation
Cylinder Maximum Retard
23
GY -
Sensor #3: Uncontrolled Detonation
Cylinder Maximum Retard
24
GY -
Sensor #4: Uncontrolled Detonation
Cylinder Maximum Retard
25
GY -
Sensor #5: Uncontrolled Detonation
Cylinder Maximum Retard
26
GY -
Sensor #6: Uncontrolled Detonation
Cylinder Maximum Retard
27
GY -
Sensor #7: Uncontrolled Detonation
Cylinder Maximum Retard
28
GY-
Sensor #8: Uncontrolled Detonation
Cylinder Maximum Retard
29
GY-
Sensor #9: Uncontrolled Detonation
Cylinder Maximum Retard
30
GY-
Sensor #10: Uncontrolled Detonation
Cylinder Maximum Retard
31
GY-
Sensor #11: Uncontrolled Detonation
Cylinder Maximum Retard
32
GY-
Sensor #12: Uncontrolled Detonation
Cylinder Maximum Retard
41
G --
Sensor #1: Automatic Timing Control Disabled
Cylinder Default Timing
42
G --
Sensor #2: Automatic Timing Control Disabled
Cylinder Default Timing
43
G --
Sensor #3: Automatic Timing Control Disabled
Cylinder Default Timing
44
G --
Sensor #4: Automatic Timing Control Disabled
Cylinder Defeult Timing
45
G --
Sensor #5: Automatic liming Control Disabled
Cylinder Default Timing
46
G --
Sensor #6: Automatic liming Control Disabled
Cylinder
47
G --
Sensor #7: Automatic liming Control Disabled
Cylinder Dafautt Timing
48
G --
Sensor #8: Automatic liming Control Disabled
Cylinder Dafeutt Timing
49
G --
Sensor #9: Automatic liming Control Disabled
Cylinder Defeutt Timing
50
G --
Sensor #10: Automatic liming Control Disabled
Cylinder Defautt Timing
Defau~
Timing
51
G --
Sensor #11: Automatic Timing Control Disabled
Cylinder Defautt Timing
52
G --
Sensor #12: Automatic Timing Control Disabled
Cytinder Default Timing
66
GY-
Sample Error: Configuration Data or Application Problem
Cylinder Default Timing
75
GyR
Shutdown: Uncontrolled Detonation Present Shutdown Activated
Timing Control
75
GY-
Shutdown: Engine Has Stopped Running Due to Datonation/Shutdown
Cylinder Default Timing
81
GY-
System Error: Some Cylinders Are OK-Wait for Sensor Error Code
liming Control
86
G --
Autocal: Executing AutoCai Routine
AutoCal Timing
(Continued)
FORM 6246 First Edition
6.05 - 15
ENGINE PROTECTION SYSTEMS LCD READ-OUT
LED STATUS
90
97
G -G -G -G--
99
GY-
91 95
DESCRIPTION OF CONDITIONS
IGNITION TIMING IN USE
System OK: Ready and Waiting for Engine to Start
Cylinder Default Timing
System OK: Normal Operation - Controlling Detonation
Timing Control
System OK: Delaying Engine Warm-Up
Cylinder Default TIming
Serial Mode: Communication Transfer Mode
Last Active Timing
No Data: Configuration Data Must Be Down Loaded
)
30° Retard from TOR (liming Disc Reference)
NOTE: The diagnostic cedes given in the LCO READ-OUT column are shewn on the LCD display inside the DSM module. Letters in the LED STATUS column represent the LED lights on the DSM module front pane/that are Iff under the given condition: G = Green/Power, Y Yellow/Alarm, y Yellow/Alarm Flashing, R Red/Shutdown
=
=
=
Table 6.05-4. DSM Diagnostic Codes Troubleshooting IF DIAGNOSTIC CODE ON LED DISPLAY READS Code 00
THEN a. Engine is not running (not due to shutdown mode). a. Check wiring from sensor to DSM for damage. Repair/replace wiring as required. b. Check Spark plug for misfiring. Replace as required.
Codes 1 - 12
c. Check admission valves in cylinder head for correct operation. Replace or clean as required. d. Replace sensor. e. Contact your Waukesha Engine Distributor for assistance. a. Shutdown engine. b. Determine if any "hot" or unprocessed gas has gone through engine that could cause detonation.
Codes 21 - 32
)
c. Check gas/air supply. d. Bore scope the cylinder to check for detonation. e. Contact your Waukesha Engine Distributor for assistance. a. Check to see if the program was disabled through the electronics,
Codes 41-52
6.05 -16
b. Contact your Waukesha Engine Distributor for assistance.
Code 91
a, Engine is running normally.
Code 99
a. Contact your Waukesha Engine Distributor for assistance.
All Other Codes
a. Contact your Waukesha Engine Distributor for assistance.
FORM 6248 First Edition
ENGINE PROTECTION SYSTEMS
RIGHT BANK INTAKE MANIFOLD _ _ _~L:.:::;-;:::::::'",____ LEFT BANK INTAKE MANIFOLD TEMPERATURE TERMINAL BLOCK #19 (-) TEMPERATURE TERMINAL BLOCK #18 (-)
---+-----' L..-----,f----- LEFT BANK INTAKE MANIFOLD
RIGHT BANK INTAKE MANIFOLD TEMPERATURE TERMINAL BLOCK #19 (+)
TEMPERATURE TERMINAL BLOCK #18 (+)
PYROMETER INTAKE MANIFOLD TEMPERATURES ENGINE LUBE OIL TEMPERATURE TERMINAL BLOCK #20 (-)
ENGINE WATER TEMPERATURE TERMINAL BLOCK #17 (-)
ENGINE LUBE O I L - - - - - - + - - - - - ' TEMPERATURE TERMINAL BLOCK #20 (+)
'------+------ ENGINE WATER TEMPERATURE TERMINAL BLOCK #17 (+)
PYROMETER ENGINE OILJWATER TEMPERATURES CYLINDER #3 TERMINAL BLOCK #9 (-) CYLI NDERII2 TERMINAL BLOCK'8(-) CYLINDER #1 TERMINAL BLOCK #7 (-)
1
o
TURB INLET TERMINAL BLOCK #14 (-)
-.
I
II
o
TURB INLET TERMINAL BLOCK #14 (+) CYLINDER #1 TERMINAL BLOCK '7 (+) CYLI NDER TERMINAL BLOCK #9 (+)
URBOOUTLET TERMINAL BLOCK #16 (+) CYLINDER #6 TERM INAL BLOCK #12 (+) CYLINDER.5 TERMINAL BLOCK '11 (+)
II \[ II;!;!!- IU'
l
I
CYLINDER #3 TERMINAL BLOCK #3 (-) CYLINDERII2 TERMINAL BLOCK 112 (-) CYLINDER #1 TERMINAL BLOCK '1 (-) TURB INLET TERMINALBLOCK.13 (-)
I I \j1l;!::;.!:E1
I
I
.1 ••••• 7. 1 I I 1-"
II II
o
TURB INLET TERMINAL BLOCK.13 (+) CYLiNDER'l TERMINAL BLOCK #1 (+) CYLINDER TERMINAL BLOCK 112 (+)
I~ I_a
'IA /
CYLINDER'4 TERMINAL BLOCK '10 (+)
1
I"'-..
o
)
OPEN
I
PYROMETER EXHAUST TEMPERATURES RIGHT BANK
CYLINDER'3 TERMINAL BLOCK #9 (+)
CYLINDER.3 TERMINAL BLOCK #3 (+)
I
-~
I
1
CYLiNDER#4 TERMI NAL BLOCK '10 (-) CYLINDER.5 TERMINAL BLOCK '11(-) CYLINDER #6 TERMI NAL BLOCK '12 (-) URBOOUTLET TERMINAL BLOCK #16 (-) OPEN
I
IU/ I
CYLINDER #4 TERMINAL BLOCK #4 (-) CYLINDER.5 TERMINAL BLOCK #5(-) CYLINDER #6 TERMINAL BLOCK #6 (-) ~~!lBOOUTLET TERMINAL BLOCK #15 (-) OPEN OPEN ~~!'IBOOUTLET TERMiNAL BLOCK #15 (+) CYLINDER #6 TER MINAL BLOCK #6 (+) CYLINDER.5 TERMINAL BLOCK #5 (+)
PYROMETER EXHAUST TEMPERATURES LEFT BANK
CYLINDER #4 TERMINAL BLOCK.4 (+)
Figure 6.05-20. Remote Instrument Panel Connections
FORM 6248 First Edttion
6.05 -17
ENGINE PROTECTION SYSTEMS
)
ELECTRICAL DETAIL 12
I \
.J.
•
Sensors
,3
'~ 4
WARNING are
normally
...r Ls 5
open
switches which must be retumed
8
to ground potential to actuate annunciator•
•
WARNING are
Any power applied to sensor wires
NOTE: Terminals
10 through 40 may destroy annun·
away from instrument and
ciator circuits.
modlfiedforpurposes ofpanel wiring clarity only.
shown
GROUND FOR ENCLOSURE, PANEL INSERT, AND ALL INSmUMENTATION CUSTOMER WIRING
BACK VIEW OF PANEL 1T.13
~ 40
i\iE." -=.
ITEM & TERM. NO.
READ OUT
ANNUNCIATOR
!
CHANNEL FUNCTION
1T.5,SW2
1'[6, SWI
14
8
)
~ INTAKE I
!TEMP,
B B
15
15
16 17 IT,7, SW. ' IT,8, SW.
!
~ 20 21
'TEMP, #1 !, INLET TEMP, 112
22
A
23
A
25
~
~
2S
26
_27
27
~ A
30
30
A
"
31
A A
32 II4,S
IT.g
1T.10
INPUT.
~
IGNmON POWER (TACHOMETER SIGNAL
INPUT.
INPUT.
~ A
22
1T.10
1T.10
-"-
23
40
11
B
14
20 21
CLASS
1T.10
INPUT.
1~sl ~
AUX. CONTACTS (IF USED)
0
IT.II
c=J 1T.12 II II BULKHEAD FmlNGS TO GAUGES ENGINE GROUND
.24 VDC POWER
TO SENSORS & THERMOCOUPLES
Figure 6.05·21. Remote Instrument Panel Connections
6.05 -18
FORM 6248 First
Ed~ion
SECTION 6.10 - MISCELLANEOUS EQUIPMENT The following miscellaneous equipment may be installed on the engine:
MISCELLANEOUS EQUIPMENT COMPONENTS
• Surge Tank • Jacket Water Heater
FILLER CAP
-i! ~-J
¢t ~ HOS~ n ifilf"
I "-. FILLER NECK
OVERFLOW
/
PLUG (INITIAL FILL)
~
i
U
UF11NG EYE
) I
\
/'
•• •
SIGHT GAUGE
I
~I
y/ I I
1../
/~I
I
a
) Figure 6.10-1. Surge Tank Assembly
FORM 6248 Rrst Edition
6.10 -1
MISCELLANEOUS EQUIPMENT
SURGE TANK SURGE TANK REMOVAL
A
7. Remove capscrew, lock washer and the overflow line support bracket from the front flange of the water connection pipe (see Figure 6.10-3).
WARNING
Always wear protective clothing when draining the cooling system on a heated engine. Slowly loosen the air bleed petcock to relieve any excess pressure. Do not remove the filler cap on the surge tank until pressure is released. Escaping steam and/or hot water can result In severe personal injury or death. 1. Refer to Cooling Systems, and drain the cooling system and surge tank. 2. Remove two lock nuts, spacer nuts, capscrews, and connecting bracket from the brackets on the water connection pipe (see Figure 6.10-1 and Figure 6.10-2).
Figure 6.10-3. Overnow Line Support Bracket
8. Remove the remaining five capscrews, lock washers, water connection pipe from the surge tank (see Figure 6.10-1 and Figure 6.10-2). 9. Remove the square and round gaskets from the ends of the water connection pipe.
A
)
WARNING
The surge tank weighs approximately 400 Ibs. (181 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal injury or death. Figure 6.10-2. Water Connection Pipe
3. Remove two socket head capscrews, lock washers, and the rear bracket from the water connection pipe. 4. Remove two capscrews, lock washers, and the front bracket from the water connection pipe,
10. Attach a suitable lifting device to the surge tank. 11. Remove eight nuts, washers, lock washers, capscrews, and washers from the support brackets and surge tank mounting flanges. 12. Using a suitable lifting device, remove the surge tank from the support brackets.
5. Remove the two lower capscrews and lock washers from the lower two holes in the rear flange of the water connection pipe. 6. Remove nut, lock washer, support clip, and capscrew from the lower overflow line.
)
6.10 - 2
FORM 6248 First Edition
MISCELLANEOUS EQUIPMENT SURGE TANK DISASSEMBLY 1. Remove the drain cock from the surge tank (see Figure 6.10-1).
s.
Remove pipe adapter from the bottom of the surge tank (see Figure 6.10-S).
2. Remove the filler cap from the filler neck (see Figure 6.10-4).
Figure 6.10-5. Pipe Adapter
6. Remove the sight gauge from the surge tank (see Figure 6.10-6).
Figure 6.1~. Filler Cap And Plug
3. Remove four capscrews, lock washers, filler neck, and gasket from the surge tank. 4. Remove upper plug from the surge tank.
I
Figure 6.10-6. Sight Gauge
I
FORM 6248 First Edttion
6-10 - 3
MISCELLANEOUS EQUIPMENT SURGE TANK CLEANING AND INSPECTION
SURGE TANK INSTALLATION
1. Inspect the surge tank for developing cracks around hose fittings, pipe couplings, mounting brackets and corners.
1. Attach a suitable lifting device to the surge tank.
NOTE: Usually it is not advisable to repair that is extensively rusted. It is better to replace an extensively rusted tank.
The surge tank weighs approximately 400 Ibs. (181 kg). Use a suitable lifting device and exercise caution during removal or Installation to avoid severe personal Injury or death.
2. Inspect the tank for internal rusting that has affected the sides, top or bottom. this may be detected by paint that appears to be lifting off. 3. Flush the tank to remove any accumulated sediment. Probe the tank through the openings to dislodge material that was not removed from back washing. 4. Repair any fittings that indicate leakage, such as plug, sight gauge and drain cock. Seal fittings with Perma Lok® Heavy Duty Pipe Sealant with Teflon®. Use Permatex® Aviation Form-A-Gasket Sealant to seal the filler neck gasket. 5. Inspect the pressure relief filler cap. Be certain the cap is properly sealing against its filler neck. Make certain that the pressure cap spring is pressurizing the the cooling system correctly. This value is related to operating elevation. Be certain the correct cap is used. A radiator pressure tester may be used to to determine cap requirements. The tester will also check the cap seal. 6. Inspect the overflow hose. Replace the hose if it shows signs of cracking. 7. Inspect the bleed hole. The bleed hole must not be plugged or obstructed in any way. SURGE TANK ASSEMBLY 1. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads, and install the drain cock on the surge tank (see Figure 6.10-1). 2. Apply PermateX® Aviation Form-A-Gasket Sealant to filler neck gasket (see Figure 6.10-4). 3. Install the filler neck gasket and filler neck on the surge tank with four lock washers and capscrews. 4. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads, and install upper plug on the surge tank. 5. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads, and install the pipe adapter on the bottom of the surge tank (see Figure 6.10-5). 6. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads, and install the sight gauge on the surge tank (see Figure 6.10-6). 6.10 - 4
A
WARNING
2. Using a suitable lifting device, install the surge tank on the support brackets. 3. Install the surge tank on the support brackets with eight washers, capscrews, washers, lock washers and nuts (see Figure 6.10-1 and Figure 6.10-2). 4. Apply Permatex® Aviation Form-A-Gasket Sealant to the gasket surfaces and install the gaskets on the square and round gaskets from the ends of the water connection pipe. 5. Install the water connection pipe on the cluster thermostat with the two lower capscrews and lock washers. 6. Install rear bracket on the water connection pipe with two socket head capscrews and lock washers. 7. Connectthe front flange ofthe water connection pipe to the surge tank with the lower five capscrews and lock washers. 8. Install the overflow line support bracket on the front flange of the water connection pipe with capscrew and lock washer (see Figure 6.10-3). 9. Install the lower overflow line on the support bracket with nut, lock washer, support clip, and capscrew (see Figure 6.10-1 and Figure 6.10-2) 10. Install the front bracket on the water connection pipe with two capscrews and lock washers.
NOTE: AfterperformingSteps11 and 12, the connecting bracket should be able to be moved by hand. This will allow for expansion during operation. 11. Install the connecting bracket on the front bracket with lock nut, spacer nut and capscrew. Tighten the spacer nut and locknut against the connecting bracket, leaving 0.031 in. (0.787 mm) space under the head of the capscrew. Check the distance by inserting a feeler gauge under the head of the capscrew. 12. Install the conl)ecting bracket on the rear bracket with lock nut, spacer nut and capscrew. Tighten the spacer nut and locknut against the rear bracket, leaving 0.031 in. (0.787 mm) space between the top of the FORM 6248 First Edition
)
MISCELLANEOUS EQUIPMENT spacer nut and the bottom surface of the connecting bracket. Check the distance by inserting a feeler gauge between the top of the spacer nut and the bottom surface of the connecting bracket.
1. Disconnect the power supply to the jacket water heater and thermostat.
13. Refer to Cooling Systems, and fill the cooling system and surge tank.
Always wear protective clothing when draining the cooling system on a heated engine. Slowly loosen the air bleed petcock to relieve any excess pressure. Do not remove the filler cap on the surge tank until pressure is released. Escaping steam and/or hot water can result in In severe personal injury or death.
JACKET WATER HEATER JACKET WATER HEATER REMOVAL The optional thermostatically controlled jacket water heater improves starting in cold temperatures and warms the jacket water for standby applications.
A
WARNING
Do not install, set up, maintain or operate any electrical components unless you are a technically qualified Individual who is familiar with the electrical components Involved. Electrical shock can cause severe personal injury or death.
A
WARNING
A
WARNING
2. Refer to Cooling System and drain the cooling system. 3. Loosen the hex fittings and disconnect the inlet and oullet tubes from the jacket water heater (see Figure 6.10-7 and Figure 6.10-8). NOTE: Left and right side jacket water heaters are removed in a similar fashion.
4. Remove four nuts, lock washers, spacers brackets and the jacket water heater from the mounting bracket.
Disconnect all electrical power supplies before making any connections or servicing any part ofthe electrical system, Electrical shock can cause severe personal injury or death.
) REAR VIEW
RIGHT SIDE Figure 6.10-7. Jacket Water Heater - Right Side
FORM 6248 First Edttion
6.10 - 5
MISCELLANEOUS EQUIPMENT
~
hrnJHI~
)
lot?::: ~
-::::::::;:::::
BRACKETS~
o o LEFT SIDE
MOUNT TEMPERATURE CONTROL ON LEFT BANK INTAKE MANIFOLD ON THE 2ND AND 3RD PAD FROM FRONT OF ENGINE
INSERT PROBE INTO THE FIRST PIPE TAP BEHIND THE THERMOSTAT HOUSING
~~~
I
REAR VIEW FRONT END AND LEFT SIDE VIEW OF ENGINE Figure 6.10-11. Jacket Water Heater - Left Side
JACKET WATER HEATER CLEANING AND INSPECTION
A
WARNING
Comply with the solvent manufacturers recommendations for proper use and handling of solvents. Improper handling or misuse could result In severe personal injury or death. Do not use gasoline, paint thinners or other highly volatile fluids for cleaning. 1. Wipe all metal parts with a clean shop cloth dampened in an approved cleaning solvent. 2. Inspect the jacket water heater for cracks, broken wires, or other damage. 3. Inspect all wiring for cracked insulation, broken wires or damage. Replace if necessary. 4. Inspect all threaded parts for stripped or damaged threads. replace parts if damage is apparent. 5. Inspect tubes for cracks, kinks, breaks or wear. replace tubes if necessary.
JACKET WATER HEATER INSTALLATION
A
r------:A~W-A-R-N-IN-G---.....,
Properly discharge any electrical component that has the ability to store electrical energy before connecting or servicing that component. Electrical shock can cause severe personal injury or death.
A
WARNING
Disconnect all electrical power supplies before making any connections or servicing any part olthe electrical system, Electrical shock can cause severe personal injury or death. 1. Mount the jacket water heaters in a vertical position as shown (see Figure 6.10-7 and Figure 6.10-8). 2. Install the jacket water heater on the mounting bracket
with four nuts, lock washers, spacers and brackets. 3. Apply Perma Lok® Heavy Duty Pipe Sealant with Teflon® to threads, and connect the inlet and outlet tubes on the jacket water heater. 4. Connect the power supply to the jacket water heater and thermostat.
WARNING
Do not install, set up, maintain or operate any electrical components unless you are a technically qualified individual who Is familiar with the electrical components involved. Electrical shock can cause severe personal injury or death. 6.10 - 6
)
)
FORM 6248 First Edition
CHAPTER 7 - TROUBLESHOOTING AND MAINTENANCE
CONTENTS SECTION 7.00 - TROUBLESHOOTING SECTION 7.10 - MAINTENANCE AND STORAGE
)
)
FOAM 6248 First Edition
)
FORM 6248 First Edition
SECTION 7.00 - TROUBLESHOOTING TROUBLESHOOTING The following table is provided to assist the user in determining the possible causes of unsatisfactory engine operation, as well as point out the corrective action that may be undertaken to remedy the problem. Knowledge of how the engine operates along with the
current readings from the engine instrument panel can be combined with this information to provide a framework for resolving actual or potential problems. NOTE: This chart is only provided as a service to our customers. It should not be viewed as a reflection of Waukesha Engine's actual experience with this product.
Table 7 00-1 Troubleshooting Table PROBABLE CAUSE
SYMPTOM
REMEDY
Engine crankshaft cannot be barred over.
Load not disengaged from engine.
Disengage load.
IA CAUTION I Do not attempt to
Coolant or obstruction in cylinder:
NOTE: Remove spark plugs to vent cylinders of accumulated coolant.
rotate crankshaft with starter. a. Cracked exhaust manifold.
a. Replace.
b. Cracked head.
b. Replace.
c. Cracked sleeve.
c. Replace.
Seized piston.
Determine cause of seizure: insuffiCient lubrication, inadequate cooling, overload, etc. Replace piston assembly and sleeve, as required.
Main bearings too tight:
)
a. Main bearing caps installed out of location.
a. Check each bearing cap; place in proper
b. Improper bolt torque.
b. Adjust bearing caps. Torque to specifications.
c. High spots on bearings. Engine will crank but will not start. (50 F minimum ambient Temperature)
location,
c. Replace.
On-oft switch in OFF position or defective ~f used).
Place switch in the ON position or replace if defective.
Fuel throttle or manual shut -off control in OFF position.
Place fuel throttle or manuat shut-off control in ON pOSition.
Insufficient cranking speed: a. Low starting air/gas pressure.
a.
b. Lube oil temperature too low or viscosity too high.
b. Change lube oil or raise the oil temperature.
Build up air/gas pressure. 100 - 125 rpm required to start engine.
Fuel system Inoperative:
a.
Insufficient fuel supply or fuel pressure.
a.
Check gas pressure.
b. Fuel system settings incorrect.
b. Reset regulators.
c. Stiff carburetor diaphragm.
c. Replace diaphragm.
d. Worn carburetor mixing valve assembly.
d. Replace assembly.
e. Ruptured line pressure regulator diaphragm.
e. Replace diaphragm.
I. Bent pressure regulator control rod.
f.
g. Prechamber regulator valve stuck open.
g. Replace or repair regulator valve.
h. Main gas valve stuck closed.
h
Replace control rod.
Replace or repair main gas valve.
Faulty ignition system: a. Low or no output from ignition module.
v
b. Hall-effect Pickup not p::f.ert gapped, disconneded, or damag .
)
FORM 6248 First Ed~lon
a. Replace ignition module as required. b. ChS?~ap, reconned, or replace as requlr .
c. Incorrect ignition timing.
c. Reset the timing.
d. Broken or damaged wiring.
d. Repair or replace.
e. Magneto drive assembly broken.
e. Replace drive.
f.
I. Check gap/replace as required.
Spark plug(s) not firing.
7.00 - 1
TROUBLESHOOTING SYMPTOM Engine will crank but will not start (cont'd).
PROBABLE CAUSE Insufficient or no air intake:
REMEDY NOTE: Bar the engine over by hand to verify that
)
cylinders are clear. Inspect the intake manito/dfor accumulations of lube oil.
a. Clogged intake air filters.
a. Remove and clean,
b. Clogged/dirty intercooler (air side).
b. Remove and clean.
Governor inoperative: a. Insufficient oil: 1.
UG-8 low oil level.
1. Add oil.
2.
Gasket blocks off oil supply hole (affer repair).
2.
Re-position or replace gasket.
3.
Water/sludge in oil passages.
3.
Clean or replace governor.
1.
Clean.
b. Binding control linkage: 1.
Linkage dirty.
2.
Unkage broken.
2.
Repair.
3.
Linkage pivot points tight.
3.
Re-adjust or replace pivot point bearing surfaces.
c. Electric governor actuator not opening.
c. Check wiring and correct.
d. Governor geometry incorrect.
d. Correct as necessary.
Poor compression: a. Worn rings.
a. Replace.
b. Leaking valves.
b. Recondition seats and valves.
c. Leaking head gaskets.
Engine stops suddenly.
c. Replace.
Camshaft gear not in time with crankshaft gear.
Set crankshaft at T.O.C. #1 RB. Align the camshaft, idler and crankshaft gear match marks.
Insufficient fuel supply.
Check gas pressure.
Low oil pressure causes engine protection control to shut down engine.
Inspect lubricating oil system and components; correct cause.
High coolant temperature causes engine protection control to shut engine down.
Inspect cooling system and components; correct cause.
Faulty ignition system.
Repair or replace components as required.
High intake manifold temperature.
Correct cause.
High lube oil temperature.
Correct cause.
Engine overspeed causes engine protection control to shut down engine.
Determine and correct cause.
Excessive load causes engine to stall.
Determine and correct cause of overload.
)
Insufficient intake air:
a Clogged intake air filter(s).
a. Remove and clean.
b. Clogged intercooler (air side).
b. Remove and clean.
Obstructed exhaust manifold.
Locate and remove obstruction.
Piston seizure: Insufficient cooling.
a. Replace scoredtMiston, sleeve and rings. Clean and/or II the cooling system, including the heat exchangers.
b. Insufficient lubrication.
b. Replace scored piston, sleeve and rin~s. Clean oil passages, and/or determine cause.
c. Insufficient ring gap (ap~licable only immediately after overhau).
c. Replace scored piston, sleeve and rings. Adlust ring gap.
B.
Obstruction in cylinder.
7.00 - 2
Replace parts.
FORM 6248 First Ed~ion
)
TROUBLESHOOTING PROBABLE CAUSE
REMEDY
Seizure of bearings main, connecting rod, piston pin or camshaft.
Replace bearings - clean up or replace crank-
SYMPTOM Engine stops suddenly (cont'd).
Engine loses power.
shaft, camshaft or piston pins, as required.
a. Lack of lubrication.
a. Check lube oil system; correct cause.
b. Dirt in lube oil.
b. Check lube oil filters.
Insufficient fuel: a. Low gas pressure.
a Check gas fuel system.
b. Mlsadjustad wastegate(s) (altitude cempensation).
b. Consult Waukesha factory representative for correct setting.
Air intake system maHunction: a. Dirty intake air filters.
a. Remove and clean.
b. Clogged Interceoler.
b. Remove and clean.
14 CAUTION 1Bartheenglneover by hand
to verily that the cylinders are claar, Inspect the Intake
manifold for accumulations of lube 011.
Air leaks In intake system.
Find and correct as required.
Turbocharger malfunction or failure: a. Lack of lubrication.
a. Determine cause; repair or replace turbo-
b. Foreign material.
b. Repair or replace turbocharger.
c. Excessive backpressure.
c. Determine and correct cause.
charger.
Engine misfiring: a. Readjust.
a. Incorrect main chamber and/or precham-
)
bar regulator adjustment. b. Faulty ignition system.
b. Repair or replace components as re-
c. Sticky gas admission valve.
c. Repair or replace gas admission valve.
Ignition system timing incorrect.
quired.
Re-time.
Low compression pressure: a. Leaking head gasket.
a. Replace head gasket - inspect for warped cylinder head and/or """kcase.
b. Leaking exhaust/intake valve.
b. Recondition seats and valves.
c. Misadjusted intake and exhaust valves (if
c. Readjust.
Replace if necessary.
recently overhauled).
d. Wom rings (excessive blow-by).
d. Replace.
e. Wom pistons/liner.
e. Replace as necessary.
f.
Cracked piston.
f.
Engine will not shut down using normal stopping procedures.
I
A
WARNING
Replace.
g. Replace.
g. Cracked cylinder head.
Excessive exhaust system backpressure.
Correct as required.
Defective ON-OFF swnch.
Replace.
combustion chamber deposits I Overheated cause the engine to run on - auto ignition.
Allow engine to cool down before attempting to stop.
Shut off the gas supply for positive shutdown of gaa englnas, Inspectthe Intake manifold for accu-
mulations of lube oil.
)
Engine will not reach rated speed.
FORM 6248 First Ednion
Engine overloaded.
Determine and correct cause.
Insufficient fuel supply.
Check fuel supply system.
Restricted air intake.
Correct cause.
7.00 - 3
TROUBLESHOOTING PROBABLE CAUSE
SYMPTOM
Engine will not reach rated speed
REMEDY
Governor misadjusted.
Rearljust.
Ignition not properly timed.
Re-time.
Tachometer inaccurate.
Calibrate or replace tachometer.
)
(cont'd).
Engine will start but will not reach idle No fuel to the prechamber manifold during start sequence. Prechamber regulator valve stuck rpm.
Repair or replace regulator valve.
shut.
Engine cannot make rapid load changes.
Engine misfiring: a. Fuel system settings incorrect.
a. Readjust per fuel system specifications.
b. Faulty ignition system.
b. Repair or replace components as re-
quired. Sensing line to the prechamber regulator
Clean or replace.
restricted or plugged.
Engine misfires at light load.
FauHy ignition system.
Repair or replace components as required.
Prechamber gas admission valves sticking.
Clean or replace.
Fuel system setting incorrect.
Readjust per fuel system specifications.
a. Fuel regulator valve stuck shut. b. Admission valve plugged. Individual cylinders misfire.
Engine will not run at maximum power.
a. Repair or replace regulator.
b. Clean or replace.
Prechamber gas admission valve stuck shut.
Clean or replace valve.
Faulty ignition system.
Repair or replace components as required.
Engine misfiring: a. Fuel system setting incorrect.
a. Readjust per fuel system specifications.
b. Faulty ignition system.
b. Repair or replace components as re-
quired. Engine overloaded.
Engine detonates.
)
Determine and correct cause of overload.
Incorrect ignition timing.
Reset to specification.
Air/fUel ratio too rich.
Reset to specification.
Engine misfiring:
Emission levels too high.
a. Faulty ignition system.
a. Repair or replace components as re-
b. Prechamber fuel system incorrectly set.
b. Reset per fuel system specifications.
c. Sticking gas admission valve.
c. Clean or replace valve.
quired.
Advanced ignition timing.
Reset to specification.
Airffuel ratio incorrect.
Reset to specification.
Engine misfiring:
a. Faulty ignition system.
a Repair or replace components as
b. Prechamber fuel system incorrectly set.
b. Reset per fuel system specification.
c. Sticking gas admission valve. Low or fluctuating lube oil pressure. IACAUTIONI
Shutdown the engine
Insufficient oil. Lube oil pressure gauge inaccurate.
re-
quired.
c. Clean or replace valve. Add oil as required. Compare to master gauge. Replace gauge ~
necessary.
immediately.
Oil gauge line plugged or valve shut.
Renew gauge line; open valve.
Lube oil filters plugged.
Change elements; clean filter.
Lube oil pressure regulating valve stuck in open position.
Clean and polish valve.
Oil pressure regulating valve set too low.
Readjust
oil~ressure
)
regulating valve to
309 - 345 k a (45 - 50 psi) at governed speed.
7.00 - 4
FORM 6248 First Edition
TROUBLESHOOTING SYMPTOM Low or fluctuating lube oil pressure
Lube oil dilution.
Change oil and filter elements. Determine and correct source of dilution.
Lube oil of low viscosity.
Change to higher viscosity oil as recommended.
Lube oil foaming.
Use oil grade recommended. Check for water leaks into oil.
(conl'd).
IAcAUTIONI
Shutdown the engine Immediately.
Low gas/air pressure.
High gas/air pressure.
Low jacket water pressure.
High lube oil pressure.
Low jacket water temperature.
Clogged oil inlet screen(s).
Remove and clean screen(s).
Engine is operated at angles that exceed the maximum safe tilt specification.
Operate within maximum safe tilt angles (see Specifications).
Dirty all cooler.
Clean.
Worn lube oil pump.
Repair or replace pump.
Worn bearings (main, connecting rod and camshaft).
Replace worn bearings.
Cracked or leaking lube oil piping.
Repair or replace piping.
Incorrectly adjusted gas regulator.
Readjust.
Insufficient line pressure.
Increase line pressure.
Incorrect orifice and/or spring in gas regulator.
Replace orifice and/or spring.
Undersize gas regulators.
Replace with gas regulators of adequate size.
Undersize piping.
Replace with piping of adequate size.
Gas regulators mounted too far from engine.
Remount gas regulators as close to carburetors as possible.
Incorrectly adjustad gas regulator.
Readjust.
Incorrect spring in gas regulator.
Replace spring.
Excessive line pressure.
Reduce line pressure.
Low water level.
Fill cooling system.
Air is entering the system through the suction side of the jacket water pump.
Repair leak; purge air from the system.
Wrong pressure cap.
Raplace.
Gauge inaccurate.
Compare to master gauge; replace gauge if necessary.
Gauge line clogged or valve shut.
Replace line; open valve.
Leaking pump seels.
Repair pump.
Cracked water-cooled exhaust manifold.
Replace manifold.
Incorrectly sized outlet water orifice.
Resize per specification.
Misadjusted oil pressure regulating valve.
Readjust oil ~ressure regulating valve to 309 - 345 k a (45 - 50 psi).
Lubricating oil temperature too low.
Check/replace lube oil thennostats.
Lubricating oil of high viscosity.
Change to lower viscosity oil as recommended.
Lubricating oil pressure regulating valve stuck in closed position.
Clean and pOlish valve.
Gauge inaccurate.
Compare to master gauge; replace gauge if necessary.
Inoperative or malfunctioning thennostat(s).
Replace thermostatic element or thennostat(s) (as applicable).
14 CAUTION 1Allow engine to cool.
High jacket water temperature.
)
FORM 6248 First Edition
REMEDY
PROBABLE CAUSE
Gauge inaccurate.
Compare to master gauge; replace gauge if necessary.
Low coolant level.
Fill cooling system.
Inoperative or malfunctioning thermostat(s).
Replace thennostatic element or thermostats (as applicable).
Air bound cooling system.
Purge air from cooling system.
7.00 - 5
TROUBLESHOOTING SYMPTOM High Jacket water temperature (eontd).
PROBABLE CAUSE Engine overloaded. Poor coolant circulation.
REMEDY
)
Determine and correct cause. Check the entire cooling system, including outlet water orifice plate sizing.
Low auxiliary water pressure.
Worn jacket water pump or seals.
Overhaul or replace pump.
Frozen coolant.
Completely thaw cooling system before restarting engine.
Cracked exhaust manifold.
Replace manifold.
Incorrect ignition timing.
Reset ignition timing.
Cracked heed.
Replace heed.
Cracked sleeve.
Replace sleeve.
Gauge inaccurate,
Compare to master gauge; replace gauge if
Clogged gauge line or the gauge line valve is shut.
Replace line or open valve.
Air is entering the system through the suction side of the water pump.
Repair leak; purge the system of all air.
necessary.
Worn water pump.
Repair or replace.
Clogged heat exchanger or intercooler.
Clean heat exchanger/intercooler.
Incorrectly sized auxiliary water circuit orifice
Resize per specification.
plate.
High lube oil consumption.
Lube oil contamination.
Oil leaks in lube oil system.
Locate and repair leaks.
Improper viscosity.
Change to a viscosity recommended for operating temperatures.
Leaking crankshaft oil seals rear and/or front.
Change seals.
Worn valve guides; improperly installed, worn valve stem seals.
Change head; renew guides, or valve guide internal seals.
Stuck/WOrn piston rings.
Renew rings.
Lube oil contaminated with water:
NOTE: Change oil.
a. Cylinder sleeve cracked or seals leaking.
a. Replace sleeve O-rings.
b. Oil cooler leaking.
b. Repair or replace oil cooler.
)
Lube oil contaminated with dirt:
a. Lube oil filter bypass valves opening
a. Replace elements.
b. Lube oil filter elements punctured.
b. Replace elements.
c. Air intake filters punctured.
e. Replace air intake filters.
because elements are plugged.
Excessive vibration.
IACAUTIONI Stop engine at once; Invasti· gate cause.
Foundation bolts: a. Loose.
a. Torque to specification.
b. Cracked.
b. Replace and torque all bolts to specifica·
tion. Unbalanced cylinders; misfiring ignition system.
Repair or replace components as required.
Vibration damper: a. Loose.
a. Replace all securing bolts; torque to
b. Malfunctioning.
b. Replace damper.
specifications.
)
7.00 - 6
FORM 6248 First
Ed~ion
TROUBLESHOOTING
Excessive vibration.
lAcAUTIONl Stop engine at once; investigate cause.
High lube oil temperature.
REMEDY
PROBABLE CAUSE
SYMPTOM Crankshaft:
a. Broken.
a. Conduct a com~lete investigation of entire engine for amaga.
b. Main bearing nuts loose.
b. Determine the reason for loosening; investigate the entire lower crankcase before torquing the bolts to specification and running the engine.
b. Crankshaft nut loose.
b. Determine the reason for loosening; Investigate the entire lower crankcase before torquing the nut to specification and running the engine.
b. Crankshaft Counter-weight loose.
b. Determine the reason for loosening; Investigate the entire lower crankcase before torquing the counter -weight to specification and running the engine.
Loose flywheel.
Determine cause and correct.
Gauge inaccurate.
Compare to master gauge; replace gauge if necessary.
Engine overloaded.
Determine and correct cause.
Insufficient cooling: a. Low auxiliary water pressure.
a. See
Low Auxiliary Water Pressure
causes.
Knocking or unusual noises.
Excessive fuel consumption.
TURBOCHARGER: Excessive noise or vibration.
b. Dirty lube oil cooler.
b. Clean or replace.
c. Defective lube all cooler thermostatic control.
c. Repair or replace.
Dirty jacket water heat exchanger or radiator.
Clean or replace.
Low lubricating oil pressure.
See Low Lubricating Oil Pressure causes.
Low octane fuel.
Adjust timing for the fuel used.
Engine overloaded.
Determine and correct cause.
Overly advanced ignition timing.
Re-tlme.
Excessive valve clearance.
Adjust to specification.
Sticking valves or rocker arms.
Free up or replace.
Damaged or excessively worn accessory drives.
Repair or replace components as required.
Loose bearings
Replace bearings.
~ailed).
Loose piston pins (failed).
Replace piston pins and/or pin bushings as required.
Excessive crankshaft end play.
Replace main bearing thrust rings.
Misfitted or excessively worn timing gears.
Replace.
Leaks in fuel system.
Repair as required.
Faulty ignition system.
Repair or replace components.
Retarded ignition timing.
Set timing to specifications.
Engine overloaded.
Determine and correct cause.
Lean air/fuel ratio.
Set to specifications.
Poor compression.
Determine cause(s) and repair.
Low lube oil pressure. Improper bearinQ lubrication. Load engine before warm all is supplied to the turbocharger.
Provide required oil pressure. Clean or re~lace oil line. If trouble persists, overhaul turboc arger.
Dirty impeller/lurbine.
Clean.
Damaged impeller/turbine.
Replace as necessary.
Leak in engine intake or exhaust manifoid.
Tighten loose connections or replace manifold gaskets as necessary.
Compensation adjustments incorrect.
Adjust needle valve to specification.
Dirty oil in governor.
Drain oil, clean governor and refill.
) GOVERNOR: UG-8 Engine hunts or surges.
FORM 6248 First Edition
7.00 -7
TROUBLESHOOTING SYMPTOM GOVERNOR: UG-8 Engine hunts or surges (cont'd).
GOVERNOR: UG-8 Terminal shaft! engine linkage jiggles.
PROBABLE CAUSE
REMEDY
Foamy oil in governor.
Drain oil and refill.
Low oil level.
Add oil to correct level on gauge glass. Check for leaks, especially at drive shaft.
Lost motion in engine linkage.
Repair linkage.
Binding In engine linkage.
Repair and realign linkage.
Governor worn or not correctly adjusted.
Repair and adjust governor.
Engine misfiring.
See Engine Misfires.
Rough engine drive.
)
a. Inspect for rough gear teeth. b. Check backlash of gears.
Speed droop (rt used) at cr~ical setting.
Increase droop to eliminate critical setting. Load division will be affected if this is done. Readjust
droop on units affected. Governor base not bolted down evenly. GOVERNOR: UG-8 Engine is slow to Compensation adjustment incorrect. respond to speed or load changes. Engine overloaded. Restricted fuel supply. GOVERNOR: UG-8 Engine will not pick up rated load.
Butterfly valves will not open far enough.
Loosen botts, realign and secure. Readjust compensation. Reduce load. Clean fuel supply line and filters. a. Adjust engine-to-governor fuel linkage. b. Adjust load limiting device.
Restricted fuel supply.
Clean fuel supply line and filters.
Engine misfiring.
See Engine Misfires.
Speed adjustment of the govemor is restricted.
a. Check the maximum speed limit adjustment on dial control governor. b. Inspect speed adjusting linkage for interference on lever control govemor.
)
)
7.00 - 8
FORM 6248 First Edition
SECTION 7.10 - MAINTENANCE AND STORAGE extreme cold or very dirty conditions. Pick the shortest time listed when given a choice.
ROUTINE MAINTENANCE
A CAUTION I I'!!"~~=="':;=-':":~:":";:.J.
Failure to ade~uat~ly inL. spect and maintain the engine can lead to severe engine damage. The following maintenance schedule has been determined for normal operating conditions. It may be necessary to change some of the intervals of maintenance to meet abnormal operating conditions such as
Regularly inspect the engine in operation (see Table 7.10-1). Duplicate the Routine Inspection Form (see Table 7.10-2) and use it to record the results of regular inspections. By maintaining trend information on the general condition of the engine, the necessary corrective action can be taken when a problem first becomes apparent. An early diagnosis will save money and reduce down time, by preventing the development of more serious problems.
-
Table 7 10 1 Routine Maintenance Chart
c w a:
5
aw
a: ITEM
SERVICE
~
a: 0 ~
rn
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)
Check/Clean or Replace
Air Starter Lubricator
Check/Fill
• •
Control Rod Ends/Governor Rod Ends and Unkage
Clean/Lubricale
•
Cooling Systems Fluid Level (Jackel and Auxiliary)
Check/Fill
•
Crankcase Oil Level
Check/Fill
•
Governor Oil Level
Check/Fill
•
Governor Synchronizer or Speed Control
Adjust
•
Oil FiHer
Release Trapped Air
•
Pre-Cleaner Element
Check/Clean or Replace
Prelube Motor Reservoir
Check/Fill
Power Take-Off
Lubricate
• • •
Battery Electrolyle
Check/Fill
BeHTenslon
Check
Cooling Water Analysis (Ebullient)
Check
~nition
Cables, Primary and econdary Connect
)
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~
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:::I
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Air Cleaner Filter Element
rn j!: z CD
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..
• • •
Inspect
•
Water Temperature Gauge
Test
•
Carburetor
Adjust
Crankcase Pressure
Check
Oil Pressure Safety
Test
99 Regulator(s)
Adjust
Prechamber Regulator*
Adjust
Safety Controls/Engine Protection Devices
Test/Calibrate
Valve Clearance
Adjust
• • • • • • •
Valve Cover Gaskel
Replace
•
(Continued) FORM 6248 First Ednion
7.10 -1
MAINTENANCE AND STORAGE Q
W
a:
5
aw
ITEM
SERVICE
a:
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Q
• • • •
Admission Valve Assembly'"
Clean or Replace
Admission Valve Gasket*
Replace
Admission Valve D-Ring*
Replace
Cylinder Compression
Check
Electric Starter Bearings
Lubricate
Governor-Synchronizer Motor Bearings
Lubricate
• •
99 Regulator Filter
Clean/Replace
•
Turbocharger
Clean and Inspect
•
Main and Rod Bearings
Inspect
•
Cooling System (Jacket and Auxiliary)
Clean and Flush
•
Cooling System Thermostats
Remove and Test
Cooling System Tube Bundle
Clean
Crankcase Oil Pickup Screen
Clean
Engine Mounting and Alignment
Check
Exhaust Back Pressure
Check
Fuel Flow Filter Relief Valve
Inspect
High TenSion Wires
Replace
• • • • • • •
Inspect
•
CEe Ignition Timing Disc Magnets
Clean/Inspect
•
Governor-Synchronizer Motor Reduction Gears
Lubricate
•
Intercooler
Clean and Inspect
Jacket Water Hoses
Replace
Lube Oil Hoses
Replace
DilPan
Clean
Vibration Damper Capscrews
Retorque
• • • • •
Engine Oil & Filter ** (Stand-By Service)
Change Oil and Fmer
•
Engine Oil .. (Excess of Continuous Duty)
Change Oil and Filter
~nitiOn
Primary Terminals, amess Plug
Engine Oil
~
(Ebullient Cooled)
Change Oil and Filter
Air Actuator
Lubricate
Alternator Bearings
Lubricate
Auxiliary Water Pump
Inspect/Lubricate
Engine Oil
~
(Non Ebullient)
Fan Hub and Idler Pulley Bearings
Analysis Lubricate
)
• • • • • • •
(Continued)
7.10 - 2
FORM 6248 First Edition
MAINTENANCE AND STORAGE Q
W
a:
5
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SERVICE
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oj
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oj
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a: :z:
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)
Generator Bearings
Lubricate
•
Tachometer Drive
Clean
Spark Plugs
Clean and Regap
• •
Water Pump Idler Puller Bearings
Lubricate
Water Pump
Inspect
Engine Oil .. (Ught Load)
Change Oil and Fitter
Crankcase Breather
Clean
• • • •
Engine Oil .. (Continuous Duty)
Change Oil and Filter
•
Ignition Timing
Check
Lube all Strainer Element
Clean
Magnetic Plugs
Clean
• • •
all Cooler (Oil Side)
Drain
•
Oil Filter Elements
Replace
Oil Separators
Oean
Spark Plugs
Replace
• • •
Oil Fitter Seai
Replace
•
Carburetor Air/Gas Valves
Clean
Carburetor Diaphragm
Inspect
Governor Compensation
Adjust
Magneto Drive Disc
Replace
Precleaner Element
Replace
Hydraulic Governor Oil
Change
Cooling Water Analysis
Check
Carburetor Gasket
Replace
Carburetor Air-Gas Valve
Replace
Betts (Engine)
Replace
Carburetor Diaphragm
Replace
Crankcase Pressure Relief Valves
Inspect
Wastegate Vent Plug
Inspect/Clean
Ignition Coils
Inspect
• • • • • • • • •
Ignition Magneto
Clean
•
Ignition Primary Terminals, Connections, Harness Plug, and Wires
Inspect
•
• • • • •
NOTE: * Indicates GL engines *II Refer to sa 12-18808 or latest revision.
FORM 6248 First Edition
7.10 - 3
MAINTENANCE AND STORAGE ROUTINE INSPECTION
)
I.=A. CAUTION I
Failure to adequat~ly inspect and maintain the engine can lead to severe engine damage.
L.
='--.::..;;....;;.;;;...;;_;:...;....;;.J.
Table 7.10-2. Routine Inspection Form DATE
ENGINE PERFORMANCE RECORD ITEM
READING
REMARKS
Hourmater Reading Tachometer (RPM) Fuel Mater Reading Engine Temperature
011 Temperature Coolant Temperature Intercooler Water Temp.
011 Cooler Water Temp. Gas/Air Pressure Manifold Pressure Pos/Neg Crankcase Pressure Pos/Neg Unusual Noise(s) Vibration
011 Leaks coolant leaks
)
Prechamber 0:1" Exhaust 0:1" Prechamber/lntake Pressure S':ide Open Throttle) er Manifold Pressure Exhaust Back Pressure Ignition nming Detonation Sensors
)
7.10 - 4
FORM 6248 First Edition
MAINTENANCE AND STORAGE
A
ENGINE STORAGE Consider the following factors before deciding how much preservation is required: 1. Whether the engine was used, the length of service since the last oil change. 2. The period of time the engine is likely to be idle or inoperative. 3. The atmospheric conditions at the time and place of storage. For example, the storage problems encountered in a tidewater warehouse will differ greatly from those that may be experienced in a dry and dusty location. 4. The hostility of the environment and the accessibility of the equipmentfor periodic inspection. An engine on a showroom floor that is turned over and oiled occasionally requires less treatment than an engine stored indefinitely abandoned in a warehouse.
Waukesha Preservative Oil contains a petroleum distillate which is harmful or fatal If swallowed. If taken internally, do not induce vomiting. Remove Ingested material by gastric lavage with 2 to 4 quarts or IItres oftap water or milk. Follow with fruit juice or vinegar to neutralize the alkali. Failure to follow these precautions could cause severe personal injury or death.
A
A
Sprays and Atomizers
)
WAUKESHA ENGINE PRESERVATIVE OIL During storage, protect internal metal surfaces from the effects of dampness, salt and other corrosive substances. Waukesha Engine Preservative Oil offers a practical and economical solution to these storage problems. It contains volatile corrosion-inhibiting chemicals that slowly vaporize and diffuse throughout any closed void. The chemicals form an invisible protective layer on all surfaces contacted and allow the engine to be safely stored for one year.
I
)
FORM 6248 First Edijion
WARNING
Avoid prolonged or repeated breathing of vapor. Vapor Is harmful and may cause Irritation to eyes, nose and throat. Use only with adequate ventilation. If affected by exposure, move to fresh air immediately and get medical help. Failure to follow these precautions could cause severe personal InJury or death.
PRESERVATION EQUIPMENT AND MATERIAL
Often it is necessary to apply a protective compound under difficult field conditions. Several simple tools may be used to atomize preservative oil and force it into the manifolds and combustion chambers. One of these is a manually operated atomizing gun used ordinarily to lubricate inaccessible points on cars and truck chassis. Another is a hand-operated pump-type sprayer with a pOinted discharge nozzle commonly used with insecticides. If desired, small oil pumps may be rigged with a motor drive to make a convenient spray unit of the mechanical pressure type. In almost all cases, the air available from shop compressor lines carries too much moisture to be safe for this purpose. Do not use high pressure air from this source.
WARNING
WARNING
Avoid contact with eyes, skin and
A
WARNING
Keep container closed and away from heat. Always read and observe the CAUTION labels on the containers. Do not remove or deface the container labels. Failure to follow these precautions could cause severe personal injury or death. WAUKESHA ENGINE PRESERVATIVE OIL USAGE 1. Verify that the engine temperature is below 100· F
(3S· C). 2. Verify that both the oil and oil filter elements are clean. The preservative oil will do an effective job only if added to the engine oil in a clean condition. If a high sulfur fuel was used or if improper control of oil condition left a highly corrosive oil in the bearings and other close contact surfaces, then the vapors cannot form a good protective layer. In these circumstances, change the oil and then run the engine long enough to ensure complete circulation of the clean oil.
7.10 - 5
MAINTENANCE AND STORAGE Table 710-3 Waukesha Engine Preservative 011 Application UPPER CYLINDER
CRANKCASE
NUMBER OF CYLINDERS
Ounces Of Preservative Oil Per Cylinder
Ounces Of Preservative Oil All Cylinders
Standard Oil Pan C'1f.:lCity In allons
Quantity of Preservative 011
Total Quantity Of Engine Preservative Oil Required
Twelve
3-1/20z (103.5 cc)
42 oz (1242 cc)
43 gal. (162.8 IItres)
1100z (3253 cc)
152 oz (4495 cc)
3. Add Waukesha Engine Preservative Oil to the existing crankcase oil in an amount equivalent to 2% of the total oil capacity. 4. If possible, crank the engine for at least 20 seconds to ensure adequate circulation of the preservative oil.
NOTE: Waukesha Engine Preservative Oil is not formulated as a protective coating for external surfaces. Excellent products for polished and machined surfaces are available on the market and should be used when needed. Refer to Table 7.10-5. Table 7.10-5 Protective Materials
5. Add the required amount of preservative oil to each cylinder through the spark plug hole or prechamber admission valve opening. Install the plugs or admission valves. 6. Apply the preservative oil to the rocker arm area through light brushing or pouring. Replace the rocker arm covers. 7. While it may not be practical to completely seal an engine in the field, try to block the paths through which the vaporized chemicals may escape. 8. The engine may be stored for one year. If storage is to exceed this period, inspect the engine annually and repeat the preservation routine.
INTERNAL SURFACES
EXTERNAL SURFACES
U. S. Arm~ src. 2-126 (Available as A 10 or SAE 30)
U.S. Army Spec. 2-121 ~axy Coating)
WED Preservative Oil,
U. S. Army Ordinance Spec. AXS673 (Harder Black Coating)
Mil Spec. MIL-L46002 Grade 2
A
WARNING
Do not heat preservative compounds to temperatures that exceed 93° C (200° FJ. This temperature may be inadvertently reached by placing the container in boiling water. Direct heating always presents a dangerous and unnecessary fire hazard. Failure to follow these precautions could cause severe personal injury or death.
)
USE OF OTHER PRESERVATIVE OILS AND MATERIALS In addition to Waukesha Engine Preservative Oil, the following preservative oils have been found satisfactory for the internal protection of engines (see Table 7.10-4). Other equally good oils are also available. In general, the properties that make an oil suitable for preservative requirements are good aging stability; high resistance to gumming, oxidation and polymerization; low pour point and viscosity; freedom from acids, asphalts, resins, tars, water and other contaminants. Table 7.10-4. Preservative Oils SUPPLIER
BRAND NAME
American Oil Company
Amoco Anti-Rust Oil4-V
Gulf 011 Corporation
No rust Engine Oil Grade 1
Mobil Oil Company
Mobil Anna 522
Shell Oil Company
DonaxT-6
Atlantic Richfield Company
Dexron
Texaco, Inc.
#800 Regal 011 A (R 0)
)
7.10 - 6
FORM 6248 First Edition
MAINTENANCE AND STORAGE ENGINE STORAGE - NEW
NON-OPERATIONAL ENGINES
OPERATIONAL ENGINES
1. Open drains, as required, to remove oil, water and fuel.
Internal Component Protection
1. Mix an inhibitive type preservative oil with the engine lubricating oil in the proportions recommended by the manufacturer. Operate the engine until the oil is hot. Treat the cooling water used in this run with the proper inhibitors based on the instructions of the manufacturer.
2. Drain both the oil and cooling water while they are still hot. For extra protection, remove the rocker arm covers and pour a quantity of preservative oil over the rocker arm and valve mechanisms. 3. Remove the spark plugs and add 100 cc (3-1/2 oz.) of preservative oil to each cylinder/combustion chamber (see Table 7.10-4).
4. Refill the crankcase with proper grade lube oil to which an inhibitive type preservative oil has been added in the recommended proportion.
2. Remove the spark plugs and add 100 cc (3-1/2 oz.) of preservative oil to each cylinder/combustion chamber. Crank the engine in the normal direction about one-quarter turn, then spray each cylinder again. Repeat this procedure at least eight times or until the engine has been turned through two complete revolutions, so that each valve is exposed to a coating of preservative oil.
3. Depending upon storage conditions, open the crankshaft and camshaft inspection doors, valve rocker covers, gear cover plates and as many points as possible to spray, squirt or pour oil over the interior engine parts. Replace all plugs and covers.
4. Refer to Operational New Engines, Storing, External Components, Protecting, in this chapter.
External Component Protection
1. Wipe the engine clean and dry.
)
2. Protect all engine openings against the entrance of dirt and other foreign matter. Apply a wax type masking tape or similar type of material over the intake openings of air cleaners, exhaust outlets, breathers, magneto vents, open line fittings, etc. 3. Relieve the tension on all belts to avoid deterioration of the rubber.
4. Use a brush to apply a coating of heavy preservative compound to all exposed machined surfaces, such as flywheels.
5. Protect all accessory equipment (such as carburetors, gas regulators, starters, generators, etc.) against corrosion, dirt, moisture saturation and progressive deterioration.
6. Protect the cooling system and intercoolers against freezing, rusting or seizure of water pump seals. 7. Protect against rain, snow and temperature extremes. 8. Disconnect the batteries and remove them to a slow charging station where they can be kept fully charged.
} ./
NOTE: Engines stored according to these instructions using Waukesha Engine Preservative Oil will normally be protected for one year. If storage is to exceed this period, inspect the engine annually and repeat the preservation routine. FORM 6248 First Edition
7.10 -7
MAINTENANCE AND STORAGE ENGINE STORAGE - USED OPERATIONAL ENGINES During normal engine operation, residues of various combustion products accumulate in the combustion area and in the lubricating oil. Portions of these residues combine with atmospheric moisture to form acids and other corrosive compounds. The following treatment will help reduce damage from this source: 1. Run the engine until the original oil is hot. Drain oil. 2. For best results, refill the engine with a good flushing oil. Run the engine until the flushing oil is hot. Drain both the oil and cooling water while still hot. 3. Refill the crankcase with proper grade lube oil to which an inhibitive type preservative oil has been added in the recommended proportion. 4. Remove the spark plugs and add 100 cc (3-1/2 oz.) of preservative oil to each cylinder/combustion chamber (see Table 7.10-4). Replace the spark plugs. 5. Refer to Operational New Engines, Storing, External Components, Protecting, in this chapter.
NON-OPERATIONAL ENGINES 1. Refer to Non-operational New Engines, Storing. 2. Protect the fuel system against the gumming effects of gas reSidues. 3. In those cases where fuels with high sulfur concentrations have been used or where extremely harsh climatic or environmental conditions prevail, the engine may need to be disassembled, thoroughly cleaned and then reassembled for treatment as a new engine.
ENGINES - RETURN TO SERVICE AFTER STORAGE
A
WARNING
Remove all accumulations of oil, water or preservative compounds. These accumulations may thin out as the engine warms up and be burned as fuel, resulting in a runaway engine. Disregarding this information could result In severe personal injury or death.
A
CAUTION I~ev~rattempttostartan
I.L..: . =:......:=....:..:;;....;;..:;...;:::..:...;;.J. . engine that has been stored without first cranking It over with the spark plugs removed. Any oil, water or preservative compound that might spurt from these openings must be removed to prevent a hydraulic lock. Disregarding this Information could result in product damage and/or personal injury. 1. Remove the old spark plugs and crank the engine over to remove any accumulation of oil, water or preservative compounds. 2. Crank the engine with the starter until liquid is no longer ejected from the openings.
)
3. Inspect the intake passages and manifolds for thickened preservative oil. 4. Install new spark plugs.
NOTE: Refer to the Prestart Inspection and Start-up Procedures in the applicable Operation And Maintenance Manual for complete instructions to bring an engine into active seNice. The steps needed are about the same as those normally carried out on a new engine.
)
7.10 - 8
FORM 6248 First Edition
APPENDIX A
ALPHABETICAL INDEX
B
A 19 20 19 19 20 19
Barring Device Removal ................. 2.05 - 16
Air Cleaner Ducts ....................... 5.15 - 5 Installation - G ........................ 5.15 - 7 Installation - GSI/GL .................. 5.15 - 10 Removal- G .......................... 5.15 - 5 Removal- GSI/GL .................... 5.15 - 8
5.25 - 22 5.25 - 18
Admission Valve - GL ................... Assembly ............................ Cleaning And Inspection ............... Disassembly ......................... Installation ........................... Removal ............................
)
5.05 5.05 5.05 5.05 5.05 5.05
-
Air Cleaners ............................ Main Air Fi~er Element Cleaning And Inspection ......................... Main Air Fi~er Element Installation ....... Main Air Fitter Element Removal ......... Precleaner Pad Cleaning And Inspection . Precleaner Pad Removal ...............
5.15 5.15 5.15 5.15 5.15
-
3 4 3 3 2
Air Induction System Components ......... Air Cleaners .......................... Carburetor And Intake Manrrold .......... Intercoolers ........................... Turbochargers ........................
5.15 5.15 5.15 5.15 5.15
-
1 1 1 1 1
5.15 - 2
Air Induction System Specrrications ........ 5.15 - 1 Air Restriction Indicator .................. 5.15 - 4 Air Starter ............................. 5.45 - 24 Installation ........................... 5.45 - 25 Removal ............................ 5.45 - 24 Air Tubing ............................. 5.15 Installation - G ....................... 5.15 Installation - GL ...................... 5.15 Installation - GSI ..................... 5.15 Removal - G ......................... 5.15 Removal - GL ....................... 5.15 Removal - GSI ....................... 5.15 -
10 11 14 12 10 12 11
Air/Gas Prelube And Start Systems ........ Components .......................... Prelube System ....................... Start System ..........................
-
5.45 5.45 5.45 5.45
1 1 1 4
Auxiliary Cooling Water Circuit Initial Fill ........................... 5.25 - 13 Auxiliary Water Pump And Bracket ........ 5.25 - 77 Installation ........................... 5.25 - 79 Removal ............................ 5.25 - 77
)
Auxiliary Water Temperature Control Valve ....................... Assembly ............................ Inspection And Test ................... Installation ........................... Removal ............................ FORM 6248 First Edition
5.25 5.25 5.25 5.25 5.25
-
58 59 58 60 58
Basic Engine Description ................. 1.15 - 7 Belts .................................. Auxiliary Water Pump Drive Belt Replacement ..................... Auxiliary Water Pump Drive Bett Tension Adjustment ............... Jacket Water Pump Betts Replacement .. Jacket Water Pump Betts Tension Adjustment .......................
5.25 - 18
Breather Tubes ........................ Installation - GL ...................... Installation - GSI ..................... Removal - GL ....................... Removal - GSI .......................
5.40 5.40 5.40 5.40 5.40
5.25 - 21
5.25 - 19 -
18 21 19 20 18
Bulkhead To Panel Bracket .............. 5.45 - 14 Installation ........................... 5.45 - 15 Removal ............................ 5.45 - 14 Butterfly Cross Shaft - GIGSI ............. 5.05 - 6 Installation ............................ 5.05 - 7 Removal ............................. 5.05 - 6 Butterfly Valves - G/GSI ................ Assembly ............................ Disassembly ......................... Installation ........................... Removal ............................
5.05 5.05 5.05 5.05 5.05
-
18 19 18 19 18
c Camshaft ............................. 3.05 - 14 Cleaning And Inspection ............... 3.05 - 14 Camshaft Bearing Installation In Field Conditions ......................... 2.05 - 32 Camshaft Bearing Removal In Field Conditions ......................... 2.05 - 31 Camshaft Gear Removal ................ 2.05 - 10 Camshaft Removal ..................... 2.05 - 15 Carburetor Cross Shaft - GL .............. 5.05 - 8 Installation ............................ 5.05 - 8 Removal ............................. 5.05 - 8 Carburetors ............................ 5.05 Assembly - G/GSI .................... 5.05 Assembly - GL ....................... 5.05 Cleaning And Inspection - G/GSI ....... 5.05 Cleaning And Inspection - GL .......... 5.05 Disassembly - G/GSI ................. 5.05 Disassembly - GL .................... 5.05 Installation - G/GSI ................... 5.05 Installation - GL ...................... 5.05 Removal - G/GSI ..................... 5.05 -
11 13 17 12 16 12 15 13 17 11
A-I
APPENDIX A Removal - GL ....................... 5.05 - 15 CEC Ignition Module .................... 5.10 - 19 Installation ........................... 5.10 - 19 Removal ............................ 5.10 - 19 Check Valve Inspection ................. 5.30 - 26 Checking Crankcase Oil Level ........... 5.30 - 13 Clearances ..... . . . . . . . . . . . . . . . . . . . . . . . 1.15 - 11 Cluster Thermostat Housing And Thermostatic Valves ................. 5.25 Cleaning And Inspection ............... 5.25 Installation ........................... 5.25 Removal ............................ 5.25
-
34 35 37 34
Connecting Rod ........................ 3.05 Assembly ............................ 3.05 Bearing Running Clearance ............ 3.05 Bearing Running Clearance Measurement .................... 3.05 Cleaning And Inspection ............... 3.05 Disassembly ......................... 3.05 -
33 38 40
Control Panel ........................... Components .......................... Installation - Left Side .................. Installation - Right Side ................ Removal - Left Side ................... Removal - Right Side ..................
6.00 6.00 6.00 6.00 6.00 6.00
-
Cooling System Components ............. Auxiliary Water Pump .................. Auxiliary Water Remote Heat Transfer Device .................... Auxiliary Water Temperature Control Valve ...................... Cluster Thermostat Housing ............ Exhaust Manifold ...................... Intercooler ............................ Jacket Water Header/Jacket Water ...... Jacket Water Pump .................... Oil Cooler ............................ Remote Heat Transfer Device ........... Water Manifold ........................
5.25 - 1 5.25 - 7
42 35 33 1 1 5 3 4 1
5.25 - 9 5.25 5.25 5.25 5.25 5.25 5.25 5.25 5.25 5.25
-
8 7 1 8 1 2 8 7 1
Cooling System Problems ................ 5.25 - 9 Cavitation Erosion ..................... 5.25 - 9 Corrosion ............................ 5.25 - 10 Ethylene Glycol ...................... 5.25 - 10 Scale Buildup ......................... 5.25 - 9 Scale Buildup, Cavitation Erosion And Corrosion ......................... 5.25 - 9 Water Treatment ..................... 5.25 - 10 Cooling System Specifications ........... 5.25 - 11 Recommendations .................... 5.25 - 11 Specifications ., ...................... 5.25 - 11 Cooling Water System Air Bleed .......... 5.25 - 14 Crankcase ............................. 2.05 - 24 Crankcase Assembly .................... 4.00 - 1 Accessory Idler Gear Installation ........ 4.00 - 35 A-2
Barring Device Installation ............. 4.00 - 58 Cam Gear Installation ................. 4.00 - 12 Camshaft And Bearing Installation ....... 4.00 - 6 Camshaft End Play Measurement ...... 4.00 - 11 Camshaft Idler Gear Installation ........ 4.00 - 32 Crankcase Installation ................. 4.00 - 49 Crankshaft End Play Measurement ..... 4.00 - 26 Crankshaft Gear Installation ............ 4.00 - 30 Crankshaft Installation ................. 4.00 - 22 Cylinder Sleeve Installation ............ 4.00 - 41 Dowel Installation ...................... 4.00 - 3 Flywheel Installation .................. 4.00 - 52 Flywheel/Flywheel Housing Bore And Face Runout Measure ............. 4.00 - 55 Flywheel Clutch Or Coupling Mounting Face Runout Measure ........... 4.00 - 56 Flywheel Clutch Or Coupling Pilot Diameter Runout Measure ........ 4.00 - 57 Flywheel Face Runout On Wheel ..... 4.00 - 56 Flywheel Housing Bore Runout Measure ....................... 4.00 - 56 Flywheel Housing Rear Face Runout .. 4.00 - 55 Flywheel Pilot Bearing Bore Runout Measure ....................... 4.00 - 57 Front Flywheel Housing Installation ..... 4.00 - 50 Front Gear Cover Plates Installation ..... 4.00 - 64 Gear Backlash Measurement .......... 4.00 - 36 Gear Housing Installation .............. 4.00 - 10 Gear Train Lubrication ................. 4.00 - 59 Idler Gear Spindle Installation ........... 4.00 - 1 Lower Valve Lifter Housing Cover Installation ........................ 4.00 - 5 Lube Oil Strainer Adapter Installation ..... 4.00 - 5 Magnetic Pickup Sensor Installation ..... 4.00 - 53 Magneto Drive Assembly Installation .... 4.00 - 37 Magneto Drive Gear Installation ........ 4.00 - 39 Main Bearing Caps Installation ......... 4.00 - 26 Main Bearing Installation .............. 4.00 - 20 Main Bearing Stud Installation ........... 4.00 - 2 Oil Filler Bracket Installation ............ 4.00 - 58 Oil Pan Installation .................... 4.00 - 46 Cover Plate Installation .............. 4.00 - 48 Expansion Plug Installation ........... 4.00 - 48 Oil Level Dipsticks Installation ........ 4.00 - 48 Oil Pan Seal Installation ............. 4.00 - 47 Oil Pickup Screen Installation ......... 4.00 - 46 Oil Pump Idler Gear ................... 4.00 - 31 Oil Slinger/Front Oil Seal/Gear Cover Installation ....................... 4.00 - 60 Oil Tube Installation .................... 4.00 - 1 Outside Crankshaft Thrust Ring Installation ....................... 4.00 - 28 Piston And Connecting Rod Installation .. 4.00 - 42 Rear Flywheel Housing Installation ...... 4.00 - 54 Rear Gear Housing Cover Plate Installation ....................... 4.00 - 64 Rear Oil Seal Retainer (Lower Half) Installation ....................... 4.00 - 25 Rear Oil Seal Retainer Installation ...... 4.00 - 18 FORM 6248 First Ednion
)
)
)
APPENDIX A Rocker Arm Oil Header Installation ...... 4.00 - 18 Timing Tape Installation ............... 4.00 - 51 Valve Lifter Housing Gasket Installation ... 4.00 - 6 Valve Lifter Housing Installation ......... 4.00 - 13 Vibration Damper/Crankshaft Pulley Installation ....................... 4.00 - 65 Water Header Plug Installation .......... 4.00 - 3 Crankcase Breather Regulator - GSI/GL .. Cleaning And Inspection ............... Disassembly ......................... Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal ............................
5.40 5.40 5.40 5.40 5.40 -
10 11 10 11 10
Crankcase Breather System .............. Breather Regulator .................... Components .......................... Description ........................... Oil Separators(s) ...................... Separator Screen ...................... Vacuum Valve/Choke Valve ............. Venturi - GSI ......................... Venturi Extractor - GSI/GL .............
5.40 5.40 5.40 5.40 5.40 5.40 5.40 5.40 5.40
-
1 2 1 1 1 1 1 2 2
Crankcase Inspection .................... Camshaft Bearing Bore Inspection ....... Cleaning And Inspection ................ Lower Bore Restoration ................ Lower Sleeve Bore And Sleeve Projection Inspection ............... Main Bearing Bore Cleaning And Inspection ......................... Main Bearing Running Clearance ........
3.05 3.05 3.05 3.05
-
1 9 1 3
Crankcase Pressure Measurement ........ Pressure Adjustment (Venturi ExtractorNacuum Valve Equipped) - GSI/GL ................ Pressure Adjustment - G/GSI (Venturi Equipped) ................. Pressure Measurement - G/GSI/GL .....
5.40 - 3
3.05 - 3 3.05 - 5 3.05 - 6
5.40 - 4 5.40 - 3 5.40 - 3
Crankcase Pressure Relief Valves ........ 5.40 Assembly ............................ 5.40 Cleaning And Inspection ............... 5.40 Exercise ............................. 5.40 Removal ............................ 5.40 Crankcase Separator Screen ............. Assembly ............................. Cleaning And Inspection ................ Removal .............................
-
5.40 5.40 5.40 5.40
16 17 17 16 16 -
6 6 6 6
Crankcase Vee Pipe Connection Installation ......................... 5.25 - 73
)
Crankcase Water Inlet Elbows ........... Installation - Left Bank ................ Installation - Right Bank ............... Removal - Left Bank .................. Removal - Right Bank ................
5.25 5.25 5.25 5.25 5.25 -
24 25 25 24 25
Crankshaft ............................. 3.05 - 9 Cleaning And Inspection ................ 3.05 - 9 FORM 6248 First Edition
Counterweight Retorque ............... 3.05 Crankshaft Polishing .................. 3.05 Crankshaft Repair .................... 3.05 Journal Repair ....................... 3.05 -
12 11 11 11
Crankshaft Main Bearings Installation In Field Conditions .................... 2.05 - 30 Crankshaft Main Bearings Removal In Field Conditions .................... 2.05 - 29 Crankshaft No. 1 Main Bearings Removal In Field Conditions .................. 2.05 - 24 Crankshaft No.1 Main Bearing Installation In Field Conditions .................. 2.05 - 27 Crankshaft Removal .................... 2.05 - 20 Crankshaft Web Deflection Measurement ... 4.10 - 4 Cylinder Head Assembly ................ 3.00 Intake And Exhaust Valve Installation ... 3.00 Plug Installation ...................... 3.00 Valve Guide Installation ............... 3.00 Valve Seat Grinding ................... 3.00 Valve Seat Insert Installation ........... 3.00 Valve Seat Lapping ................... 3.00
-
19 23 20 19 21 20 22
Cylinder Head Disassembly ............... 3.00 - 1 Cleaning And Inspection ............... 3.00 - 10 Intake And Exhaust Valves Assembly ........................... 3.00 - 8 Removal ............................ 3.00 - 8 Lower Deck Recondition ............... 3.00 - 14 MagnafluX® .......................... 3.00 - 13 Pressure Testing ..................... 3.00 - 12 Rocker Arms .......................... 3.00 - 1 Assembly ........................... 3.00 - 3 Cleaning And Inspection .............. 3.00 - 2 Disassembly ........................ 3.00 - 1 Valve Failure Analysis ................. 3.00 - 14 Valve Seat Insert And Valve Guide Removal .......................... 3.00 - 9 Cylinder Head Installation ................ 4.05 - 1 Cylinder Head Torquing Procedure ....... 4.05 - 3 Exhaust Manifolds Installation ........... 4.05 - 5 Cylinder Head Removal .................. 2.00 - 1 Cylinder Sleeve ........................ Cleaning And Inspection ............... Deglazing ........................... Disassembly .........................
3.05 3.05 3.05 3.05
-
42 43 47 42
Cylinder Sleeve Removal ................. 2.05 - 4
o Detonation Sensing Module .............. 6.05 Default Timing Value .................. 6.05 DSM Troubleshooting ................. 6.05 Operation ........................... 6.05 User Interface ........................ 6.05 -
10 11 14 11 13
A-3
APPENDIX A
E Electric Starter ......................... 5.45 - 26 Installation ........................... 5.45 - 26 Removal ............................ 5.45 - 26 Engine Altitude Adjustments ............. 5.35 - 32 Engine Identification Views ............... Left Side View ......................... Rear View ............................ Right Side View .......................
1.15 1.15 1.15 1.15 -
4 5 6 4
Engine Protection Systems ............... "K" Type Thermocouples ............... Alarm And Shutdown Setpoints .......... Components .......................... Customer Supplied Control Switches ..... Engine Gauge Panel Components ....... Manual Shutdown Swttches ............. Pressure and Temperature Switches Calibration ........................ Remote Panel Components ............. Thermocouple Junction Box .............
6.05 6.05 6.05 6.05 6.05 6.05 6.05 -
1 1 7 1 6 8 6
6.05 - 6 6.05 - 9 6.05 - 6
Engine Rating Standards ................ 1.15 - 10 Component Weights .................. 1.15 - 10 Engine Removal ........................ 1.15 - 2 Engine Rigging And Lifting ................ 1.10 - 1 Correct Method ....................... 1.10 - 1 Location OfThe Lifting Eyes ............ 1.10 - 1 Engine Storage ......................... 7.10 - 5 Preservation Equipment And Material .... 7.10 - 5 Engine Storage - New ................... Non-Operational Engines ............... Operational Engines ................... External Component Protection ........ Internal Component Protection ........ Engine Storage - Used .................. Non-Operational Engines ............... Operational Engines ...................
7.10 7.10 7.10 7.10 7.10 7.10 7.10 7.10
-
7 7 7 7 7 8 8 8
Engines - Return To Service After Storage .7.10 - 8 Engine Timing Data ..................... 1.20 - 29 English Metric Conversions .............. 1.15 - 17 Exhaust Connections Installation - G ....................... 5.35 - 14 Installation - GSI/GL .................. 5.35 - 15 Removal- GSI/GL ................... 5.35 - 14 Exhaust Connections ................... 5.35 - 13 Removal - G ......................... 5.35 - 13 Exhaust Manifold ........................ Assembly ............................. Disassembly .......................... Installation ............................ Removal .............................
5.35 5.35 5.35 5.35 5.35 -
3 5 5 6 3
Exhaust System ......................... 5.35 - 1 Backpressure Measurement ............ 5.35 - 2 A-4
Components .......................... Description ........................... Specifications .... . . . . . . . . . . . . . . . . . . . . . Temperature Check ....................
5.35 5.35 5.35 5.35
-
1 1 2 2
)
F Flywheel .............................. 3.05 - 48 Ring Gear Removal ................... 3.05 - 48 Ring Gear Replacement ............... 3.05 - 48 Flywheel Removal ...................... 2.05 - 16 Front Gear Cover Removal ............... 2.05 - 7 Front Gear Housing Removal ............ 2.05 - 11 Fuel System Components ................ 5.05 - 1 Carburetors ........................... 5.05 - 5 Main Fuel Gas Pressure Regulators ...... 5.05 - 1 Operation Of The Fisher 99 Main Fuel Gas Pressure Regulator ............ 5.05 - 4 Pilot Operated Prechamber Gas Valve - GL ........................ 5.05 - 5 Prechamber Gas Safety Shutdown Valve - GL ........................ 5.05 - 5 Prechamber Manifolds - GL ............ 5.05 - 6 Prechamber Regulator - GL ............ 5.05 - 5 Fuel System Maintenance ............... 5.05 - 33 Fisher 99 Regulator Filter Cleaning And Inspection ........................ 5.05 - 33
G General Information Main Points .......... 1.15 - 1 Governor - Woodward EG-3P Electric .... 5.00 - 32 Assembly ............................ 5.00 - 34 Cleaning And Inspection ............... 5.00 - 33 Disassembly ......................... 5.00 - 33 Drive Assembly ...................... 5.00 - 36 Drive Cleaning And Inspection .......... 5.00 - 36 Drive Disassembly .................... 5.00 - 35 Drive Installation ...................... 5.00 - 36 Drive Removal ....................... 5.00 - 34 Installation ........................... 5.00 - 37 Linkage Cleaning And Inspection ....... 5.00 - 38 Linkage Installation And Adjustment ..... 5.00 - 39 Linkage Removal ..................... 5.00 - 32 Removal ............................ 5.00 - 33 Governor - Woodward UG-8 (Dial) ....... 5.00 - 25 Assembly ............................ 5.00 - 27 Compensation Adjustment ............. 5.00 - 29 Disassembly ......................... 5.00 - 27 Droop Adjustment .................... 5.00 - 31 High/Low Speed Adjustment ........... 5.00 - 30 Installation ........................... 5.00 - 27 Linkage Installation And Adjustment ..... 5.00 - 27 Linkage Removal ..................... 5.00 - 25 Removal ............................ 5.00 - 26 Governor - Woodward UG-8L ........... 5.00 - 16 Assembly ............................ 5.00 - 17 FORM 6248 First Edition
)
APPENDIX A Compensation Adjustment ............. 5.00 Disassembly ......................... 5.00 Droop Adjustment .................... 5.00 High/Low Speed Limit Adjustment ...... 5.00 Installation ........................... 5.00 Linkage Installation And Adjustment ..... 5.00 Linkage Removal ..................... 5.00 Removal ............................ 5.00 Governor Drive Gear/CEC Timing Disc (Current Production) ................ CEC Ignition Timing Adjustment ........ Cleaning And Inspection ............... Ignition Module Static Timing ........... Ignition Timing Adjustment ............. Installation ........................... Removal ............................ Setting Air Gap Specification (Current And Previous Production) .. Governor Drive Gear/CEC Timing Disc (Previous Production) ............... Cleaning And Inspection ............... Dual Fuel ............................ Ignition Timing Adjustment ............. Installation ........................... Removal ............................ Steps Required .......................
5.10 5.10 5.10 5.10 5.10 5.10 5.10
)
-
22 17 24 24 18 19 16 17 20 25 20 22 24 21 20
5.10 - 24 5.10 5.10 5.10 5.10 5.10 5.10 5.10
Governor Drive Gear/CEC Timing Disc RemovaVlnstaliation .................. Assembly (Previous Production) ......... Cleaning And Inspection (Current Production) ................ Cleaning And Inspection (Previous Production) ............... Disassembly (Previous Production) ...... Installation (Current Production) ......... Installation (Previous Production) ........ Removal (Current Production) ........... Removal (Previous Production) .......... Governor Drive Housing ................. Assembly ............................ Cleaning And Inspection ............... Disassembly ......................... Installation ........................... Removal ............................
-
-
26 26 30 28 27 26 30
5.00 - 3 5.00 - 7
Grease Recommendations .............. 5.25 - 17
H Handling And Shipping ................... 1.15 - 1 Hour Meter ............................ 5.00 - 45 Removal ............................ 5.00 - 45
I Idler Gear Removal ..................... 2.05 - 10 Idler Pulley Bracket ..................... 5.25 Assembly ............................ 5.25 Cleaning And Inspection ............... 5.25 Disassembly ......................... 5.25 Installation ........................... 5.25 Removal ............................ 5.25
-
39 41 41 39 43 39
Ignition Coils ........................... 5.10 - 11 Ignition System Components .............. CEC Ignition Module ................... Ignition Coils .......................... Magneto ............................. Spark Plugs .......................... Wiring Harness ........................
5.10 5.10 5.10 5.10 5.1 0 5.10
-
1 1 1 1 1 1
In-Line Lubricator ...................... 5.30 - 26
5.00 - 4
Index Of Sealants Adhesives And Lubricants ......................... 1.15 - 18
5.00 5.00 5.00 5.00 5.00 5.00
Inspection - Routine ..................... 7.10 - 4
5.00 5.00 5.00 5.00 5.00 5.00
-
7 7 4 8 3 6
-
13 14 13 13 14 13
Governor Drive Shaft ................... 5.00 Assembly ............................ 5.00 Cleaning And Inspection ............... 5.00 Disassembly ......................... 5.00 Installation ........................... 5.00 Removal ............................ 5.00 -
10 11 11 10 12 10
Grease Fittings ........................ 5.25 - 17 Auxiliary Water Pump Bearings Lubrication ....................... 5.25 - 17 FORM 6248 First Edition
Idler Pulley Bearing Lubrication ......... 5.25 - 17
Intake Manifold Flange Attachments ...... 5.15 - 16 Intake Manifold Flange Attachments - G/GSI .............. 5.15 - 16 Left Bank .......................... 5.15 - 16 Right Bank ......................... 5.15 - 17 Intake Manifold Flange Attachments - GL ................. 5.15 - 20 Left Bank .......................... 5.15 - 20 Right Bank ......................... 5.15 - 20 Intake Manifolds ........................ 5.15 Installation - G/GSI ................... 5.15 Installation - GL ...................... 5.15 Removal - G/GSI ..................... 5.15 Removal- GL ....................... 5.15
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14 15 19 14 18
Intercooler ............................. 5.25 Assembly ............................ 5.25 Cleaning And Inspection ............... 5.25 Disassembly ......................... 5.25 Installation ........................... 5.25 Removal ............................ 5.25
-
60 68 67 66 71 60
A-5
APPENDIX A Lube Oil System Air Bleed ............... 5.30 - 13
J
Lube Oil Temperature Control Valve ....... 5.30 - 21
Jacket Water - Initial Fill ................ 5.25 - 12 Jacket Water And Auxiliary Cooling Water Circuits Drain And Flush ....... 5.25 - 14 Jacket Water Heater ..................... Cleaning And Inspection ................ Installation ............................ Removal .............................
6.10 6.10 6.10 6.10
Jacket Water Pump ..................... 5.25 Assembly ............................ 5.25 Cleaning And Inspection ............... 5.25 Disassembly ......................... 5.25 Installation ........................... 5.25 Removal ............................ 5.25 -
-
5 6 6 5
44 47 46 45 54 44
Jacket Water Pump Seal Inspection ....... 5.25 - 23
Lubrication System Components .......... 5.30 - 1 Description ........................... 5.30 - 1 Internal Oil Control ..................... 5.30 - 3
M Magnetic Plugs ........................ 5.30 - 16 Magneto .............................. Magneto Disc Coupling Replacement ... Magneto Ignition Timing Adjustment ..... Magneto Static Timing Adjustment ......
5.1 0 5.10 5.10 5.10
-
30 30 37 32
Magneto Adapter ....................... 5.10 Assembly ............................ 5.10 Cleaning And Inspection ............... 5.10 Disassembly ......................... 5.10
-
39 40 40 39
Magneto Drive ......................... 5.1 0 - 42 Assembly ............................ 5.10 - 43 Disassembly ......................... 5.10 - 42
L Low Ambient Temperature Operation ....... 5.30 - 9
Magneto Drive Gear Removal ............. 2.05 - 9
Lower/Upper Bypass Tubes And Water Bypass Elbows ..................... 5.25 - 28 Installation ........................... 5.25 - 29 Removal ............................ 5.25 - 28
Main Fuel Gas Regulator ................ 5.05 Left Bank Installation .................. 5.05 Removal ............................ 5.05 Right Bank Installation ................ 5.05
Lube Oil Analysis ........................ 5.30 - 8
Maintenance - Routine ................... 7.10 - 1
Lube Oil Change ....................... 5.30 - 12
Manual Shutdown Lever ................. 5.00 Adjustment - GL ..................... 5.00 Installation - G/GSI ................... 5.00 Lever Adjustment - G/GSI ............. 5.00 Removal - G/GSI ..................... 5.00
Lube Oil Condemning Limits .............. 5.30 - 6 Lube Oil Consumption Rates .............. 5.30 - 9 Oil Consumption Rate Formulas ......... 5.30 - 9 Lube Oil Filter Element Replacement ...... 5.30 - 13 Lube Oil FiHer Relief Valve Inspection ..... 5.30 - 15
-
25 28 25 25 41 41 43 43 43
Miscellaneous Equipment ................ 6.10 - 1 Components .......................... 6.1 0 - 1
Lube Oil Piping Purge ................... 5.30 - 11 Lube Oil Pressure Adjustment ............ 5.30 - 24 Lube Oil Pressure Gauge Tubes And Fittings ............................ 5.45 - 14 Installation ........................... 5.45 - 14 Removal ............................ 5.45 - 14 Lube Oil Pressure/Governor Oil Tubes Connection ........................ 5.30 - 44 Lube Oil Pump ......................... 5.30 Assembly ............................ 5.30 Cleaning And Inspection ............... 5.30 Disassembly ......................... 5.30 Installation ........................... 5.30 Removal ............................ 5.30
-
29 32 31 29 37 29
Lube Oil Specifications ................... 5.30 - 4 Lube Oil Strainer ....................... 5.30 Cleaning And Inspection ............... 5.30 Installation ........................... 5.30 Removal ............................ 5.30 A-6
)
-
46 47 47 46
o Oil Cooler And Lube Oil FiHer Installation .. 5.30 - 12 Oil Cooler Cleaning And Inspection ....... 5.30 - 19 Oil Cooler Installation ................... 5.30 - 19 Oil Cooler Maintenance ................. 5.30 - 13 Oil Cooler Piping Installation ............. 5.30 - 18 Oil Cooler Piping Removal ............... 5.30 - 16 Oil Cooler Removal ..................... 5.30 - 18 Oil Designations ......................... 5.30 - 4 Oil Filler Pipe Removal .................. 5.30 - 41 Installation ........................... 5.30 - 41 Removal ............................ 5.30 - 41 Oil Pan Clean And Inspect ............... 5.30 - 28 Oil Pan Doors .......................... 5.30 - 45 Installation ........................... 5.30 - 46 Removal ............................ 5.30 - 45 FORM 6248 First Edition
)
APPENDIX A Oil Pan Removal ......•................ 2.05 - 19 Oil Pickup Screen ...................... Cleaning And Inspection ............... Installation ........................... Removal ............................
5.30 5.30 5.30 5.30
-
28 29 29 28
Oil Pickup Screen Removal .............. 2.05 - 18 Oil Recommendations ................... 5.30 - 4 Oil Separators Cleaning And Inspection - GSI/GL ....... Installation - G ........................ Installation - GSI/GL ................... Removal - G .......................... Removal - GSI/GL ....................
5.40 5.40 5.40 5.40 5.40 -
9 8 9 7 8
Oil Viscosity Selection ................... 5.30 - 9 MuHi-Viscosity Oils .................... 5.30 - 9 Synthetic Oils ......................... 5.30 - 9 Overhaul/Repair Process ................. 1.15 - 1 Overspeed Governor ................... Adjustment .......................... Installation ........................... Removal ............................
5.00 5.00 5.00 5.00
-
43 44 44 43
Piston Assembly ....................... 3.05 - 27 Piston Cleaning And Inspection .......... 3.05 - 18 Piston Disassembly ..................... 3.05 - 17 Piston Pin Cleaning And Inspection ....... 3.05 - 32
- 27 - 29 - 30 - 31
Piston Ring Inspection .................. 3.05 - 23 Piston/Connecting Rod Removal .......... 2.05 - 1 Prechamber Cup - GL .................. 5.05 Cleaning And Inspection ............... 5.05 Installation ........................... 5.05 Removal ............................ 5.05
-
21 22 22 21
Prechamber Gas Valves - GL ............ 5.45 - 19 Installation ........................... 5.45 - 22 Removal ............................ 5.45 - 19
)
Prechamber Manifold - GL .............. 5.05 - 23 Installation ........................... 5.05 - 24 Removal ............................ 5.05 - 23 Prechamber Manifold Cross Pipe - GL ..... 5.05 - 9 Installation ........................... 5.05 - 10 Removal ............................. 5.05 - 9 FORM 6248 First Ednion
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29 30 29 25
Prelube Pressure Maintenance/Check Valve Inspection .................... 5.20 - 12 Prelube Pump/Motor And Connections .... 5.45 - 12 Installation ........................... 5.45 - 13 Removal ............................ 5.45 - 12 Prelube System ........................ 5.30 Prelube Y -Strainer ..................... 5.30 Cleaning And Inspection ............... 5.30 Installation ........................... 5.30 Removal ............................ 5.30
-
24 40 40 40 40
Prelube/Start System Removal/Installation .. 5.45 - 9 Bulkhead Bracket Installation ............ 5.45 - 9 Bulkhead Bracket Removal ............. 5.45 - 9 Pilot Operated Prelube Valve Installation . . . . . . . . . . . . . . . . . . 5.45 - 11 Pilot Operated Prelube Valve Removal .. 5.45 - 10 Preventing Engine Damage ............... 1.15 - 1
Recommended Oil Change Intervals ...... 5.30 - 10
Piston ................................ 3.05 - 17
Piston Ring Assembly 8-1/2 Inch Bore G/GSIfGL (4 Ring Piston) ................... 3.05 9-3/8 Inch Bore G/GSI (4 Ring Piston) ... 3.05 9-3/8 Inch Bore GL (4 Ring Piston) ...... 3.05 9-3/8 Inch Bore GL (3 Ring Piston) Current Production ................ 3.05
5.05 5.05 5.05 5.30
R
p )
Prechamber Regulator (Fisher 95L) - GL .. Installation ........................... Removal ............................ Prelube Pressure Maintenance ...........
Rocker Arm Oil Header Oil Inlet Tubes/Fittings ...................... 5.30 - 42 Installation ........................... 5.30 - 42 Rocker Arm Oil Header Removal ......... 2.05 - 12
s Safety Guards ......................... 5.25 - 56 Installation ........................... 5.25 - 57 Removal ............................ 5.25 - 56 Safety Introduction ...................... 1.05 - 1 Acids ................................ 1.05 - 2 Batteries ............................. 1.05 - 2 Body Protection ....................... 1.05 - 2 Chemicals ............................ 1.05 - 2 Cleaning Solvents ................... 1.05 - 2 General ............................ 1.05 - 2 Liquid Nitrogen/Dry Ice ............... 1.05 - 2 Components .......................... 1.05 - 2 Heated Or Frozen ................... 1.05 - 2 Interference Fit ...................... 1.05 - 2 COOling System ....................... 1.05 - 2 Electrical ............................. 1.05 - 3 General ............................ 1.05 - 3 Ignition ............................. 1.05 - 3 Equipment Repair And Service .......... 1.05 - 1 Exhaust .............................. 1.05 - 3 Fire Protection ........................ 1.05 - 3 Fuels ................................ 1.05-3 Gaseous ........................... 1.05 - 3 A-7
APPENDIX A General ............................ 1.05 - 3 Liquid .............................. Intoxicants And Narcotics ............... Pressurized Fluids/Gas/Air .............. Protective Guards ..................... Safety Tags And Decals ................ Sodium Cooled Valve .................. Springs .............................. Tools .................................
1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 -
3 4 4 4 1 4 4 4
Electrical ........................... 1.05 - 4 Hydraulic ........................... 1.05 - 4 Pneumatic . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 - 4 Weight ............................... 1.05 - 5 Welding .............................. 1.05 - 5 General ............................ 1.05 - 5 On Engine .......................... 1.05 - 5 Serial Number And Engine Data Plate ...... 1.15 - 3 Service Tools List ........................ 1.15 - 8 Sour Gas & Alternate Fuel Gas Recommendations ................... 5.30 - 5 Fuel Coalescer Recommendations ....... 5.30 - 6 Recommended Lube Oils ............... 5.30 - 5 Spark Plugs ............................ 5.10 - 1 Carrier Installation - GL ................ 5.1 0 - 3 Carrier Installation - CSA ............... 5.10 - 4 Carrier Removal - CSA ................ 5.10 - 3 Carrier Removal - GL . . . . . . . . . . . . . . . . . . 5.10 - 1 Extension Repair ..................... 5.10 - 10 Inspection ............................ 5.10 - 7 Installation ............................ 5.10 - 8 Removal ............................. 5.10 - 5 Specifications ........................... 1.20 - 1 Gear Tooth Wear - General ............. 1.20 - 1 Timing Gears ......................... 1.20 - 1 Speed Governing System Components ..... 5.00 - 1 Speed Governing System Description . . . . . . Control Panel ......................... Governor Linkages .................... Magnetic Pickup ....................... Overspeed Governor ................... Woodward EG-3P Electronic Governor ... Woodward UG-8 Dial Governor ......... Woodward UG-8L Governor ............
5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00
-
1 2 2 2 2 1 1 1
Split Ring Washer Usability Criteria ....... 1.15 - 19 Surge Tank ............................. Assembly ............................. Cleaning And Inspection ................ Disassembly .......................... Installation ............................ Removal .............................
A-B
6.10 6.10 6.10 6.10 6.10 6.10
-
2 4 4 3 4 2
T Thermocouples ........................ 5.35 - 16 Cleaning And Inspection ............... 5.35 - 19 Exhaust Installation ................... 5.35 - 18 Replacement. ........................ 5.35 - 16 Torque Specifications ................... 1.15 - 12 Connecting Rod Capscrew Torquing Procedure (P/N Series 205407 And 205507) ......................... 1.15 - 14 Critical Engine Torque Values .......... 1.15 - 13 Cylinder Head Torquing Procedure ...... 1.15 - 14 General Torque Recommendations ..... 1.15 - 16 General Torquing Sequence Procedure .. 1.15 - 12 Main Bearing Cap Torquing Procedure .. 1.15 - 15 Thread Lubrication For Torque Fasteners ................. 1.15 - 12 Troubleshooting ......................... 7.00 - 1 Troubleshooting Low Lube Oil Pressure ... 5.30 - 24 Tube Clips And Clamps Installation ....... 5.45 - 17 Turbo Exhaust Inlet Elbows .............. 5.35 - 10 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.35 - 11 Removal ............................ 5.35 - 10 Turbo Oil Supply/Drain Tubes ............ 5.30 - 43 Installation ........................... 5.30 - 43 Turbochargers .......................... 5.20 - 1 Cleaning And Inspection ................ 5.20 - 3 Installation ............................ 5.20 - 8 Removal ............................. 5.20 - 1
v Valve Adjustment Procedure .............. 4.10 - 1 Valve Lifter Housing Removal ............ 2.05 - 13 Valve Lifters ........................... 3.05 - 15 Hydraulic Lifters ...................... 3.05 - 16 Roller Type Lifters .................... 3.05 - 15 Venturi - GSI .......................... 5.40 - 12 Cleaning And Inspection ............... 5.40 - 12 Installation ........................... 5.40 - 12 Removal ............................ 5.40 - 12 Venturi Extractor - GSI/GL .............. 5.40 - 12 Assembly ............................ 5.40 - 15 Cleaning And Inspection ............... 5.40 - 14 Removal ............................ 5.40 - 12 Venturi Extractor Compressor Discharge Tubes .................... 5.40 - 22 Installation ........................... 5.40 - 23 Removal ............................ 5.40 - 22 Vibration Damper Removal ............... 2.05 - 5
w Warning Tags And Decal Locations ........ 1.00 - 1 Wastegates ............................ 5.35 - 20 Bleeding Air .......................... 5.35 - 20 FORM 6248 First Edition
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APPENDIX A Wastegates - PIN Series 208372 ......... 5.35 Assembly ............................ 5.35 Calibration ........................... 5.35 Cleaning And Inspection ............... 5.35 Disassembly ......................... 5.35 Removal ............................ 5.35
-
20 24 25 23 21 20
Wastegates - PIN Series 295645 (Draw Thru Only) ................... Calibration Procedure Test ............. Calibration Setup ..................... Disassembly ......................... Installation ........................... Removal ............................
-
28 30 29 29 31 28
5.35 5.35 5.35 5.35 5.35 5.35
Water Manifold ......................... 5.25 - 31 Installation ........................... 5.25 - 32
Removal ............................ 5.25 - 31 Water Pump Inlet Elbows And Water Header ...................... 5.25 - 26 Installation ........................... 5.25 - 27 Removal ............................ 5.25 - 26 Waukesha Cogeneration Installations ...... 5.30 - 5 Waukesha Engine Preservative Oil ........ 7.10 - 5 Preservative Oil Usage . . . . . . . . . . . . . . . . . 7.10 - 5 Use Of Other Preservative Oils And Materials .......................... 7.10 - 6 Wiring Harness ........................ Inspection ........................... Installation ........................... Removal ............................
5.10 - 13 5.10 - 14 5.10 - 15 5.10-13
)
FORM 6248 First Edition
A-9
APPENDIX A
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)
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A-l0
FORM 6248 First Edition
WAUKESHA ENGINE, DRESSER INC. - EXPRESS LIMITED WARRANTY COVERING PRODUCTS USED IN CONTINUOUS DUTY APPLICATIONS INTRODUCTION
jCONTINUOUS DUTY DEFINITION: The highest load and speed which can be applied, subject to Waukesha's approved ratings in effect at time of sale. I.
TERMS OF EXPRESS LIMITED WARRANTY A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine. or Enginator®, or product (hereinafter referred to as "Products-) manufactured by Waukesha, which proves to have had a defect in material or workmanship. B. Waukesha Engine further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as the direct
result of a warrantable defect in a Product during the tenn of coverage. II.
T1ERM LIMITATIONS OF EXPRESS LlMITlED WARRANTY A. This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following: 1. 12 months after the initial new Products start~up date; or 2. 24 months after the original shipment date of the covered Products by Waukesha Engine. B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft forging will be free from defects in material or workmanship. This additional warranty only covers failures of the specific items noted within this subparagraph. This coverage shall expire upon the earlier of the following: 1. 60 months after the Initial new Products start·up date; or 2. 25,000 hours of operation of the covered Products; or 3. 72 months after the original shipment date of the covered Products by Waukesha Engine. NOTE: No damage from other sources, such as damage from the loss of a crankshaft bearing, shall be considered as a forging defect.
III. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY Waukesha shall be responsible for: A. The repair or replacement, at Waukesha's election, of covered defective parts and all reasonable labor required regarding a warranted failure during the express limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor. B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractor or distributor. C. Replacement of lubricating oil, coolant. filter elements, or other normal maintenance items that are contaminated and/or damaged as a direct result of a warranted failure. IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LlMITlED WARRANTY Owner shall be responsible for: A. The operation and maintenance of the Products within the guidelines established by Waukesha. B. Making the Products available to Waukesha or Waukesha's authorized contractors or distribu~tors for any warranty repair, during normal business hours. C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule. D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair. E. All administrative costs and expenses resulting from a warranted failure. F. Any costs of transportation, towing, repair facilities, or associated costs. G. All labor, travel, mileage, and other related costs and expenses associated with a claim made pursuant to subparagraph II (8) above. H. Loss of revenue and loss oflor damage to real and/or personal property. LIMITATION OF WAUKESHA'S OBLIGATIONS The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for: A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, or maintenance practice not in accordance with guidelines or specifications established by Waukesha; or B. Any failure resuhing from unauthorized modifications or repairs of the Products; or C. Any failure resuhing from overload, overspeed, overheat, accident, improper storage; or D. Failure of owner to promptly provide notice of a claimed defect; or E. Failure of Products for which Waukesha did not receive properly completed start·up reports; or Repairs of a covered failure perfonned with non~genuine Waukesha parts; or F. G. Repairs of a covered failure perlonned by non-authorized contractors or distributors; or Failure to make Products available to Waukesha or its authorized representatives; or H. Failure to supply documents such as drawings and specifications relating to the specific application of the Products. I. VI. APPLICABILITY AND EXPIRATION The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha shall expire and be of no further effect upon the dates of eXpiration of the applicable warranty periods. THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLIGATIONS AND OWNERS'EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH CLAIMS ARE BASEDON BREACH OF CONTRACT. TORT (INCLUDING NEGUGENCE AND STRICT LlABILITY),OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED. IMPLIED. AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
Notwithstanding the preceding, In no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement Any action arlslng hereunder or relating hereto, whether baeed on breach of contract, tort (Including negligence and strict liability), or other theories must be commenced within two (2) years after the cause of action accrues or it shall be barred. BINDING ARBITRATION
(a) (b)
(c) ) ,,(d)
Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products andlor services provided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for negotiation, either party may initiate arbitration as herein after provided. Any dispute arising out of or related to this agreement or the products anellor services provided hereunder which has not been resolved by the negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbltratton Association in accordance with its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator(s) may be entered in any court having Jurisdiction thereof. Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall coneist of three arbitrators. The arbhrator(8) shall have no authority to award punitive or other damages not measured by the prevailing party's actual damages and may not, in any ewnt, make any ruling, finding or award that does not conform to the terms and condl..f:1on 01 this agreement The law of Texas shall govern. The arbhration proceeding shall be conducted in English. in Dallas, Texas.
See form M464 for the most current warranty terms. EffectIve February 22, 2006
W-l
WAUKESHA ENGINE, DRESSER, INC. EXPRESS LIMITED WARRANTY FOR PRODUCTS OPERATED INEXCESS OF CONTINUOUS DUTY RATINGS INTRODUCTION This warranty only applies to engines which Waukesha Engine has approved to operate in excess of the continuous duty rating. APPLICATIONS COVERED BY THIS WARRANTY Standby Service Applications: This rating applies to those systems used as a secondary or backup source of electrical power. This rating is the output the system will produce continuously (no overload), 24 hours per day for the duration of the prime power source outage. Intermittent Service Applications: This rating is the highest load and speed that can be applied in variable speed mechanical system applications only (i.e., blowers, pumps, compressors, etc.). Operation at this rating is limited to a maximum of 3500 hours/year. For continuous operation tor any length of time between the continuous and intermittent ratings, see the Peak Shaving Application rating procedure. Peak Shaving Applications: The rating for a peak shaving application is based on the number of horsepower-hours available per year at site specific conditions. All applications using a peak shaving rating require a signed Special Application Approval (SAA) from Waukesha'S APplication Engineering Department. I. TERMS OF EXPRESS LIMITED WARRANTY A. Waukesha Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine, or Enginatol®, or product (hereinafter referred to as ·Products") manufactured by Waukesha, which proves to have had a defect in material or workmanship. B. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as the direct result of a warrantable defect in a Product during the term of coverage. II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY A. .This coverage shall commence upon initial new Products start-up date and shall expire upon the earlier of the following: 1. 60 months or 3500 hours, whichever occurs first, after the initial new Products start-up date; or 2. 72 months after the original shipment date of the covered Products by Waukesha Engine. B. Notwithstanding the foregoing, Waukesha further warrants that the cylinder block casting, cylinder head castings, connecting rod forgings, and crankshaft forging will be free from defects in material or workmanship. This additional warranty only covers failure of the specific items noted within this subparagraph. This coverage shall expire upon the earlier of the following: 1. 60 months after the initial new Products start-up date; or 2. 25,000 hours of operation of the covered Products; or 3. 2 months after the original shipment date of the covered Products by Waukesha Engine. NOTE: No damage from other sources, such liS damage from the loss of II crankshaft bearing. shillI be III. WAUKESHA'S RESPONSIBILInES UNDER THE EXPRESS UMITED WARRANTY Waukesha shall be responsible for: A. The repair or replacement, at Waukesha's election. of covered defective parts and all reasonable laborrequlred regarding a warranted failure during the express limited warranty term. All such labor shall be provided by Waukesha's authorized contractor or distributor. B. Reasonable and necessary travel and expenses incurred by Waukesha's authorized contractors or distributor. C. Replacement of lubricating oil, coolant, filter elements, or other normal maintenance items that arecontaminated and/or damaged as a direct result of a warranted failure. NOTWITHSTANDING THE FOREGOING, WAUKESHA SHALL NOT BE RESPONSIBLE FOR LABOR COSTS ASSOCIATED WITH WARRANTY CLAIMS BROUGHT PURSUANT TO SUBPARAGRAPH II (B). IY.
OWNER·S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY Owner shall be responsible for: A. The operation of the product within the allowable HP-HRlYR rating granted by the specific SpecialApplication Approval for the product. B. The operation and maintenance of the Products within the guidelines established by Waukesha. C. Making the Products available to Waukesha or Waukesha's authorized contractors or distributors forany warranty repair, during normal busineSS hours. D. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule. E. All costs incurred as the result of removal or reinstallation of the Products as may be required to effectany warranted repair. F. All administrative costs and expenses resulting from a warranted failure. G. Any costs of transportation, tOWing, repair facilities, or associated costs. All labor, travel, mileage. and other related costs and expenses associated with a claim made pursuantto subparagraph II (8) above. H. I. Loss of revenue and loss oflor damage to real and/or personal property. V. LIMITATION OF WAUKESHA·S OBLIGATIONS The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for: Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, instatiation, application, or maintenance practice A. not in accordance with guidelines or specifications established by Waukesha; or B. Any failure resulting from unauthorized modifications or repairs of the Products: or C. Any failure resulting from overload, overspeed, overheat, accident, improper storage; or D. Failure of owner to promptly provide notice of a claimed defect; or E. Failure of Products for which Waukesha did not receive properly completed start-up reports; or F. Repairs of a covered failure performed with non-genuine Waukesha parts; or G. Repairs of a covered failure performed by non-authorized contractors or distributors; or H. Failure to make Products available to Waukesha or its authorized representatives; or 1. Failure to supply documents such as drawings and specifications relating to the specific application of the Products. VI. APPLICABILITY AND EXPIRATION The warranties set out above are extended to all owners in the original chain of distribution. The warranties and obligations of Waukesha snail expire and be of no further effect upon the dates of expiration of the applicable warranty periods. THE FOREGOING SETS FORTH WAUKESHA·S ONLY OBLIGATIONS AND OWNERS· EXCLUSIVE REMEDY FOR BREACH OF WARRANTY. WHETHER SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGUGENCE AND STRICT UABIUTY), OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. Notwithstanding the preceding, in no event shall Waukesha be liable for any direct, special, incidental, or consequential damages (whether denominated in contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement Any action arising hereunder or relating hereto, whether based on breach of contract, tort including negligence and strict liability), or other theories must be commenced within two (2) years after the cause of action accrues or it shall be barred.
BINDING ARBITRATION (a) Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/or services provided hereunder, promptly by negotiation between executives. If the matter has not been resolved within sixty (60) days of a party's request for negotiation, either party may initiate arbitration as herein after provided. (b) Any dispute ariSing out of or related to this agreement or the products and/or services provided hereunder which has not been resolved by the negotiation procedure described above, shall be settled by binding arbitration administered by the American Arbitration Association in accordance with its Commercial Arbtb'atlon Rules and judgment on the award rendered by the arbitrator(s) may be entered In any court having jurisdiction thereof. (c) Unless Buyer and Seller otherwise agree in writing, the arbitration panel shall consist of three arbitrators. The arbltrator(s) shall have no authority to award punitive or other damages not measured by the prevailing party's actual damages and may not, In any event, make any ruling. finding or award that does not conform to the terms and condition of this agreement The law of Texas shall govern. (d) The arbitration proceeding shall be conducted In English, in Dallas, Texas. See Form 467 for the most current warranty terms. Effectiw February 22, 2006
W-2
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WAUKESHA ENGINE, DRESSER INC. - EXPRESS LIMITED WARRANTY FOR GENUINE WAUKESHA SERVICE PARTS AND WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS USED IN A CERTIFIED OVERHAUL OF A WAUKESHA PRODUCT INTRODUcnON
This warranty only applies to Genuine Waukesha Service Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks) (hereinafter referred to as 'Service Parts") sold by Waukesha Engine and used for a certified overhaul of Waukesha Product I.
TERMS OF EXPRESS UMITED WARRANY A. Waukeshii.Engine warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine, or
B. II.
TERM UMITA110NS OF EXPRESS UMITED WARRANTY A. This coverage shall commence upon the initial start-up date of the overhauled Product and shall expire upon the earlier of the following: 1. 12 months after the overhauled Product start-up date; or 2. 24 months after the purchase date.
B.
III.
Enginato(6" or product (hereinafter referred to as 'Products") manufactured by Waukesha, which proves to have had a defect in material or workmanship. Waukesha Engine further warrants that it will repair or replace AT ITS ELECTION AND EXPENSE, any component of the Waukesha product damaged as the direct result of a warrantable defect in a Genuine Waukesha Service Part during the term of coverage.
Notwithstanding the foregoing, Waukesha further warrants that the intake valves, exhaust valves, intake valve seats, exhaust valve seats, Intake valve guides, exhaust valve guides, piston rings, cylinder liners, pistons, main bearings, and connecting rod bearings used in the certified overhaul will be free from defects in material or workmanship. This additional warranty term only covers failures of the specific items noted within this sub-paragraph. This coverage shall expire the earlier of the following:
1. 18 months after the overhauled Product start-up date; or 2. 24 months after the purchase date. WAUKESHA'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY
Waukesha shall be responsible for: A. The repair or replacement, at Waukesha's election, of covered defective Service Parts and progressive damage as explained in Paragraph 1B of this warranty. B. Labor time to repair or replace the defective part as established by the Waukesha Labor Guide Manual. All reimbursable labor costs shall be provided by Waukesha's authorized distributor. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service Part from Waukesha. D. Reimbursable travel time and mileage coverage shall expire the earlier of 6 months after the overhauled Product start-up date or 24 months after the purchase date. IV. OWNER'S RESPONSIBIUTIES UNDER THE EXPRESS LIMITED WARRANTY Owner shall be responsible tor. A. The operation and maintenance of the Products/Service Parts within the guidelines estabUshed by Waukesha. B. Making the Products/Service Parts available to Waukesha or Waukesha's authorized distributors for any warranty repair, during normal business hours. C. All additional costs incurred for premium or overtime labor should owner request that repairs be made on a premium or overtime schedule. D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repair. E. All administrative costs and expenses resulting from a warranted failure. F. Any costs of transportation, towing, repair facilities, or associated costs. G. All additional labor time in excess of Waukesha's Labor Guide for the warrantable repair. H. Loss of revenue and loss of/or damage to real and/or personal property. V. UMITA110N OF WAUKESHA'S OBLIGATIONS The obligations of Waukesha under this express limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for: A. Any failure resulting from owner or operator abuse or neglect, including but not by way of limitation, any operation, installation, application, maintenance, or assembly practice not in accordance with guidelines or specHications established by Waukesha; or B. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; or C. Any failure resulting from overload, overspeed, overheat, accident; or D. Failure of owner to prompUy provide notice of a claimed defect; or E. Failure of Service Parts for which Waukesha did not receive proper documentation conceming the certified overhaul delivery and the start up date of the Product from an Authorized Waukesha Engine Distributor, or F. Repairs of a covered failure performed with non-genuine Waukesha parts; or G. Repairs of a covered failure performed by non-.authorized contractors or distributors; or H. Failure to make Products and Service Parts available to Waukesha or its authorized representatives; or I. Failure to supply documents such as drawings and specifications relating to the specific application of the Products; or J. Any failure of Service Parts resulting from misapplication or improper repair procedures; or K. Any failure or damage resulting from the improper or extended storage of a Service Part; or A. Freight, Customs, Brokers Fees, and Import Duties if appropriate documentation is not provided. B. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters, air filters, etc. These items are not considered defective if in need of routine replacement, rebuild or maintenance during the term of the warranty. VI. APPLICABIUTY AND EXPIRA110N The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shall expire and be of no further effect upon the dates of expiration of the applicable warranty periods. VII. WARRANTY ADMINISTRATION This warranty is administered exclusively by an Authorized Waukesha Distributor. The certified overhaul invoice and/or start-up report must be provided to the Distributor to determine whether the warranty is applicable. Contact the nearest Authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest Authorized Distributor is available by contacting Waukesha Engine at (262) 547-3311. THE FOREGOING SETS FORTH WAUKESHA'S ONLY OBLlGA110NS AND OWNERS' EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT. TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN UEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED,IMPLlED, AND STATUTORY, INCLUDING WITHOUT LIMITA110N, THE IMPUED WARRANTIES OF MERCHANTABIUTY AND FITNESS FOR A PARTICULAR PURPOSE. Notwithstanding the preceding, In no event shall Waukesha be liable for any direct. special, incidental, or consequential damages (whether denominated in contract, tort sb'ict liability, negligence, or other theories) arising out of this agreement or the use of any Products provided under this Agreement Any action arising hereunder or relating hereto, whether based on breach of contract, tort (Including negligence and strict liability), or other theorias must be commanced within two (2) years after the cause of action accrues or R shall be barred. BINDING ARBITRA110N a) Buyer and Sellar shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the Products and/or services provided hereunder, promptly by negotiation between aX8Cutivas. H the mattar has not been resolved within sixty (60) days of a party's request for negotiation, aRher party may initiate arbitration as heretn after provided. b) Any dispute arising out of or related to this agreement or the ProduC18 anellor services provided hereunder which has not been resolvad by the negotiation procedure described above, shall be aetlled by binding arbitration administered by the American Arbitration Associatton In accordance with Its Commercial Arbitration Rules and Judgment on the award rendered by the arbitrator(s) may be entered In any court having jurisdiction thereof. c) Unless Buyer and Seller otherwise agree in writing, the arbRratlon panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to award punitive or other damages not measured by the prevailing party's actual damages and may not, in any evant, make any ruling, finding or award that does not conform to the terms and condition of this agreement. The law of Texas shall govern. The arbHration proceeding shall be conducted in English, in Dallas, Texas. d) Enginator® is registered trademark of Dresser. Inc. Copyright © 2001 Dresser, Inc. See Form 3245 for the most current warranty terms; Effective June 25, 2003. C.
)
W-3
WAUKESHA ENGINE, DRESSER, INC. - EXPRESS LIMITED WARRANTY FOR GENUINE WAUKESHA SERVICE PARTS AND WAUKESHA FACTORY REMANUFACTURED SERVICE PARTS INTRODUCTION This warranty only applies to Genuine Waukesha ServICe Parts and Waukesha Factory Remanufactured Service Parts (to include assemblies and short blocks) (hereinafierrefened to as "Service parts') sold by Waukesha Engine and used for repair, maintenance, or overhaul of Waukesha Products.
I.
TERMS OF EXPRESS LIMITED WARRANTY A. B.
Waukesha Engine warrants that it will repairer replace. AT ITS ELECTION AND EXPENSE, any Genuine Waukesha Service Part installed on an engine, or Enginatol®, or product (hereinafter referred to as 'Products") manufactured by Waukesha, which proves to have had a defect in material or workmanship. Waukesha Engine Division further warrants that it will repair or replace, AT ITS ELECTION AND EXPENSE, any component of the Waukesha Product damaged as the direct result of a warrantable defect in a Product during the term of coverage.
II. TERM LIMITATIONS OF EXPRESS LIMITED WARRANTY This coverage shall commence upon the date the Service Part is installed and shall expire upon the earlier of the following: A. 12 months after the date the part is installed; or B. 24 months after the purchase date from an authorized Waukesha Distributor.
III. WAUKESHA·S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY Waukesha shall be responsible for: A. B. C.
The repair or replacement, at Waukesha's election, ot covered detective Service Parts and progressive damage as explained in Paragraph 1B of this warranty. Labor time to repair or replace the defective part as established by the Waukesha labor Guide Manual. All reimbursable labor costs shall be provided by Waukesha's authorized Distributor. The reimbursement of documented Distributor expenses covering Freight, Customs, Brokers Fees, and Import Duties to obtain the replacement Service Part from Waukesha.
IV. OWNER'S RESPONSIBILITIES UNDER THE EXPRESS LIMITED WARRANTY Owner shall be responsible for: A. The operation and maintenance of the ProductslService Parts within the guidelines established by Waukesha. B. Making the ProductslService Parts available to Waukesha or Waukesha's authorized Distributors for any warranty repair, during normal business hours. C. All additional costs incurred for premium or overtime labor, should owner request that repairs be made on a premium or overtime schedule. D. All costs incurred as the result of removal or reinstallation of the Products as may be required to effect any warranted repairs. E. All administrative costs and expenses resulting from a warranted failure. F. Any costs of transportation, towing, repair facilities, or associated costs. G. All travel, mileage, and other related Distributor costs and expenses associated with repair under the terms of this Service Parts Warranty. H. All additional labor time in excess of Waukesha's labor Guide for the warrantable repair. I. Loss of revenue and loss oflor damage to real andlor personal property.
V. LIMITATION OF WAUKESHA·S OBLIGATIONS The obligations of Waukesha under this elqlress limited warranty shall be waived and voided, and Waukesha shall not, thereafter, be responsible for: A. Anyfailure resulting from owner or operator abuse or neglect, including but not by wayof limitation, any operation, installation, ap~ication, maintenance, or assembly practice not in accordance with guidelines or specifications established by Waukesha; or B. Any failure resulting from unauthorized modifications or repairs of the Products or Service Parts; or C. Any failure resulting from overload, overspeed, overheat, accident; or D. Failure of owner to promptly provide notice of a claimed defect; or E. Failure of Service Parts for which Waukesha did not receive proper documentation conceming the Service Parts purchase date from an authorized Waukesha Engine Distributor; or F. Repairs of a covered failure performed with non-genuine Waukesha parts; or G. Repairs of a covered failure performed by non-authorized contractors or distributors; or H. Failure to make Products and Service Parts available to Waukesha or its authorized representative; or I. Failure to supply documents such as drawings and specifications relating to the specific application at the Products; or J. Any failure of Service Parts resulting from misapplication or improper repair procedures; or K. Any failure or damage resulting from the improper or extended storage of a Service Part; or L. Freight, Customs, Broker Fees, and Import Duties if appropriate documentation is not provided; or M. Normal wear items or consumable parts such as belts, spark plugs, lubricating oil filters,airfilters, etc. are not considered defective if in need of routine replacement, rebuild, or maintenance during the term of the warranty.
VI. APPLICABILITY AND EXPIRATION The warranty set out above is extended to the original purchaser of the Genuine Waukesha Service Parts. The warranty and obligations of Waukesha shall expire and be of no further effect upon the date of expiration of the applicable warranty period.
VII. WARRANTY ADMINISTRATION This warranty is administered exclusively by an authorized Waukesha Distributor. The invoice for the failed Service Parts must be provided to the distributorto determine whether the warranty is applicable. Contact the nearest authorized Waukesha Distributor for assistance with warranty matters or questions. The location of the nearest authorized Distributor is available by contacting Waukesha Engine at (262) 547-3311.
THE FOREGOING SETS FORTH WAUKESHA·S ONLY OBLIGATIONS AND OWNERS· EXCLUSIVE REMEDY FOR BREACH OF WARRANTY, WHETHER SUCH CLAIMS ARE BASED ON BREACH OF CONTRACT, TORT (INCLUDING NEGLIGENCE AND STRICT LIABILITY), OR OTHER THEORIES, AND THE FOREGOING IS EXPRESSLY IN LIEU OF OTHER WARRANTIES WHATSOEVER EXPRESSED, IMPLIED, AND STATUTORY, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. Notwithstanding the preceding, in noevent shall Waukesha be liable for any direct. special, incidental, orconsequential damages. (whether denominated in contract, tort strict liability, negligence, or other theories) arising out of this Agreement or the use of any Products provided under this Agreement. Any action arising hereunder or relating hereto, whether based on breach of.contract, tort (including negligence and strict liability), orothertheories must becommencad within two (2) years aflerthe cause of action accrues or it Bhall be barred.
BINDING ARBITRATION (a)
(b)
(c)
(d)
Buyer and Seller shall attempt, in good faith, to resolve any dispute arising out of or relating to this agreement, or the products and/Or services provided hereunder, promptly by negotiation between executives. H the matter has not been resolved within sixty (60) days of a party's request for negotiation, either party may Initiate arbitration as hereinafter provided. Any dispute arising out of or related to this agreement or the products and/or services provided hereunder wh;ch has not been resolved by the negotiation procedure described above, shall be settted by binding arbitration adminiatered by the American Arbitration Association in accordance with Its Commercial Arbitration Rules and judgment on the award rendered by the arbitrator{s) may be entered In any court having jurisdiction thereof. Unless Buyer and Seller otherwise agree In writing, the arbitration panel shall consist of three arbitrators. The arbitrator(s) shall have no authority to award punitive or other damages not measured by the prevailing party's actual damages and may not, In any event, make any ruling, finding or award that does not conform to the terms and conditions of this agreement. The law of Texas shall govem. The arbitration proceeding shall be conducted in English, in Dallas, Texas.
See Form M..463 for the most current warranty termsj effective February 22, 2006.
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