Manual de Servico EMD 645 E7C F7B PDF

645E7C/F7B
TURBOCHARGED MARINE ENGINE/SYSTEMS
,]
Revised December 2005
2nd Edition
ELECTRO-MOTIVE
A Service Department Publication @
Electro-Motive Division Of General Motors La Grange, Illinois 60525

112E385
V
FOREWORD
This manual contains maintenance information for 8, 12, 16, and 20-cylinder
Model 645E7C/F7B engines and procedures intended as a guide for personnel
engaged in the operation of a marine propulsion unit or a marine generating
unit. The information contained in the engine maintenance portion of this
manual is applicable to all the above model engines unless otherwise specified.
The illustrations used in the engine maintenance portion of the manual, for the
most part, depict a 16-cylinder engine as representative of the location and
relative shape of various components and accessories.
This information was compiled for a typical marine propulsion unit or a

typical marine generating unit with basic equipment and frequently requested
extras. The equipment selected for coverage was chosen as representative and
does not imply that the equipment is part of any specific purchase order.
Units of measurement appearing in this manual are shown in metric units and
U.S. standard units. A conversion table is provided to convert U.S. standard
to metric units.
Special tools, referred to in the text and shown in many of the illustrations, are
not supplied with the engine, but are available on order.
File numbers contained in this manual represent detailed drawings for the
construction of fabricated tooling. These drawings are available from Electro-
Motive Service Department.
References, specifications, and a list of service equipment are presented as

Service Data at the end of most sections.
Clearance and dimensional limits listed in Service Data are defined as follows:
1. New limits are those to which new parts are manufactured. (Drawing
tolerances.)
. M i n i m u m , m a x i m u m , a n d tolerance m e a s u r e m e n t s are provided as

service limits. At time of rebuild or any time unscheduled maintenance is
performed, the service limits should n o t be exceeded. Engine components
within these limits may be reused with the assurance that they will perform
satisfactorily until the next scheduled overhaul.
112El182
Model GMB20E7C/F7B Marine Propulsion Unit
Exhaust
Outlet
Ada ~ter
Water ExpansionTank
Air Intake Silencer ~ . . \ Lube Oil
And Adapter \ \ ~ Exhaust Manifold \ Cooler
Gear Lube Reluctin/~/~x-"~. ~ ~ ~ - ~ ~ ~ ~ L ~ ~ ' ~ - ' ~ ' / L ~ I b Z r Oil

n\ \ ~ q Ill d Oil Level Gauge. . . . . ~ "~'~'//.Y.~_~----'h
j -. , ~ 'z- IJ
Clutch-,[~ll / ~ E~ I1~ ~ ~)OOOO OOO@'@ ~~~Emergency
Control [ 15111 n ~k ~ ' - -o ~ o ~ ~
Panel ~'~1., .11 ~_ ~ ~ ~ - - ~
] [ [ ~ ~ F I.I / ~~" Fuel Cutoff
)
.'~ '.;....."-,.... i ~i~J~-D ~ u b e O,1 Strainer I - - - \ q Fresh Water

L~/~/Z__~ "~ : ~ T ~L ~ [J -I-- g-~Cooler
Pneu~at'c / Lube O~ Ciirc1~ting Fuel Stra.ner \
/ Clutch / ~'ump ~ p I Fuel Supply
LReduc~ii(~uGmepr Air Starting Motor ) Connection 24,,,
Typical Model GMB8E7C/F7B, GMB12E7C/F7B, GMB16E7C/F7B,

And GMB20E7C/F7B General Arrangement
112El182
24120
Model MGB20E7C/F7B Marine Generating Unit
Exhaust Outlet
Water
Expansion Lube Oil
L~~~ ~ _~
~
' ~ -~ ' Exhaust Manifold Tank ', Cooler
Air Intake Filter ~ / \ ~ \ Lube Oil
~ Filter
~ "J~ - Connection
{I Generator l ~1~<~ ((23) ~::~J ItVI LubeO'~ill] /

El ~ '~ t / , / U~ v ~ / ~ Strainer I Fuel Strainer \ .
Air Starting Motor ( T w o ) ~ Emergency
Lube Oil Fuel Cutoff
Circulating
Pump 24118
Typical Model MGB8E7C/F7B, MGB12E7C/F7B, MGB16E7C/F7B,

And MGB20E7C/F7B General Arrangement
11 2E1 1 82
ELECTRO-MOTIVE METRIC CONVERSION
TABLE OF FREQUENTLY USED UNITS

t o get equivalent to get equivalent
Multiply by number of: Multiply by number of:
LENGTH ACCELERATION
Microinch .025 4 micron ( ~, ) Foot/sec2 0.304 8 meter/sec 2 (m/s 2)
Inch 25.4 millimeters (mm) I nch/sec 2 0.025 4 meter/sec2
Foot 0.304 8 meters (m)
TORQUE
Yard 0.914 4 meters
Mile 1.609 kilometers (km) Ounce-force-inch 0.007 06 newton-meter
0.069 2 kilogram-meter
AREA Pound-inch 0.112 98 newton-meters (N-m)
Inch 2 645.2 millimeters 2 (mm 2) 0.011 52 kilogram-meters
6.45 centimeters 2 (cm 2) Pound-foot 1.355 8 newton-meters
Foot 2 0.092 9 meters 2 (m 2) 0.138 25 kilogram-meters
Yard 2 0.836 1 meters2
POWER
VOLUME
Horsepower 0.746 kilowatts (kW)
Ounce 29.574 centimeter 3 (cm 3)
PRESSURE OR STRESS
Inch 3 16 387. mm 3
16.387 cm 3 Inches o f water 0.249 1 kilopascals (kPa)
0.016 4 liters Pounds/sq. in. 6.895 kilopascals
Ft 3 0.028 3 meter 3 (m 3)
E N E R G Y OR WORK
Quart 0.946 4 liters
Gallon 3.785 4 liters BTU 1 055. joules (J)
Yard 3 0.764 6 meters 3 (m 3) Foot-pound 1.355 8 joules
Kilowatt-hour 3 600 000 joules (J = one W's)
MASS or 3.6x106
Ounce 28.350 grams (g)
LIGHT
Pound 0.453 6 kilograms (kg)
Ton 907.18 kilogram Footcandle 10.764 lumens/meter2 (Im/m 2)
Ton 0.907 tonne (t)
FUEL PERFORMANCE
FORCE Miles/gal 0.425 1 kilometers/liter (kin/I)
Kilogram 9,807 newtons (N) Gal/mile 2.352 7 liters/kilometer (I/kin)
Ounce 0.278 newtons VELOCITY
Pound 4.448 newtons
Miles/hour 1.609 3 kilometers/hr. (kin/h)
TEMPERATURE
Degree Fahrenheit (t F-32)--1.8 = degree Celsius (C)
oF F
32 23.2
-40 0 I 80 120 ,11~0, ,2(~0 I
I I I I I I I 41I 1 11 11 I 11 I I I
i , I I ~ ~ i i i i , i l ,
-40 -20 0 20 40 60 80 100
C oC
/ The comparative dimensions of an inch

and a millimeter, a liter and a quart, and
a k i l o g r a m a n d a p o u n d are s h o w n .
1 Liquid Quart
0.946 4
Liter
1 Kilogram
LJ
~1 Pound = 0.453 6 kg
I nches
, ,, I, II ,,, I, , , , , I , , , ,,I,, ,, ,! ,, , , , I,,
Millimeters
10 20 30 40 50 60 70 80 90 100 110 3.20 130 140 150
55E7821 .... t .... I .... I,,,,I .... , .... I .... I .... I .... i,,,,1 .... ,....I .... , .... I .... I .... I .... I .... I .... I .... I,,,. .... I .... A.... I .... L.... I .... i .... I .... I .... I,,
CONTENTS
INTRODUCTION A
PRESTART PROCEDURE B
OPERATION C
ENGINE INFORMATION D
C R A N K C A S E A N D OIL P A N 1
CYLINDER HEAD AND ACCESSORIES 2
PISTON ASSEMBLY AND CONNECTING RODS 3
CYLINDER LINER 4
CYLINDER POWER ASSEMBLY 5
CRANKSHAFT ASSEMBLY AND ACCESSORY 6

DRIVE GEAR TRAIN
CAMSHAFT GEAR TRAIN, AUXILIARY DRIVE, 7

AND CAMSHAFT ASSEMBLIES
AIR I N T A K E A N D E X H A U S T S Y S T E M S 8
L U B R I C A T I N G OIL S Y S T E M 9
COOLING SYSTEM 10
FUEL SYSTEM 11
GOVERNOR 12
PROTECTIVE DEVICES AND A L A R M S 13
AIR STARTING SYSTEM 14
ENGINE CONTROL CABINETS 15
P R O P U L S I O N UNIT A
GENERATING UNIT B
TROUBLESHOOTING 16
112El182
SECTION B
PRESTART PROCEDURE
CONTENTS PAGE
TURNING ENGINE MANUALLY B-1
ENGINE ADJ USTMENTS A F T E R

EXTENDED S H U T D O W N B-2
PRELUBRICATION OF ENGINE B-2
UNIT WITH ACCESSORY

RACK (E7C/F7B MODELS) B-2
UNIT WITHOUT ACCESSORY

RACK (E7CA/F7BA MODELS) B-3
P R E P A R A T I O N FOR STARTING
ENGINE B-5
112El182
SECTION
645E7C/F7B B
ELECTRO-MOTIVE Marine Engine/Systems
PRESTART PROCEDURE
TURNING ENGINE
MANUALLY
S o m e of the f o l l o w i n g p r e s t a r t checks and
procedures require a manual turning of the engine.
There are several methods to do this. Crankover
t o o l 9561844 with the i n c l u d e d b a r r i n g lever or
electric drive unit, Fig. B-l, or with optional air
drive kit 9560333, Fig. B-2, can be used as jacking
gear to rotate the engine.
/
Crankover Tool Electric Drive
28804 20220
Fig.B-1 - Crankover Tool 9 5 6 1 8 4 4 A n d Fig.B-3 - Air Starting System
Electric Drive Unit 9 5 4 3 8 6 7
2. Engage the pinion gears with the engine ring

gear by one of the following methods:
a. Attach a j u m p e r wire at the rear of the

Engine Start switch to bypass the switch.
This will energize t h e air start s o l e n o i d
allowing air to m o v e the p i n i o n gears
forward.
b. Open the manual "T" handle override valve,

Fig. B-4, on the air start solenoid valve to
T
Air Drive Kit
t
Remote Control
move pinion gears forward.
28805 CAUTION
Fig.B-2 - Air Drive Kit 9 5 6 0 3 3 3 And Ensure the override valve is closed when the
Remote Control 9 5 6 0 3 3 8 turning operation is completed or the engine
will crank when the main air line shutoff is
Another method of turning the engine manually is opened.
to utilize the air starting motors as follows:
. Remove the housing cover end plug from the
1. Close the shutoffvalve in the main air line of the rear of either of the starting motors, Fig. B-3.
starting system, Fig. B-3. Insert a 5/16" allen wrench into housing cover
112E385 B-!
Section B
end plug opening (barring hole). The allen P R E L U B R I C A T I O N OF

wrench can either be rotated by hand or a 1/2" ENGINE
ratchet wrench can be used. Rotate the allen
wrench slowly which will rotate the engine. Prelubrication of a new engine, an engine that has
been overhauled, or an engine which has been
inoperative for more than 48 hours is a necessary
practice. P r e l u b r i c a t i o n p r o t e c t s u n l u b r i c a t e d
engine parts during the interval when the lube oil
pump is filling the passages with oil.
PRELUBRICATION PROCEDURE
FOR UNIT WITH ACCESSORY
RACK (E7C/F7B Models)
I. Remove the pipe plug at the main lube oil pump
discharge elbow, Fig. B-5, and connect an
e x t e r n a l s o u r c e of clean, w a r m oil at the
d i s c h a r g e elbow. P r e l u b r i c a t e e n g i n e at a
minimum of 69 kPa (10 psi) for a period of not
less t h a n 3 and not m o r e t h a n 5 m i n u t e s
(approximately 57 lpm [15 gpm] usinga 1.1 to
!.5 kW [1-1/2 to 2 hp] motor).
Main~Lube oii ~ ~ ~ Oil Pump~

~Piston Cooling Oil ~, , Discharge_Elbow _~
27186
Fig.B-4 - Solenoid Valve Override
ENGINE ADJUSTMENTS
AFTER E X T E N D E D
SHUTDOWN
Before starting an engine that has been overhauled,
20978
or an engine that has been inoperative for a long
period of time, refer to the applicable sections of this Fig.B-5 - Main Lube Oil and Piston Cooling
manual for procedures of the following checks and Oil Pump Discharge Elbows
adjustments.
NOTE
Openings are provided on the main lube oil
1. Check the injector racks for sticking and the pump and piston cooling pump discharge
injector governor linkage for binding. elbows for a customer connection of a priming
pump. Refer to Fig. B-6 for a typical priming
NOTE pump connection. Typical hand priming pump
The need for the following checks and adjust- capacity is 57 lpm (I 5 gpm) 50 double strokes
ments will depend upon the engine condition per minute.
and performance prior to shutdown.
2. While oil pressure is being applied, open the
2. Check injector timing. cylinder test valves, Fig. B-7, and turn the
e n g i n e m a n u a l l y one c o m p l e t e r e v o l u t i o n .
3. Set injector racks. Check all bearings at the crankshaft, camshafts,
rocker arms, and at the rear gear train for oil
4. Adjust hydraulic lash adjusters. flow. Also check for restrictions or excessive oil
B-2 112El182
Section B
. On new or overhauled engines remove the pipe

plug at the piston cooling oil pump discharge
elbow, Fig. B-5, and connect an external source
of clean, warm oil at the discharge elbow.
Check for unrestricted flow of oil at each piston
cooling tube.
"P7 s.uto,, . Disconnect external oil source and replace the

pipe plugs at the pump discharge elbows. Close
the cylinder test valves.
. Pour a liberal quantity of oil over the cylinder

sL;bieeOri'r~ r ~ ~'~ ~ SvhUtO'~ff t mechanism of each bank.
. Check oil level in strainer housing and, if

required, add oil to strainer housing until it
overflows into the oil pan.
. Replace and securely close all handhole covers

Priming ~ ~ I and engine top deck covers.
Pump
~Line !6 NOTE
When an engine is replaced due to mechanical
breakdown, it is important that the entire oil
s y s t e m , s u c h as oil c o o l e r s , f i l t e r s , a n d
s t r a i n e r s , be t h o r o u g h l y c l e a n e d b e f o r e a
Fig.B-6 -Typical Priming Pump Connection r e p l a c e m e n t engine or the r e c o n d i t i o n e d
engine is put in service.
In some cases engines have been removed from

service and stored in the "as is" condition by
draining the oil and applying anti-rust compound.
When these engines are returned to service, care
must be taken to see that any loose deposits are
flushed out before adding a new oil charge. The
entire engine should be sprayed with fuel to break
up any sludge deposits and then drained, being
careful that the drains are not plugged. Fuel should
not be sprayed directly on the valve mechanism or
bearings, as lubrication will be removed or dirt
forced into these areas. The surfaces should then be
wiped dry before new oil is added to the engine.
PRELUBRICATION PROCEDURE
FOR UNIT WITHOUT
3618 ACCESSORY RACK
( E 7 C A / F 7 B A Models)
Fig.B-7 - Test Valve Wrench
flow. Check for fluid discharge at the cylinder

NOTE
A unit without an accessory rack and with
test valves. If there is any sign of water or oil customer supplied system piping must have a
being ejected at the test valves, or any indication priming pump in the system. Refer to applicable
of o b s t r u c t i o n while r o t a t i n g the engine, Engine L u b e S y s t e m d r a w i n g for p i p i n g
determine the cause before attempting to start arrangement. Refer to Fig. B-8 for a typical
the engine. arrangement.
112EI 182 B-3

Section B
Piston Cooling ~ ' -

Pump Discharge~--... Lube Oil Pump Discharge
Lube Oil Prelube Valves

Strainer - Scavengir)g Lube Oil Filter
Oil Pan Lube Oil System ] \#ypass

Priming Valve Relief Valve
(See Note)
Priming~
Pump [ ~ Lin; Strainer
NOTE
Open lube oil system prim-
ing valve to prime acces- Bypas~s
sories and piping and to fill Relief Valve
strainer. Close to prelubri-
care engine. Coo e
22097
Fig.B-8 -Typical Model E7CA/F7BA Lube Oil System Piping

I. Open lube oil system priming valve and operate complete revolution. Check all bearings at the
priming p u m p to fill lube oil system until crankshaft, camshafts, rocker arms, and at the
strainer housing is filled by oil draining from rear gear train for oil flow. Check for fluid
the lube oil cooler. Strainer housing should be discharge at the cylinder test valves. If there is
filled until oil overflows into oil pan. any sign of water or oil being ejected at the test
valves, or any indication of obstruction while
. Close lube oil system priming valve. Ensure rotating the engine, determine the cause before
main lube oil prelube valve is open and piston attempting to start the engine.
c o o l i n g p r e l u b e valve is closed, if unit so
equipped. Operate priming pump. Prelubricate . On new or overhauled engines, close main lube
engine at a minimum of 69 kPa (10 psi) for a oil prelube valve and open piston cooling
period of not less than 3 and not more than prelube valve, if unit so equipped. O p e r a t e
5 minutes ( a p p r o x i m a t e l y 57 Ipm [15 gpm] priming pump. Check for unrestricted oil flow
using a l.l to 1.5 kW [1-1/2 to 2 hp] motor. at each piston cooling oil pipe.
Typical hand priming pump capacity is 57 l pm
[15 gpm] at 50 double strokes per minute). NOTE
If unit does not have a permanent connection
NOTE to piston cooling pump discharge, remove pipe
If unit does not have a permanent connection plug from piston cooling pump discharge
to the main lube oil pump discharge elbow, elbow and connect an external source of oil.
remove pipe plug from the elbow and connect
an external oil source at that opening. 5. Close cylinder test valves.
3. While pressure is being applied, open cylinder 6. Pour a liberal quantity of oil over the cylinder
test valves and t u r n e n g i n e m a n u a l l y one mechanism of each bank.
B-4 112El182
Section B
7. Check oil level in strainer housing and, if

required, add oil to strainer housing until it
overflows into the oil pan.
8. Replace and securely close all handhole covers

and engine top deck covers.
NOTE
When an engine is replaced due to mechanical
breakdown, it is important that the entire oil
s y s t e m , s u c h as oil c o o l e r s , f i l t e r s , a n d
s t r a i n e r s , be t h o r o u g h l y cleaned b e f o r e a
r e p l a c e m e n t e n g i n e or the r e c o n d i t i o n e d
engine is put in service. A recurrence of trouble
may be experienced in the clean engine if other
system components have been neglected.
In some cases engines have been removed from

service and stored in the "as is" condition by
draining the oil and applying anti-rust compound.
When these engines are returned to service, care
must be taken to see that any loose deposits are
flushed out before adding a new oil charge. The
entire engine should be sprayed with fuel to break 22847
up any sludge deposits and then drained, being

careful that the drains are not plugged. Fuel should
not be sprayed directly on the valve mechanism or
bearings, as lubrication will be removed or dirt
Fig.B-9 - Oil Level G a u g e
forced into these areas. The surfaces should then be
wiped dry before new oil is added to the engine.
6. Ensure oil in the governor is at correct level in
the sight glass, Fig. B-10.
PREPARATION FOR
STARTING ENGINE NOTE
G o v e r n o r oil level will rise after engine is
1. Ensure exhaust stack is open. started and the oil temperature increases.
2. Check engine coolant and fill if required. Refer
to Cooling System Service Data for system ...................3f-
capacity.
CAUTION
D o n o r continue to operate an engine requiring
periodic addition of coolant. Locate and repair
leak.
i??:
3. C h e c k s t a r t i n g air p r e s s u r e . S h o u l d be a
minimum of 1 034 kPa (150 psi) for 8-cylinder
engines and I 379 kPa (200 psi) for all o t h e r
engines. Sight
4. Check control air pressure. Should be between

862 and 965 kPa (125 and 140 psi).
5. Check lubricating oil level, Fig. B-9, and add oil

if required. Refer to Lubricating Oil System
Service Data for system capacity. Recheck lube
oil after engine is at operating t e m p e r a t u r e . 20108
Lube oil level should be on full mark on dipstick
with engine at idle speed and oil hot. Fig.B-10 - PGA G o v e r n o r , 3 / 4 Front V i e w
55E782 B-5
Section B
7. Ensure overspeed trip lever, Fig. B-11, is in NOTE

running (latched) position. If unit is equipped with a motor driven fuel
priming pump, operate motor to prime the
8. Ensure governor manual speed adjusting knob, engine.
Fig. B-12, is set in the idle speed position.
Sh utdown II. Check air box drains, Fig. B-13, for proper
Lever ~__~l~TripQped operation.
Tripped
Position ....~Latche~
NOTE
Air box draining should be done periodically,
as indicated in the Scheduled M a i n t e n a n c e
Program, if air box drains are kept closed.
Running - ~
,fsition ~ C _ ~ ~
Overspeed ~ /v / /
\ So~#li~h '~,~__ / / -
NOTE
Air box drains are
27196
located at front and
rear of engine on
Fig.B-1 1 - Reset And Shutdown Lever Positions both sides.
.~ctrical
nnector
anual 20111
)eed
Jjusting
mob Fig.B-13 - Air Box Drain
put Air
Inal Connection 12. Check oil level in reduction gear using dipstick.
.=Oil NOTE
ire Connection A new engine, engine that has been overhauled,
or an engine that has been inoperative for more
ain Cock than 48 hours will require prelubrication.
Refer to Prelubrication Of Engine portion of
18536 this section. If engine requires prelubrication,
recheck oil level, as an appreciable quantity of
oil may have been transferred to the external
Fig.B-12 - PGA Governor 3/4 Rear View system (cooler, filter, strainer). Add oil if
required.
9. Check engine fuel supply. Ensure strainers and
filters are clean.
13. In the engineroom control station, place the
10. Operate hand fuel priming pump until pressure engine speed and clutch control air valve in the
is shown on the engine control cabinet F U E L N E U T R A L position and the control air transfer
OIL pressure gauge. valve in the LOCAL position.
B-6 55E782
Section B
NOTE revolution. Check for fluid discharge at the

Engineroom speed and clutch control air valve cylinder test valves. If there is any sign of water
and control air transfer valve are furnished as or oil being ejected at the test valves, or any
individual components for installation in the indication of obstruction while rotating the
engineroom by the customer. engine, determine the cause before attempting
to start the engine.
14. Momentarily press ENGINE START pushbutton
to start the turbo lube pump. Remove the rear
oil pan handhole cover and confirm that oil is 16. Replace and securely close all handhole covers
flowing from the rear gear train. and engine top deck covers.
15. If engine has been shut down for at least 12 CAUTION

hours, but has not been prelubricated and Ensure the strainer housing is full before
manually rotated, open the cylinder test valves s t a r t i n g the engine. If s t r a i n e r h o u s i n g is
and turn the engine manually one complete empty, serious engine damage can occur.
112El182 B-7
SECTION C
OPERATION
CONTENTS PAGE
STARTING THE ENGINE C-1
RUNNING THE ENGINE C-2
STOPPING THE ENGINE C-2
ENGINE HP] R P M CURVES C-3
SERVICE D A T A
SYSTEM P R E S S U R E
AND T E M P E R A T U R E S C-15
112E385
SECTION
645E7C/F7B C
OPERATION
This section contains recommended procedures for to starting the engine, however, in an emergency
operation of the unit with basic accessories supplied situation, engine may be started without the
with the engine. As these accessories can be installed delay.
by the user and can vary in accord with a specific
application, the operation procedures must be 2. Position the injector control lever, Fig. C-l,
considered "typical." toward the center of the engine at about one-
third rack (idle position).
STARTING THE ENGINE
Before s t a r t i n g the engine, refer to P r e s t a r t 3. Press and hold ENGINE S T A R T pushbutton
Procedures Section. on the engine control cabinet until engine starts.
The engine should start within l0 seconds.
1. Momentarily press ENGINE START pushbutton Release E N G I N E S T A R T p u s h b u t t o n when
on engine control cabinet to start the turbo lube engine starts.
pump. Allow turbo lube pump to operate for 60
seconds before starting the engine.
4. Control speed of the engine with the injector
NOTE control lever until governor assumes control,
then release lever. Do not operate the injector
A normal engine start should include the 60 c o n t r o l to i n c r e a s e e n g i n e speed until oil
second operation of the turbo lube pump prior pressure is confirmed.
Injector
Control
Lever
Injector
Control
Lever
27462
Fig.C-1 -Injector Control Lever
112El182 C-I
Section C
. Check lubricating oil pressure. If pressure is not IMPORTANT

indicated on the gauge within 30 seconds, stop E n g i n e o p e r a t i o n at less t h a n 50% l o a d
the engine and determine cause. increases t u r b o c h a r g e r gear train wear and
adds to maintenance requirements.
. Check fresh and raw water pressures to make
sure water is being circulated. Check water level STOPPING THE ENGINE
in expansion tank.
1. Remove load from engine~
7. Check governor oil for proper level on gauge.
2. Let engine run for at least 2 minutes to allow
cooling water to remove excess heat.
R U N N I N G THE ENGINE
. Stop engine by pulling injector control lever at
CAUTION the front of the engine, away from the engine
Do not increase engine speed beyond idle until and hold injector control lever until engine
fresh water temperature is 49 C (120 F). stops. On engine equipped with a remote stop
button, engine m a y be stopped by pressing
1. Increase the engine speed slowly to full speed by button.
means of the governor manual speed adjusting
knob or the remote speed control. CAUTION
If a turbo lube pump should fail to operate
NOTE when engine is shut down, as indicated by the
If engine has been repaired or overhauled, it is low turbo oil pressure alarm, restart the engine
good practice to run the engine slowly with immediately and allow it to idle for 15 minutes
frequent inspections to ensure that the renewed at n o l o a d , to p r e v e n t d a m a g e to t h e
parts are satisfactory. Check pressures and turbocharger.
temperatures carefully during this run.
If unable to restart the engine within 2 minutes,
. Check oil flow sight gauge at top-rear of the do not restart the engine until turbo !ube pump
reduction gear to ensure oil is flowing when the operation has been restored and the engine has
gear clutch is engaged. been allowed to cool.
. At rated load and speed, ensure the temperatures . If the engine is not going to be restarted in a
and pressures are within the limits specified in reasonable period of time and the 15 minute
the Service Data. cool down period has elapsed, since the engine
was stopped, the turbo lube pump motor and
. Refer to Fig. C-2 for engine brake and propeller the auxiliary fresh water pump motor should be
horsepower data in relation to engine R P M . turned off.
Refer to Figs. C-3 through C-6 for engine brake
horsepower data in relation to governor rack 5. In an emergency, the engine may be stopped by
position at a specific R P M . tripping the overspeed trip mechanism.
C-2 75E480
Section C
3800
RATING CONDITIONS:
Air Intake Temperature . . . . . . . . . . . 32.2 C (90 F) 20-Cylinder
3600 Diesel Fuel (HHV) ..... 45.64 MJ/kg (19,620 BTU/LB)
Fuel Temperature .............. 32.2 C (90 F)
Inlet Depression . . . . . . . . . . . . . . 152 mm (6") H20
3400 Exhaust Back Pressure .......... 127 mm (5") H20
NOTE
3200 The standard overload rating of the engine permits an output

of 10% in excess of full load rating for two continuous hours, 6-Cylinder
but not to exceed a total of two hours out of any 24 consecutive
3000 hours of operation. -E
2800
2600
2400
12-Cylinder
w 2200
0
w 2000
0
m 1800
w
Z
z 1600
W
1400
1200
1000
800
600
Engine Brake Horsepower- '-

400 Continuous Rating ~!
rp~ P ei-~-~-ri_t
I o-r Sepower ~i~ ~.......
Cube Curve ~:~
200
300 400 500 600 700 800 900

ENGINE SPEED - RPM
27463
Fig.C-2 Model 645E7C Engine HP/Engine RPM Curves
112El182 C-3
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Section C
4000
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200
300 400 500 600 700 800 900
ENGINE SPEED - RPM
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600. RPM
Z
m
i
"!-
1.0 .... 1 ,/ /
I-
Z l
LU .~. .":D~t
,.I 1,1
O
<{
/
i..i. .......500.RJ
1,2 ' ii.ii:,i
re
O
I-
(J
iii 1,3
Z
m
1.4 RATING.: .CiQND,1T[QN,I~;

. 32.27C(907 F)
(19;620iBTU/~B]
1.5 't.S.Z.mmi(s~,)~H~O
1 2 7 m m! (5"~ H~0
i,~;.,i!,i,i., 5 2 2 6 2 ~ 0
1.6
1,7.
operation;
200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200
E/3
ENGINE BRAKE HORSEPOWER

28927
Fig,C-8 - Model 12-645F7B Engine Injector Rack P o s i t i o n / B r a k e HP A t Various Engine Speeds

&
O
400 800 1200 1 ~UU 2000 7400 Z~dUU 3ZUU J~O0

27572
Fig.C-9 - Model 16-645F7B Engine Injector Rack Position/Brake HP

Ill
Eo At Various Engine Speeds
G0
ol
I1"1
01
iii
"I"
Z
m
i
-r
I--
Q9
Z
LU
._1
,~ v
r~
LLI
0 400 800 1200 1600 2000 2400 2800 3200 3600 4000 4400
27597
Fig.C-10 - Model 2 0 - 6 4 5 F 7 B Engine Injector Rack Position/Brake HP At Various Engine Speeds

O
Section C
SERVICE D A T A
OPERATION
SYSTEM PRESSURES AND TEMPERATURES

(at rated load and speed)
LUBRICATING OIL SYSTEM
Pressure At Normal Operating Temperature
At Governor Connection (nominal) ....................... 414-690 k P a (60-100 psi)
Temperature
To Engine (from cooler) .............................. 74-93 C (165-200 F)
F r o m Engine (to cooler) .............................. 85-107 C (185-225 F)
Temperature Differential ................................ 12-15 C (22-28" F)
Alarm Settings
LOS, Lube Oil Switch
Rated Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179-207 k P a (26-30 psi)
Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69-97 k P a (10-14 psi)
TOS, T u r b o Lube P u m p L o w Oil Pressure (rising pressure) .............. 69 k P a (10 psi)
H O S , High Oil Temperature Switch (into engine) ...... .............. 104 C (220 F)
FRESH WATER SYSTEM

800 R P M 900 R P M
kPa PSI kPa PSI
Pressure Rise Across Fresh Water P u m p
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2284-13.8 334-2 290-t-13.8 42-t-2
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2344-21 344-3 296-1-28 43-t-4
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290-t-13.8 424-2 365-t-21 533
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2834-13.8 414-2 3594-13.8 524-2
Temperature
To Engine ...................................... 68-77 C (155-170 F)
F r o m Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-82 C (165-180 F)
Temperature Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5-6 C (8-11 F)
F r o m Fresh Water Cooler To Lube Oil Cooler ................. 66-74 C (150-165 F)
Fresh Water Temperature Rise Across Lube Oil Cooler ............... 1.5-3 C (3-5 F)
Alarm Setting
ETS, Engine Water Temperature (from engine)
With Accessory R a c k .................................. 98 C (208 F)
Without Accessory R a c k . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 C (190 F)
112E385 C-15
Section C
R A W WATER SYSTEM
Design Temperature
To Fresh Water Cooler (max.) ............................... 29.4 C (85 F)
800 R P M 900 R P M
oC oF oC oF
Raw Water Temperature Rise Across Fresh Water Cooler
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6.6 9-12 5-6.6 9-12
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5-10 15-18 7.8-9.4 14-17
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4-11.1 17-20 8.8-10.5 16-19
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1-13.3 20-24 10.6-12.8 19-23
800 R P M 900 R P M
kPa PSI kPa PSI
Pressure Rise Across Raw Water P u m p At 900 R P M
(maximum suction 27.6 k P a [4 psi] at pump inlet)
With Gear Cooler
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . 14813.8 21.55:2 186-t-14 27-t-2
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . 148+13.8 21.5-t-2 186+14 27+2
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . 1175:13.8 174-2 1525:14 22-1-2
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . 1175:13.8 175:2 1525:14 22-t-2
Without Gear Cooler

8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162+14 23.5+2 207+14 30+2
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162+14 23.5+2 207+14 30+2
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145+14 21+2 179+14 26+2
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145+14 21+2 179+14 26+2
FUEL SYSTEM
At Filter Input (from pump) ........................... 241-345 k P a (35-50 psi)
C O M P R E S S E D AIR SYSTEM
Clutch Air Pressure
To Clutch (at reservoir) ............................. 862-965 k P a (125-140 psi)
Starting Air Pressure

8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 034 k P a (150 psi)
12, 16 & 20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 380 k P a (200 psi)
C-16 112E385
SECTION D
ENGINE INFORMATION
CONTENTS PAGE
DESCRIPTION D-1
OPERATION D-3
ARRANGEMENT D-3
SERIAL NUMBER LOCATION D-4
PAINTING D-5
SERVICE D A T A
SPECIFICATIONS D-7
CAPACITIES D-8
WEIGHTS D-8
T O R Q U E VALUES D-11
56E678
Discharge Manifold
Exhaust -Liftina Shackle Base Exhaust Valve
Top Deck Cover
Rocker Arm
Exhaust Valve Bridge

Injector Rocker Arm
Overspeed Trip Shaft .Exhaust Valve Spring
Fuel Manifold,
Injector Adjusting Link Exhaust Valve
Injector Control Shaft
Cylinder Head
Injector Rack
Cylinder
Test Valve Thrust Washer
Fuel Injector Pi:ston Carrier
Piston Pin
Cylinder Head Crab Boll.
Air Inlet Ports-
Cylinder Liner
Air Box
Blade Conneding Rod
Water Inlet Jumper v,.OilDrain And Vent
Water Inlet Manifold Air Box
Handhole Cover
Main Lube Oil
Manifold Piston Cooling
Oil Pipe
Fork Connecting Rod
Piston Cooling
Connecting Rod Basket Oil Manifold
Main Bearing"A" Frame
Oil Pan
Handhole Cover
Main Bearing Cap
Oil Pan
Oil Level Gauge
Crankshaft Counterweight
645 SERIES DIESEL ENGINE

ELECTRO-MOTIVE DIVISION
GENERAL MOTORS CORPORATION
LA GRANGE, ILLINOIS, U.S.A.
21288
56E476
SECTION
645E7C/F7B D
ENGINE INFORMATION
DESCRIPTION 645 Cubic inch displacement per cylinder
The turbocharged diesel marine engines are "V" EorF Type of crankcase
type two-cycle engines incorporating the advantages
of low weight per horsepower, positive scavenging 7B or 7C Turbocharged marine engine
air system, solid unit injection, and high compression.
SAM PLE DESIGNATIONS
The following codes are used to establish engine R 12-645E7C or Right-hand rotation, 12-cyl-
model designations: R 12-645 F7 B inder, turbocharged marine
engine
CODE
L16-645E7C or Left-hand rotation, 16-cylinder,
R or L Right or left-hand rotation L 16-645 F7 B turbocharged marine engine.
8, 12, Number of engine cylinders Fig. D-I illustrates the left and right-hand rotation
16, 20 engine configurations.
112E1182 D- l
Section D
Front End Rear End

Right-Hand Rotation Engine
Front End RearEnd

Left-Hand Rotation Engine 27468
Fig.D-1 - Engine Configurations
D-2 112El182
Section D
OPERATION The air from the centrifugal blower is raised to a

higher pressure and likewise to a higher temper-
In a two-cycle engine each cylinder completes a ature. It is desirable to reduce the air temperature to
power cycle in one revolution of the crankshaft. The increase its density before it enters the air box
piston does not function as an air pump during one surrounding the cylinders. The air temperature is
crankshaft revolution as is the case in a four-cycle reduced by passing it through the aftercoolers as
engine which requires two revolutions of the shown in Fig. D2. Thus cooled air of greater
crankshaft to complete one power stroke in each comparable weight and having more oxygen is
cylinder. A separate means is provided in a two- available to the engine.
cycle engine to supply the needed air and to purge
the combustion gases from the cylinder.
Assuming that the piston is at the bottom of its
The engine is equipped with a turbocharger, shown stroke and just starting up, the air intake ports and
schematically in Fig. D-2, to efficiently provide the the exhaust valves will be open. Air under pressure
air needed for combustion and scavenging. The enters the cylinder through the liner ports, pushes
turbocharger provides an air supply greater than the exhaust gases left from the previous power
that provided by the positive displacement blowers stroke out through the exhaust valves and fills the
used on other model engines. cylinder with a fresh supply of air. When the piston
is 45 past bottom dead center, the air intake ports
Exhaust
will be closed by the piston. Shortly after the air
C)v~.rrlmnina C.lutch intake ports are closed, the exhaust valves will also
ngine be closed, and the fresh air will be trapped in the
Turbi~ - Train
cylinder. Closing the exhaust valves after the intake
Whee
air ports provides for the greatest efficiency in
Air jector
Inlel
cylinder scavenging of combustion gases.
haust
Ive As the piston continues upward, it compresses the
trapped air into a very small volume. Just before the
Wat, Liner Air piston reaches top dead center, the fuel injector
Outl Intake Ports sprays fuel into the cylinder. Ignition of the fuel is
practically instantaneous, due to the temperature of
the c o m p r e s s e d air t r a p p e d in the top of the
Afterc~ cylinder. The fuel burns rapidly as the piston is
forced down on the power stroke of the piston. As
Piston
W shown in the timing diagram, the piston continues
downward in the power stroke until the exhaust
valves open.
The exhaust valves are opened ahead of the air

intake ports to permit most of the combustion gases
to escape and reduce the pressure in the cylinder.
When the air intake ports are uncovered by the
27522
piston at 45 B.B.D.C. as it continues downward,
air from the air box under pressure can immediately
Fig.D-2 - S c h e m a t i c I l l u s t r a t i o n Of
enter the cylinder, scavenging the r e m a i n i n g
Engine Operation
combustion gases from the cylinder and providing
fresh air for combustion. The piston is again at the
During engine operation the turbocharger utilizes original starting point of the description and the
heat energy in the exhaust from the engine as well as cycle of events is repeated.
power from the camshaft gear train to drive the
turbine. However, when exhaust heat energy is
sufficient to drive the turbine alone, the gear drive is ARRANGEMENT
disengaged by an overrunning clutch. The turbine
then drives a centrifugal blower which furnishes air Cylinder location and the designation of the ends
to the engine. and banks of the engine, as referred to throughout
112El182 D-3
Section D
the manual, are shown in Fig. D-3. The governor, C R A N K C A S E - serial number is on the right side
water pumps, and lube oil pumps are mounted on of the main bearing caps, right side of each end " A "
the "front" of the engine. The turbocharger and frame, and at the top of the left bank at the rear end.
flywheel are located at the coupling end or "rear" of
the engine. Left and right will be in respect to OIL P A N - serial number is located on the left side
looking toward the "front" of the engine when of the oil pan below the top rail at the rear end.
standing at the "rear".
C R A N K S H A F T - serial numbers are located on
For identification and location of internal engine the web of either the first or last throws (8 & 12-cyl.)
components refer to engine cross-section preceding and on the web of both the first and last throws (16
this section. & 20-cyl.).
Front End
C Y L I N D E R H E A D - serial number is located at
Lube Oil & the front center section of the top face.
Water Pumps
- Governor C Y L I N D E R L I N E R - serial number is located
@Q below the water inlet connection.
P I S T O N - serial number is located at the bottom

inside diameter below the oil control ring.
@@ P I S T O N C A R R I E R - serial number is located

below the thrust washer platform on the outside
diameter.
Left
@ Right P I S T O N PIN - serial number is located at end of
Bank
Bank pin on same end as small identification hole.
F O R K C O N N E C T I N G R O D - serial numbers are

located in three different locations as the fork rod
assembly consists of two basket halves and the rod.
@@ On basket half with dowel, number is located above
basket-to-rod bolt hole. On other half, it is located
@@ below basket-to-basket bolt holes. On the rod,

n u m b e r is l o c a t e d to the left of c e n t e r a b o v e
serrations on the dowel side of rod.
Engine Air
Inlet & B L A D E R O D - serial number is located at end of
Flywheel slipper opposite the long toe.
Rear End
16181 C A M S H A F T A S S E M B L Y - serial number of the
assembly is located at the end of the accessory end
Fig.D-3 - Engine Arrangement
stubshaft.
SERIAL N U M B E R S E N G I N E G E A R S - serial number is located on the

rim of the gear.
Major components of the engine are identified by
serial numbers for historical record. When reference G O V E R N O R - serial numbers are provided on the
is made regarding a part having a serial number, the governor nameplate.
serial number should be included in the information
as well as other identification used concerning the
W A T E R P U M P - serial number is located on the
part. Following are major engine items identified
housing flange rim and is preceded by an " R " or " L "
with a serial number, and its location on the part.
to show pump installation, at the right or left bank.
E N G I N E - serial number is shown on the engine
nameplate located at the right bank of the engine, L U B R I C A T I N G OIL P U M P - serial number is
and stamped on the left bank of the engine at the located at the front end cover and is preceded by the
accessory end below the cover frame base. letter " L " it identify it as a lubricating pump.
D-4 56E678
Section D
SCAVENGING OIL P U M P - serial number is (Aluminum parts must not be washed in the caustic
located at end cover and is preceded by the letter "S" solution.) If caustic cleaning is not done before
to identify it is the scavenging pump. painting, the paint will peel off the interior of the
engine and contaminate the lube oil lines. Mask off
FUEL I N J E C T O R S - serial number is located on parts not being painted.
the same side as the injector rack, and is provided by
injector manufacturer. Use zinc free c r a n k c a s e p r i m e r sealer on t h e
following: interior of crankcase, oil pan, air duct,
PAINTING top deck, cylinder head cover frames (except on seal
surface), accessory and camshaft drive housings. Do
If an engine is to be removed from service and not paint machined surfaces, liners, heads or seal
completely overhauled and the interior repainted, surfaces.
the parts to be painted must be cleaned in a vat of
caustic solution to remove old paint, grease, and oil To refinish the engine exterior, remove grease and
from the pores of the metal. The caustic solution oil with alkaline cleaner. Mask off water, fuel and
must be thoroughly removed by washing the parts in oil fittings. If required, apply coat of primer. Then
clean hot water, and drying with an air hose. apply finish coat.
585678 D-5/D-6
Section D
SERVICE DATA
ENGINE INFORMATION
The following i n f o r m a t i o n pertains only to a basic engine without regard to specific requirements or
applications.
SPECIFICATIONS
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230.19 m m (9-1 / 16")
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254.0 m m (109
Angle between banks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16:1
Displacement per cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 570 cm 3 (645 cu. in.)
Firing Order
Left-hand rotation -
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l, 5, 3, 7, 4, 8, 2, 6
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,12,7,4,3,10,9,5,2,11,8,6
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I, 8, 9, 16, 3, 6, 11, 14,
4, 5, 12, 13, 2, 7, 10, 15
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 19, 8, 11, 5, 18, 7, t5, 2, 17,
I0, 12, 3, 20, 6, 13, 4, 16, 9, 14
Right-hand rotation -
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I, 6, 2, 8, 4, 7, 3, 5
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,6,8,11,2,5,9,10,3,4,7,12
1.6-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 15, 10, 7, 2, 13, 12, 5,
4 , 1 4 , II, 6, 3, 1 6 , 9 , 8
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 14, 9, 16, 4, 13, 6, 20, 3, 12,
10, 17, 2, 15, 7, 18, 5, 11, 8, 19
E x h a u s t valves (per cyl.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Main bearings -
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Governor (Woodward) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P G A or UG8

Scavenging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......... Uniflow
Type o f scavenging blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbo-Centrifugal
C o o l i n g system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized
Fresh water pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Full pressure
Oil Pumps -
M a i n oil p u m p and piston cooling p u m p . . . . . . . . . . . . . . . . T w o pumps in one h o u s i n g
siamesed inlet, double discharge
Scavenging oil p u m p . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Helical gear type
Fuel injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unit injector with needle valve
Fuel p u m p ............. . . . . . . . . . . . . . . . . . . . . . . . Positive displacement
Engine starting -
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single air m o t o r
12, 16, 20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dual air m o t o r s
Starting air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 1 034-1 379 k P a (150-200 psi)
Air starting control solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 volt A C / D C
Idle speed - UG8 governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325 R P M
P G A governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 R P M
Full speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 R P M
112El182 D-7
Section D
CAPACITIES
800 R P M 900 R P M
Oil P u m p s LPM GPM LPM GPM
Main lube oil -
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352 93 397 105
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531 140 594 157
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 622 164 700 185
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 773 204 867 229
Piston cooling -
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 43 182 48
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223 59 250 66
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311 82 348 92
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368 97 413 109
Scavenging -
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 689 182 776 205
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 940 248 1 056 279
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 313 347 1 476 390
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1313 347 1 476 390
Fuel P u m p
8-Cyl. 7 1.9 8 2.1
12, 16, & 20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 4.0 17 4.5
Fresh Water P u m p
8-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 760 465 1 987 525
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 688 710 3 028 800
16-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 596 950 4 049 1070
20-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 710 980 4 164 1100
Soak Back P u m p .................................. 11 3 11 3
WEIGHTS
The weights as listed below are approximate m a x i m u m weights for the numbered cylinder engine shown. The
weights are provided as an aid in determining the handling procedure to be used. Weights represent
k i l o g r a m / p o u n d s per unit, as described.
8-Cyl. 12-Cyl. 16-Cyl. 20-Cyl.

DESCRIPTION kg L__bb kg Lb kg Lb kg Lb
Engine assembly
( w / o accessory rack) . . . . . . . . . . l0 000 22,050 12 840 28,306 16 522 36,425 19 546 43,091
Crankcase
(includes bearings & caps) ....... 2626 5790 3561 7851 5 3 1 9 11,727 6 4 7 4 14,273
Oil pan .................... 612 1350 710 1566 953 2100 1 315 2900
Crankshaft .................. 776 1710 944 2080 1442 3180 1 531 3375
Torsional damper .............. 170 375 170 375 170 375 170 375
Accessory drive gear .............. 42 92 42 92 44 98 44 98
Crankshaft gear . . . . . . . . . . . . . . . . . 51 112 51 112 51 112 51 112
Ring gear ................... 132 290 132 290 132 290 67 147
Coupling disc . . . . . . . . . . . . . . . . . 147 325 147 325 147 325 177 390
D-8 112E385
Section D
SERVICE D A T A (CONT'D)
8-Cyl. 12-Cyl. 16-Cyl. 20-Cyl.

DESCRIPTION kg Lb kg Lb kg Lb kg Lb
Cylinder power pack assembly
w / f o r k rod ................. 185 408 185 408 185 408 185 408
w/blade rod ................ 165 363 165 363 165 363 165 363
Cylinder head assembly ............ 66 145 66 145 66 145 66 145
Cylinder finer . . . . . . . . . . . . . . . . . . 58 127 58 127 58 127 58 127
Piston ...................... 19 42 19 42 19 42 19 42
Connecting rod (fork) ............. 23 50 23 50 23 50 23 50
Connecting rod (blade) ............ 11 25 11 25 11 25 11 25
Camshaft w/stubshaft assembly . . . . . . . . 55 122 79 172 100 220 120 265
Camshaft drive gear .............. 40 89 40 89 40 89 40 89
Camshaft drive housing ........... 154 340 154 340 154 340 154 340
Idler gear stubshaft assembly ......... 43 94 43 94 43 94 43 94
Lower idler gear (No. 1) . . . . . . . . . . . . 28 62 28 62 28 62 28 62
Spring drive gear assembly .......... 77 170 77 170 77 170 77 170
Accessory drive cover assembly . . . . . . . . 60 132 60 132 60 132 60 132
Overspeed trip housing assembly . . . . . . . 19 42 19 42 19 42 19 42
Governor (PGA) ................ 50 110 50 110 50 110 50 110
Governor (UG-8) . . . . . . . . . . . . . . . . 23 50 23 50 23 50 23 50
Governor drive gear assembly . . . . . . . . . 24 53 24 53 24 53 24 53
Governor drive housing assembly . . . . . . . 18 40 18 40 18 40 18 40
Fresh water pump ............... 49 109 49 109 49 109 49 109
Water manifold assembly ........... 16 35 20 45 31 68 40 87
Main lube & piston cooling oil
pump assembly . . . . . . . . . . . . . . . . 62 136 66 146 89 197 89 197
Scavenging oil p u m p assembly ........ 74 164 74 164 101 222 101 222
w/fuel pump ................. 77 170 78 172 104 230 104 230
Lube oil strainer assembly . . . . . . . . . . . 92 203 92 203 92 203 92 203
Fuel oil filter assembly . . . . . . . . . . . . . 22 49 22 49 22 49 22 49
Turbocharger assembly ........... 816 1800 816 1800 816 1800 816 1800
Auxiliary drive assembly . . . . . . . . . . . . 37 81 37 81 37 81 37 81
Aftereooler duct ................ 76 167 76 167 76 167 84 185
Aftercooler core, header, and cover . . . . . . 90 199 90 199 90 199 90 199
Oil separator assembly . . . . . . . . . . . . . 33 73 33 73 33 73 33 73
Soak back oil m o t o r / p u m p assembly .... 34 75 34 75 34 75 34 75
Turbocharger oil filter assembly ....... 13 28 13 28 13 28 13 28
Exhaust manifold chamber .......... 86 190 86 190 86 190 86 190
Expansion joint . . . . . . . . . . . . . . . . . 14 32 14 32 14 32 14 32
Adapter and turbo screen ........... 34 74 34 74 34 74 34 74
Starting m o t o r ................. 20 45 20 45 20 45 20 45
Starting m o t o r m o u n t i n g bracket . . . . . . . 26 58 26 58 26 58 26 58
112E385 D-9/D-10
Section D
SERVICE DATA (CONT'D)
TORQUE VALUES
NOTE
W h e n t o r q u e values are listed as "initial" and
"final", torquing procedures in the m anual text
M U S T be followed.
TOP DECK
N.m FT-LBS
Camshaft stubshaft bearing bracket bolts -
5 /8 " hex head (lubricated)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 140
1/2" socket and hex head ................................... 102 75
Cylinder head crab nuts (studs and nuts lubricated)*
Initial .............................................. 542 400
Final ............................................. 3 254 2400
Injector crab nuts (lubricated)* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 50
Cylinder head-to-liner nuts (lubricated)*
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 70
Final .............................................. 325 240
T o p deck head frame bolts
(300M bolts with har de ne d washers) ............................... 54 40
Overspeed trip mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 24
Injector fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 40
Camshaft bearing blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 32
R o c k e r ar m shaft nuts (lubricated)*
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 150
Final .............................................. 407 300
Fuel manifold blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 40
Cylinder test valve packing nut .................................. 88 65
W ater outlet elbow-to-head bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 30
Ex h au s t manifold-to-crankcase (lubricated)**
Initial ............................................... 68 50
Final .............................................. 176 130
Ex h au s t manifold c o n n e c t o r bolts ............................... 108 80
E x h a u s t manifold inspection cover (when equipped) ..................... 108 80
ACCESSORY END
Accessory drive housing-to-crankcase and oil pan (w/sealing compound)~ .......... 88 65
Overspeed trip housing-to-crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 65
Fresh water p u m p m ount i ng bolts ................................ 88 65
Fresh water p u m p elbows ..................................... 88 65
Scavenging oil p u m p m o u n t i n g bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 65
Scavenging oil p u m p elbows ................................... 88 65
Lube oil p u m p m o u n t i n g bolts .................................. 88 65
Lube oil p u m p elbows ....................................... 88 65
Oil strainer housing m ount i ng bolts ............................... 88 65
G o v e r n o r drive housing m ount i ng bolts . . . .......................... 88 65
Governor-to-drive housing .................................... 88 65
Overspeed trip eover-to-overspeed trip housing ......................... 41 30
Fuel manifolds-to-filter ...................................... 47 35
Oil strainer elbows-to-strainer housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 40
112E385 D-11
~ n D
N'm FT-LBS
A c c e s s o l y drive oil seal c o v e r ................................... 54 40

A c c e s s o r y drive flange r e t a i n i n g b o l t
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 100
Final . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 678 500
A c c e s s o l y drive flange l o c k i n g spring b o l t ............................ 88 65
G o v e r n o r drive gear assembly
Stubshaft-to-crankcase .................................... 102 75
S t u b s h a f t d o w e l bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 17
Oil j u m p e r - t o - s t u b s h a f t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 35
Retainer plate-to-stubshaft ................................... 47 35
G o v e r n o r drive f l a n g e - t o - d r i v e g e a r .............................. 47 35
Counterweight-to-camshaft stubshaft
1/2" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 90
5 / 1 6 " (dowel bolts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 17
T U R B O C H A R G E R END
N-m FT-LBS
Piston cooling manifold flange-to-crankcase ........................... 37 27
Idler gear stubshaft bracket-to-crankcase -
I/2" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 90
3/8" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 27
5 / 1 6 " ( d o w e l bolts) .................................. : ...... 23 17
N o . 1 idler g e a r t h r u s t p l a t e - t o - c r a n k c a s e ........................... 251 185
C a m s h a f t dri'~e h o u s i n g - t o - c r a n k c a s e .............................. 88 65
C a m s h a f t drive housing-to-crankcase lockwire anchor bolts .................. 88 65
Oil m a n i f o l d - t o - o i l m a n i f o l d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 37
Oil m a n i f o l d - t o - c r a n k c a s e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 32
C a m s h a f t drive g e a r a n d c o u n t e r w e i g h t - t o - c a m s h a f t s t u b s h a f t
1/2- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 90
5 / 1 6 " ( d o w e l bolts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 17
T u r b o c h a r g e r m o u n t i n g bolts -
3/4" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238 175
~1/2" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 65
Air ducts-to-turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 60
Air ducts-to-crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 65
Auxiliary drive-to-turbocharger - 3/8" . ............................. 32 24
Auxiliary drive-to-camshaft drive housing - 1/2" ........................ 88 65
Aftercooler- to-air duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 45
A f t e r c o o l e r SUl~port p a d b o l t s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 130
Turbocharger-to-manifold (lubricated)** ............................ 122 90
Water piping-to-aftercooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 35
Water piping-to-engine ......................... ., . ~. ,,. . . . . . . . . . 47 35
Oil s e p a r a t o r e x p a n s i o n j o i n t b o l t s ............................... 122 90
Oil s l i n g e r - t o - c r a n k s h a f t g e a r .................................... 23 17
Oil r e t a i n e r - t o - c a m s h a f t d r i v e h o u s i n g .............................. 41 30
D- 12 112E385
Section D
SERVICE D A T A (CONT'D)
CRANKCASE AND OIL PAN

N.m FT-LBS
Main bearing nuts (lubricated)*
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475-542 350-400
Final ............................................. 1 017 750
Crankcase-to-oil pan
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...... 136 100
Final .............................................. 610 450
Connecting rod-to-piston pin (lubricated)* .......................... 610 450
Piston pin retainer bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.4 12
(145
in.-lbs)
Basket-to-connecting rod (lubricated)*
Initial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 10
Final .............................................. 258 190
Connecting rod basket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 75
Piston cooling oil pipe bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 20
Water jumper-to-liner ....................................... 41 30

Water j u m p e r saddle strap nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
Torsional damper-to-crankshaft (lubricated)* . . . . . . . . . . . . . . . . . . . . . . . . . 678 500
Bolt-on crankshaft stubshaft (lubricated)*(where applicable) ................ 814 600
Accessory drive gear to crankshaft (lubricated)* ....................... 407 300
Accessory drive gear oil slinger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 24
Coupling disc-to-crankshaft (8, 12, & 16-cyl.) (lubricated)* ................ 2 440 1800
(20-eyl.) (lubricated)* .................................... 1 830 1350
Coupling disc rim bolts ..................................... 400 295
Handhole cover bolts ..................................... 27-41 20-30
Engine mounting bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617 455
Engine mounting bolts (w/ sleeves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 881 650
*Lubricate with Texaco Threadtex No. 2303

**Lubricate with Fel-Pro C5A or equivalent
~Apply Loctite Sealing C o m p o u n d No. 242
EQUIPMENT LIST
Part No.
Crankcase primer-sealer (3.79 liters [1 gal.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8187781
(18.93 liters [5 gal.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8187782
Suede gray enamel (3.79 liters [1 gal.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8122047
(18.93 liters [5 gal.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8133054
Enamel thinner (3.79 liters [1 gal.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8079447
112E385 D-13
SECTION 1
C R A N K C A S E A N D OIL PAN
CONTENTS PAGE CONTENTS PAGE
CRANKCASE OIL PAN
DESCRIPTION 1-1 DESCRIPTION 1-6
CLEANING 1-6
CLEANING 1-1
INSPECTION 1-6
INSPECTION 1-2
CRANKCASE TO OIL PAN SEAL
LOWER LINER BORE INSERT
DESCRIPTION 1-7
DESCRIPTION 1-2 MAINTENANCE 1-8
APPLICATION 1-2 AIR BOX DRAIN
DESCRIPTION 1-8
REMOVAL 1-3
MAINTENANCE 1-8
CRAB BOLTS
TOP DECK HEAD
DESCRIPTION 1-4 F R A M E AND COVER
DESCRIPTION 1-9
MAINTENANCE 1-4
MAINTENANCE 1-9
MAIN BEARING STUD BOLTS
HEAD F R A M E APPLICATION 1-9
DESCRIPTION t-4
SERVICE DATA
MAINTENANCE 1-4 1-11
REFERENCES
CHECKING MAIN BEARING SPECIFICATIONS 1-11
STEEL BORE DIMENSIONS 1-5
EQUIPMENT LIST 1-11
112E385
SECTION
645E7C/F7B 1
CRANKCASE and pistons, cleaning of air box, and access to water

manifold and oil pan mounting bolts.
DESCRIPTION
MAINTENANCE
The crankcase, Fig. l-l, is the main structural part
of the engine. It is a steel fabrication forming a rigid CLEANING
self-supporting assembly to a c c o m m o d a t e the
cylinder power assemblies, crankshaft, and engine The crankcase should be cleaned to remove foreign
mounted accessories. material, after any work has been done on the
interior of the engine, or if damage has occurred in
H a n d h o l e s in the side panels, provided with the engine. This can be done by using a spray gun
gasketed covers, Fig. I-2, allow inspection of liners and solvent. The equipment near the engine should
Aftercooler Water
Discharge Opening Cylinder Exhaust Passage Cylinder Head Retainer Camshaft Bearing Support
. :m :==: = . : .... :n: = , : m: ==i.,,:
Water Outlet
Water Discharge Manifold Center Crab Support Cylinder Head Locating And
Water Discharge Opening
Air Box Handhole Piston Cooling Oil Manifold
Insp,
,--End Plate
Main Bearing "A" Frame

19443
Fig.1 -1 - Crankcase, 1 6-Cylinder
112El182 1-1
Section 1
provide a wear surface at the lower liner pilot.

Seals held in grooves in the lower liner pilot,
prevent air passage between the insert and the liner.
328
Fig.1-2 - Crankcase Handhole Cover
be protected against the spray. After spraying the

top deck, wipe with towels saturated with solvent.
Wipe all solvent trapped in corners and pockets. Use
only [intless, bound-edge towels.
Cleaning of the air box with a spray gun while liners

are in place is not recommended practice, due to
possibility of dirt entering liners at the ports.
19407
At any time cleaning is done on the crankcase,

Fig.l-3 - Lower Liner Bore Insert
protection should be given to oil passages, bearing
surfaces, and gears, to prevent gritty material from
being trapped. Cleaning procedures should be in MAINTENANCE
accord with accepted practice or as recommended
by the supplier of cleaning material. When the inside diameter of the insert, installed in
the crankcase, reaches the m a x i m u m limit, the
INSPECTION insert should be removed and a new one installed.
Periodic inspection of the crankcase should be Replacement of the insert in the lowe, liner bore of
performed to detect minor discrepancies which, if the c r a n k c a s e r e q u i r e s the use e l a s t u r d i l y
not corrected, could result in major crankcase constructed tool to apply and remove the insert
failure. Early detection and repair of the crankcase safely and efficiently. T h e lower liner insert
is essential since major repairs usually cannot be application and removal tool, Fig. i-4, is specifically
performed in the field. In instances where extensive designed to do this work. This tool consists of a
welding is required, the crankcase must be stress press and puller assembly and a 10 ton hydraulic
relieved and remachined where necessary. Therefore, jack. The h y d r a u l i c j a c k consists o f a 10 ton
it is r e c o m m e n d e d t h a t a c r a n k c a s e r e q u i r i n g hydraulic ram, a high pressure hose, and a high
rebuild or r e c o n d i t i o n i n g be r e t u r n e d to the pressure hydraulic pump.
manufacturer for repair.
INSERT APPLICATION
LOWER LINER BORE
INSERT The arrangement of the tool for insert application is
shown in Figs. l-4a and 1-4c. The insert is installed
DESCRIPTION as follows:
A replaceable cast iron insert, Fig. 1-3, is used 1. Coat the contact area of the outside diameterof
in each lower liner bore o f the c r a n k c a s e to the insert with mounting compound.
1-2 112El182
Section l
10250 10249 6222

a. Insert Application b. Insert Removal c. Hydraulic Jack
I. Crab Stud Holding Assembly 5. lO-Ton Ram 10. Ram Plate

2. Hoisting Ring 6. Insert Plate 11. Pulling Studs
3. Screw Plug 7. Insert 12. High Pressure Hose
4. High Pressure Hose Connection 8. Holding Studs 13. Hydraulic Pump
9. Upper Plate
Fig.1-4 - Liner Bore Insert A p p l i c a t i o n

A n d Removal Tool
. Manually place the insert (7) in place in the Assemble the tool for removal as shown and
lower bore, and position it for the pressing remove the four nuts holding the insert plate (6)
operation by starting it uniformly in the bore. and remove the plate. Also, remove the high
pressure hose (12) from the ram (5) if it is
. Assemble the tool as shown in Fig. l-4a, with connected.
the ram screwed into the screw plug, and into
the boss of the insert plate (6). The ram plunger
should be in the retracted position. Disconnect . Lift the tool using the hoisting ring and place in
the high pressure hose (12) if it is attached to the the cylinder, resting upon the retainer. Position
ram.
the tool so that the hose fitting may be reached
at the outboard side to permit hose application.
. Lift the tool at the hoisting ring (2), and place Apply four crab nuts to secure the tool.
the tool into the cylinder bore resting upon the
cylinder retainer. The tool should be positioned
. Place the ram plunger so that the insert plate
so the hose connection is accessible from the
bolts extend below the insert to permit insert
stress plate inspection opening. Secure the tool
using four crab nuts at the crab stud holding plate application, as shown in Fig. l-4b. Apply
the insert plate and its holding bolts.
bosses.
. Attach the high pressure hose (12) to the ram (5)

4. Connect the high pressure hose(12) to its fitting
at the r a m c o n n e c t i o n (4), a n d using the
(4) on the ram (5) and using the pump (13)
hydraulic pump, extend the plunger to contact
remove the insert (7) from the crankcase bore.
and press the bore until the shoulder is seated.
INSERT REMOVAL In the event that the insert application and removal
tool is not available, the insert may be applied and
The arrangement of the tool for insert removal is removed using a mallet and a phenolic or wooden
shown in Fig. 1-4b. The insert is removed as follows: block.
112El182 1-3
Section 1
CRAB BOLTS five crab bolts holding the heads held by the broken
crab bolt should be changed.
DESCRIPTION
M A I N B E A R I N G STUD
The cylinder head and liner are bolted together and BOLTS A N D CAPS
this assembly is held in the cylinder head retainer by
crab bolts, head crabs, hardened washers, and nuts, DESCRIPTION
Fig. 1-5. The crab bolts e x t e n d up t h r o u g h the
cylinder bank upper deck plate adjacent to each
The main bearing stud bolts are shown in Fig. 1-6.
cylinder retainer. The bolt heads have a spherical
Each "A" frame has four 1-1/4"-12-UNR coated
seating surface which seats in a like surface, the bolts
main bearing studs except the center "A" frames (16
being held in position by a separate plate and bolt
& 20-cyl.), which have two each. They pass through
for each pair of bolts. The square bolt heads fit
the "A" frame and main bearing caps, Fig. 1-6. A
c o r r e s p o n d i n g holes in the plate which prevents
t r a n s v e r s e hole at the u p p e r end of each stud
their turning when being torqued.
accommodates a bolt which passes through the stud
and slots in the upper nut. Semicircular or D-shaped
MAINTENANCE nuts are used at the upper end of the stud.
The 1 - 3 / 4 " - 1 2 - U N R crab bolts can be r e m o v e d The upper nuts have a spherical seating surface to
t h r o u g h the air box by r e m o v i n g the crab bolt match a similar surface in the "A" frame. Since the
retainer plate bolt and retainer plate. The retainer center "A" frames (16 & 20-cyl.) are separated from
plate and bolt are easily accessible only after liner each other, a retainer assembly is used to prevent the
has been r e m o v e d . M i n o r d a m a g e to crab bolt upper nuts from turning. The retainer assembly is
threads may be cleaned up using a thread file. Crab held in place over the nuts by bolts which pass
nut threads may be cleaned up using a 1-3/4"-12 tap. through the nuts and studs.
W h e n e v e r crab bolt t h r e a d s are e x p o s e d , they
should be covered with thread protectors. MAINTENANCE
CAUTION A thread file can be used to clean up minor damage
To prevent damage to crab bolts having UNR to the stud bolt threads while a tap can be used on all
(rolled threads), only the proper thread file upper and lower stud nuts. To aid in obtaining
should be used, as listed in the Service Data. correct torque values, the threads should be cleaned
before parts application.
If one of the two crab bolts located at either end of
either bank, or one of the center crab bolts (16 & Upon application, each stud is inserted into its place
20-cyl.) was broken, the other three bolts holding in the "A" frame and run into its nut until the hole in
the cylinder head should be changed. If a broken the top of stud lines up with the bolt slot of the nut.
crab bolt was in any other location, the remaining The lower end of the stud should be 178 mm (7")
)
28928 22828 23023
1. Crab Nut 3. Crab 5. Cylinder Head 7. Retainer Plate

2. Hardened Washer 4. Crab Bolt 6. Retainer Bolt Nut 8. Retainer Bolt
Fig.1-5 - Crab Bolt Installation
1-4 112E385
Section 1
Semi-Circular Nuts.
:rame
".../
Washe
, /
K,LNut
"'A" Frame " A " Frame Center
Stud Bolts Stud Bolts
20391
Fig.l-6 - Main Bearing Stud Bolts
from the serrations on the "A" frame when the stud CHECKING MAIN BEARING
is brought out with the spherical surface of the STEEL BORE DIMENSIONS
upper nut contacting the mating surface in the "A"
frame. This is to ensure that the lower stud nuts can At time of crankcase overhaul, or whenever a
be p r o p e r l y tightened when the bearing cap is crankshaft is removed from an engine, it is necessary
applied. The bolt and self-locking nut may then be to determine w h e t h e r main bearing steel bore
applied except the center "A" frames (16 & 20-cyl.). dimensions are within tolerance.
The upper nut flats contact each other when in place
on all "A" frames except the center"A" frames (16 & NOTE
20-cyl.), which are separated from each other. A D i m e n s i o n a l wear limits are c o n t a i n e d in
retainer plate is used on the center "A" frame upper Service Data at the end of the section.
nuts to prevent them from turning. After the stud
has been run into the nuts the proper amount, the 1. Place the crankcase on its side.
retainer,which is like a channel, is placed over the
nuts. The bolts are then applied through the retainer 2. Be sure that the crankcase "A" frame bores and
and stud and across the nut slots. The bolt slots in serrations are clean.
the retainer are of different widths, one slot being
larger to secure the bolt head and prevent it from 3. Lubricate the studs, nut seats, and hardened
turning when being tightened. The retainers are cut washers with Texaco Threadtex No. 2303.
away on one side to provide clearance for a stiffener
plate between the center "A" frames (16 & 20-cyl.). CAUTION
Use of the hardened washer under the main
bearing cap nut is mandatory to ensure proper
Main bearing caps are originally applied to the "A" bolt stretch and to retain nut torque. Damaged
frame and then are line bored; therefore, they are nut seat areas on the caps must be cleaned by
not interchangeable or available for replacement. spot-facing or by taking a cut (1.59 mm [1/16]
They must be reapplied on the same "'A" frame in m a x i m u m depth) parallel to the serration
the same position as removed. Each cap and "A" surface.
frame is stamped on the right side with their bearing
number, and in addition, all caps and the end "A'" . Apply the main bearing caps, and torque the
frame are stamped with crankcase serial number. nuts in two passes. On the first pass, torque the
Before cap application, check serrations in cap and nuts to 475-542 N-m (350-400 ft-lbs). On the
"A" frame and remove any burrs or foreign material second pass, final torque the nuts to 1 017 N-m
that would prevent a good mating fit. (750 ft-lbs).
75E480 ]-5
Section 1
NOTE an offset ratchet wrench set is available for running

No one nut on any one cap should be torqued up and loosening main bearing nuts.
to 1 017 N.m (750 ft-lbs) until all the nuts on
that cap have been torqued to 475-542 N.m OIL P A N
(350-400 ft-lbs).
DESCRIPTION
NOTE
A procedure using stud stretch measurements The engine oil pan, Fig. 1-8, is a fabricated steel
as the criteria for monitoring torques when the assembly which supports the crankcase and serves
engine is disassembled on its side is available as the engine base. The engine oil sump located
from your E M D service representative. centrally in the oil pan, is provided with oil drains.
5. Check that the main bearing bore dimensions A bayonet type oil level gauge extends from the side
are within the minimum and m a x i m u m limits. of the oil pan into the sump. A provision is also
made in the side of the pan for the application of a
Take two sets of measurements at each bore, float switch-type low oil level indicator. A scavenging
one set 12.7 m m (1/2") in from the accessory oil p u m p suction line is built into the oil pan
end of the bore and one set 12.7 m m (1/2") in extending from the sump to the front end plate.
from the opposite end of the bore at points Openings in each end plate allow oil f r o m the
shown in Fig. 1-7. camshaft and accessory end housings to drain into
the oil pan.
Handholes at each cylinder location, provided with

gasketed covers, allow access to enclosed engine
10 parts. The covers on the control side of the engine oil
pan are the same as those used on the crankcase, but
0o
some of the covers on the opposite side are flame
arresting safety type, Fig. 1-9. The safety covers are
spring loaded to permit their release when the
crankcase pressures reach a certain predetermined
18302
limit. Excessive loads are relieved by the covers
Fig.1-7 - Main Bearing Bore Measurement preventing a possible damaging explosion.
6. If any one diameter is out of tolerance - Air box drain connections are provided at the sides
of the oil pan below the top rail. Pipe plugs are
a. The crankcase may be shipped to E M D for installed in these connections for engine shipment,
remanufacture. but should be removed when engine is installed and
provisions made for air box drainage. Valves may
b. If the e n g i n e o w n e r has facilities for be installed in these drain lines, but should be left
crankcase machining and wishes to do his slightly open.
own r e m a n u f a c t u r e , c o n t a c t the E M D
service r e p r e s e n t a t i v e for i n f o r m a t i o n MAINTENANCE
concerning control of main bearing steel
bores during remanufacture. CLEANING
If an overheated bearing makes it necessary to check The oil pan should be thoroughly cleaned at the time
an "A" frame for "close-in" with the crankshaft in of an oil change or any time the engine is damaged.
the engine, it may be checked using a new upper Particular attention should be given the oil drain
main bearing. The bearing must fit into the "A" pipes to make certain there is no accumulation of
frame bore. Also check the clearance at each side foreign material. Wipe out a c c u m u l a t i o n f r o m
between the bearing shell and the crankshaft at the corners and pockets of pan and remove any loose or
split line above the serrations. Reference bearing flaking paint from the pan interior.
inspection procedures in Section 6 for additional
information. INSPECTION
A main bearing nut power w r e n c h set m a y be Inspect oil pan rails for nicks, burrs, or foreign
obtained for use on the engine. This wrench, in use, material of any kind in seal grooves, and remove to
is supported in the oil pan inspection opening. Also, provide a clean smooth surface. Any indentation in
1-6 75E480
Section 1
Seal Groove
19103
TOP VIEW
Air Box Drain Soak Back Air Box Drain

Connection Oil Gauge Filter Mountina Connection
14051
SIDE VIEW
F i g . l - 8 - Typical Oil Pan (1 6-Cylinder)
the seal grooves or base rails that would allow oil

seepage must be filled with solder and finished flush
with surrounding area. Also inspect air box drain
pipes, end plates, and handhole cover gasket surface
for any nicks or roughness.
C R A N K C A S E TO OIL
PAN SEAL
DESCRIPTION
A round silicone seal core placed in a groove, Fig. 1-10,

20989
in the oil pan mounting rail effectively prevents any
Fig.1 -9 - Oil Pan S a f e t y Type H a n d h o l e Cover leakage at the junction of the crankcase and oil pan.
75E480 |-7
Section 1
MAINTENANCE
The air box drains should be cleaned at the intervals
specified in the Scheduled Maintenance Program.
1. Disconnect any external piping connected to

the drain flange.
2. Remove the drain flange f r o m the oil pan, and

clean with brush and solvent.
17967 3. Remove air box handhole covers nearest the

Fig.1-10 - Crankcase To Oil Pan Seal drain holes.
MAINTENANCE . Feed cleaning tool into the drain hole in the

base rail, t u r n i n g it a n d u s i n g a " r o d d i n g "
I n s t a l l seals in the g r o o v e s w i t h o u t t w i s t i n g or motion to loosen carbon and sludge from inside
stretching, and without lubricant. The individual of drain pipes.
seals f o r e a c h m o d e l e n g i n e are l o n g e r t h a n
required, but do not cut off seal ends at this time. The cleaning tool can be fabricated from an
ordinary plumber's 1/4" music wire snake as
Place crankcase over oil pan, and using lineup pin follows:
guides in the four corner holes, lower crankcase on
oil pan. Apply taper dowel bolts and tighten. Check Cut o f f t h e auger head, Fig. 1-I 1, and form new
crankcase to oil pan alignment, using care not to head by heating the first 25.4 m m (1") of the
damage seal cord. snake with a torch and stretching the tip area to
form a loosely wound spiral.
CAUTION
Do not pull or stretch the ends of seal cord.
Assemble all crankcase to oil pan bolts with washers 25.4 mm (1 ")
and snug f o u r corner bolts to about 136 N ' m j Heat & L
(100 ft-lbs) torque. Starting with the center bolt and
alternating between the bolts to the left and right of
center, t i g h t e n bolts to a t o r q u e of 136 N . m
(100 ft-lbs). After tightening bolts on both sides of
engine to 136 N.m (100 ft-lbs) repeat tightening
sequence bringing bolts to a final torque of 610 N.m Cut Here i
(450 ft-lbs). OLD HEAD
After all bolts have been tightened to 610 N ' m Stretch To Form New Head
(450 ft-lbs), cut seal cord ends to provide a seal pro-
trusion from face to end plates of 2.38 m m + 0.40 m m
(3/32" 1/64"). This seal protrusion will seal the
t h r e e w a y j o i n t o f oil p a n , c r a n k c a s e , a n d end
housing. NEW HEAD
AIR BOX DRAINS Fig.1-11 - Snake M o d i f i c a t i o n

21616
DESCRIPTION
. Once both drains have been completely cleared,
Accumulation of liquids from the engine air box is flush piping with fuel oil or similar solvent to
removed through drain holes in the base rails of the remove loose material and dissolve additional
crankcase, which are connected to a pipe fitting, residue.
Fig. 1-8. This fitting m a y be plugged, connected to a
valve, or connected to external piping. The method . M o u n t d r a i n f l a n g e to oil p a n , r e c o n n e c t
used to accomplish air box draining is determined external piping, if used, and reinstall air box
by the user of the engine to suit the installation. handhole covers.
l-8 112E385
Section 1
TOP D E C K H E A D New gaskets should be installed between the frame

F R A M E A N D COVER and crankcase whenever the frames are removed
from the crankcase, or sooner if the gaskets show
DESCRIPTION signs of leaking.
Top deck cylinder head frames are mounted on the

crankcase to protect and enclose the fuel lines and Short Seal (If Used)
%
/ ",. ~-I B
linkage, c a m s h a f t assemblies and r o c k e r a r m __ L _ _
assemblies. The fabricated frames provide a flat seal

surface for the top deck covers. The covers are held
in place by easily released latches, making the top
deck o p e r a t i n g m e c h a n i s m readily accessible.
Support arms are provided to hold the cover open in
any one of several positions. Special hinges provide
easy removal of the cover for top deck maintenance.
A gasket b e t w e e n the b o t t o m of the f r a m e and

crankcase and a rubber seal on the lower surface of
the cover provide an air and oil tight seal.
When replacement of either the gasket or seal is Upper

/1' Long Seal
~-~
/ r- --~-- ---u-- ~
necessary, see EMD parts catalog for the correct Corner Short Cover Assembly
part numbers. / Seal /
L I ~ ~ ......
- ~ -) (If Used) ~ )
MAINTENANCE
Replace top deck cover seals at intervals stated in
the applicable Scheduled Maintenance Program, or
earlier if the seals are damaged or deteriorated. 25.4 mm Long ,J "'V'" Notched
(1 ") Seal Tool
When applying new seals to the cover, coat seals VIEW "A'" SECTION B-B
liberally with E M D High T e m p e r a t u r e resistant Square and butt ends of
seal(s) as shown.
grease No. 4. This will facilitate ease of application Do not stretch seal(s)
and prevent the seal from sticking to the head frame, when applying.
and being pulled loose or damaged, when the cover
is raised. 28929
Fig.1-1 2 - Cover Seal Application

. Begin application of seal at a point approxi-
m a t e l y 25.4 m m (1") f r o m u p p e r left h a n d
corner of cover, as shown in Fig. 1-12, and
m a k e second j o i n t (if required) at a similar HEAD FRAME TO
point in the upper right hand corner. CRAN KCASE APPLICATION
. Insert first one edge of the "V" shaped seal into

cover groove, then push the other edge into the . Check sealing surfaces of head frame, crankcase
groove with a flat tool, such as a screwdriver and end housings for burrs and wipe free of dust
blade. Proceed to apply seal in this manner or and dirt.
use a "V" notched tool which will compress the
seal "V" together as it is drawn along the length . Apply bead of silicone rubber sealing compound
of the seal around the cover groove. on head frame to crankcase joint. Apply head
frame gasket sections to crankcase being sure
N OT E gasket ends are properly joined and sealed.
It is important to keep the seal compressed so
t h a t the total length fits into the groove NOTE
without stretching. When applying end housing gaskets, coat all
sealing surfaces with a generous amount of
3. Square off and butt ends of seal lengths tightly gasket sealing compound to ensure an oil tight
together. seal.
112E385 1-9
Section 1
3. Apply head frame to crankcase and install all 4. T o r q u e all h e a d f r a m e m o u n t i n g bolts to

bolts finger tight. If old bolts are being reused, specified value in the following order:
apply a light coat of oil to the threads. New
b o l t s m a y be i n s t a l l e d w i t h o u t a d d i t i o n a l -End bolts to camshaft drive housing;
lubricant. -Inboard bolts in a row beginning at
camshaft drive end;
NOTE -Outboard bolts in a row from camshaft
Use of special 1/8" thick hardened washers drive end;
u n d e r h e a d f r a m e bolts r e q u i r e d for p r o p e r
torque retention. -End bolts to overspeed trip housing.
l-lO 112E385
Section 1
SERVICE DATA
REFERENCES
C r a n k c a s e M a i n Bearing Steel B o r e A l i g n m e n t Q u a l i f i c a t i o n ................... M.I. 100
Crankcase Lower Deck Repair .................................... M.I. 315
R e s u r f a c i n g O f C y l i n d e r H e a d Retainers -
567C, D, A n d All 645 Engines ................................... M.I. 316
SPECIFICATIONS
Clearance a n d dimensional limits listed below are defined as follows:
1. N e w limits are those to which new parts are manufactured. (Drawing tolerances.)
. M i n i m u m , m a x i m u m , a n d tolerance measurements are p r o v i d e d as service limits. A t time o f rebuild or

any time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
c o m p o n e n t s within these limits m a y be reused with the assurance that they will p e r f o r m satisfactorily
until the next scheduled overhaul.
U p p e r liner pilot b o r e -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307.19-307.26 m m (12.094"-12.097")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307.44 m m (12.104")
L o w e r liner pilot insert b o r e (installed in crankcase) -

Min ............................................ 263.58 m m (10.377")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.80 m m (10.386')
L o w e r liner pilot b o r e in c r a n k c a s e -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.00-281.10 m m (11.063"-11.067")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.13 m m (11.068")
M a i n b e a r i n g b o r e with all caps applied and t o r q u e d to 1 017 N ' m (750 ft-lbs). T a k e t w o sets o f m a i n b e a r i n g
b o r e m e a s u r e m e n t s at each bore, one set 12.7 m m (1/2") in f r o m the accessory end of the b o r e and one set
12.7 m m (1/2") in f r o m the g e n e r a t o r end o f the bore. Ref. Fig. 1-6.
Diameter of bore -
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209.652 m m (8.2540")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209.474 m m (8.2470")
Bearing shell to c r a n k s h a f t clearance

( E a c h side a b o v e serrations at split line)
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038 m m (.0015")
E Q U I P M E N T LIST
P a r t No.
C r a b stud t h r e a d p r o t e c t o r s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8034600
C r a b n u t tap 1-3/4"-12 ........................................ 8050688
M a i n b e a r i n g n u t tap 1-1/4"-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8060387
H y d r a u l i c j a c k (9 012 kg [10 ton]) .................................. 8078281
G a s k e t sealing c o m p o u n d (.47 liter [1 pt.]) ............................. 8178639
M a i n b e a r i n g nut offset r a t c h e t w r e n c h ............................... 8191591
S p r a y gun (for engine cleaning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8193041
33E385 1-11
Section 1
EQUIPMENT LIST (ConCd)

Part No.
Jack, lower insert application and removal ............................. 8078281
Press and Fuller assembly, liner insert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8275380
Thread Lubricant, Texaco Threadtex No. 2303 (approx. 18.93 liters [5 gal.]) .......... 8307731
Silicone iubber sealing c o m p o u n d (340 grams [12 oz.] cartridge) . . . . . . . . . . . . . . . . . 8366747
Torque indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8377322
High temperature resistant grease No. 4 (4.54 kg [10 lbs]) . . . . . . . . . . . . . . . . . . . . . 8425725
Main bearing power wiench set ................................... 8474807
Main bearing cap application and removal tool . . . . . . . . . . . . . . . . . . . . . . . . . . . 8487487
Stud thread file . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9549346
Crab nut wrench set (manual) .................................... 9551713
1-12 112E385
SECTION 2
CYLINDER HEAD A N D A C C E S S O R I E S
CYLINDER HEAD DISASSEMBLY 2-12
DESCRIPTION 2-1 INSPECTION 2-12
MAINTENANCE 2-1 LASH ADJUSTERS
VALVE A N D S P R I N G R E M O V A L 2-2 DISASSEMBLY 2-13

VALVE GUIDES 2-3 CLEANING 2-13
CLEANING 2-3 INSPECTION 2-13
C Y L I N D E R H E A D LEAK TEST 2-3
ASSEMBLY 2-13
INSPECTION 2-4
QUALIFYING LASH ADJUSTERS 2-13
CYLINDER HEAD REBUILD 2-4
VALVE B R I D G E A S S E M B L Y 2-14
INJECTOR HOLE REWORK 2-4
ROCKER A R M ASSEMBLY
FIREFACE REFINISHING 2-4
DESCRIPTION 2-15
VALVE SEAT G R I N D I N G 2-5
MAINTENANCE 2-15
E X H A U S T VALVES
ROCKER A R M SUPPORT ASSEMBLY
DESCRIPTION 2-8
DESCRIPTION 2-16
MAINTENANCE 2-8
MAINTENANCE 2-16
CLEANING 2-9
C Y L I N D E R TEST VALVE
INSPECTION 2-9
DESCRIPTION 2-16
G R I N D I N G VALVES 2-10
MAINTENANCE 2-17
VALVE SPRING, SEAT, AND LOCK 2-10
E X H A U S T VALVE I N S T A L L A T I O N 2-10 C Y L I N D E R H E A D SEAT R I N G
VALVE STEM H E I G H T C H E C K 2-10 DESCRIPTION 2-17
VALVE SEAT SEAL TEST 2-10 MAINTENANCE 2-17
E X H A U S T VALVE B R I D G E ASSEMBLY SERVICE D A T A
DESCRIPTION 2-11 SPECIFICATIONS 2-19
CLEANING 2-11 E Q U I P M E N T LIST 2-21
112E385
SECTION
2
645E7C/F7B
CYLINDER HEAD A N D A C C E S S O R I E S
CYLINDER HEAD correct positioning of the injector, a mating hole for

the injector locating dowel is located in the head.
DESCRIPTION
Fig. 2-2 shows the rocker arms, exhaust valves,
The cylinder head, Fig. 2-1, is made of cast iron valve bridges with springs, valve guides, overspeed
alloy with cast passages for water and exhaust gases. trip pawl, fuel i n j e c t o r , and o t h e r r e l a t e d i t e m s
Drilled water holes at the bottom of the cylinder making up a complete cylinder head assembly.
head match the water discharge holes in the liner.
Cooling water is circulated through the head and is
discharged through an elbow mounted on the side of MAINTENANCE
the head mounting flange. Exhaust passages in the
cylinder head line up with elbows in the crankcase, NOTE
which conduct the exhaust gases through the water P r o c e d u r e s for disassembly, assembly, and
discharge manifold to the exhaust manifold. qualification of cylinder head components are
c o n t a i n e d in this section. P r o c e d u r e s for
removal and installation of a cylinder head or
A well is located in the center of the cylinder head o f a c o m p l e t e c y l i n d e r p o w e r a s s e m b l y are
for application of the unit fuel injector. To ensure contained in Section 5.
28177 27027 16495
Fig.2-1 - Cylinder Head W i t h Valves
112E385 2-1
Section 2
RockerArm
OverspeedPawl-----._~~~ [ I
SupportCap~ ~ ~ "
RockerArm Shaft~ ; I
ShaftSupport .~!1 ,~
InjectorCrab ~
ValveBridge
~ !
27025
Injector
SINGLE
ValveLcks
Seat And { I i l t
Spring
CylinderHead
l
27029
MULTIPLE
ExhaustValve
Fig.2-3- CompressingValveSprings
2. Compress the springs sufficiently to remove the
27028
valve locks and spring seats, and then remove
the springs.
Fig.2-2- CompleteCylinderHead
Assembly,ExplodedView 3. After spring removal, the exhaust valves can be
removed from the bottom of the head.
EXHAUST VALVE A N D
SPRING R E M O V A L NOTE
Valve springs can be removed and replaced
i. Remove exhaust valve springs using single without removing the cylinder head from the
valve compressor and adapter screwed into the engine. If this is done, the piston must beat top
head or the multiple valve spring compressor, center to prevent the valves from falling into
Fig. 2-3. the cylinder when the valve locks are removed.
2-2 I07E682
Section 2
VALVE GUIDES . Using valve guide cleaner and a 115 volt drill,
clean guide as shown in Fig. 2-5. Any evidence
Cast iron valve guides are press fit in the cylinder of galling inside of guide m u s t be e n t i r e l y
head and can be pressed in or out without damage removed by reaming, or the guide should be
by using a valve guide installing or removing tool. r e p l a c e d . The I.D. of the guide s h o u l d not
Although the valve guides generally do not require exceed the limit when measured at the bottom
reaming after assembly, it is recommended that a and 12.7 mm (1/2") from top and bottom.
plug gauge be inserted after guide installation to
ensure minimum diameter.
CLEANING CYLINDER HEAD
. Clean cylinder head in a suitable solvent to

r e m o v e s u r f a c e oil and loosen b a k e d - o n
carbon. Cleaning should be in accordance with
a c c e p t e d p r a c t i c e or as r e c o m m e n d e d by
supplier of the cleaning material.
CAUTION
Do not use any form of blast cleaning (glass,
sand, or shot) on the fireface of the head as
blasting tends to remove sharp edges of the
p h o n o g r a p h grooves of the gasket surface,
reducing its sealing effectiveness.
. Remove loose material from stud holes using

stud hole cleaner and 115 volt drill, Fig. 2-4.
Fig.2-5 - Cleaning Valve Guides 2,880
5. Clean phonograph finish of fireface using wire

brush in a circular motion to remove dirt and
carbon from phonograph grooves.
C Y L I N D E R H E A D LEAK T E S T
Seal all water passages in the head and apply 586 to
655 kPa (85 to 95 psi) air pressure to the passages.
Immerse the head in water maintained at 71 C
(160 F) for two minutes. Using this method, the
leaks are easily d e t e c t e d and m i n o r leaks are
opened-up by the hot water for easy detection.
NOTE
When performing the cylinder head leak test, a
scrap i n j e c t o r should be installed using an
21889
i n j e c t o r crab, spherical w a s h e r and nut.
Torque nut to 81 + 14 N.m (60 + 10 ft-lbs)
Fig.2-4 - Cleaning Stud Holes
before immersion into the hot water.
Core plug leaks can usually be repaired by replacing
3. Clean the c y l i n d e r test valve t h r e a d s using the plug. Leaks caused by cracks, porosity, or dirt
standard 1/2" pipe thread tap. inclusion are cause for rejection.
33E385 2-3
Section 2
INSPECTION
Inspect cylinder head for cracks using magnaflux

p r o c e d u r e s . S m a l l m a g n a f l u x i n d i c a t i o n s in the
blend between the injector hole and the fireface may
be removed by machining or grinding.
Scratches or nicks in the sealing areas for the head

gasket or the grommet sealing areas require fireface MaX.dR~~ ax'('l'03'~
M
r e f i n i s h i n g . Small s c r a t c h e s or nicks in the
p h o n o g r a p h finish area outside the sealing areas for (5/16") R
t h e h e a d g a s k e t or g r o m m e t s do n o t r e q u i r e 28628
refinishing.
5 0 . ~ ,
Small scratches and nicks are permissible in the area
inboard of the combustion gasket sealing area on
the fireface of the head. If such small defects exist,
(1 9 ~
ii i'r
161.92 mm +0.10
there is no need to refinish the face.
-0.36
Inspect valve seats for pits and burned areas and +.004)
p e r f o r m d i m e n s i o n a l checks. Seats n o t m e e t i n g (6.375" -.014)
visual or dimensional criteria must be resurfaced.
NOTE
Any head removed from an engine that has T
b e e n o v e r h e a t e d e n o u g h to " c o o k o u t " the 24122
h e a d - t o - l i n e r g r o m m e t s s h o u l d be s c r a p p e d *Mounting face to be flat and parallel
due to irreparable damage to the head. to firing face within 0.05 mm (.002").
Fig.2-6 - Injector Hole Rework
CYLINDER HEAD REBUILD And Rework Limits
A cylinder head with damaged valve seats, flange 2. The following commerical tools are listed for
seating surface, fireface surface, or injector hole reference:
s h o u l d be r e w o r k e d in a c c o r d a n c e with the
following procedures. I n s e r t - V a l e n i t e S P C - 4 2 4 g r a d e VC28 1 / 16"
nose radius.
INJECTOR HOLE R E W O R K
Insert Holder-Valenite NVS-DN-12-C.
1. Blend c h a t t e r m a r k s a n d g o u g e s s m o o t h at
i n j e c t o r h o l e to f i r e f a c e s u r f a c e , l e a v i n g no
. The depth of cut should be held to a m i n i m u m
sharp corners on injector seat side or fireface
to extend the reconditioning life of the head. A
side of the blend. cut o f 0.152-0.203 m m (.006-.008") on the
2. Do not exceed m a x i m u m injector hole diameter gasket surface and 0.254-0.406 m m (.010-.016")
or m a x i m u m allowable blend radius, Fig. 2-6. on the milled surface should be sufficient to
clean up the fireface.
FIREFACE A N D FLANGE S E A T I N G
SURFACE REFINISHING NOTE
To minimize the depth of cut, care should be
Refinishing of the cylinder head fireface and flange taken to set up off the fireface rather than
requires special tooling and procedures. locating off the top of the flange.
The following paragraphs contain recommendations . Set feed at 0.61 m m (.024") per revolution and
for tooling and procedures to meet the required the R P M v a r i e d to m a i n t a i n 76.2 s m p m
rework limits, Fig. 2-6. (250 sfpm). To achieve this constant cutting
s p e e d , t h e s p i n d l e s p e e d will h a v e to be
. A vertical lathe is recommended because of ease increased as the tool approaches the center of
of loading and unloading; although any machine the head to avoid tearing the surface of the head
capable of chucking and turning a head will do. around the injector hole.
2-4 78E784
Section 2
. The distance between the underside of the
flange and the gasket surface of the fireface
must be maintained, Fig. 2-6. To hold this
dimension within specification, it will generally
be n e c e s s a r y to m a c h i n e the fireface and
underside of the flange simultaneously because
of the tight requirement of parallelism between
the underside of the flange and the fireface,
Fig. 2-7. However, the cut on the underside of
the flange should be a minimum within the
allowable range of the fireface to flange dimension.
. Sharp edges in the c h a m f e r blend from the
injector hole to the fireface must be blended
s m o o t h by h a n d using e m e r y cloth. D e e p
scratches or gouges should be reworked in
accordance with "INJECTOR HOLE REWORK."
. When the fireface and flange underside are
r e m a c h i n e d , the fillets b e t w e e n the f l a n g e
underside and the barrel section must be re-
rolled to p r o v i d e a n e c e s s a r y c o m p r e s s i v e
preload. The fillets are rolled using a 0.085" Original Finish
radius roll at an angle of 28 to the heavy
flanges. Sufficient force must be applied to the
roll to displace the fillets to a depth of 0.05 mm
(0.002'3 to 0.08 mm (0.003") in two equal length
arcs centered at the 3 o'clock and 9 o'clock
positions, as shown in Fig. 2-8.
NOTE
If necessary, fillet may be rerolled a full 360
around head with heavier displacement allowed
outside areas prescribed for arcs centered at
the 3 o'clock and 9 o'clock positions, provided
these two arcs meet the proper displacement
specifications.
VALVE SEAT G R I N D I N G
To ensure uniform seat width and proper location of

the seating area relative to the seat on the exhaust
valve, while holding the specified concentricity to
the valve guide bore, the valve seat I.D., O.D., and
seating surface must be g r o u n d relative to the
centerline of the valve guide bore.
Reworked Finish
Using any one of the valve seat reconditioning tool
sets listed in Service Data, perform the following Fig.2-7 - Fireface A n d Flange Refinishing
procedures. b. M o u n t g r i n d i n g wheel a n d h o l d e r on
dressing tool pilot, Fig. 2-10.
1. Mount each of the three grinding wheels on its
own holder and dress the 45 wheel to 65 , the c. Check that dressing tool is adjusted to
30 wheel to 20 , and the 30 finishing wheel to proper angle for tool being dressed.
30 , Fig. 2-9.
d. Apply driver to wheel holder and rotate
NOTE wheel and holder at high speed, holding
Use separate dressing tool for each wheel to driver as straight as possible.
maintain seat angle accuracy.
e. Move diamond steadily across wheel,
a. Lubricate dressing tool pilot with light film taking light cuts until wheel face is smooth
of oil. and at the proper angle.
107 E1283 2-5

Section 2
Top I
9 3
O'Clock )'Clock
Grindif
P
i
iiI
a \
. . . . . il - - , - - + a - -
Dressin
3288
Fig.2-10 - D r e s s i n g Valve S e a t Grinding W h e e l
88.9 mm (3.50")To f--,,19.1 mm (0.75")To
9 5 . 3 m m (3.75") (C)25.4 m m (1.00")
Arc Length "-"Transition Zones . Select a tapered pilot which will bring the
shoulder on the pilot above the valve guide.
4 4 . 5 m m (1.75") To , ~ x O . 0 5 m m (0.002") To
4 7 . 6 m m (1.88") ~)0.08 m m (0.003") Press pilot firmly into guide,using pin, Fig. 2-11.
Half Arc Length Displacement Wipe pilot with an oily cloth.
27030
A fixture, Fig. 2-12, is available for checking
Fig.2-8 - Fillet Rolling tapered pilots. To ensure satisfactory results,
pilot r u n o u t s h o u l d not exceed 0.013 mm
(.0005").
Seat I.D. Seat O.D. Seat Surface
. Install lifter spring over tapered pilot, Fig. 2-13,
and place 30 grinding wheel and holder m e r
the pilot and spring.
. Apply driver to wheel holder and grind the 30

seat angle until the width of the seat is at least
2.36 mm (.093") all the way around. The driving
motor should be held as straight as possible,
Fig. 2-14, and operated at top speed while
grinding. Raise grinding motor off seat before
stopping motor.
21893
. R e m o v e 3 0 g r i n d i n g wheel and a p p l y 65
Fig.2-9 - Valve S e a t G r i n d i n g grinding wheel and holder over pilot and lifting
Wheels And Holders spring.
2-6 107E682
Section 2
21894
Fig.2-1 1 - T a p e r e d Pilot Installation

21896
Fig.2-14 - Grinding Valve Seat
1 6. Grind 65 angle until the area adjacent to the

30 seat is smooth and clean.
32
NOTE
Fig.2-1 2 - T a p e r e d Pilot Checking Fixture Grind away as little material as possible to
maximize the wear life of the seats
7. R e m o v e 65 grinding wheel and apply 20

grinding wheel and holder over pilot and lifting
spring.
. Grind 20 angle until the area adjacent to the

30 seat is clean and smooth. Continue grinding
until seat width is within the specified tolerance.
. C h e c k v a l v e seat f o r p r o p e r d i m e n s i o n s ,
Fig.2-15. If seat O.D. is too small, regrind seat
with 30 grinder until O.D. is proper dimen-
sion. Then grind seat I.D. with 65 grinder until
proper seat width is obtained.
If seat O.D. is too large, regrind O.D. with 20

grinder until proper O.D. dimension is obtained.
If seat width is too small, grind seat with 30
grinder and O.D. with 20 grinder alternately
21895
until p r o p e r seat O.D. and seat w i d t h are
F i g . 2 - 1 3 - Li~ing Spring Application obtained.
78E779 2-7
Section 2
Surface Square adjust so indicator is depressed slightly and ball

To Valve of valve seat rider is at the center of the valve
Gu seat. R o t a t e valve seat r i d e r a n d o b s e r v e
indicator reading. Valve seat out-of-round will
be indicated on the dial. Indicator reading must
not exceed the limit.
12. With the head positioned fireface up, install

new valve in each position and measure the
vertical distance from the fireface of the head to
the rim of the exhaust valve, Fig. 2-15.
E X H A U S T VALVES
VALVESEATIN HEAD
DESCRIPTION
The l o n g stem e x h a u s t valves, Fig. 2-17, are
fabricated f r o m a forged n i c k e l - c h r o m i u m alloy
steel head and a tip hardened steel stem by means of
friction welding. Single bead valve locks hold the
valve in a tapered spring seat. Precision valve guides
ensure proper valve seating.
Va
VALVE IN GROUNDHEAD 21897

- - Stem
Fig.2-15 -Valve Measurement Points
10. Reapply 30 wheel and grind seat lightly to
remove burrs and improve the surface finish.
11. Use dial indicator included in the valve seat

reconditioning set to measure trueness of valve
seat. Place indicator over pilot, Fig.2-16, and
Radius~ ; J ~
Rim (or O.D.)
Face ~ ,
C U P ~ F l a t
12517
Fig.2-1 7 - Exhaust Valve
MAINTENANCE
21898
Handle valves carefully to avoid nicks and scuffs
that might make the valve unfit for use. Piling valves
Fig.2-16 - Checking Valve S e a t R o u n d n e s s on top of each other may cause nicks on the outside
2-8 75E480
Section 2
diameter of throat radius which can lead to valve

failure. Before the valves can be reused, they must be
reconditioned within the dimensional limits listed in
the Service Data at the end 61" this section.
CLEANING
T h o r o u g h l y c l e a n t h e e x h a u s t valves using a
suitable solvent to remove surface oil and loose
carbon. If necessary, use glass bead and v a p o r
blasting to remove hard carbon deposits from the
valves. Grit for vapor blast must be maintained at a
small enough size so the surface finish of the valve
stems is not roughened beyond 0.635 #m (25 #in.). If
glass bead blasting is not available, wire brushing
may be used as an alternative.
INSPECTION
Exhaust valves must be qualified by visual and

Zyglo inspection prior to reconditioning. Accept-
able c o n d i t i o n s w h i c h allow valve reuse, a n d
rejectable conditions which are cause for scrapping 16653
the valve are listed below. The valve surfaces
referenced are identified in Fig. 2-17.
Fig.2-18 - Cup Defects
Acceptable Conditions:
1. Light pitting on the valve face that can be

cleaned up within the m a x i m u m allowable
valve face limit.
2. Protruding nicks and gouges in the valve stem

must be removed before the valve face is ground
in order to avoid scuffing of the valve guide and
to ensure proper valve face runout. Belt sanding
or buffing m a y be used to polish off pro-
trusions, provided that the surface finish of the
stem is maintained at or below 0.635 # m (25
/,tin.) with a circumferential lay.
Rejectable Conditions:
1. Indications found in the cup area, Fig. 2-18, are

defects which require rejection of a valve.
2. Any cracks found on the outside diameter of

rim section of the valve, Fig. 2-19, are cause for
rejection.
Since rim cracks usually extend some distance

into the valve face, they usually lead to failure.
The face area, Fig. 2-19, is the critical area of the 5251
valve. Grinding cracks, channeling, and ther-
mal cracks are cause for valve rejection. F i g . 2 - 1 9 - Face A n d Rim D e f e c t s
78E779 2-9
Section 2
3. Fretting or wear in the lock groove area of the E X H A U S T VALVE INSTALLATION

stem is cause for rejection.
After the exhaust valves have been reconditioned,
4. Reject valves that have been damaged to the they are applied to the reconditioned cylinder head.
extent that critical surfaces have been nicked or
scuffed. Position the head properly and complete the
assembly of valve springs, spring seats, and valve
locks.
GRINDING VALVES
F o l l o w i n s t r u c t i o n s s u p p l i e d w i t h t h e 115 volt VALVE STEM HEIGHT C H E C K

grinder for grinding valves. A complete listing of the
equipment required for the machines is contained in 1. Clean b o t t o m of tram feet, and that portion of
the Service Tool Catalog. the head on which the feet rest.
2. Apply tram firmly on cylinder head, Fig. 2-21.

VALVE S P R I N G , SEAT, A N D LOCK
. Inspect valve springs and valve bridge springs
for any nicks or unusual wear. Valve springs
should be cleaned with a suitable solvent and a
soft wire brush. Do not hydro blast or grit blast.
Valve springs should be protected to prevent
rusting.
2. Perform dimensional and pressure checks to

qualify valve springs.
. Valve spring seats should be clean and smooth

and the thickness of the spring seating surface
should not be less than the minimum limit.
. Examine the valve locks, Fig. 2-20, for signs of

excessive wear on the upper portion of the bead
and for evidence of excessive fretting in the 27031
ground diameter which engages the valve stem.
If these conditions exist, the locks should be
replaced. Fig.2-21 - Checking Height Of Valve Stems
. Using feeler gauge and tram adjusting screw,

determine difference in valve stem heights. The
difference between valve stems under the same
bridge should not vary more than 1.59 m m
(1/16"). If the difference varies m o r e t h a n
1.59 m m ( 1 / 1 6 " ) , t h e h i g h valve s h o u l d be
replaced or the low valve ground in, provided
this does not exceed the limit. End of valve stem
should not be ground off, as the tip is hardened.
VALVE SEAT SEAL TEST

. Place head in an angular position, resting on the
rocker arm studs with valve seats in the up
15948 position.
Fig.2-20 - Valve Spring Seat Lock 2. Wipe bottom of head to remove dirt and dust.
2-10 33E385
Section 2
3. Apply a light film of oil to the concave surface Valve Bridge

of the tester vacuum cup and attach tester to
c y l i n d e r h e a d w i t h h a n d l e in six o ' c l o c k
position, and covering one valve, Fig. 2-22.
Ensure that tester cup is firmly seated on

fireface and not on the head of the valve.
Brid
Spri
Spring
Seat
Hydraulic
Lash Adjuster
Lock Ring ~prlng / Assembly
~Plunger
(~Lock Ring)/ 17930
Valve Bridge
21899
Ball Check
Fig.2-22 - T e s t i n g Valve S e a t Seal
4. If tester suction to fireface is depleted in less

than two minutes, the valve seating is defective
and the head seat a n d / o r valve face must be
reworked.
P l u n g e r ~ ~ Lash Adjuster ~oay
5. Open trigger valve to remove tester from head
surface.
6. Check valve seat seal tester by applying it to a

vertical piece of glass, as the release valve or 10493
rubber cup may be defective.

Exhaust Valve
EXHAUST VALVE Fig.2-23 - Valve Bridge Assembly

BRIDGE ASSEMBLY
DESCRIPTION lash adjuster, past the ball check, and into the body.
When the rocker arm depresses the valve bridge, a
The valve bridge, Fig. 2-23, operates two exhaust slight movement of the plunger in the lash adjuster
valves from one rocker arm. A spring and spring seats the ball check, trapping the oil. Since the oil is
seat are held on the valve bridge stem by a lock ring. practically incompressible, further movement of the
The spring seat rests in a socket in the cylinder head rocker arm causes the lash adjuster plunger to force
and the spring applies pressure to maintain contact open the exhaust valve.
between the valve bridge and the rocker arm.
CLEANING
The hydraulic lash adjuster maintains zero lash
between the end of the valve stem and the valve Prior to disassembly of the valve bridge, clean
bridge. Lube oil flows from the rocker arm through assembly with solvent. Do not use a caustic type
a drilled passage in the valve bridge to the top of the cleaner, as the brass spring seat will be damaged.
78E779 2-11
Section 2
DISASSEMBLY INSPECTION
1. Remove lash adjuster assembly from bridge, Visually inspect valve bridge parts and replace those
using adjuster puller, Fig. 2-24. that are damaged beyond repair. Check the pin in
the end of the valve bridge for a bent shank. If the
shank is slightly bent, it may be straightened and
re-used.
Inspect the valve bridge and spring seat at the points

shown in Fig. 2-26, and refer to dimensions in the
Service Data at the end of this section.
Refer to " L A S H A D J U S T E R " p o r t i o n of this

section for maintenance and qualification of lash
adjuster assemblies.
14627
Fig.2-24 - Removing Hydraulic Lash Adjuster
. Mount valve bridge spring compressor in vise,

Fig. 2-25. Install valve bridge in compressor,
compress spring, remove lock ring, and remove
spring seat and spring.
Refer to Service Data for applicable dimensions.
1. Distance between rocker arm guide ears.

2. Lash adjuster socket diameter (in bridge).
3. Lash adjuster body diameter,
4. Valve bridge shank length.
5. Shank diameter from shank end to 63.5 mm
(2.50") above shank end.
6. S h a n k d i a m e t e r from 9.53 mm ( 3 / 8 " ) to
25.4 mm (1 ") above shank end.
7. Spring seat rim thickness.
8. Spring seat spherical radius.
9. Spring seat bore diameter. 28930
13752
Fig.2-25 - Compressing Valve Bridge Spring Fig.2-26 - Valve Bridge M e a s u r e m e n t Points
2-12 33E385
Section 2
LASH A D J U S T E R
DISASSEMBLY
1. Depress lash adjuster plunger and remove

locking ring, Fig. 2-23.
Ram L,
2. Carefully diassemble lash adjuster to avoid
damaging the machined surfaces on the inside Rotati~
diameter of the body or the outside diameter of
the plunger.
3. Replace spring and ball check with new parts

prior to assembly of lash adjuster.
an
CLEANING
Oil Loading T o o l J - 9793
1. Lash adjuster parts may be cleaned using fuel
oil. Varnish deposits can be removed with
a l c o h o l , l a c q u e r t h i n n e r , or a n y s u i t a b l e
solvent. Completely remove any dirt, varnish,
or metal particles.
2. Do not buffthe outside or inside diameter of the

body, the outside diameter of the plunger, or
the spherical radius on the tip of the plunger.
INSPECTION
I. Inspect the body for scores, scratches, or galled 9774 9773

areas on the machined outside diameter, and
replace if any are found. Fig.2-27 - Lash A d j u s t e r Test S t a n d
2. Inspect the plunger for scores, scratches, or

galling on the outside diameter, and replace if travel through 1.52 m m (.060") while it is subjected
evidenced. Also, inspect the plunger tip, and if to the 13.6 kg (30 lbs) ram load, and rotated about
the contact point is worn flat more than 6.35 10 R P M relative to the lash adjuster body.
m m (.250") in diameter, the plunger should be
replaced. A gauge block and oil loading tool, Fig. 2-27, are
supplied with the stand. The gauge block is used to
3. I n s p e c t t h e ball r e t a i n e r 4.22 m m (.166") check and adjust the tripping point of switches, if
diameter counterbore depth at the center of the necessary, to ensure that the leak down time is
ball depression. Replace the ball retainer if the measured over exactly 1.52 mm (.060'3 travel of the
depth is greater than 3.63 m m (. 143"). lash adjuster plunger. The oil loading tool is used to
charge the lash adjuster with oil and bleed o f f a n y air
w h i c h m i g h t cause i g c o r r e c t leak d o w n t i m e
ASSEMBLY intervals. It is essential that only Electro-Motive
hydraulic lash adjuster test oil be used in conjunction
Assemble lash adjuster in an area free of dirt, lint, with this test stand since the operation of the test
and metal particles. and limits governing the lash adjuster are based on
the use of this oil.
Q U A L I F Y I N G LASH A D J U S T E R
TEST S T A N D O P E R A T I O N
It is recommended that lash adjuster test stand, Fig.
2-27, be used to qualify the lash adjusters for use in The 1.52 m m (.060") travel of the ram starts when
the engine. This test stand automatically measures the tip of the ram is 9.52 m m (.375") from the top of
the time required for the lash adjuster plunger to the rotating cup. This starting point should be
78E779 2-13
Section 2
c h e c k e d w i t h t h e 9.52 m m (.375") g a u g e b l o c k . Time for 1.52 mm (.060") travel (leak down

s u p p l i e d w i t h t h e test s t a n d , a n d it s h o u l d be time) will be automatically recorded on the time
checked often enough to be sure it has not changed. clock. The "leak d o w n time" should be within
This check is to be made by placing the gauge block limits of 20 seconds minimum and 40 seconds
on top of the rotating cup with the step facing up, maximum, based on a normal temperature of
a n d t h e n l o w e r i n g the r a m b y t u r n i n g t h e r a m 24 C (75 F) for the oil and lash adjuster. If the
release. The time clock on the test stand should start temperature of the oil and lash adjuster is other
the very m o m e n t the ram load contacts the gauge t h a n 24 C (75 F), t h e limits s h o u l d be
block. If the timer does not start, or starts t o o soon, determined by the following:
t h e r a m s h o u l d be r e a d j u s t e d . This is d o n e b y
loosening the ram locknut, turning the ram tip up or Oil And Lash Min. Leak Max. Leak
d o w n to the proper adjustment, and retightening the Adjusters D o w n Time D o w n Time
locknut. The time clock start and stop switches are Temp. Seconds Seconds
permanently set so that the time for the 1.52 m m
(.060") travel is automatically recorded on the time oC oF
clock. If a switch has to be replaced, the 1.52 m m 16 60 25.8 70.6
(.060") between the switch positions should be set by 18 65 23.2 54.8
inverting the gauge block which has a 1.52 mm 21 70 21.4 45.2
(.060") step on it. 24 75 (Base) 20.0 40.0
27 80 19.0 36.0
29 85 18.0 32.6
TEST P R O C E D U R E 32 90 17.2 30.2
35 95 16.6 28.4
. Place the lash adjuster assembly in oil loading 38 100 16.2 27.8
tool and immerse it into a container of lash
adjuster test oil that is deep enough for the hole The temperature of the test oil and lash adjuster
in the lash adjuster to be well below the oil level. should be allowed to become stable before leak
down checks are made. If a lash adjuster fails to pass
the minimum "leak d o w n time," it should be refilled
. Completely depress the lash adjuster plunger at and retested to be sure that the failure was not due to
least 10 times to ensure that any air trapped air trapped in the lash adjuster.
inside is pumped out.
. R e t r a c t t h e s p r i n g - l o a d e d p l u n g e r in t h e oil A S S E M B L Y OF VALVE BRIDGE

loading tool and allow the ball check to seat in
t h e l a s h a d j u s t e r . T r y to d e p r e s s t h e lash . Using the valve bridge spring compressor,
adjuster plunger two or three more times to Fig. 2-25, assemble a qualified spring, spring
e n s u r e t h a t the ball c h e c k is s e a t i n g . T h e seat and lock ring to the valve bridge.
assembly should feel firm, without any "give" to
it. 2. Install the lash adjuster assembly in the valve
bridge, using the installer tool, Fig. 2-28.
. Take the lash adjuster out of the test oil and
remove the oil loading tool being careful that
the spring-loaded plunger does not unseat the
ball c h e c k . W i p e t h e e x c e s s oil o f f t h e lash
adjuster and place it in the rotating cup on the
test stand.
5. Turn the switch on to rotate the cup. Lower the

ram until it rests on the lash adjuster plunger
and release handle so that the plunger carries
the full 13.6 kg (30 lbs) load.
NOTE 3816
Be s u r e t h e lash a d j u s t e r b o d y is r o t a t i n g
around the plunger. Fig.2-28 - Installing Lash Adjuster
2-14 33E385
Section 2
shaft f o r e v i d e n c e o f h e a t d i s c o l o r a t i o n ,
ROCKER ARM ASSEMBLY excessive wear, shelling or scuffing due to lack
of lubrication and for fatigue cracks. Check
DESCRIPTION machined notch (recess) on injector r o c k e r
Three rocker arms, Fig. 2-29, are mounted on the arms for excessive wear step from trip pawl
cylinder head. Two rocker arms actuate the four engagement.
exhaust valves, the third operates the injector. The
rocker arms are operated directly by the camshaft Cam Follower R o l l e r - - . . ~
through a cam follower roller mounted at the fork Floating B u s h i n g ~ . , . ~
end of each rocker arm. The opposite end of each
rocker arm has an adjusting screw and locknut for
s e t t i n g the i n j e c t o r t i m i n g a n d a d j u s t i n g the Inner
hydraulic lash adjusters. The injector rocker arm, Adjt Race
although similar in a p p e a r a n c e to the exhaust Scr~
rocker arm, is stronger than the exhaust rocker arm, .'am
:ollower
and can be identified by the yoke at the cam follower ~, ~in
end which is square-shaped on the injector rocker
arm, but V-shaped on the exhaust rocker arm. Also, Taper
only the injector rocker arm has the machined notch Pin
for the overspeed trip. Injector and exhaust rocker Inj ....../
arms are not interchangeable.
Rocker Arm lS682
Lubricating oil is supplied to the cam f o l l o w e r
assembly and the adjusting screw end through Fig.2-30 - Injector Rocker Arm, Exploded V i e w
drilled passages in the rocker arm.
NOTE
Injector rocker arms with excessive wear steps
MAINTENANCE should be replaced with a new part. No attempt
should be made to rework or salvage arms with
Remove adjusting screw and cam follower races,
excessive wear steps.
bushings, and pin and thoroughly clean all parts in
fuel oil or similar solvent. Do not clean inner and 2. Check that all oil holes and passages are clean.
o u t e r races and bushings in a caustic solution.
3. All adjusting screws should be checked for
Handle parts with care to avoid nicking the bearing
hand-free operation and any galling on the ball
surfaces.
end.
!. Inspect the rocker arm bushings, cam follower 4. All adjusting screw buttons should be visually
rollers, inner race, Fig. 2-30, and rocker arm checked for galling or cracking.
1 EXHAU ST 1837o
INJECTOR
Fig.2-29 - Rocker A r m s
107E1283 2-15
Section 2
ROCKER ARM The surface must be machined square with the stud
hole and parallel with the centerline of the rocker
SUPPORT ASSEMBLY rocker arm shaft within 0.25 mm (.010") total
indicator reading. Cracks in the cap or shaft support
DESCRIPTION are cause for rejection.
The rocker arms are mounted on rocker arm shaft C Y L I N D E R TEST VALVE
which is held at each end between a shaft support
and shaft cap, Fig. 2-3 I. Lubricating oil is supplied DESCRIPTION
to the rocker arms through drilled passages in the
rocker arm shaft and an oil supply line from the cam Cylinder test valves. Fig. 2-32, are provided on the
shaft bearing bracket. engine at each cylinder. Any time maintenance or
inspection is performed, the valves are opened to
ocker
relieve compression, reducing the effort required to
rotate the crankshaft. With the test valves open, fuel
and coolant leaks can be detected by fluid discharge
Arm at the valves while the engine is being barred over.
The cylinder test valve is inserted in a housing within

Oil the crankcase and screwed into the cylinder head. A
Line cylinder test valve wrench, Fig. 2-33, is used to open
I~ / ~ Shaft and close the valves.
':~/ ~ ~ Support
Cylinder H e a d Crankcase....~/ Compression
i/ ~ , ~ Cap / .~-~ ............7, / Relief Vent
./ Seal_ J l /
~.: ~ ~ ~Suhaf~ort
Rocker Arm ~~ PP
Shaft
23040
....\ ~ ~ ; Packi'ng Nut
Fig.2-31 - Rocker Arm Support Assembly
21087
Fig.2-32 - Cylinder Test Valve

MAINTENANCE
Thoroughly clean shaft, support caps, and support
in suitable solvent. Check that oil passages in shaft
and oil line are clean and free from obstructions.
C h e c k shaft diameter at wear step for p r o p e r

dimensions, and check for cracks, scratches, or
galling in the bearing areas.
Check the shaft support for the correct height

dimension between the base and b o t t o m of the bore.
Holding this dimension with the limits will ensure
that the height mismatch between supports for any
o n e c y l i n d e r will be 0.15 mm (.006") or less.
Mismatch greater than0.15mm (.006") can lead to
camshaft lobe distress and broken rocker arm studs.
\
A flat and true nut seating surface must be provided

on the support cap or broken washers and studs can
result. If a seating surface is damaged, it may be
remachined until a minimum dimension of 12.7 mm
3618
(1/2") is obtained between the seating surface and
top of bore. Fig.2-33 - Test Valve W r e n c h
2-16 78E779
Section 2
MAINTENANCE 3. The cylinder test valve body may be reworked

to the dimensions shown in Fig. 2-35. Use
1. If a cylinder test valve is leaking, check that reamer to recondition the valve seat. If necessary
packing nut, Fig. 2-32, has been torqued to the to e x c e e d the 6.35 m m (1/4") m a x i m u m
specified value. If nut has been overtightened, diameter of valve seat, Fig. 2-35, recur bottom
change seal, Fig. 2-32, and correctly t o r q u e of 12.7 m m (1/2") diameter counterbore and
packing nut. Should valve continue to leak, reface h e x a g o n end to hold the 153.99 m m
remove the valve from the engine and ream the (6-1/16") nominal dimension.
valve seat as shown in Fig. 2-34.
4. After reconditioning, air test the valve assembly
at 620 kPa (90 psi) air pressure.
132.56 mm
~(5-7/32") Min.---]
II}f _ h-r4 3.18mm
74_11 ILt t x 45
~4~71 mm ( 3 / 1 6 " ) M i n . J L Chamfer Max.
NEEDLE VALVE TIP

TEST VALVE BODY SEAT
153.99 mm
r'~(6-1/16") N o m . ~ 1
////////////~~
73 mm ( 1 1 / 3 2 " ) Min.
-
L6.35 mm 11/4 ) Max.

/ Face off 1.59 mm (1/16") if necessary to
maintain 153.99 mm (6-1/16") nora. dim.
20455
Fig.2-35 - Test Valve Reconditioning Limits
CYLINDER HEAD SEAT RING

DESCRIPTION
The cylinder head seat ring is an aluminum bronze
ring used between the crankcase head seat and the
3468
cylinder head to provide a seating surface for the
cylinder head and to maintain proper piston to head
Fig.2-34 - Reaming Test Valve Seat clearance.
2. If reaming will not correct the leaking due to a MAINTENANCE

scored or damaged valve stem face, it should be
r e c o n d i t i o n e d w i t h i n t h e limits s h o w n in Inspect head seat ring for proper dimensions. If ring
Fig. 2-35. Rehardened the tip to a depth of does not meet required specifications, it should be
0.13-0.25 m m (.005"-.010"). replaced with a new ring.
107E682 2-17/2-18
Section 2
SERVICE D A T A
C Y L I N D E R HEAD A N D A C C E S S O R I E S
SPECIFICATIONS
Clearance and dimensional limits listed below are defined as follows:
. M i n i m u m , m a x i m u m , and tolerance measurements are provided as service limits. A t time o f rebuild or

components within these limits m a y be reused with the assurance that they will perform satisfactorily
Cylinder Head
V a l v e seat a n g l e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 0 0 0 0 ' - 3 0 15'

V a l v e seat w i d t h . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.36-3.18 m m (.093"-.125")
V a r i a t i o n o f seat w i d t h o n a g i v e n s e a t - M a x . . . . . . . . . . . . . . . . . . . . . 0.38 m m (.015")
D i a m e t e r at t o p o f valve seat ( g r o u n d )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.90 m m (2.437")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.33 m m (2.375")
V a l v e seat r u n o u t m a x . ( m e a s u r e d at c e n t e r o f seat) ................ 0.10 m m (.004")
V a l v e flat t o h e a d
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.00-0.76 m m (.000"-.030")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.36 m m (.093")
V a l v e lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.48 m m (.688")
F i r e f a c e s u r f a c e ( r e f i n i s h e d - c i r c u m f e r e n t i a l lay) ........... 2 # m - 3 ~zm (80 # i n . - 1 2 0 gin.)
Exhaust Valves
S t e m d i a m e t e r ( m e a s u r e d w i t h i n 12.7 m m ( 1 / 2 " ) o f w e l d a n d 12.7 m m ( 1 / 2 " ) b e l o w P / N stencil o n stem)

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.786-15.812 m m (.6215"-.6225")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.761 m m (.6205")
Diameter of head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.50 m m (2.500")
V a l v e face a n g l e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30000'-2945 '
V a l v e seat r u n o u t - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 m m (.002")
V a l v e r i m t h i c k n e s s - M i n . ( m e a s u r e d at O . D . ) . . . . . . . . . . . . . . . . . . . 2.77 m m (.109")
V a l v e face w i d t h - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.71 m m (.343")
Valve Springs
Free length (approximately)
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.78 m m (4.125")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100.79 m m (3.968")
Length - valve open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.28 m m (2.688")
Length - valve closed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85.72 m m (3.375")
P r e s s u r e to c o m p r e s s s p r i n g to 68.25 m m (2.687") length.
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96.6-102.1 k g (213-225 lbs)
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79.4 k g (175 lbs)
V a l v e b r i d g e s s p r i n g - s a m e as v a l v e spring. S p r i n g m u s t n o t s h o w a n y set a f t e r b e i n g c o m p r e s s e d w i t h
coils t o u c h i n g :
V a l v e s p r i n g seat t h i c k n e s s - M i n . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.68 m m (. 145')
33E480 2-19
Section 2
Rocker Arm
Rocker arm shaft diameter - Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.05 m m (2.246")
R o c k e r a r m b u s h i n g inside d i a m e t e r - M a x . . . . . . . . . . . . . . . . . . . . . . . 57.25 m m (2.254")
Press bushing to rocker arm . . . . . . . . . . . . . . . . . . . . . . . . . . 0 . 0 5 - 0 . 1 0 m m (.002"-.004")
Inner race outside diameter - Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.62 m m ( 1 . 0 4 8 ' )
F l o a t i n g b u s h i n g inside d i a m e t e r - M a x . . . . . . . . . . . . . . . . . . . . . . . . . 26.80 m m (I .055")
Floating bushing outside diameter - Min . . . . . . . . . . . . . . . . . . . . . . . 36.665 m m (1.4435")
C a m f o l l o w e r r o l l e r inside d i a m e t e r - M a x . . . . . . . . . . . . . . . . . . . . . . 36.843 m m ( 1 . 4 5 0 5 ' )
I n j e c t o r r o c k e r a r m recess w e a r step - M a x . . . . . . . . . . . . . . . . . . . . . . . 0.794 m m (.0313)
Rocker Arm Shaft Assembly

Shaft support - support base to bottom of bore ............ 55.47-55.63 m m (2.184"-2.190")
Shaft support cap - nut seating surface to top of bore - Min . . . . . . . . . . . . . . 12.70 m m (.500")
Shaft d i a m e t e r - M i n . ( m e a s u r e d at w e a r step) ..................... 57.05 m m (2.246")
Valve Guide
I n s i d e d i a m e t e r ( n o t installed) - N e w ................. 15.938-16.015 m m (.6275"-.6305")
( I n s t a l l e d in h e a d ) - M i n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.900 m m ( . 6 2 6 0 ' )
M a x . limit - 12.7 m m ( 1 / 2 " ) f r o m b o t t o m a n d t o p ................. 16.08 m m ( . 6 3 3 ' )
Valve stem to guide clearance - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 m m ( . 0 1 0 ' )
P r e s s fit in h e a d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.013-0.051 m m (.0005"-.0020")
Cylinder Head Seat Ring

Thickness standard - New . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.83-4.93 m m (.190"-.194")
Minimum thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.67 m m ( . 1 8 4 ' )
Uniform thickness within . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.06 m m (.0025")
M a x i m u m w e a r step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.08 m m ( . 0 0 3 ' )
Valve Bridge
R e f e r t o Fig. 2-26 - circled n u m b e r s c o i n c i d e w i t h c a l l o u t s o n i l l u s t r a t i o n .
( ~ ) D i s t a n c e b e t w e e n r o c k e r a r m g u i d e ears -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.75 m m (.935")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.88 m m (.940")
( ~ ) L a s h a d j u s t e r s o c k e t d i a m e t e r ( m e a s u r e d w i t h i n 6.35 [ 1 / 4 " ] i n t o s o c k e t ) -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.195-22.220 m m (.8738"-.8748")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.225 m m ( . 8 7 5 0 ' )
O Lash adjuster body diameter -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.22: m m (.8750")
M a x . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . 22.238 r n m (.8755")
Valve bridge shank length -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103.18 m m (4.062")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103.96 m m ( 4 . 0 9 3 ' )
( ~ ) S h a n k d i a m e t e r f r o m s h a n k e n d t o 63.5 m m (2.50") a b o v e t h e s h a n k e n d -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.799 m m ( . 6 2 2 0 ' )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.837 m m (.6235")
( ~ S h a n k d i a m e t e r f r o m 9.53 m m ( 3 / 8 " ) t o 25.4 m m (1'~ a b o v e s h a n k e n d -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.781 m m ( . 6 2 1 3 ' )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.837 m m ( . 6 2 3 5 ' )
( ~ ) S p r i n g seat r i m t h i c k n e s s -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.36 m m ( . 0 9 3 ' )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18 m m (.125")
( ~ ) S p r i n g seat s p h e r i c a l r a d i u s -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.82 m m ( . 6 2 3 ' )
M a x . w e a r step o n r a d i u s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.79 m m (.031")
( ~ ) S p r i n g seat b o r e d i a m e t e r -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.862-15.900 m m (.6245"-.6260")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.938 m m ( . 6 2 7 5 ' )
2-20 33E385
Section 2
SERVICE D A T A (C NT'D)
E Q U I P M E N T LIST (ConCd)
P a r t No.
T e s t valve w r e n c h ........................................... 8032587
Valve spring c o m p r e s s o r (single) ................................... 8033783
A d a p t e r (use with 8033783) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8034054
C r a b stud p r o t e c t o r tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8034600
Valve seat r e c o n d i t i o n i n g t o o l set (115 volt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8035775
Valve seat r e c o n d i t i o n i n g t o o l set (220 volt) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8041445
Valve checking t r a m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8042773
Electric drill, 1/4" (115 volt) ..................................... 8045450
C y l i n d e r test valve seat r e a m e r .................................... 8064804
Valve bridge spring c o m p r e s s o r ................................... 8070883
Valve bridge lock ring guide ..................................... 8070903
L a s h adjuster installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8072927
L o c k ring r e m o v e r - lash adjuster .................................. 8080632
Valve guide cleaner .......................................... 8141439
T a p e r e d pilot checking f i x t u r e .................................... 8173996
C y l i n d e r head stud hole cleaner ................................... 8211907
Valve seat seal tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8213518
V a c u u m cup (spare f o r 8213518) ................................... 8213519
Valve spring c o m p r e s s o r ( m u l t i - c r a n k type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8215081
Val,+e guide installer - r e m o v e r .................................... 8224241
Valve spring c o m p r e s s o r (multiple) ...... ............................ 9546582
L a s h adjuster test stand (110 V 60 Hz) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 826~432
L a s h adjuster test oil (18.93 liters [5 gal.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8276528
L a s h adjuster test stand (2~0 V 60 Hz) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8299249
Valve seat r e c o n d i t i o n i n g t o o l set (air m o t o r ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8332668
L a s h adjuster puller .......................................... 8394719
L a s h adjusting pulling a r m ...................................... 8395481
G r i n d e r - v a l v e and tool-230 volts 60 H z single phase ........................ 9310355
G r i n d e r - v a l v e and tool-230 volts 60 H z three phase ........................ 9310356
G r i n d e r - v a l v e and tool-115 volts 50 H z single phase ........................ 9310357
G r i n d e r - v a l v e and tool-230 volts 50 H z single p h a s e ........................ 9310358
G r i n d e r - v a l v e and tool-230 volts 50 H z t h r e e p h a s e ........................ 9310359
G r i n d e r - v a l v e and tool-115 volts 60 H z single p h a s e ........................ 9310360
D r i v e belt f o r valve grinders ..................................... 9310380
Valve face grinding wheel with h u b ................................. 9310382
112E385 ' 2-21

SECTION 3
PISTON A S S E M B L Y A N D C O N N E C T I N G R O D S
PISTON AND ROD CLEANING 3-9
DESCRIPTION 3-1 FORK ROD INSPECTION 3-9
INSPECTION (IN ENGINE) 3-2 BLADE ROD INSPECTION 3-10
PISTON AND ROD DISASSEMBLY 3-3 CHECKING ROD LENGTH, TWIST,

AND BORE P A R A L L E L I S M 3-11
PISTON CLEANING 3-5
CONNECTING ROD BEARING
PISTON PIN AND CARRIER
CLEANING 3-6 DESCRIPTION 3-12
PISTON INSPECTION 3-6 CHECKING BEARINGS 3-12
C A R R I E R INSPECTION 3-7 SERVICE DATA
PISTON PIN INSPECTION 3-8 REFERENCES 3-13
CONNECTING ROD SPECIFICATIONS 3-13
DESCRIPTION 3-8 EQUIPMENT LIST 3-16
112E385
SECTION
3
645E7C/F7B
ELECTRO-M OTI VE Marine Engine/Systems
PISTON A S S E M B L Y A N D
C O N N E C T I N G RODS
PISTON ASSEMBLY bearing as a fitted assembly. Two retainers, one at
each end, are bolted to the piston carrier to prevent
DESCRIPTION the pin and bearing assembly from sliding out of the
carrier. The assembly is bolted to the upper end of
The piston assembly, Fig. 3-1, consists of a cast iron the connecting rod.
alloy piston, four compression rings, and two oil
control rings. A " t r u n n i o n " type piston carrier, The piston pin and insert bearing are of the
Fig. 3-2, is used with the piston assembly to allow "rocking" type design with offset piston pin centers.
the piston to rotate or " f l o a t " d u r i n g engine This produces mechanical separations between the
operation. The carrier supports the piston at the pin and bearing alternately on the three bearing
internal piston platform. A thrust washer, Fig. 3-2, lands during the course of a power cycle. This
is used between the platform and the carrier. The provides a p u m p i n g action for oil c i r c u l a t i o n
carrier is held in position in the piston by a snap ring through the pin and bearing area.
inside the piston. Oil taken up by the two oil control
rings passes through the oil holes at the bottom of I n t e r n a l parts of the piston are l u b r i c a t e d and
the piston. cooled by the piston cooling oil. Cooling oil is
directed t h r o u g h a d r i l l e d p a s s a g e in the piston
An insert bearing, Fig. 3-3, fits into a broached slot in carrier, circulates about the underside of the piston
the carrier. The highly polished piston pin, Fig. 3-3, crown area, and then drains through two holes in
is applied in the carrier together with the insert the carrier located at the taper as shown in Fig. 3-3.
28931 19409
F i g . 3 - 1 - Piston Assembly
112E385 3-1
Section 3
~iston
Zii~ii:I ..........~.~
;i!/ (!iiii~ 2ompression Rings
i-hrust Washer
nsert Bearing
Piston Pin
~iston Carrier
3nap Ring
)il Rings
)il Holes
2onnecting Rod
09
Fig.3-2 - Piston Carrier And Thrust Washer

3asket & Bearing
Step To Hold Insert _ocating Dowels
(Eac~, e;,4~ Oil Drain Hole
Jpper Bearing Shell
View
Showing._..-.,-
Bearing i-.~), L} ~ ~ Lower Bearing Shell
Surface
"N'~-'K"~'"f'L~ t t F rk Rod Basket
INSERT
q BEARING
Retainer _~_.-~e,,~~ PISTON 24397
Bolt / ~ CARRIER
~PISTON PiN LockingClip Fig.3-4 - Piston And Connecting Rod Assembly,
Bearing Retainer Cross-Section
27049
Fig.3-3 - Piston Pin, Insert Bearing, And Carr;er
Precautions should be taken, before proceeding, to
MAINTENANCE prevent the engine from being started.
PISTON A N D ROD I N S P E C T I O N Open all cylinder test valves to facilitate rotation of

the crankshaft, using the turning jack.
Piston and connecting rod assemblies, Fig. 3-4, can
be inspected while installed in an engine provided
the engine is shut down and the air box and oil pan 1. Rotate crankshaft until piston of cylinder being
inspection covers are removed. inspected is at bottom center.
3-2 107E682
Section 3
2. Inspect cylinder wall and top of piston. A wet e. Ring blow-by. Vertical brown streaks on
piston crown would indicate a leaky injector. the face of the ring indicate blow-by. Renew
Check cylinder wails to make sure there is no or replace p o w e r a s s e m b l y w h e n this
scoring and inspect for water leaks. condition becomes severe.
5. Inspect piston skirt for scoring or scuffing.

3. Rotate crankshaft to move piston toward T D C
until compression rings are visible through liner
6. Inspect air box for foreign material and any
ports.
signs of water or oil leakage.
4. V i s u a l l y i n s p e c t for t h e f o l l o w i n g r i n g OIL PAN I N S P E C T I O N

conditions at the liner ports.
1. Inspect back of upper connecting rod bearing
a. M e a s u r e side c l e a r a n c e of the No.1 for cutting or signs of overheating.
compression ring between the top of the
ring and the ring g r o o v e using a feeler . To check for thrust washer, piston pin bearing,
gauge. and connecting rod bearing wear, take a lead
reading of piston to cylinder head clearance.
b. A ring in good condition will be bright and A n y significant increase since p r e v i o u s lead
free in its groove. reading should be investigated as a possible
component failure.
C. Broken ring. The ring face will normally be
black if broken opposite the gap. Milling NOTE
may also be evident above and below the Due to carbon buildup on both the fire face of
liner ports. the cylinder head and the crown of the piston
during service life, lead wire readings should
d. W o r n ring. R e n e w or replace p o w e r not be used as a basis for power assembly
assembly when plating is worn through on r e n e w a l or r e p l a c e m e n t due to wear. T h e
chrome first ring. The chrome ring wear p r o p e r wear f a c t o r s c o n s i d e r e d for p o w e r
classifications shown in Fig. 3-5, used in assembly removal should be side clearance of
conjunction with the description of each the No. 1 compression ring and piston ring face
ring wear"type,"will serve as a guide during wear.
ring inspection.
3. With piston at top center, inspect lower liner
Barrel faced first rings used on p o w e r walls for scoring.
assemblies with chrome plated liner bores
have twelve evenly spaced scallops around 4. Inspect oil pan for foreign matter.
face of ring. This ring is normally side wear
limited and is usually monitored by feeler PISTON A N D ROD D I S A S S E M B L Y
gauge check of ring to land clearance. The
scallops f o r m an i n t e r r u p t e d witness NOTE
groove, providing a method of face wear Procedures for disassembly and qualification
a s s e s s m e n t to g u a r d a g a i n s t s i t u a t i o n s of p i s t o n and c o n n e c t i n g rod a s s e m b l y
where r a p i d face wear occurs w i t h o u t c o m p o n e n t s are c o n t a i n e d in this section.
corresponding side wear. Such a condition P r o c e d u r e s for r e m o v a l , assembly, a n d
could allow contact between chrome sides installation of the piston and connecting rod
of ring and chrome of liner bore causing assembly, and of a complete cylinder power
wear-stepping of liner. assembly are contained in Section 5.
33E385 3-3
Section 3
Type 0
tionA
neWwillOronlylikebeneWevidencedri
ThinS
g"duringClassifica-the
New or Like New
first phase of top ring life.
Type 1 '~
--Chrome Grooves 80~-Worn i
On a shallow groove ring, these classifi-
cations will be evident on the top ring
for a relatively short time. On a deep
groove ring, these classifications will be
evident for the major portion of ring
life.
- - - , T y p e 21
Faint Grooves in Chrome---
Chrome grooves are completely worn

away, showing only a smooth chrome
Type 2 A
face. This will exist for the major No Grooves in Chrome
portion of shallow groove ring life. It
will be evident for a short time on only
a small percentage of deep groove rings.
Rings are starting to wear into the cast

iron, except for the grooves, which still
contain chrome.
To prevent liner scoring, power

assemblies with stainless steel
rings should be renewed at this ..... "
ti me.
~ Type 4 :.
Chrome is completely worn off and N o Chrome
wear is concentrated on the cast iron.
cons,dered
,n t wornC'ass'f'catin
,s out are to be
NOTE
When classifying chrome plated
stainless steel rings, substitute
references to "cast iron" with
"stainless steel". In addition, stain-
less steel rings have five grooves
instead of seven.
24849
Fig.3-5 - Chrome Ring Wear Classification
3-4 25E 180

Section 3
I. Place piston and rod assembly on a wooden connecting rod. Clamp rod horizontally with
topped work bench and remove piston snap pin close to vise so pin bolts may be removed
ring, Fig. 3-6, using snap ring remover. Care without twisting rod.
should be taken in handling piston assembly to
avoid nicking or scraping the piston skirt. 3. Remove pin from carrier.
4. At the time of piston and rod disassembly,

check that the thickness of the thrust washer
exceeds the minimum dimension listed in the
Service Data.
CLEANING
Cleaning procedures should be in accord with
accepted practice or as r e c o m m e n d e d by the
supplier of cleaning material.
PISTONS
I. Remove the piston rings using ring expander as

shown in Fig. 3-8, and discard the old rings.
2. Immerse the piston in an alkaline solvent

solution and allow to remain ~until the carbon
deposits are loosened.
3. Wash the piston using steam or hot water and

blow dry using compressed air.
4. Remove any carbon deposits from the com-

pression ring grooves. Light grit blasting or a
10269A piece of compression ring can be used for this
purpose.
Fig.3-6 - Removing Piston Snap Ring
5. Using 3/32" and 5/32" drills in the respective
2. Place rod and carrier in holding fixture, Fig. 3-7, holes, clean the oil passages in the oil ring
and remove piston pin bolts. This fixture has grooves.
mandrel(s) which fits in the piston pin bore to
hold the pin while the rod bolts are removed. It
must be securely mounted on a work surface. If
fixture is unavailable, a vise having copper
protected jaws may be used to hold the
25501 19411
Fig.3-7 -Typical Carrier Holding Fixture Fig.3-8 - Removing Piston Rings
107E682 3-5
Section 3
PISTON PIN AND CARRIER INSPECTION

CAUTION PISTON
Abrasive material, including steel wool, should
not be used to clean piston pins or insert . Inspect the piston surface for excessive scoring
bearings. or o t h e r m u t i l a t i o n which would reject the
piston.
. It is r e c o m m e n d e d t h a t the piston pin and
carrier assemblies be cleaned using a high flash . Check all points of measurement as shown in
point p e t r o l e u m solvent, such as S t o d d a r d s Fig. 3-9. Discard any pistons that exceed the
Solvent (60 C [140 F] flash point) or equal. limits in the Service Data.
These parts s h o u l d n e v e r be washed in an
alkaline or caustic solution. . C h e c k piston ring g r o o v e wear step. Check
wear step in top ring groove, Fig. 3-10. Top ring
. Clean the carbon from the oil grooves in the breakage can be caused by excessive wear step.
insert bearing with a suitably pointed wooden
stick. Embedded particles do not harm if they A piston ring groove gauge, Fig. 3-11, is
do not project above the bearing surface; no available to make the wear step measurement.
attempt should be made to remove them. Parts Gauges also are available for measuring wear
of the assembly should be adequately protected step in oversize ring grooves. Each gauge
against rust and corrosion at all times. consists of a number of separate width indicators
Refer to Service Data at end of section for applicable dimensions.
1. Piston Skirt Diameter 6. Compression Ring Groove Width

2. Piston Platform Bore 7. Piston To Cylinder Head Clearance
3. Piston Inside Diameter 8. Compression Ring To Land Clearance
4. Piston To Carrier Pilot Clearance 9. Piston To Liner Clearance
5. Piston Platform To Bottom Of 10. Oil Ring Groove Width
Snap Ring Groove 1 1. Oil Ring To Land Clearance
28932
Fig.3-9 - Piston Measurement Points
3-6 112E385
Section 3
precise to 0.001". Standard ring groove gauge W h e n a w e a r step, in excess of m a x i m u m

has indicators from 0.194" through 0.203". See allowable, is found in the top compression ring
Service Data for available standard and over- groove, the groove may be recut to remove the
size groove gauge part numbers with indicator wear step, provided the finished width does not
size ranges. exceed 5.10 mm (.201') for use with a standard
ring.
If the ring groove is worn beyond a width of

5.10 mm (.201"), it is possible to machine the
top ring groove to use oversize ring. See Service
Data for limits.
When p e r f o r m i n g either of the preceding

operations, care must be taken to keep the ring
groove faces parallel to each other and at right
angles to the c e n t e r l i n e of the piston. T h e
surface finish must be smooth to avoid excessive
wear.
4. Inspect the piston for cracks using magnaflux

procedure.
20409
Fig.3-10 - Typical Piston Ring Groove W e a r Step . R e m o v e u n d e r c r o w n deposits. Pistons t h a t
have been found dimensionally and structurally
satisfactory to reuse, should also have the heat
dam area thoroughly cleaned of undercrown
deposits. U n d e r c r o w n cleaning should be
accomplished using a sand or grit blast cleaning
in conjunction with liquid cleaning.
. The flash tin plated surface of the piston

skirt should be inspected for satisfactory
condition. If the plating is worn through and
bare piston metal is exposed in a band width
exceeding 9.54 m m (3/8"), the piston should be
re-plated to a thickness of approximately
0.018 to 0.038 mm (.0007" to .0015") around the
entire circumference of the skirt from below the
fourth ring groove to the bottom of the piston,
as shown in Fig. 3-12.
NOTE
15069
No tin plating is permitted in any of the ring
Fig.3-1 1 - Piston Ring Groove Gauge grooves or on the interior surface of the piston
above the snap ring groove. Tin plating may be
To measure wear steps, it is first necessary to applied to the 10 d r a i n hole surfaces
d e t e r m i n e the original ring groove width, immediately below the lower ring grooves.
because it may vary from 4.90 to 5.00 mm (. 193"
to .197"). Insert gauge blocks in ring groove, CARRIER
and by trial, determine the largest one which
enters its full depth. This will indicate the In this assembly, Fig. 3-3. a broached slot or recess
original width of the ring grooves being in the carrier receives a precision insert bearing. A
measured. Then insert the largest block that will hardened polished piston pin runs against the insert
enter the groove up to the wear step. The size of bearing.
the wear step is determined by subtracting the
small block dimension from the large block Normal bearing wear does not affect the carrier.
dimension. Maximum permissible wear on the insert piston pin
112E385 3-7
Section 3
and carrier pilots are listed in Service Data. Used PISTON PIN
parts in good condition should not be interchanged.
A new insert bearing should be used when a new 1. Inspect the pin. The bearing surface should be
piston pin is used. The piston pin should always be free of any roughness and have a mirror finish.
applied in the same relative position to the insert
bearing. . Fretting on the pin, only where it contacts the
connecting rod, may be removed using a fine
stone.
3. Check the 7/8"-14 bolt threads in the pin by

retapping. If the threads are damaged, replace
the pin.
4. Check wear step on piston pin opposite oil

groove at center of insert bearing.
CONNECTING ROD ASSEMBLY

DESCRIPTION
The "trunnion type" connecting rods, Fig. 3-13, are
i n t e r l o c k i n g , blade and f o r k c o n s t r u c t i o n . The
blade rod moves back and forth on the back of the
upper crankpin bearing and is held in place by a
counterbore in the fork rod.
Fork
1 0 D r a i n Hole Surfaces Upper E ide Rod
28933 Bolts
~ ~-
~'~ Upper B e a r i n g
Fig.3-1 2 - Flash Tin Plated Piston
Skirt Sections Lower Bearing ,~ / ..... ...... Shell
Shell ~ ~ ~ , ~"~ l~
Small identification holes are provided in the piston t[il ~1~ ~ ~D J | Lower Basket
pin and insert bearing, Fig. 3-9. These parts should ~ ] Bolt Nuts
be assembled with the identification holes on the
same side as the piston cooling oil inlet hole in the
carrier. Lower Basket Fork Rod Basket
Bolts 113~A
Except in extraordinary cases of pilot wear, carriers Fig.3-1 3 - Connecting Rods, Bearing Shells,
may be expected to have an indefinitely long life. And Basket
Also, the insert bearing need not be removed unless One end of the blade rod slipper foot is longer than
its appearance is questionable a n d / o r the wear on the other and is known as the "long toe." The blade
the piston pin is well advanced. rods are installed in the right bank of left-hand
rotation engines and in the left bank of the right-
Measure the carrier to determine that the dimensions hand rotation engines with the long toe toward the
do not exceed the limits shown in the Service Data. center of the engine.
3-8 112E385
Section 3
The fork rods are installed in the left bank of

left-hand rotation engines and in the right bank of
fight-handed rotation engines. Serrations on the
sides of the rod at the b o t t o m m a t c h similar
serrations on the fork rod basket, Fig. 3-13. The rod
basket consists of two halves, held together at the
bottom by three bolts and self-locking nuts. The
f o r k rod and basket are bolted t o g e t h e r at the
serrations. Fork rods and baskets are not inter-
changeable since they are line bored as an assembly.
Both the fork rod and basket are stamped with an
identical assembly serial number for matching and
identification purposes.
MAINTENANCE
CLEANING
Cleaning p r o c e d u r e s should be in accord with
a c c e p t e d p r a c t i c e or as r e c o m m e n d e d by the
The glazed finish and the bearing pattern oil stain

usually found on the blade rod slipper surface is
c o n s i d e r e d n o r m a l , and r e m o v a l should not be
10126A
attempted.
Fig.3-14 - Checking Fork Rod Bolt Threads
CAUTION Normally, in rods having little wear, this
Abrasive material, including steel wool, should
gauge will be difficult to thread into the
not be used to clean connecting rods or bearing
holes more than a couple of turns. In many
shells.
cases, however, the gauge can be threaded
INSPECTION into the rod but will be snug and tight.
While t h r e a d e d in, c h e c k for shake or
FORK ROD wobble, taking care that the gauge is not
bottomed in the hole, which would cause
1. After all parts are clean, check the tapped holes binding and a false reading.
in the fork rod. If threads are worn, the bolts
holding the basket may loosen during operation The fork should be scrapped if shake or
and damage the engine. wobble is experienced with the "HI" gauge.
To further ensure proper torque values, it is
Plug gauge, Fig. 3-14, is available to check the r e c o m m e n d e d t h a t new bolts be used.
fork rod bolt threads. One end of the gauge is However, old bolts may be used if they are
marked "GO" and the opposite end "HI". The qualified by careful inspection. Discard any
gauge should be used according to the following that may be bent or have threads showing
procedure. signs of galling, wear, nicks or o t h e r
imperfections.
a. Thread the "GO" portion of the gauge into
each of the holes, Fig. 3-14, and check for . F o r k rod s e r r a t i o n s should be c h e c k e d f o r
binding, which m a y indicate d a m a g e d nicks, burrs, and cleanliness. Cheek tightness of
threads. Normally, this gauge should enter upper bearing locating dowels. Step dowels are
the holes freely and a slight shake or wobble available in the event oversize dowels are
is permissible. required. Inspect for cracks in serrations and
rod visually and by magnaflux.
b. An attempt should then be made to screw
the "HI" portion of the gauge into each of . To ensure proper clamping between the piston
the holes. This is not a " n o g o " gauge, pin and rod saddle, protrusions in the saddle
therefore, rods may be entirely satisfactory caused by nicks or fretting must be removed.
even though the gauge may be screwed in Use grade 150 abrasive paper or a fine cylindrical
the threads, even to the extent of bottoming. stone.
112E385 3-9
Section 3
4. Check fork rod bore by fastening basket halves d. Damaged or distorted basket.
securely in place using 238 N-m (175 ft-lbs)
t o r q u e on u p p e r basket bolts, Fig. 3-13. e. Out-of-parallel in excess of limits in length
(Normal upper basket bolt torque is 258 N.m of saddle.
[190 ft-lbs] on assembly.) Torque lower basket
(split line) bolts to specified value. Check to be f. Length of rod between bore centers is less
certain inner counterbores in rod and baskets than the minimum shown in Service Data.
are in alignment. If not, loosen basket to rod
bolts and use a brass hammer to tap baskets g. F o r k c o u n t e r bore exceeds m a x i m u m
into alignment, then retorque bolts. Measure depth.
bore at points 60 apart as indicated in
Fig. 3-15. Take one set of measurements at 6. Fork rod assembly should be scrapped if any
generator end of bore and one set at accessory one or more of the following conditions exist:
end of bore. The average of each set of
d i m e n s i o n s must not exceed the specified a. Fatigue cracks through basket serrations
maximum. If bore is beyond this dimension, the and rejectable magnaflux indications.
rod and basket should be reworked.
b. Heat discoloration in basket or fork.
c. R o d twisted, bent, o u t - o f - p a r a l l e l , or
damaged beyond repair.
d. Length of rod between bore centers is less

t h a n m i n i m u m r e w o r k limit shown in
Service Data.
BLADE ROD
1. The blade rod is checked in a 7.692" diameter

mandrel to observe slipper surface for "open"
or " c l o s e d " ends. Blade s u r f a c e should be
smooth. Rod should be scrapped if this surface
shows heat discoloration.
NOTE
The flame hardening process produces a blue
black color on the top side of th.. blade rod
slipper foot. This discoloration is normal and
has not been caused by overheating during
o p e r a t i o n . The slipper surface, however,
should show no discoloration.
19245 . To ensure proper clamping between the piston

Fig.3-1 5 - Checking Fork Rod Bore pin and rod saddle, protrusions in the saddle
caused by nicks or fretting must be removed.
5. Fork rod rework will be required for any of the Use grade 150 abrasive p a p e r or a fine
following conditions: cylindrical stone.
a. Average of three 60 measurements across 3. Blade rod rework will be required for any of the
fork rod and basket bore exceeds specified following conditions.
maximum.
a. Scarred, pitted or deeply rust-etched slipper
b. Nicks, burrs, or fretting on fork and basket surface.
serrations.
b. End of slipper closed in beyond limit.
c. Damaged threads in bolt holes (see Step 1),
or loose dowels. c. End of slipper opened beyond limit.
3-10 112E385
Section 3
d. Out-of-parallel exceeds limit along saddle

length.
e. Length of rod between bore centers is less

than minimum shown in Service Data.
. Blade rod should be scrapped if any one or

more of the following conditions exist.
a. Reject magnaflux indications.
b. Heat discoloration on slipper surface.
c. Less t h a n m i n i m u m flange thickness on

slipper shoulder.
d. Rod twisted, bent, o u t - o f - p a r a l l e l , or

damaged beyond repair.
e. Length of rod between bore centers is less

t h a n m i n i m u m r e w o r k limit s h o w n in
Service Data.
C H E C K I N G ROD LENGTH, TWIST,

A N D BORE PARALLELISM
A connecting rod checking fixture, Fig. 3-16, is
available for accurate inspection of the connecting
rod length, twist, and parallelism o f piston pin 28287
saddle to bearing bore. Refer to Service Data for
tool part number. Fig.3-1 6 - Rod Checking Fixture
The following steps provide a general guideline for being open. Rods with closed-in bearing surface
checking connecting rods, using the tool shown. may be used, provided a clearance less than the
limit is o b t a i n e d w h e n m e a s u r e d any place
I. Set dial indicator reading to "0" using gauge between ends of slipper surface and the mandrel.
block provided with checking fixture.
. Set dial indicator point at top inside edge of
. Place connecting rod on checking fixture, being saddle. Sweep indicator along length of saddle.
sure that checking fixture mandrel and rod are I n d i c a t o r d e f l e c t i o n shows rod twist in the
clean. length of the saddle which should not exceed
limit shown in the Service Data.
. Using the dial indicator reading at each top
edge of piston pin saddle contour, center rod on . Place indicator point at one end of bottom of
m a n d r e l by a d j u s t i n g the vertical c e n t e r i n g saddle and note indicator reading. Check along
thumb screws. length of saddle bottom, circumventing bolt
holes, to check out-of-parallel. Indicator must
. Cheek slipper surface on blade rods for open not show more than maximum deflection along
ends by trying a .003" feeler gauge between length of saddle.
slipper surface and mandrel, at each end. Blade
rods with open ends may be used providing a . To determine rod length, place dial indicator
.003" feeler gauge cannot be inserted more than point on gauge plate and check "0" setting.
51 mm (2") at either end. Slide indicator button off block to bottom of
saddle and note reading. Minimum reuseable
A closed-in slipper surface is evidenced by the and m i n i m u m r e w o r k rod d i m e n s i o n s are
end having no clearance and the middle surface shown in the Service Data.
112E385 3-11
Section 3
CONNECTING ROD BEARINGS not be less than is necessary to ensure a clearance

between crankpin journal and bearing within the
DESCRIPTION specified limits. After operation, rod bearings may
give indication of being tight across the split line
Connecting rod bearings consist of upper and lower when loose on the crankpin. However, rod bearings
shells, Fig. 3-13. They are semicircular in shape and intended for use should be mounted in the fork rod
have a steel back with a layer of lead bronze bearing and then checked.
material covered by a lead tin coating on the inside
diameter. The upper bearing has, in addition, a NOTE
bearing surface in the center of the outer diameter After b e a r i n g s have once been used, t h e y
consisting of a layer of bronze bearing material with should not be used on any other journal.
a pure lead-flash overlay. This provides a bearing
surface for the slipper of the blade connecting rod. Check upper bearing step thickness as shown in
Fig. 3-17. This will i n d i c a t e blade r o d b e a r i n g
Dowels in the fork rod and basket hold the bearing surface wear. Step thickness should not be less than
shells in proper position. Two dowels in the fork rod minimum limit.
locate the upper shell and one dowel in the basket
locates the lower shell.
Bearing shells will usually be dirt scratched to some
There is no provision for connecting rod bearing degree, but unless condition is severe, the bearings
adjustment. When bearing clearance exceeds the can be reused.
limit given in Service Data, they should be replaced.
After bearing shells are once used on a crankpin and
have a c c u m u l a t e d n u m e r o u s dirt scratches, they
must not be used on any other crankpin.
MAINTENANCE
CHECKING CONNECTING
ROD BEARINGS
The c o n n e c t i n g rod b e a r i n g s s h o u l d be c h e c k e d
whenever the piston and rod assembly is removed
from the engine. To make this check, apply bearings
to fork rod and basket in which they are to be used.
Torque upper basket bolts and lower basket (split
line) bolts to specified values. Measure bearing bore
at three points 60 apart. This is similar to the 19575
procedure used when checking fork rod basket bore,
Fig. 3-15. The average of these three readings must Fig.3-1 7 - Checking Rod Upper Bearing Shell
3-12 112E385
Section 3
SERVICE D A T A
PISTON A S S E M B L Y A N D C O N N E C T I N G R O D S
REFERENCE
R e m o v a l O f U n d e r c r o w n Deposits F r o m Engine Pistons ................... M.I. 1759
SPECIFICATIONS
1. New limits are those to which new parts are manufactured. (Drawing tolerances.)
. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
components within these limits may be reused with the assurance that they will perform satisfactorily
until the next scheduled overhaul
Connecting Rod
C o n n e c t i n g r o d b a s k e t b o r e (See text) -
New .................................. 193.62-193.68 m m (7.623"-7.625")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193.70 m m (7.626")
M a x . difference o f any two readings at each end o f b o r e ( o u t o f r o u n d ) ...... 0.23 m m (.009')
Blade r o d b e a r i n g seat d i a m e t e r (See text) - N e w .......... 195.38-195.40 m m (7.692"-7.693")
C l e a r a n c e between s h o u l d e r o n blade r o d and c o u n t e r b o r e in f o r k r o d -

New ...................................... 0.20-0.33 m m (.008"-.013")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.64 m m (.025")
(This clearance m e a s u r e d b y placing feeler gauge b e t w e e n b l a d e r o d a n d t o p o f u p p e r bearing.)
D e p t h o f c o u n t e r b o r e in f o r k r o d f o r slipper o n blade r o d -
*Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.16 m m (.400")
( * P r o v i d e d the p r e c e d i n g m a x i m u m 0.64 m m (.025') clearance is held.)
Blade r o d s h o u l d e r thickness -
*Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.87
8.51 mm
m m (.310")
(.335")
( * P r o v i d e d the p r e c e d i n g m a x i m u m 0.64 m m (.025') clearance is held.)
C o n n e c t i n g r o d length - N e w . . . . . . . . . . . . . . . . . . . . 584.15-584.25 m m (22.998"23.002")

( G e n e r a t e d b o r e eenterline d i m e n s i o n ) -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 583.95 m m (22.990")
Min. r e w o r k ................................... 583.69 m m (22.980')
S a d d l e end f o r p i s t o n pin
Twist in length o f saddle - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15 m m (.006")
Parallelism in length o f saddle - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . 0.10 m m (.004")
Blade r o d slipper surface

" C l o s e d in" - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 m m (.007")
"Opened out"- Max ................. ................... 0.08 m m (.003")
C o n n e c t i n g R o d Bearings
Bearing inside d i a m e t e r (Average o f t h r e e 60 m e a s u r e m e n t s ) -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165.268-165.354 mm (6.5066"-6.5100")
Bearing to c r a n k p i n clearance -
New ..................................... 0.18-0.28 m m (.007"-.011")
Max ............................................ 0.38 m m (.015")
U p p e r c o n n e c t i n g r o d step thickness - M i n . . . . . . . . . . . . . . . . . . . . . . . 0.69 m m (.027")
112E385 3-13
Section 3
Piston
R e f e r to Fig. 3-9 - circled n u m b e r s coincide with callouts o n illustration.
(~) P i s t o n skirt d i a m e t e r -
New ................................. 229.84-229.90 m m (9.049"-9.051")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229.77 m m (9.046")
Out-of-round - Max ................................... 0.13 m m (.005")
( C h e c k d i a m e t e r below the oil ring grooves and at 63.5 m m to 69.8 m m [2.50" to 2.75'1 below the
c o m p r e s s i o n ring grooves. T a k e two readings 90 to each o t h e r , at each location.)
(~) P i s t o n p l a t f o r m b o r e ( u p p e r carrier pilot) -
New .................................. 90.55-90.60 m m (3.565"-3.567")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90.68 m m (3.570")
(Check at two places 90 to each other.) P i s t o n p l a t f o r m should be square to piston O.D. within 0.08 m m
(.003") t o t a l i n d i c a t o r reading.
(~) P i s t o n inside d i a m e t e r (lower carrier pilot) -
New ................................. 188.90-188.98 m m (7.437"-7.440")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189.08 m m (7.444")
(~) P i s t o n to carrier pilot clearance -
New ..................................... 0.08-0.18 m m (.003"-.007")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.28 m m (.011")
(~) P i s t o n p l a t f o r m to b o t t o m o f snap ring g r o o v e -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168.30 m m (6.626")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168.81 m m (6.646')
(~) No. 1 c o m p r e s s i o n ring g r o o v e w i d t h w / s t a n d a r d ring -
New ..................................... 4.90-5.00 m m (.193"-.197")
Wear - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.10 m m (.201")
W / 0 . 4 0 m m (1/64") O.S. ring
Remachined ............................... 5.31-5.38 m m (.209"-.212")
Wear - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.49 m m (.216")
W / 0 . 7 9 m m (1/32") O.S. ring
Remachined ............................... 5.72-5.79 m m (.225"-.228")
Wear - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.89 m m (.232')
W e a r step - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.08 m m (.003")
O P i s t o n to cylinder h e a d clearance -
New Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.51 m m (.020')
New Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.73 m m (.068')
Differential reading b e t w e e n ends o f lead wire ................... 0.13 m m (.005')
A n y s u d d e n increase in c o m p r e s s i o n clearance s h o u l d be investigated immediately.
(g) C o m p r e s s i o n ring to land clearance -

No. 1 g r o o v e c h r o m e sided ( c h r o m e face and barrel face) -
New ................................. 0.102-0.216 m m (.0040"-.0085")
M a x . limit f o r ring installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.30 m m (.012')
No. 2 and 3 g r o o v e ( c h r o m e face a n d filled face) -
New ................................. 0.190-0.305 m m (.0075"-.0120")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.38 m m (.015')
No. 4 g r o o v e , t a p e r f e r r o x ring -
New ................................. 0.190-0.292 m m (.0075"-.0115")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.38 m m (.015")
(~) P i s t o n to liner clearance -
M e a s u r e d 152.40 m m (6") b e l o w liner gasket face -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.216-0.330 m m (.0085"-.0130")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.56 m m (.022")
3-14 112E385
Section 3
SERVICE DATA (CONT'D)
NOTE
M a x i m u m p i s t o n to liner c l e a r a n c e o f 0.56 m m
(.022") d e t e r m i n e s the m a x i m u m w e a r limit o f
a liner at the 152.40 m m (6') dimension. I f
pistons are selectively fitted to liners, a liner at
230.45 m m (9.073") c o u l d be used w i t h a
229.90 m m (9.051") piston. I f pistons and liners
are n o t selectively fitted, t h e n the m a x i m u m
w e a r limit o f the liner at the 152.40 m m (6')
d i m e n s i o n w o u l d be 230.340 m m (9.0685') as
the m i n i m u m w e a r limit o f a used p i s t o n is
229.77 m m (9.046').
@ Oil ring g r o o v e w i d t h -
New ..................................... 6.38-6.45 m m (.251"-.254")
Oil ring to land clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05-0.15 m m (.002"-.006")
P i s t o n rings
T o p c o m p r e s s i o n ring gap (new ring in
9.062" gauge) - C h r o m e face ...................... 1.02-1.52 m m (.040"-.060")
T o p c o m p r e s s i o n ring gap (new ring in
9.062" gauge - Barrel face . . . . . . . . . . . . . . . . . . . . . . . . 0.89-1.27 m m (.035"-.050")
S e c o n d and third c o m p r e s s i o n ring gap ................. 0.89-1.27 m m (.035"-.050')
F o u r t h c o m p r e s s i o n ring gap ....................... 0.89-1.27 m m (.035"-.050")
Carder
C a r d e r height (top o f p l a t f o r m to b o t t o m o f carrier) -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158.34 mm (6.234")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158.72 mm (6.249")
C a r r i e r t o p pilot d i a m e t e r -
New ................................. 90.40-90.48 m m (3.559"-3.562")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90.35 m m (3.557')
C a r r i e r b o t t o m pilot d i a m e t e r -
New ................................ 188.75-188.82 m m (7.431"-7.434')
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188.72 m m (7.430')
Piston Pin
W e a r step at oil g r o o v e l o c a t i o n - M a x . . . . . . . . . . . . . . . . . . . . . . 0.05 m m (.002')
Piston thrust Washer

Thickness -
New .................................... 4.70-4.78 m m (.185"-.188")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.44 m m (.175 #)
Thickness variation -
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.08 m m (.003")
112E385 3-15
Section 3
Part No.
Feeler gauge set ............................................ 8067337
l?~StQtt cooling pipe cleaning tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8087086
Torque wrench, (19.05 mm [3/4"] drive 0-407 N.m [0-300 ft-lbs]) . . . . . . . . . . . . . . . . . 8157121
Snap ring remover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8171633
Torque wrench extension (used with torque wrench 8157121) . . . . . . . . . . . . . . . . . . . 8210136
Wire holder (has contour of piston crown to hold small
length of lead wire for piston to head clearance) ......................... 8243220
Wire, (lead, 3.18 mm [1/8'1 dia., used with holder 8243220 or alone,
2.27 kg [5 lb] spool) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8243661
Connecting rod checking fixture ................................... 8257730
F o r k connecting rod basket thread gauge .............................. 8265955
Piston ring groove gauge
Standard 4.93-5.16 mm (.194"-.203") ............................... 8275503
.40 m m (1/64") O.S. 5.33-5.56 mm (.210"-.219") ......................... 8331113
.79 mm (1/32") O.S. 5.72-5.94 mm (.225"-.234") ......................... 8331043
Piston ring expander ......................................... 8349892
Piston carrier holding fixture (2 mandrels) ............................. 9534635
Piston carrier holding fixture (single mandrel) ........................... 9542253
3-16 112E385
SECTION 4
C Y L I N D E R LINER
CONTENTS PAGE
DESCRIPTION 4-1
I N S P E C T I O N 1N E N G I N E 4-1
CLEANING 4-1
MEASURING LINERS FOR WEAR 4-2
OVERSIZE LINERS 4-3
MARKING USED LINERS

AND PISTONS 4-3
SERVICE DATA
SPECIFICATIONS 4-5
EQUIPMENT 4-6
107E682
SECTION
645E7C/F7B 4
E L E C T R O - M OTI V E Marine Engine/Systems
CYLINDER LINER
DESCRIPTION The inlet water circulates around the bottom of the

liner, p r o g r e s s i n g u p w a r d to d i s c h a r g e into the
The c y l i n d e r liner, Fig. 4-1, consists of casting c y l i n d e r h e a d t h r o u g h twelve drilled holes. A
h a v i n g two s e p a r a t e w a t e r j a c k e t s applied and counterbore around each drilled hole accommodates
b r a z e d to the casting. A row of air inlet ports a teflon heat dam and silicone water seal, Fig. 4-3,
c o m p l e t e l y encircles the liner. A flange on the which seals the water passage when the cylinder
outboard side of the liner below the ports, provides head is installed. A nickel clad stainless steel gasket
a connection for the liner water supply line. A water provides a combustion seal between the cylinder
deflector, Fig. 4-2, prevents the inlet water from head and the liner.
impinging directly on the inner liner wall.
MAINTENANCE
INSPECTION IN ENGINE
The air box handhole covers provide access to the
c y l i n d e r liner u p p e r bores while the oil pan
handhole covers provide access to the lower bores.
. Open the cylinder test valves and bar engine

over to position the piston either below the
ports for upper bore inspection or near top dead
center for lower bore inspection.
ot Stud
2. Check the liner walls for scuffing or scoring
above the ports.
d acket
. Inspect externally for evidence of water leaks at
liner to cylinder head gasket and water inlet
line.
NOTE
.=t Ports Procedures for qualification of the liner are
c o n t a i n e d in this Section. P r o c e d u r e s f o r
removal and installation of the liner, and of a
complete cylinder power assembly are contained
:er Inlet
in Section 5.
3rooves CLEANING
G e n e r a l liner cleaning p r o c e d u r e s should be in
accord with accepted practice or as recommended
by the supplier of cleaning material.
27985
Allwater scale deposits and other foreign materials,
which are detrimental to water seal life, should be
Fig.4-1 - C y l i n d e r L i n e r removed f r o m the seal counterbores. A File
112E385 4-1
Section 4
When the cylinder head is removed, but the liner

remains installed in the engine, use the T-handle
with the tool and manually clean counterbores so
deposits will not enter cylinder.
M E A S U R I N G LINERS FOR W E A R
The cylinder liner should be measured in planes
parallel and at right angles to the crankshaft.
Wipe the interior of liner clean before measuring

bore, and check for physical defects that would
require rework on the liner. A liner bore gauge,
Fig. 4-4, or standard inside micrometers may be
used to measure liner bore diameter. The gauge is of
a special design for liner bore measurement, and will
provide accurate measurement when used carefully.
It has a three-pronged centering and measuring end
that fits the liner bore. A dial indicator, mounted on
16499 an upright that extends d o w n to the m e a s u r i n g
Fig.4-2 - W a t e r Inlet Deflector prongs, gives instant reading of bore diameter. The
upright allows the gauge to be raised and lowered in
the bore with visual measurement shown on the dial.
A master gauge is used to calibrate the bore gauge.
Water Seal Heat Dam Liner
A dial gauge locator should be used with the liner
bore gauge. The gauge locator fits over the top of the
liner and hangs down inside the liner bore. It has
f o u r 12.7 mm ( ! / 2 " ) drilled holes s p a c e d at
50.8 mm (2"), 152.40 mm (6"), 304.80 mm(12"), and
406.40 mm (16") f r o m the t o p to l o c a t e the
measurement position.
A special box to protect the liner bore gauge also

provides a place for the master gauge and the gauge
locator.
14466
NOTE
Fig.4-3 - W a t e r Seal Refer to dimensional wear limits in Service
Data at the end of the section.
D r a w i n g outlining details for c o n s t r u c t i o n of a
waterseal c o u n t e r b o r e cleaning tool is available
upon request; see Service Data. New cylinder liners have a bore diameter which falls
between a low and a high limit. The bore diameter at
the port relief zone has different dimensional limits.
With the liner removed from the engine, the tool
should be used prior to washing the liner so that all Accumulated liner and piston wear will increase
the loosened deposits will be removed in the wash. piston to liner clearance and this clearance is a
Only the grade of abrasive as specified on the File limiting factor at time of reapplication. No liner
Drawing should be used to clean the counterbores should be matched with a new or used piston where
without damaging the seating Surfaces. Insert the the diameters result in a piston to liner clearance
tool in an electric or air powered drill which turns exceeding the maximum limit, at a point 152.40 mm
around 2000 R P M . Place a few drops of fuel or (6") below the gasket face of the liner.
lubricating oil in the counterbore and, exerting a
very light pressure on the tool, rock tool back and The liner bore should be checked for out-of-round
forth slightly for approximately five seconds per at two points 50.8 mm (2") and 152.40 mm (6")
counterbore. below top of liner, Fig. 4-5, using the dial gauge
4-2 78E779
Section 4
locator as a guide. Take two readings 90 apart to

determine wear and out-of-round. Should the out-
o f - r o u n d e x c e e d t h e limit, t h e liner m u s t be
condemned, regardless of other wear measurements
which still m a y be within limits.
Using the m a x i m u m piston to liner clearance as a

guide, worn liners may be used again, providing
t h e y are n o t o v e r o u t - o f - r o u n d limit, a n d are
matched with pistons having a diameter which will
not exceed the limit on piston to liner clearance.
M a x i m u m piston and liner usage is obtained by
selective assembly within the clearance limit.
L i n e r s will w e a r t a p e r e d , with m a x i m u m w e a r
normally occurring approximately 152.40 m m (6")
below the liner gasket face. Check that wear, taking
two readings 90 apart, is within specified limit. No
liner should be reapplied if the bore diameter at
point of m a x i m u m wear exceeds the allowable limit.
OVERSIZE LINERS
11547
F i g . 4 - 4 - L i n e r Bore G a u g e C y l i n d e r liners u s e d in t h e s e e n g i n e s h a v e laser
hardened upper bore and port areas for m a x i m u m
scuff resistance. Reboring these liners to oversize
would result in removal of this hardened material
m a k i n g t h e m u n s u i t a b l e f o r use w i t h p i s t o n s
d e s i g n e d for a p p l i c a t i o n in h a r d e n e d bores.
Therefore, no oversize components are cataloged to
fit t h e s e liners if r e b o r e d . L i n e r s w o r n to an
a d v a n c e d c o n d i t i o n s h o u l d be s c r a p p e d and
replaced with new or servicable used liners.
M A R K I N G USED LINERS
A N D PISTONS IN STOCK
It is suggested that used pistons and liners, which are

not going back into an engine immediately, but are
to be p l a c e d in s t o c k , be t h o r o u g h l y c l e a n e d ,
inspected and checked for size. The dimensions as
checked can be chalk marked on the outside of the
liners and on the crown of pistons. This will allow
suitable liner and piston combinations to be selected
with a minimum of delay.
28934
Fig.4-5 - Liner M e a s u r e m e n t Points
112E385 4-3/4-4
Section 4
SERVICE DATA
C Y L I N D E R LINER
SPECIFICATIONS

any time unscheduled maintenance is performed, the service limits s h o u l d not be exceeded. Engine
C y l i n d e r liner b o r e (except t h r o u g h p o r t relief zone) -

New ................................. 230.111-230.175 m m (9.0595"9.0620")
C y l i n d e r liner b o r e ( p o r t relief z o n e only) -

New ................................. 230.454-230.543 m m (9.0730"-9.0765")
C y l i n d e r liner b o r e ( m e a s u r e d 152.40 m m [6'1 b e l o w t o p o f liner) -

Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230.340 m m (9.0685")
P i s t o n - t o - l i n e r clearance (152.40 m m [6"] b e l o w t o p o f liner) -

New ..................................... 0.216-0.330 m m (.0085'-.0130')
Max ................................................ 0.56 m m (.022")
NOTE
M a x i m u m p i s t o n to liner clearance o f 0.56 m m
(.022") d e t e r m i n e s the m a x i m u m w e a r limit o f
a liner at the. 152.40 m m (6") dimension. I f
pistons are selectively fitted t o liners, a liner at
230.45 mm (9.073") could be used with a
229.90 m m (9.051") piston. I f pistons a n d liners
are n o t selectively fitted, t h e n the m a x i m u m
w e a r limit o f the finer at the 152.40 m m (6")
d i m e n s i o n w o u l d be 230.340 m m (9.0685") as
the m i n i m u m w e a r limit o f a used p i s t o n is
229.77 m m (9.046").
C y l i n d e r liner b o r e o u t - o f - r o u n d ( m e a s u r e at two p o i n t s 50.8 m m [2'1 & 152.40 m m [6"] b e l o w t o p o f liner -

90 a p a r t ) -
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.13 m m (.005")
C y l i n d e r liner b o r e (top limit o f p i s t o n ring travel) -

Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230.63 m m (9.080")
L e n g t h o f studs a b o v e t o p o f liner ............................ 241.30 m m (9-1/2")
C r a n k c a s e u p p e r pilot b o r e -
New .................................. 307.19-307.26 m m (12.094"-12.097")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307.44 m m (12.104')
C y l i n d e r liner O.D. (at u p p e r pilot) -

New .................................. 306.96-307.09 m m (12.085"-12.090")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306.93 m m (12.084")
112E385 4-5
Section 4
C y l i n d e r liner O . D . ( b o t t o m o f liner) -
New ................................ 263.462-263.538 m m (10.3725"-10.3755")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.42 m m (10.371")
I n s e r t b o r e (installed in c r a n k c a s e ) -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.58 m m (10.377')
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263.80 m m (10.386")
C r a n k c a s e l o w e r insert b o r e -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.00-281.10 m m (11.063"-11.067")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.13 m m (11.068')
C y l i n d e r liner stud t o r q u e -
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.79 N - m (50 ft-lbs)
Part No.
C y l i n d e r liner lifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8116358
L i n e r bore g a u g e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8275258
Gauge locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8278541
M a s t e r g a u g e (used with 8275258) .................................. 8374970
C l e a n i n g t o o l (water seal c o u n t e r b o r e ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 686
4-6 112E385
SECTION 5
CYLINDER POWER A S S E M B L Y
CONTENTS PAGE
C O M P O N E N T BY C O M P O N E N T
REMOVAL 5-I
UNIT REMOVAL 5-5
C O M P O N E N T BY C O M P O N E N T
INSTALLATION 5-7
UNIT INSTALLATION 5-14
POWER ASSEMBLY PACKAGING 5-19
ADJUSTING HYDRAULIC
LASH A D J U S T E R S 5-20
TIMING INJECTOR 5-20
SERVICE DATA
S PECI FICATION S 5-23
E Q U I P M E N T LIST 5-23
112El182
SECTION
5
645E7C/F7B
ELECTRO-MOTIVE
Marine Engine/Systems
CYLINDER POWER ASSEMBLY
DESCRIPTION . Loosen the cylinder test valve packing nut and

remove the cylinder test valve and seal. The
Sections 2, 3, and 4 contain information on the entire test valve a s s e m b l y m u s t be r e m o v e d
cylinder head, piston and connecting rod, and the before removal of the head, or damage to the
cylinder liner respectively. Procedures are provided head and/or the test valve will occur.
in these sections for disassembly and assembly of the
power assembly components beyond what is done . D i s c o n n e c t the r o c k e r a r m oil line at the
d u r i n g r e m o v a l f r o m and installation into the camshaft beating block, Fig. 5-1. Also disconnect
engine. Also, the information concerning cleaning, the line on the opposite cylinder, opposite bank.
inspection, and the qualification of components is Remove the gaskets between the oil lines and
detailed in these sections. the blocks.
The following procedures are for the removal and

installation of a cylinder power assembly, component
by component, and the removal and installation of
the power assembly as a unit.
COMPONENT BY
COMPONENT REMOVAL
. After draining the cooling system, remove the
top deck cover over the affected cylinder. It is
advisable to remove the front latches first, then
the rear latches.
. R e m o v e the air b o x and oil pan h a n d h o l e

covers for the cylinder being removed and the
o p p o s i n g c y l i n d e r on the o t h e r side of the
engine.
3. Remove the piston cooling oil pipe.
. Remove the bolts holding the water inlet tube to

the cylinder liner and remove the saddle strap 22834
nuts holding the tube to the water manifold. Fig.5-1 - Rocker Arm Oil Line Removal
5. Remove the gasket from the water manifold. 10. L o o s e n the l o c k n u t s on the e x h a u s t valve
rocker arms and the injector rocker arm. Back
6. Open all cylinder test valves using the test valve off the adjusting screws about two complete
wrench. This will facilitate manual barring of turns on the three rocker arms.
the engine.
11. Remove the rocker arm shaft nuts, washers,
7. When removing a fork rod assembly, bar the and the rocker arm shaft caps, Fig. 5-2.
engine over until the piston is 120 after top
d e a d center. This will allow r e m o v a l of the 12. Take off the rocker arm shaft assembly with
basket halves and the connecting rod bearing rocker arms, taking care not to drop the rocker
shells at one crankpin position. arms.
112E385 5-1
Section 5
15. Remove the injector adjusting link assembly by

removing the two spring retainers and the two
clevis pins.
16. Remove the injector crab stud nut, spherical

washer, and the injector crab.
17. Using the injector pry bar, Fig. 5-4, remove the
injector from the tapered well in the cylinder
head. Protect the injector from dirt and damage
by using an injector holding rack.
23961
Fig.5-2 - Rocker Arm A s s e m b l y Removal
13. Remove rocker arm shaft supports and valve

bridge assemblies.
NOTE
F o r f u r t h e r b r e a k d o w n of the valve b r i d g e
assemblies, refer to " E x h a u s t Valve Bridge
Assembly" in Section 2.
14. Remove the fuel line assembly, Fig. 5-3. Also

remove the fuel line from the opposite cylinder
on the opposite bank of the engine. Care should
be taken that the spherical seats on fuel line are
n o t s c r a t c h e d or n i c k e d as this c o u l d cause
leakage.
28228
Fig.5-4 - Removing Injector With Pry Bar
18. R e m o v e the c y l i n d e r head o v e r s p e e d trip

assembly as it usually interferes with removal of
the head.
19. T h e r o c k e r a r m shaft a s s e m b l y with r o c k e r

arms and the injector on the opposite cylinder,
o p p o s i t e b a n k of the e n g i n e s h o u l d also be
27470 r e m o v e d . It is n o t n e c e s s a r y to r e m o v e the
F i g . 5 - 3 - Fuel Line A s s e m b l y Removal overspeed trip assembly from this cylinder.
5-2 112E385
Section 5
20. Place a piston holding tool, Fig. 5-5, in the

injector well on the opposite cylinder, opposite
bank of the engine and thread the rod into the
piston pulling eyebolt hole in the crown of the
piston.
27035
Fig.5-6 - Cylinder H e a d R e m o v i n g Fixture
26. Break the cylinder head free of the liner by

turning the jacking screws, working first on one
side and then the other until the head has
broken free from the liner.
27. Using a suitable lifting device, remove the head.
28. Place the head in a cylinder head carrying

basket having a soft wooden disc in the b o t t o m
22111
to protect the machined fireface from being
nicked or scratched.
Fig.5-5 - Piston Holding Tool
NOTE
21. Remove the cylinder head-to-liner stud nuts For further breakdown of the cylinder head,
and washers of the cylinder being removed. refer to "Exhaust Valve And Spring Removal"
in Section 2.
22. Remove the crab nuts from the crab bolts using
an air torque multiplier set or equivalent. Place 29. Remove the lifting device and head removing
the drive socket on the crab nut to be removed fixture.
and the anchor on the crab nut above or below
the c r a b nut to be r e m o v e d . P o s i t i o n the 30. Remove the cylinder head seat ring.
multiplier so that the output is over the drive
socket. 31. Remove and discard the cylinder head to liner
water seals and the head to liner gasket.
23. Install the air m o t o r and set the p r e s s u r e
between 310-345 kPa (45-50 psi). Squeeze the 32. Install the piston pulling eyebolt in the threaded
air valve and the crab nut should break loose. If hole in the crown of the piston and hand
the wrench stalls out, increase the air pressure tighten. Excessive pressure in the threaded hole
until the crab nut breaks loose. may cause damage to the crown area.
24. After removing all nuts, washers, and crabs, If a power assembly containing a blade rod is to be
place thread protectors over crab bolts. changed out, the following Steps apply:
25. Be sure that the head puller holes, located at the 33. The opposing fork rod will have to be held out
3 o'clock and 9 o'clock positions on the head, of the way so that the blade rod can be removed.
are free of dirt and oil and install the cylinder
head removing fixture, Fig. 5-6. Make sure that 34. Remove the lower basket bolts and nuts using
the bolts are bottomed to support the weight of the spring-loaded basket bolt wrench, Fig. 5-7,
the head. with a ratchet and extension.
107E682 5-3
Section 5
39. Using a suitable lifting device, raise the piston

and fork rod assembly and apply fork rod
support, Fig. 5-9, to the outboard side of the
f o r k rod using two basket bolts. R o t a t e
crankshaft in normal direction so that support
will rest in oil pan. Protect upper bearing and
continue rotation to position blade rod for
removal.
d
lrom ~llglRe [o Clearly snow
tool application.
18440
Fig.5-7 - Basket Bolt Wrench Application
35. Remove the upper bolts f r o m the inboard

basket half.
36. Remove the bolts from the other basket half

while holding the basket and lower connecting
rod bearing shell. 6383
37. Remove the bolts, basket, and bearing while Fig.5-9 - Fork Rod Support
maintaining the same relative upright position
to prevent dropping the bearing shell or the 40. Lift the piston and blade rod assembly until the
basket into the oil pan. protective boot can be applied.
38. Install the connecting rod positioning clamp on 41. Remove the upper connecting rod bearing shell.
the blade rod, Fig. 5-8. The clamp should fit up
far enough on the blade rod so that when the 42. Guide the blade rod assembly and remove it
from the engine.
rod is lifted it will not strike the cylinder liner.
NOTE
For further disassembly of the connecting rod
assembly, refer to Section 3.
If a power assembly containing a fork rod is to be

changed out, the following Steps apply in addition
to Steps I through 38.
43. Using a suitable lifting device, raise the piston

and fork rod assembly enough so that the
dowels in the fork rod clear the dowel holes in
the upper connecting rod bearing and the
inboard ends of the forks contact the bearing.
As the fork rod is lifted, the upper connecting
rod bearing should be held in place from the
opposite side of the engine.
44. Lift the piston and blade rod assembly so that

the p i s t o n h o l d i n g tool, Fig. 5-5, can be
13315 positioned to hold the piston and rod at the top
of the liner. The upper bearing shell should be
Fig.5-8- Connecting Rod Positioning removed as the piston and blade rod assembly is
Clamp Application being raised.
5-4 78E779
Section 5
45. Install the positioning clamp on the fork rod, . Disconnect the rocker arm oil line, Fig. 5-1, at
and apply the protective boot. the camshaft bearing block. Also disconnect the
line on the opposite cylinder, opposite bank.
46. Guide the fork rod assembly and remove it from Remove the gaskets between the oil lines and
the engine. the blocks.
NOTE 10. Loosen the locknuts on the exhaust valve

For further disassembly of the connecting rod rocker arms and the injector rocker arm. After
assembly, refer to Section 3. this has been a c c o m p l i s h e d , back off the
adjusting screws on the three rocker arms.
47. Place the cylinder liner lifter over the liner studs
and secure it with the stud nuts. 11. Remove the rocker arm shaft nuts, washers,
and the rocker arm shaft caps, Fig. 5-2.
48. Attach the lifting device and remove the liner
from the engine. 12. Take off the rocker arm shaft assembly with
rocker arms, taking care not to drop the rocker
arms.
UNIT REMOVAL
13. Remove rocker arm shaft supports and valve
A complete cylinder power assembly consists of the bridge assemblies.
head, valves, liner, piston and rings, piston pin,
insert bearing, carrier, thrust washer, snap ring,
c o n n e c t i n g rod, a n d the b a s k e t on f o r k rod 14. Remove the fuel line assembly, Fig. 5-3. Also
assemblies. remove the fuel line from the opposite cylinder
on the opposite bank of the engine. Care should
. After draining the cooling system, remove the be taken that the spherical seats on the fuel line
top deck cover over the affected cylinder. It is are not scratched or nicked as this could cause
advisable to remove the front latches first, then leakage.
the rear latches.
15. Remove the injector adjusting link assembly by
. R e m o v e the air box and oil pan h a n d h o l e removing the two spring retainers and the two
covers for the cylinder being removed and the clevis pins.
opposing cylinder on the other side of engine.
16. Remove the injector crab stud nut, spherical
3. Remove the piston cooling oil pipe. washer, and the injector crab.
. Remove the bolts holding the water inlet tube to
17. Using the injector pry bar, Fig. 5-4, remove the
the cylinder liner and remove the saddle strap injector from the tapered well in the cylinder
nuts holding the tube to the water manifold. head. Protect the injector from dirt and damage
by using an injector holding rack.
5. Remove the gasket from the water manifold.
18. R e m o v e the c y l i n d e r h e a d o v e r s p e e d trip
. Open all cylinder test valves using the test valve
assembly as it usually interferes with cylinder
wrench. This will facilitate manual barring of removal.
the engine.
. When removing an assembly with a fork rod, 19. The r o c k e r a r m shaft assembly with r o c k e r
bar the engine over until the piston is 120 after arms and the injector on the opposite cylinder,
top dead center in the cylinder being removed. opposite bank of the engine should also be
This will allow removal of the basket halves and removed. It is not necessary to remove the
the c o n n e c t i n g rod b e a r i n g shells at one overspeed trip assembly from this cylinder.
crankpin position.
20. Remove the lower basket bolts and nuts using
. Loosen the cylinder test valve packing nut and the spring-loaded basket bolt wrench, Fig. 5-7,
remove the cylinder test valve and seal. The with a ratchet and extension.
entire test valve assembly must be r e m o v e d
before removal of the cylinder or damage to the 21. R e m o v e the upper bolts f r o m the inboard
head a n d / o r the test valve will occur. basket half.
76El179 5-5
Section 5
22. Remove the bolts from the other basket half

while holding the basket and lower connecting
rod bearing shell.
23. Remove the bolts, basket, and bearing while

maintaining the same relative upright position
to prevent dropping the bearing shell or the
basket into the oil pan.
24. Install connecting rod positioning clamp on the

rod up far enough so that when the rod is lifted
it will not strike the cylinder liner.
If a power assembly containing a blade rod is to be

removed, the following Steps apply:
25. Screw the piston holding tool, Fig. 5-5, into the
threaded hole in the crown of the piston and
fork rod assembly. 22113
Fig.5-10 - Lifting Clamp Application

26. Using a suitable lifting device, raise the fork rod
assembly and apply the fork rod support,
Fig. 5-9, while holding the upper bearing shell
in place.
27. Rotate the crankshaft in normal direction so

support will rest in oil pan. Protect the upper
bearing and continue rotation to position blade
rod for removal,
an air torque multiplier set or equivalent. Place
the dirve socket on the crab nut above or below
the c r a b nut to be r e m o v e d . P o s i t i o n the
multiplier so that the output is over the drive
socket.
29. Install the air m o t o r and set the p r e s s u r e

between 310-345 kPa (45-50 psi). Squeeze the
air valve and the crab nut should break loose. If
the wrench stalls out, increase the air pressure
until the crab nut breaks loose.
27036
30. After removing all nuts, washers, and crabs,
place thread protectors over crab bolts. Fig.5-1 1 - Piston Holding Tool Application
33. Attach an overhead chain hoist to the lifting

31. Apply and attach lifting clamp, Fig. 5-10, to clamp or attach a hoist set. While guiding the
cylinder being removed, and screw in the piston power assembly, remove it from the engine.
holding tool, Fig. 5-11.
I f a power assembly containing a fork rod is to be
removed, the following Steps apply in addition to
32. Lift the piston holding tool and remove upper Steps 1 through 24.
bearing shell. Continue raising the piston and
blade rod assembly until the piston holding tool 34. Screw the piston holding tool into the threaded
can be secured to hold the assembly at the top of hole in the crown of the piston and blade rod
the liner. assembly.
5-6 112El182
Section 5
an air torque multiplier set or equivalent. Place
C O M P O N E N T BY
the drive socket on the crab nut to be removed C O M P O N E N T INSTALLATION
and the anchor on the crab nut above or below
the c r a b nut to be r e m o v e d . P o s i t i o n the The power assembly components to be installed
multiplier so that the output is over the drive should be either new, remanufactured, or otherwise
socket. qualified parts. Prior to component installation, the
crankcase upper and lower pilot bore should be
36. Install the air m o t o r and set the p r e s s u r e checked and the dimensions should be within the
between 3[0-345 kPa (45-50 psi). Squeeze the tolerances shown in the Service D a t a pages of
air valve and the crab nut should break loose. S e c t i o n 4. In the case o f the l o w e r b o r e , the
If the wrench stalls out, increase the air pressure dimension is taken with the lower liner bore insert
until the crab nut breaks loose. installed; ifa rebuilt or remanufactured liner a n d / o r
37. After removing all nuts, washers, and crabs, piston is used, the piston to liner clearance will have
place thread protectors over crab bolts. to be measured as described in the Service Data
pages of Section 3.
38. Attach the lifting clamp to the cylinder being
removed, and screw in the piston holding tool. 1. Place a cleaned and inspected piston on a clean
39. Lift the piston holding tool while holding the work bench.
upper bearing shell. Continue raising until the
piston holding tool can be secured to hold the 2. Apply the spring-loaded oil control ring in the
assembly at the top of the liner. bottom groove.
40. Install the connecting rod positioning clamp on . Apply the spring to the groove first then, using
the fork rod. the piston ring expander, apply the ring so that
41. Lift the blade rod assembly and remove the the spring will fit into the groove in the ring. The
upper bearing shell. ends of the spring must be 180 from the ring
gap. Rings that are marked " T O P " on one side
42. Attach an overhead chain hoist to the lifting of the ring are placed in the groove with this
clamp, Fig. 5-12. While guiding the p o w e r marking facing the crown of the piston.
assembly, remove it from the engine.
CAUTION
Be sure the spring is fully seated in its groove in
the back of the ring. Attempting to install the
piston and ring assembly into the liner with the
spring not fully seated, or with a loop of spring
protruding between the ring groove and ring,
will result in a badly kinked spring or broken
ring.
. Using the ring expander, apply the d o u b l e

hook scraper oil control ring in the next groove
up.
. Apply the compression rings to the piston

beginning with the bottom compression ring
and ending with the No. I compression ring,
Fig. 5-13. A ring marked " T O P G R O O V E
ON LY" must be installed in t he No. I compression
groove only,
. The compression rings must be staggered so that

the gaps of the first and second ringsare 180 to
each other; the third, 90 to the secon~I ring, and
the fourth ring 180 to the third. The oil
22115 control ring gaps should be 180 to each other.
Fig.5-1 2 - Power Assembly Removal With 7. If a new piston pin is to be used, a new insert
Lifting Clamp And Hoist bearing must be installed.
112El182 5-7
Section 5
Con
Mo~
Bear
19411 Reta
Fig.5-1 3 -Installation Of Top
Compression Ring
8. Carefully wipe out the insert slot in the carrier
and examine the insert bearing and piston pin L Bolt i-tol'e........... Identification ~
to make sure they are clean.
~ ~i,~.~--~----~, 8.128 mm (0.32") Min.
9. Thoroughly clean the two retainer bolt holes in
the carrier with an appropriate solvent to
remove any thread lubricant or contaminants.
Bolt Head Identification 27328
Apply cleaner-activator listed in the Service
Data to the bolt hole threads. Fig.5-14- Piston Pin And Insert
Bearing Installation
NOTE
If retainer bolt holes in carrier require retapping NOTE
for any reason, use 1/4"20-SL (spiralock) tap Locking clip is installed with tab upward, away
only to a depth of 11.1 mm (7/16"). from carrier. Tab bends to conform to edge of
slot in carrier when retainer bolt is tightened to
10. Apply a light film of engine lube oil to the piston prevent rotation of clip. Retainer bolts and
pin and bearing surface of the insert. locking clips are both designed for one time use
only. They should be discarded and replaced
11. Place piston pin on insert bearing with piston
with new items whenever carrier is disassembled.
pin 3 / 8" identification hole at end of insert with
small identification hole. 16. Torque the retainer bolts to specified value, and
bend the radius end of locking clips up on one
12. R o t a t e pin on insert until connecting rod
flat of each bolt head.
mounting holes are 180 from insert.
17. Place the carrier assembly in the carrier holding
13. Examine all mating surfaces of the carrier, and
fixture, Fig. 5-15, and secure it with the
piston pin and insert bearing, to be sure they are
T-handle.
clean and smooth.
14. With the piston pin properly oriented on the 18. Apply Texaco Threadtex No. 2303 to the rod-
insert bearing, slide the two pieces into the to-piston pin bolts and thrust faces of rod and
carrier slot so the identification marks of the spacer. Place the connecting rod on the piston
pieces are on the same side of the carrier as the pin and apply the r o d - t o - p i s t o n pin bolt
piston cooling oil hole, Fig. 5-14. assemblies. Tighten bolts snugly (approximately
14 N'm [10 ft-lbs]) and perform a "finger
15. Apply new "Tru-Flex" retainer bolts (pre- tightness check." If a spacer can be rotated
coated with retaining c o m p o u n d ) with a when a twisting effort is applied with a finger
retainer and a new locking clip, Fig. 5-14, at grip, the bolt assembly should be removed and
each end of the insert bearing. inspected for the cause of not clamping.
5-8 114E284
Section 5
Make sure that the counterbores and liner bore

are clean. C h e c k t h a t the water inlet t u b e
t;, -
deflector is the correct type and is properly
fitted in position in the cylinder liner.
29. Wipe the inside of the liner with a clean, oily
cloth.
30. Apply the liner lifter, Fig. 5-17, over the liner
........ ii!ii! ! studs and secure with the stud nuts.
27038
Fig.5-1 5 - Carrier In Typical Holding Fixture
19. When assembling the rod and carrier assembly,

the piston cooling oil hole in the carrier must be
on the s a m e side as the d o w e l pin in the
serrations of the fork rod and, on a blade rod,
on the side opposite the long toe. This will
ensure proper position of the hole when the
assembly is installed in the engine.
20. Using a 300 ft-lb capacity torque wrench and

e x t e n s i o n , t o r q u e the p i s t o n pin bolts. To
t o r q u e the bolts to the desired 610 N . m
(450 ft-lbs), a torque reading of 300 ft-lbs is
required when using the extension. The spacer
should again be given a"finger tightness check"
after the bolts are tight.
21. Place the piston and ring assembly on work

10269A
bench with the open end up.
Fig.5-1 6 - Installing Piston Snap Ring
22. Check that the interior is clean and that the 31. Attach a suitable lifting device to the liner lifter,
platform is free of any foreign material. raise slightly, a n d install l o w e r liner seals
(marked E M D VIT and with red paint) in lower
23. Apply some clean oil to the platform.
grooves. Coat seals with an approved lubricant.
24. Place the thrust washer on the platform and
32. L o w e r the c y l i n d e r liner i n t o place in t h e
apply clean oil to the thrust washer.
crankcase bore. Preliminary alignment can be
25. Carefully place the carrier and rod assembly obtained by positioning the pilot stud of t h e
into the piston and check the assembly for free liner at the 5 o'clock position.
rotation in the piston. 33. Place the piston ring compressor and guide over
the studs on the cylinder liner.
26. Using the snap ring tool, position the piston
snap ring in the piston, Fig. 5-16. 34. Oil the ring compressor.
27. Check that the snap ring to carrier clearance 35. Place a protective boot over the end of the
does not exceed 1.07 m m (.042"). connecting rod.
28. P e r f o r m a p r e - i n s t a l l a t i o n i n s p e c t i o n of the 36. Position the piston and rod assembly over the
cylinder liner. Inspect liner water seal counterbore, and manually spread a film of oil on the
bores for nicks which may cut the water seals. outside of the piston.
112E385 5-9
Section 5
43. If a p p l i c a b l e , r e m o v e f o r k r o d s u p p o r t and
lower the fork rod until the rod makes contact
with the bearing surface. The fork rod dowels
should enter the bearing dowel holes without
binding.
44. Be sure that the serial number on the b a s k e t
matches the serial number on the connecting
rod, Fig. 5-18.
Rod Ser
Number
Basket
Serial
Number
18036
Fig.5-1 8 - Rod A n d Basket Identification
45. Apply the lower connecting rod bearing to the

dowel basket half, oil the bearing surface, and
place the basket half on the fork rod. When
applying fork rod baskets be sure that the serial
number on the prong of the dowel half is on the
28935
dowel side of the rod.
F i g . 5 - 1 7 - Liner Installation Using Liner Lifter
46. Lubricate all upper basket bolts with Texaco
37. C h e c k t h a t the ring gap p o s i t i o n s have n o t T h r e a d t e x No. 2303 and t i g h t e n the u p p e r
changed. basket fork rod bolts just enough to mate the
serrations and to hold the bearing in place.
38. Lower the piston and rod assembly into the
liner. 47. Apply the other basket half to the fork rod,
tightening the rod bolts enough to mate the
39. Make sure that the serial number on the rod is serrations.
facing outboard.
48. A p p l y the lower b a s k e t bolts, w a s h e r s , and
locknuts.
40. Lower the assembly until the piston crown is
parallel to the top of the liner. 49. Snug the four top basket bolts to approximately
14 N ' m (10 ft-lbs) to firmly mesh the serrations.
41. Oil the i n s i d e and o u t s i d e surfaces of the Give each washer a"finger tightness check." If a
c o n n e c t i n g r o d b e a r i n g shells a n d place the washer can be rotated by grasping with the
upper bearing in position on the connecting rod fingers, the bolt assembly should be removed
journal. and inspected for the cause of not clamping.
42. Hold the bearing shell in place while lowering 50. Using the spring-loaded basket bolt wrench,
the blade r o d to rest on the u p p e r b e a r i n g Fig. 5-7, t o r q u e the lower b a s k e t bolts to
surface. If a p p l i c a b l e , r e m o v e the p i s t o n specified value.
holding tool.
51. Torque the upper basket bolts to 258 N.m
(190 ft-lbs).
NOTE
The blade or fork rod opposite to the rod being 52. Remove the connecting rod positioning clamp
installed was positioned out of the way during and piston holding tool from the blade rod
" C o m p o n e n t By C o m p o n e n t Removal" by use assembly on the opposite bank of the engine.
of a piston holding tool for a blade rod or a
fork rod support, Fig. 5-9. 53. Disconnect the lifting device from the eyebolt.
5-10 112E385
Section 5
54. Remove the piston ring compressor and guide 59. Check that the b o t t o m surface of the head is
from the engine. Remove the piston pulling clean and place the seat ring, Fig. 5-20, on the
eyebolt. head, making sure that the chamfered side is
facing up.
55. Install the liner to head water seals and heat
dam insulators.
56. Install the h e a d - t o - l i n e r gasket, Fig. 5-19,

making sure that the proper gasket is used and
that the gasket is placed over the liner studs with
the part number and "TOP" stamp facing up,
and the notched ear of the gasket is placed over
the pilot stud of the liner.
er
Notch
24116
F i g . 5 - 2 0 - Cylinder Head S e a t Ring
60. Lower the head slowly into position making

sure that the notch in the seat ring is at the
6 o'clock position.
61. Line up the water discharge elbow with the

m a t i n g hole in the c r a n k c a s e , Fig. 5-21. Be
careful that the seals are not damaged or twisted
in the grooves while the head is lowered into
position. Before the head contacts the liner,
recheck the position of the seat ring notch and
finish l o w e r i n g the head. R e m o v e the head
fixture and lifting device.
17999
Fig.5-1 9 - H e a d - T o - L i n e r G a s k e t
57. Attach the head fixture and lifting device to the

head, and partially raise head. Cheek that the
injector well is covered.
NOTE
At time of head installation, the exhaust valves
have already been applied to the head. For this
installation, refer to "Exhaust Valve Installation"
in Section 2.
58. Apply a light coat of Dow 4 silicone grease to

water outlet (discharge) elbow seals and install
two black seals to the g r o o v e s e n t e r i n g the
crankcase and a red seal to the groove between
the elbow and the cylinder head. Bolt elbow to 22839
cylinder head and torque to specified value. Fig.5-21 - W a t e r Discharge Elbow A l i g n m e n t
112E385 5-11
Section 5
62. Apply Texaco Threadtex No. 2303 to cylinder wrench, final torque the crab nuts to 3 254 N.m
liner studs and stud nuts. (2400 ft-lbs). If a 12:1 power wrench is used with
a 300 ft-lb capacity hand torque wrench, the
63. Apply the liner washers and stud nuts, and snug pointer should indicate 200 ft-lbs for the final
them down. pass. T o r q u e o u t b o a r d nuts first, t h e n the
64. Following the sequence as shown in Fig. 5-22, inboard nuts.
torque the head-to-liner nuts to 95 N-m NOTE
(70 ft-lbs), then final torque to 325 N'm On any one crab plate, do not t o r q u e the
(240 ft-lbs). inboard nut to full torque until the outboard
nut has been torqued to full torque.
69. Install the overspeed trip m e c h a n i s m , and
torque the bolts to specified value.
70. Uncover the injector well and install the injector
into the cylinder head. Check that the locating
dowel is properly seated.
71. Lubricate the threads on the injector stud and
nut. Place the injector crab over the crab stud.
Place the spherical side of the washer into the
spherical seat of the crab. Apply and snug down
the nut.
72. Be sure that the injector crab is not cocked at an
angle so that it would prevent the entry of the
injector timing tool, and torque the crab nut to
specified value.
28682
Fig.5-22 - H e a d - T o - L i n e r Nut 73. Install the i n j e c t o r a d j u s t i n g link assembly
Tightening Sequence using the two clevis pins and spring retainers.
65. Remove thread protectors, and make sure that 74. Attach the fuel manifold to the top deck cover
crab bolts, crab seats, and crab nuts are free frame. Connect the fuel lines from the manifold
from burrs. Apply Texaco Threadtex No. 2303 to the injector. Care m u s t be t a k e n not to
to all exposed crab bolt threads and both sides damage the spherical seats of the fuel lines as
of hardened washers. fuel leakage could occur.
66. Apply crabs, washers, and crab nuts. Center the 75. Position the valve bridges in the cylinder head
crab bolts by manually seating the nuts while (with p r o t r u d i n g boss t o w a r d c a m s h a f t for
moving the crab bolts back and forth. Check uniform assembly).
that the crabs are positioned so that a wrench
can be applied to the head to liner stud nuts. NOTE
At time of installation, valve bridges are an
NOTE assembly. For buildup, refer to "Valve Bridge
Crabs used at center intermediate positions on And Hydraulic Lash Adjuster" in Section 2.
12-cylinder engines are wider than those used
at other intermediate positions. 76. L u b r i c a t e the s h a f t studs with T e x a c o
Threadtex No. 2303 and install the rocker arm
67. A f t e r seating the crab nuts, t o r q u e t h e m to shaft assembly, Fig. 5-23. Apply the shaft caps
a p p r o x i m a t e l y 542 N.m (400 ft-lbs). T o r q u e with the short toe facing out.
outboard nuts first, then the inboard nuts.
77. Make sure that the hardened washer is used
NOTE between the rocker arm shaft nuts and the shaft
On any one crab plate, do not t o r q u e the caps and that all contact surfaces are clean and
inboard nut to 542 N-m (400 ft-lbs) until the free from burrs. Apply the washers and nuts to
outboard nut has been torqued to 542 N-m the shaft studs.
(400 ft-lbs).
78. Alternately torque the shaft nuts to 203 N'm
68. Using an air motor and torque multiplier with a (150 ft-lbs) on the first pass, and to a final
power ratio of 38:1, or any mechanical advantage torque of 407 N.m (300 ft-lbs).
5-12 112E385
Section 5
83. Take a new gasket and shape it to fit around the

water manifold. Insert the gasket between the
tube flange and manifold making sure the sides
of the gasket are flush with the sides of the
flange, and that the ends of the gasket are within
the clamping radius of the flange.
84. Torque the strap nuts to specified value.
85. Prior to torquing the tube to liner bolts, remove

the bolts and washers from the flange. If the
tube moves, it must be repositioned on the
water manifold: if no movement is detected, the
tube to liner bolts and washers may be reapplied
and torqued to specified value.
86. Using a new gasket, place the piston cooling oil

pipe against the piston cooling oil manifold.
22116
87. Place the nozzle end of the pipe into the liner
Fig.5-23 - Rocker Arm Shaft Installation
bore so that the dowels on the pipe align with
79. Use a new gasket and attach the rocker ann oil the dowel holes in the liner.
line to the camshaft bearing bracket. Refer to
the procedures in this section for injector timing 88. If the bolt holes in either of the flanges do not
and adjustment of the hydraulic lash adjusters. line up, replace the pipe. No attempt should be
made to fit the pipe by bending it. This would
80. Coat a new seal with Dow 4 silicone grease and place a stress on the pipe which could result in
place in the groove at the liner end of the water subsequent failure.
inlet tube, Fig. 5-24.
89. Install the fine thread bolts into the manifold,
and the coarse thread bolts into the liner.
Torque bolts to specified value.
90. Check proper alignment of the piston cooling

oil pipe by placing the alignment gauge into the
nozzle of the pipe, Fig. 5-25. Bar over the engine
to bottom dead center of the cylinder being
checked. At the same time, rotate the gauge to
make sure it does not bind in the carrier hole.
91. If the gauge indicates misalignment, replace the

pipe. Do not use the gauge to align the pipe.
92. It is i m p o r t a n t , a f t e r i n s t a l l i n g a p o w e r
assembly, to determine the head to piston
clearance. This will provide the information
18030 necessary to evaluate the amount of subsequent
wear, or a change in head to piston relationship.
Fig.5-24 - Applying Seal To W a t e r Inlet T u b e The procedure for applying the lead wire in wire
holder is as follows:
81. P o s i t i o n s a d d l e s t r a p s a r o u n d the w a t e r a. Place a length of 1/8"diameter lead wire in

manifold and then through the inlet tube flange. each end of the wire holder and position the
holder on top of a piston of the same size as
82. After the strap nuts have been applied and the one being checked in the engine. Each
tightened finger tight, check that the seal is end of the wire should be at least 3.18 mm
seated in the groove, position the tube on the (1/8") from the outside d i a m e t e r of the
liner, and finger tighten the bolts. piston.
114E284 5-13
Section 5
Measure
Here
19036
Fig.5-26 - Lead Wire M e a s u r e m e n t
93. Place a new packing seal in the cylinder test

valve bore and apply high temperature thread
\ l u b r i c a n t to valve b o d y t h r e a d s . I n s t a l l the
Piston Carrier valve body and packing nut.
94. Tighten the valve body into the cylinder head

and snug down the packing nut.
Alignment gauge must
enter passage and turn 95. Torque the packing nut to specified value and
freely without binding. install the needle valve.
96. Refill the cooling system and check for water

leaks.
97. Install the top deck and handhole covers.
98. Bar the engine over one complete revolution

Piston Cooling Oil Pipe
and close all the cylinder test valves.
11330
99. Start the engine and raise the water temperature

Fig.5-25 - Piston Cooling Oil Pipe A l i g n m e n t to 77 C (170 F). After running the engine,
shut it down and re-check the torque on the
b. Bar the engine over until the piston being crab and liner stud nuts. Also re-check for oil
checked is at bottom dead center. and water leaks.
C. Apply the lead wire and holder through a UNIT INSTALLATION

liner p o r t a n d p o s i t i o n it on t o p o f the
piston so that it is parallel with the crankshaft. Left and right banks of the engine are determined by
looking torward the "front" (governor end) of the
d. Bar the engine over one complete revolution engine when standing at the "rear"(coupling end) of
to compress the lead wire. Remove the wire the engine. In a left-hand rotating engine (basic),
from the engine and measure the inboard power assemblies with blade rods are installed in the
portion of both compressed ends of the wire, right bank with the "long toe" of the slipper foot
Fig. 5-26. facing the center of the engine. The power assem-
blies with fork rods are installed in the left bank.
NOTE
It is important that the thinner of the two In a right-hand rotating engine (standard extra),
compressed areas be measured to provide the power assemblies with blade rods are installed in the
minimum piston to head clearance. left bank with the "long toe" of the slipper foot
facing the center of the engine. The power assem-
blies with fork rods are installed in the right bank.
e. Within the m a x i m u m clearance and min-
imum clearance, the difference in micrometer . The complete power assembly is packaged in
readings between the two compressed ends either a storage type metal reinforced container,
should not exceed 0.13 mm (0.005"). If it Fig. 5-27, or expendable cardboard and wood
does, repeat the process as the wire may container. The metal cover on the storage type
have changed position. container is removed by using a wrench and
5-14 33E385
Section 5
turning the hex head fasteners on the side of the

container. The cover forms the top and three
sides of the container.
22113
F i g . 5 - 2 8 - Lifting Clamp Application
10. R e m o v e the rag f r o m the injector well and

apply the piston holding tool, Fig. 5-29.
18077
F i g . 5 - 2 7 - P o w e r A s s e m b l y A n d Container
. R e m o v e the card containing the applicable

seals and gaskets and, if a power assembly with
a fork rod, the small box containing the basket
bolts.
. Remove the two nuts and bolts holding the top

mounting block to the rocker arm studs, and
take off the block.
4. Remove the piston holding bolt and block.
5. Insert a clean rag into the injector well and

remove the tape from around the liner ports.
6. If the power assembly has a fork rod, remove

the c o n n e c t i n g r o d b a s k e t f r o m the m e t a l
22117
bracket at the front of the container, Fig. 5-27.
F i g . 5 - 2 9 - Piston Holding Tool Application
7. The assembly has been coated with an anti-rust
c o m p o u n d which does not have to be removed 11. Attach a chain hoist to the eye at the center of
and is totally compatible with lube oil. the lifting clamp and remove the power
assembly from the container.
8. I n s t a l l the r o c k e r a r m s h a f t s u p p o r t s , if
required, making sure that the locating dowel 12. Support the assembly on a suitable stand and
holes are properly positioned. attach the connecting rod positioning clamp.
9. Install the lifting clamp, Fig. 5-28, and secure it 13. Be sure and check, ifa fork rod, that the rod and
with the rocker arm shaft nuts. basket serial numbers match, Fig. 5-30.
75E480 5-15
Section 5
Rod Seri 16. Raise assembly and install lower liner seals
Number (marked E M D VIT and with red paint) in lower
grooves. Coat seals with an approved lubricant.
Basket 17. Place the seat ring on the assembly, Fig. 5-32,
Serial making sure that the chamfered side is facing
Number up, and the notch is at the 6 o'clock position.
Place thread protectors on cylinder head crab
bolts.
18036
Fig.5-30 - Rod A n d Basket Identification
14. Before applying the water discharge elbow,

inspect the internal and external seal grooves.
Apply a light coat of silicone grease to water
outlet elbow seals and install two black seals to
the grooves entering the crankcase and a red
seal to the groove between the elbow and the
cylinder head. Bolt elbow to cylinder head, and
torque to specified value.
15. Change the hoist to the end hole of the lifting

clamp, Fig. 5-31, to position it at the proper
angle for installation in the engine.
28230
Fig.5-32 - Seat Ring I n s t a l l a t i o n
18. Lower the assembly slowly into the crankcase

bore, lining up the water discharge elbow with
the mating hole in the crankcase, Fig. 5-33. Be
careful that the seals are not damaged or twisted
in the grooves while the head is lowered into
position.
19. Before the head contacts the crankcase, recheck

the position of the seat ring notch and lower the
assembly into final position.
22115
20. Remove the chain hoist from the lifting clamp

Fig.5-31 - P o w e r A s s e m b l y I n s t a l l a t i o n and attach it to the piston holding tool in the
W i t h Lifting Clamp A n d Hoist power assembly being installed.
5-16 114E284
Section 5
28. Apply the other basket half to the fork rod,

tightening the rod bolts enough to mate the
serrations.
29. Apply the lower basket bolts, washers, and
locknuts.
30. Snug the four top basket bolts to approximately

14 N'm (10 ft-lbs) to firmly mesh theserrations.
Give each washer a "finger tightness check". Ifa
washer can be rotated by grasping with the
fingers, the bolt assembly should be removed
and inspected for the cause of not clamping.
31. Using the spring-loaded basket bolt wrench,

Fig. 5-34, t o r q u e the lower basket bolts to
specified value.
22842
Fig.5-33 - W a t e r D i s c h a r g e Elbow A l i g n m e n t
NOTE
The blade or fork rod opposite to the rod in the
power assembly being installed was positioned
out of the way during "'Unit Removal" by use
of a piston holding tool.
21. Oil the inside and o u t s i d e s u r f a c e s of the ,d

connecting rod bearing shells and place the IIUIII ~l U~llU I ~ tv,.,,r l.-,l~;~ ~r,,,ln n~ ~ l n~,,,,r'~l~
upper bearing in position on the connecting rod tool application.

journal. 18440
F i g . 5 - 3 4 - Basket Bolt W r e n c h A p p l i c a t i o n
22. Hold the bearing shell in place while lowering
the blade rod to rest on the u p p e r bearing 32. T o r q u e the u p p e r basket bolts to 258 N ' m
surface. ( 190 ft-lbs).
23. Lower the fork rod until the rod makes contact 33. Check the head-to-liner stud nuts for specified
with the bearing surface. The fork rod dowels torque, starting with the pilot stud and using the
should enter the bearing dowel holes without tightening sequence as shown in Fig. 5-22.
binding. 34. Remove thread protectors and make sure that
24. Remove the piston holding tool and the lifting crab bolts, crab seats~ and crab nuts are free
clamp and place a clean rag in the injector well. from burrs. Apply Texaco Threadtex No. 2303
to all exposed crab bolt threads and both sides
25. Remove the connecting rod positioning clamp of hardened washers.
from each connecting rod. Also remove the 35. Apply crabs, washers, and nuts. Center the crab
piston holding tool from the opposite cylinder. bolts by manually seating the nuts while moving
the crab bolts back and forth. Check that the
26. Apply the lower connecting rod bearing to the crabs are positioned so that a wrench can be
dowel basket half, oil the bearing surface, and applied to the head-to-liner stud nuts.
place the basket half on the fork rod. When
applying fork rod baskets be sure that the serial NOTE
number on the prong of the dowel half is on the Crabs used at center intermediate positions on
dowel side of the rod. 12-cylinder engines are wider than th~ose used
at other intermediate positions.
27. Lubricate all upper basket bolts with Texaco
T h r e a d t e x No. 2303 and, tighten the u p p e r 36. After seating the crab nuts, t o r q u e them to
basket fork rod bolts just enough to mate the a p p r o x i m a t e l y 542 N ' m (400 ft-lbs). T o r q u e
serrations and to hold the bearing in place. outboard nuts first, then the inboard nuts.
112El182 5-17
Section 5
NOTE 46. Make sure that the hardened washer is used

On any one crab plate, do not t o r q u e the between the rocker arm shaft nuts and the shaft
inboard nut to 542 N'm (400 ft-lbs) until the caps and that all contact surfaces are clean and
outboard nut has been torqued to 542 N'm free from burrs. Apply the washers and nuts to
(400 ft-lbs). the shaft studs.
37. Using an air motor and torque multiplierwith a 47. Alternately torque the shaft nuts to 203 N'm
power ratio of 38:1, or any mechanical advan- (150 ft-lbs) on the first pass, and to a final
tage wrench, final torque the crab nuts to 3 254 torque of 407 N'm (300 ft-lbs).
N'm (2400 ft-lbs). Ifa 12:1 power wrench is used
with a 300 ft-lb capacity hand torque wrench, 48. Use a new gasket and attach the rocker arm oil
the pointer should indicate 200 ft-lbs for the line to the camshaft bearing bracket. Refer to
final pass. Torque outboard nuts first, then the the procedures in this section for injector timing
inboard nuts. and adjustment of the hydraulic lash adjusters.
NOTE
49. Coat a new seal with D o w 4 silicone grease and
On any one crab plate, do not t o r q u e the
place in the groove at the liner end of the water
inboard nut to full torque until the outboard
inlet tube, Fig. 5-24.
nut has been torqued to full torque.
38. Install the overspeed trip mechanism, and 50. P o s i t i o n s a d d l e s t r a p s a r o u n d the w a t e r

manifold and then through the inlet tube'flange.
torque the bolts to specified value.
51. After the strap nuts have been applied and
39. Uncover the injector well and install the injector
tightened finger tight, check that the seal is
into the cylinder head. Check that the locating
seated in the groove, position the tube on the
dowel is properly seated.
liner, and finger tighten the bolts.
40. Lubricate the threads on the injector stud and
52. Take a new gasket and shape it to fit around the
nut. Place the injector crab over the crab stud.
water manifold. Insert the gasket between the
Place the spherical side of the washer into the
tube flange and manifold making sure the sides
spherical seat of the crab. Apply and snug down
of the gasket are flush with the sides of the
the nut.
flange, and that the ends of the gasket are within
the clamping radius of the flange.
41. Be sure that the injector crab is not cocked at an
angle so that it would prevent the entry of the 53. Torque the strap nuts to specified value.
injector timing tool, and torque the crab nut to 54. Prior to torquing the tube to linerbolts, remove
specified value. the bolts and washers from the flange. If the
tube moves, it must be repositioned on the
42. Install the injector adjusting link assembly water manifold; if no movement is detected the
using the two clevis pins and spring retainers. tube to liner bolts and washers may be reapplied
and torqued to specified value.
43. Connect the fuel lines from the manifold to the
injector. Care must be taken not to damage the 55. Using a new gasket, place the piston cooling oil
spherical seats of the fuel lines as fuel leakage pipe against the piston cooling oil manifold.
could occur.
56. Place the nozzle end of the pipe into the liner
44. Position the valve bridges in the cylinder head bore so that the dowels on the pipe align with
(with p r o t r u d i n g boss t o w a r d camshaft for the dowel holes in the liner.
uniform assembly).
NOTE 57. If the bolt holes in either of the flanges do not
At time of installation~ valve bridges are an line up, replace the pipe. No attempt should be
assembly. For buildup, refer to "Valve Bridge made to fit the pipe by bending it. This would
And Hydraulic Lash Adjuster" in Section 2. place a stress on the pipe which could result in
subsequent failure.
45. Lubricate the shaft studs with Texaco Threadtex
No. 2303 and install the rocker arm shaft 58. Install the fine thread bolts into the manifold,
assembly, Fig. 5-23. Apply the shaft caps with and the coarse thread bolts into the liner.
the short toe facing out. Torque bolts to specified value.
5-18 114E284
Section 5
59. Check proper alignment of the piston cooling e. W i t h i n the m a x i m u m c l e a r a n c e and

oil pipe by placing the alignment gauge into the m i n i m u m c l e a r a n c e , the d i f f e r e n c e in
nozzle of the pipe, Fig. 5-25. Bar over the engine micrometer readings should not exceed
to bottom dead center of the cylinder being 0.13 m m (0.005"). If it does, r e p e a t the
checked. At the same time, rotate the gauge to process as the wire m a y have c h a n g e d
make sure it does not bind in the carrier hole. position.
62. Place a new packing seal in the cylinder test
60. If the gauge indicates misalignment, replace the
pipe. Do not use the gauge to align the pipe. valve bore and apply high temperature thread
l u b r i c a n t to valve b o d y t h r e a d s . Install the
valve body and packing nut.
61. It is i m p o r t a n t , after installing a power
assembly, to d e t e r m i n e the head to piston 63. Tighten the valve body into the cylinder head
clearance. This will provide the i n f o r m a t i o n and snug down the packing nut.
necessary to evaluate the amount of subsequent
wear, or a change in head to piston relationship. 64. Torque the packing nut to specified value and
The procedure for applying the lead wire in wire install the needle valve.
holder is as follows:
65. Refill the cooling system and check for water
a. Using a piston of the same size as the one leaks.
being checked in the engine, place a length
of 1/ 8" diameter lead wire in each end of the 66. Install the top deck and handhole covers.
wire holder. When positioned on top of the
piston, each end of the wire should be at 67. Bar the engine over one complete revolution
least 3.18 m m (1/8") f r o m the outside and close all the cylinder test valves.
diameter of the piston.
68. Start the engine and raise the water temperature
b. Bar the engine over until the piston being to 77 C (170 F). After running the engine,
checked is at bottom dead center. shut it down and re-check the torque on the
crab and liner stud nuts. Also re-check for oil
C. Apply the lead wire through a liner port and and water leaks.
position it on top of the piston so that it is
parallel with the crankshaft. POWER A S S E M B L Y P A C K A G I N G
d. Bar the engine over one complete revolu- WARNING
tion to compress the lead wire. Remove the Failure to comply with the proper packaging
wire f r o m the engine and m e a s u r e the procedures, when returning power assemblies,
inboard portion of both compressed ends of can result in injury to personnel or costly
the wire, Fig. 5-35. damage to components.
The c o n t a i n e r , in w h i c h the p o w e r assembly is

shipped, has been specially constructed to prevent
Measure damage to components. To properly package the
Here
assembly being returned, the following procedure
should be used:
. Before attempting to move the assembly, place
~ ~ 19036 the piston holding block over the injector hole

and over the injector crab stud and secure with
the bolt threaded into the threaded lifting eye
F i g . 5 - 3 5 - Lead W i r e M e a s u r e m e n t hole in the crown of the piston.
2. Attach the lifting clamp assembly and hoist.

NOTE
It is important that the thinner of the two . Position assembly in shipping container so that
compressed areas be measured to provide the liner is f i r m l y seated and c o n n e c t i n g rod
minimum piston to head clearance. straddles support in bottom of container.
33E385 5-19
Section 5
4. Remove hoist and lifting clamp assembly. . After running the engine until lube oil reaches
o p e r a t i n g t e m p e r a t u r e , c h e c k the c l e a r a n c e
. Place top mounting block over rocker arm shaft between lash adjuster bodies and the end of the
studs and secure with washers and nuts. Make valve stems with the piston near top center. If
sure that the block attaching bolts holding the the clearance is less than minimum, the cylinder
block to the container are secure. head should be removed for reconditioning or
rejection. Use minimum clearance gauge, Fig. 5-36,
. On fork rod assemblies, make sure each half of to gauge clearance between lash adjuster and
the basket is properly positioned and secured to exhaust valve. This gauge is 1/16" thick and
the main body of the container. should fit between lash adjuster body and valve
stem top, to ensure the minimum clearance.
7. Place container cover in position and secure.
ADJUSTING HYDRAULIC
LASH A D J U S T E R S
Application of properly operating lash adjusters,
correct setting, and subsequent inspection at regular
maintenance intervals is very important to valve
operation. Improperly set or defective lash adjusters
cause the exhaust valves to be subjected to increased
stress which leads to ultimate failure and probable
damage to the engine.
After complete cylinder head assembly or power

assembly has been installed, the lash adjusters must
be set.
. Open cylinder test valves and rotate crankshaft

so that piston is at or near top dead center of the
cylinder being set. 24877
Fig.5-36 - Checking Lash A d j u s t e r
2. Loosen rocker arm adjusting screw locknuts. To Valve Clearance
. Turn rocker arm adjusting screw down until the T I M I N G THE INJECTOR
last valve j u s t t o u c h e s the h y d r a u l i c lash
adjuster plunger, or use a 0.001" shim between With the injector installed, make timing adjustment
valve tip and adjuster plunger, and then turn it as follows:
down 1-1/2 turns.
. Bar e n g i n e o v e r in t h e n o r m a l d i r e c t i o n o f
. Check valve bridge spherical seat to be sure that r o t a t i o n until f l y w h e e l p o i n t e r i n d i c a t e s the
it is spring-loaded against the cylinder head correct crankshaft position in degrees relative
spherical seat. If the bridge spring spherical seat to top dead center of the cylinder being timed.
is not spring-loaded against the cylinder head Refer to setting instructions on Injector Timing
s p h e r i c a l seat, t u r n d o w n the r o c k e r a r m P l a t e ( l o c a t e d on r i g h t r e a r side of e n g i n e
adjusting screw until no movement is felt, and crankcase) and see Table 1 in Section 7 for top
then turn it another 1/4 turn. dead center settings.
5. Tighten rocker arm adjusting screw locknut to a 2. I n s e r t i n j e c t o r t i m i n g g a u g e into the hole

torque of 108 + 7 N ' m (80 + 5 ft-lbs). provided for it in the injector body, Fig. 5-37.
5-20 112E385
Section 5
3. L o o s e n l o c k n u t and t u r n the r o c k e r a r m
adjusting screw until the shoulder of the gauge
just passes over the injector follower guide.
NOTE
Injectors cannot be timed if the overspeed has
been tripped. It must first be reset and the
engine crankshaft barred over at least one
revolution.
4. Tighten adjusting screw locknut while holding

adjusting screw in position with a screwdriver.
5. Recheck setting.
Fig.5-37 - Timing Injector
112E1182 5-21/5-22
Section 5
SERVICE DATA
CYLINDER POWER ASSEMBLY
SPECIFICATIONS
2. M i n i m u m , m a x i m u m , a n d tolerance measurements are p r o v i d e d as service limits. A t time o f rebuild or

Carrier to piston snap ring clearance -

Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 m m (.002")
Max .............................................. 1.07 m m (.042')
Piston to cylinder head clearance -

New Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.51 m m (.020')
New M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.73 m m (.068")
Differential reading between ends of lead wire . . . . . . . . . . . . . . . . . . . . . . 0.13 m m (.005')
Any sudden increase in compression clearance should be investigated immediately.
EQUIPMENT LIST
Part No.
Test valve wrench ........................................... 8032587
Crab stud protector tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8034600
Injector timing gauge ......................................... 8034638
Piston pulling eyebolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8040413
Injector prybar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8041183
F o r k rod support ........................................... 8052958
Cylinder head carrying basket .................................... 8060247
Blade rod protector boot ....................................... 8062033
F o r k rod protector boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8062034
Piston cooling pipe alignment gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8071720
Cylinder head removing fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8075894
Piston cooling pipe cleaning tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8087086
Lash adjuster m i n i m u m clearance gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8107788
Cylinder liner lifter .......................................... 8116358
Torque wrench 19.05 m m (3/4") drive (0-407 N-m [0-300 ft-lb]) . . . . . . . . . . . . . . . . . . 8157121
Snap ring remover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8171633
Torque wrench extension (use w / t o r q u e wrench 8157121) . . . . . . . . . . . . . . . . . . . . . 8210136
Basket bolt wrench .......................................... 8236718
Wire holder (has contour of piston crown to hold lengths
of lead wire for piston to head clearance check) ......................... 8243220
Wire (lead 3.18 m m [1/8"] dia. use with holder 8243220)
2.27 kg (5 lb) spool ......................................... 8243661
112E385 5-23
Section 5
Thread lubricant, high temperature (.946 liter [1 qt.~) . . . . . . . . . . . . . . . . . . . . . . . 8278929

Thread lubricant, Texaco Threadtex No. 2303 (approx. 18.93 liter [5 gall) ........... 8307731
Piston ring expander ......................................... 8349892
Loctite cleaner activator (0.17 kg [6 oz.]) .............................. 8352873
Lifting clamp assembly ........................................ 8417858
Piston holding tool .......................................... 8417859
Connecting rod positioning clamp assembly ............................ 8417881
Silicone grease (150 g [5.3 oz.] lube) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8425724
Injector holding rack ......................................... 8431626
Pi.,ton ring compressor and guide (standard size) . . . . . . . . . . . . . . . . . . . . . . . . . . 9333846
Piston carrier holding fixture (2 mandrels) ............................. 9534635
Piston carrier holding fixture (single mandrel) ........................... 9542253
Crab nut wrench set (manual) .................................... 9551713
Tap, 1/4"-20 SL (Spiralock) ..................................... 9566330
5-24 112E385
SECTION 6
C R A N K S H A F T A S S E M B L Y A N D A C C E S S O R Y DRIVE GEAR TRAIN
CRANKCASE MAINTENANCE 6-8
DESCRIPTION 6-1 GOVERNOR DRIVE

GEAR AND STUBSHAFT
INSPECTION 6-1
DESCRIPTION 6-9
INSTALLATION 6-2
MAINTENANCE 6-9
MAIN BEARINGS
DESCRIPTION 6-3 INSTALLATION 6-9
SCHEDULED RENEWAL 6-3 ACCESSORY DRIVE HOUSING

APPLICATION AND ALIGNMENT 6-10
INSPECTION 6-3
RING GEAR AND COUPLING DISC
REMOVAL AND APPLICATION 6-4
DESCRIPTION 6-12
T H R U S T COLLAR
MAINTENANCE 6-12
DESCRIPTION 6-5
DIGITAL T A C H O M E T E R
MAINTENANCE 6-5
MAGNETIC PICKUP 6-13
GEAR TYPE TORSIONAL D A M P E R
ACCESSORY DRIVE COUPLING
DESCRIPTION 6-5
DESCRIPTION 6-13
MAINTENANCE 6-6
MAINTENANCE 6-13
ACCESSORY DRIVE GEAR TRAIN
SERVICE DATA
DESCRIPTION 6-7
REFERENCES 6-15
MAINTENANCE 6-7
SPECIFICATIONS 6-15
ACCESSORY DRIVE GEAR
DESCRIPTION 6-8 EQUIPMENT LIST 6-16
112E385
SECTION
645E7C/F7B 6
ELECTRO-MOTIVE :Marine Engine/Systems
CRANKSHAFT ASSEMBLY AND
A C C E S S O R Y DRIVE GEAR TRAIN
GENERAL crankshafts are dynamically balanced. Drilled oil
p a s s a g e s p r o v i d e for l u b r i c a t i o n of the m a i n
The crankshaft assembly is made up of the crankshaft, bearings as shown in Fig. 6-2.
main bearings and caps, thrust collar, torsional
damper, and the accessory drive gear. Although the
a c c e s s o r y drive gear is part o f the c r a n k s h a f t Crankshafts with bolt-on accessory drive stubshafts
assembly, it will be described as part of the accessory are available for 12, 16, and 20-cylinder engines.
drive gear train.
The accessory drive gear train provides power from Refer to "Accessory Drive Gear" for removal and
the crankshaft to drive the oil pumps, water pumps installation of stubshaft.
and the governor.
MAINTENANCE
CRANKSHAFT
DESCRIPTION INSPECTION
The crankshaft, Fig. 6-1, is a drop forging of carbon Whenever the main or connecting rod bearings are
steel material with induction hardened main and removed, the crankshaft journals should be inspected.
crankpin journals. On 8 and 12-cylinder engines, the Check for scoring and cracks, and signs of distress,
crankshaft is a one piece forging. On 16 and 20- as will generally be evidenced first in the bearings.
cylinder engines, the crankshaft is made up of two When the crankshaft is removed from the engine, it
sections whose flanges are bolted together. Counter- should be visually and dimensionally inspected, and
weights are provided to give stable operation and all magnaflux inspected if possible.
Accessory Drive End Camshaft Gear End
8-Cylinder
' ! ~! 7 :E
12-Cylinder
:, ~ ...... ~5 ' 7'. : 8' ~ 9 "
16-Cylinder
- ~ ' 1;~ "=~..~21 ~ : ' ~,i-:~ ~ . ~ ~. . . . . ... ..=~"' ~ . ~ ~ " ~ ~ . ~-

-, ,, . . . . . . . . _alff-
20-Cylinder ~s68o
Fig.6-1 - Engine Crankshaft
112El182 6-1
Section 6
Main Bearing Main Bearing

Connecting Rod
Crankshaft
20798
Fig.6-2 - Crankshaft Oil Passages
The j o u r n a l s of the c r a n k s h a f t are i n d u c t i o n 3. Place the thrust collars in their respective "'A"
hardened. Excessive heat resulting from lack of frame counterbores, as shown in Fig. 6-3.
lubrication, insufficient bearing clearance, or other
causes will usually produce thermal cracks on the
j o u r n a l . D a m a g e d c r a n k s h a f t s can usually be
reconditioned at EMD to re-establish journal size
and condition to use standard size bearings. In some
instances, crankshafts may have to be reground
requiring the use of undersize bearings.
Attempts to grind crankshafts in the field have

proven unsuccessful, as d u r i n g the regrinding
process, the depth of the induction hardened zone
must be checked, and when necessary, rehardened.
This requires special induction hardening equip-
ment. It is therefore recommended that the crank-
shaft be returned for grinding. To aid identification,
reground crankshafts with undersize journals or
oversize thrust bearings will have this information
stamped on the same cheek as the serial number.
10252
INSTALLATION Fig.6-3 -Applying Thrust Collar (1 6 & 20-Cyl.)
1. Apply the main bearings to the"A" frame bores 4. Place the crankshaft in the "A" frame bearing
and to the bearing caps, lining up the bearing shells and apply the two end and two center (16
tangs. & 20-cyl.) bearing caps to hold the crankshaft in
place. Apply bearing caps to "A" frames with
NOTE
stamped cap number facing right side of engine.
See " M a i n Bearings" for q u a l i f i c a t i o n of
The cap n u m b e r m u s t m a t c h the n u m b e r
bearings.
stamped on the "A" frame. Check that the
studs, nut seats, and washers are lubricated with
2. Inspect the crankshaft and be sure it is clean. Oil Texaco Threadtex No. 2303 and secure the
the crankshaft journals and main bearing shells, caps. Tighten the nuts until they contact the
using clean oil. bearing caps.
6-2 78E779
Section 6
5. Remove the hoist or crane hooks. MAINTENANCE

6. Apply the remaining bearing shells and caps. SCHEDULED RENEWAL
M a n u a l l y tighten the nuts until h a r d e n e d
washers are seated on bearing cap. Lower main bearings should be renewed at the
intervals specified in the Scheduled Maintenance
7. Using a power wrench, all nuts are torqued to Program.
475-542 N.m (350-400 ft-lbs). After all nuts
have been tightened to this torque, final torque Upper main bearings need not be removed when
nuts to 1 017 N.m (750 ft-lbs). D o N O T lower main bearings are renewed unless the lower
overtorque. bearings show definite signs of distress. Upper main
bearings may be c h a n g e d out individually as
NOTE required, not in sets.
No one nut on any one cap should be torqued

to 1 017 N.m (750 ft-lbs) until all nuts on that INSPECTION
cap have been torqued to 475-542 N.m (350-
400 ft-lbs). UPPER MAIN BEARINGS
MAIN BEARINGS Inspection of upper main bearings is not recom-

mended; however once the upper main bearings are
DESCRIPTION removed, they should not be reinstalled.
The main bearing shells, Fig. 6-4, are precision type

steel-backed lead-bronze, with a thin layer of lead- LOWER MAIN BEARINGS
tin. Tangs in the bearings locate them in the proper
axial position and prevent bearing turning. Upper Lower main bearing inspection should be perform-
and lower bearing shell halves are not inter- ed only when necessary as an element of risk is
changeable. involved whenever main bearings are disturbed.
. The lower main bearings should be inspected

when abnormal conditions are observed in the
engine, such as contamination of lube oil due to
dilution with fuel or water, or the presence of
foreign material in the lube oil filters, screens,
or engine oil pan.
. Lower main bearings need not be inspected in

routine service, but should be renewed at the
intervals specified in the Scheduled Mainte-
nance Program.
INSPECTION SAMPLE
Unless evidence is present calling for other action,

20394 inspection of main bearings should be limited to the
Fig.6-4 - Main Bearing Shell And Cap following "selected" lower bearings, which exper-
ience has shown to be the most critical. See Fig. 6-1
Lower main bearing shells have two tangs on each for main bearing numbering location.
side which fit into the main bearing cap. Upper main
bearing shells have one tang which fits into a groove Number of Bearing Number
on the right side of the "A" frame bore. Upper shells Cylinders To Be Inspected
can be rotated out, in a direction opposite to normal
crankshaft rotation, when the lower bearing and cap 8 2,4
are removed on left hand rotating engines or in the 12 2,6
normal direction of crankshaft rotation on right 16 2,6,9
hand rotating engines. 20 2,5,8,11
56E678 6-3
Section 6
DISQUALIFICATION CRITERIA INSPECTION PROCEDURE

All lower main bearings are to be renewed if any one A visual inspection is made by d r o p p i n g the
lower main bearing is disqualified at any one of the main bearing cap, with the bearing in it, low
"selected" bearing locations indicated above, or at enough to make the inspection without removing
any a d d i t i o n a l l o c a t i o n s i n s p e c t e d for o t h e r the cap from the studs or the bearing from the
reasons. cap. Removal of a reusable main bearing from
the cap may result in improper reseating. Bearing
The following numbered paragraphs give examples removal also allows the possibility of replacing
of conditions requiring renewal of all lower main the b e a r i n g in a reversed p o s i t i o n or at t h e
bearings. wrong j o u r n a l location. Either condition can
lead to early failure. In addition, removal of
1. Any one bearing shows evidence of overheat. the cap from the studs involves the risk of dam-
An overheat condition results in flowing of the age by d r o p p i n g and the risk of replacing the
overlay, and discoloration of exposed bronze. cap backwards.
(An upper main bearing is to be renewed when
the corresponding lower bearing shows evidence If a reusable bearing is inadvertently removed
of overheat.) f r o m the cap d u r i n g i n s p e c t i o n , p e r f o r m the
following:
2. Any one bearing shows a milky white color on
the overlay. (This is evidence of an extremely . Determine the previous bearing position by
thin overlay and indicates water contamination.) matching the wear patterns on the cap bore
and the back of the bearing. If this cannot
3. Any one bearing has an area of wear-exposed be done, a new bearing should be installed.
bronze 3.18 mm (1/8") or more wide running This is the only case where a lower main
along either edge, or if two or more bearings bearing may be renewed independently.
have any exposed bronze.
. When previous position is determined, mark
NOTE a mud pocket to identify right or left bank
The lead-tin overlay on the bearings must be side.
present to provide an adequate safety margin
against temporary marginal lubrication or . Thoroughly clean the bearing back and cap
corrosive c o n d i t i o n s . E x p o s e d b r o n z e in bore. Remove any raised material in fretted
healed dirt cuts does not affect b e a r i n g areas. High spots may distort the bearing
operation, but exposed bronze due to wear and cause premature failure.
does cause a bearing to lose its protection
against temporary marginal lubrication condi- 4. T h o r o u g h l y clean the cap and "A" frame
tions. serrations before assembly.
4. Exposed bronze due to isolated abnormal wear REMOVAL AND APPLICATION

or overlay flaking.
Lower main bearings are to be removed with
5. Severe fretting along the mating edge of the the bearing caps, and new bearings installed in
upper and lower bearing. (The corresponding the caps before the caps are r e a p p l i e d . It is
u p p e r bearing s h o u l d be renewed at any r e c o m m e n d e d practice to install new bearings
location exhibiting severe fretting, and bearing with the part numbers towards the accessory
cap serrations inspected for possible damage.) end of the engine. A main bearing cap application
and removal tool is available for removal and
application of main bearing caps.
6. Severe dirt scratches or dirt i m p r e g n a t i o n
resulting in an abrasive surface.
All upper main b e a r i n g , except No. 5 on 8-
CAUTION cylinder engines, No. 7 on 12-cylinder engines,
Dirt impregnation or scratches are evidence Nos. 5 and 6 on 16-cylinder engines, and Nos.
that bearing oil is not properly filtered. The 6 and 7 on 20-cylinder engines, Fig. 6-1, are
f i l t r a t i o n system s h o u l d be checked, a n d removed by inserting the upper main bearing
scheduled pressure monitoring of lube oil filter shell remover into the journal oil passage and
condition established. rotating the crankshaft opposite to the normal
6.-.4 75E480
Section 6
direction of rotation on left-hand rotating engines.

Right-hand rotating engines must be turned in
the same direction as normal crankshaft rotation
to remove the upper main bearings. Upper main
bearings on journals without oil holes or which
are fretted (or welded) to the " A " f l a m e bore
can be removed by using upper bearing removal
tool.
New upper main bearings are to be fitted by hand
between the crankshaft and steel bore. If the
bearings can not be hand fitted, the reason must
be found and corrected. The engine may have to
be removed and the crankcase remanufactured.
To apply the main bearings, see the instructions for

installation of crankshaft.
10215
SPECIAL PROCEDURES FOR

Fig.6-5 - Crankshaft Thrust Collars
OVERHEATED BEARINGS
If an overheat condition is detected, all lower a d e q u a t e lubrication. T h e y are placed in the
m a i n bearings are to be renewed. U p p e r m a i n c o u n t e r b o r e of each center bearing "A'" f l a m e
bearings are to be renewed only at the overheat and are held in position by the bearing caps.
l o c a t i o n s . In a d d i t i o n to r o u t i n e c l e a n u p o f T h e i r p u r p o s e is to l i m i t t h e l o n g i t u d i n a l
main bearing caps and " A " frame serrations, movement of the crankshaft.
perform the following: T h e t h r u s t surfaces are l u b r i c a t e d by m a i n
1. Measure main bearing cap serration spacing, bearing leak-off oil and are installed with their
using serration gauge. If the gap is closed " t h u m b print" oil depressions away from the
in more than 0.51 mm (.020') from nominal "A" frame in which they are placed.
(dial indicator on gauge set to zero with MAINTENANCE
master bar), the engine should be removed
and the crankcase remanufactured. T h r u s t collars w h i c h e x c e e d c l e a r a n c e limit
2. If new upper main bearings can not be hand should be replaced.
fitted between the crankshaft and the steel
bore, the reason must be found and corrected. G E A R TYPE T O R S I O N A L
The engine m a y have to be removed and DAMPER
the crankcase remanufactured.
DESCRIPTION
3. If crankcase inspections proved satisfactory
and new bearings are installed, p e r f o r m a The gear type damper, Fig. 6-6, is a hydraulic paddle
"feel o v e r " c h e c k a f t e r the b r e a k - i n run. wheel device which absorbs torsional vibrations of
The main bearing caps should be lowered the c r a n k s h a f t by forcing engine lubrication oil
on t h e s t u d s at t h e l o c a t i o n s w h e r e t h e t h r o u g h n a r r o w passages in the d a m p e r . T h e
overheat was detected, and a bearing inspec- d a m p e r consists of a spider, with external spur
tion made. teeth, an intermediate ring, with internal spur teeth,
4. Bearing inspection should be repeated at and two outer side plates secured with bolts and
the o v e r h e a t l o c a t i o n s at the end of one nuts. A continuous circulation of oil is provided to
month of operation, and at the end of three the damper through an oil passage in the crankshaft.
months of operation.
Oil flows from the chamber in the center of the
THRUST COLLAR d a m p e r t h r o u g h radial holes, beginning in the
spider hub and ending at the fillet radius at the base
DESCRIPTION of each tooth. The passages contain a narrowed
section at the spider hub to provide an oil flow
The two thrust collars, Fig. 6-5, are solid bronze restriction. The spider is designed so that each tooth
and are semicircular in shape. One face of each is directly supplied with oil. An auxiliary circumfer-
collar has "thumb print" oil depressions to ensure ential oil groove is machined into each side face of
75E480 6-5
Section 6
Front Intermediate Spider Rear

Plate Ring Plate
\ \
Q 41
U #
0 ,
22844
Fig.6-6 - Gear Type Damper, Exploded V i e w
the spider to supply oil for the rubbing surfaces by removing the front handhole covers and rotating
between the spider and outer plate. These grooves the d a m p e r a b o u t 10 in each d i r e c t i o n . If the
are supplied by means of passages connecting the damper cannot be moved, it should be removed and
grooves to the radial holes. disassembled.
The intermediate ring is ground on both sides to a D I S A S S E M BLY
uniform thickness, slightly thicker than the spider.
This d i f f e r e n c e in t h i c k n e s s p r o v i d e s the axial . Scribe a line across the f r o n t o u t e r plate,
c l e a r a n c e n e c e s s a r y for p r o p e r oil passage. In intermediate ring, and rear outer plate. Also
addition, clearance between the intermediate ring mark the relationship of the spider to the rear
and the spider is provided to allow the ring to "float" o u t e r plate after the f r o n t o u t e r plate is
on the oil film generated at the tips of the spider r e m o v e d . These m a r k s will be used d u r i n g
teeth. reassembly of the unit.
Four vent holes are drilled through the rim of the 2. Using 1-1 / 8" thinwa11 sockets, remove nine 3 / 4"
intermediate ring to relieve oil pressure and readjust bolts, washers and nuts from damper.
the ring to a c e n t r a l p o s i t i o n w h e n it b e c o m e s
d i s p l a c e d . T h e holes, which are equally s p a c e d 3. Using 15/16" thinwall sockets, remove three
around the ring, are normally covered by the tips of 5/8" bolts, washers and nuts from damper.
the spider teeth. However, oil is permitted to vent
when the intermediate ring becomes displaced and 4. R e m o v e f r o n t plate, i n t e r m e d i a t e ring, and
the spider teeth no longer cover the holes; thereby spider from rear plate.
r e d u c i n g pressure. T h e h i g h e r p r e s s u r e on the
o p p o s i t e side of each t o o t h t h e n prevails and INSPECTION
restores the intermediate ring to its correct position.
This design is used to prevent sudden bumping of . Inspect vent holes and gear tooth pockets of
the teeth. intermediate ring for sludge or other obstructions.
Remove debris from vent holes using a wire or
Two identical outer side plates are secured to the t h i n m e t a l rod. C l e a n d e p o s i t s f r o m t o o t h
intermediate ring by means of through bolts. The pockets with a suitably pointed wooden stick.
inner faces of the plates (adjacent to the spider) are
covered with oil which flows through the clearance . Inspect axial oil feed holes and I.D. circumfer-
between the spider and the outer plates and drains to ential oil groove in the spider. Clean oil holes
the crankcase. u s i n g a wire or t h i n m e t a l rod. C l e a n
c i r c u m f e r e n t i a l oil g r o o v e with a p o i n t e d
MAINTENANCE wooden stick.
The damper requires no maintenance other than . Clean all components with fuel oil and examine
inspection at the time of normal overhaul. However, all surfaces for excessive scratching or scoring.
the damper should be checked for free movement at
intervals specified in the a p p l i c a b l e S c h e d u l e d . High points due to minor galling or scoring may
Maintenance Program. This check can be performed be cleaned up by filing and stoning.
6-6 112E385
Section 6
ASSEMBLY ACCESSORY DRIVE GEAR

1. Place front plate with stamped serial number TRAIN
and part number facing down. DESCRIPTION
2. A p p l y a liberal c o a t i n g of e n g i n e oil or
The accessory drive gear train, Fig. 6-7, is located at
commercial molybdenum disulfide solution to
the front of the engine, and provides power from the
all contact surfaces between the spider and the
crankshaft to drive the oil pumps, water pumps, and
i n t e r m e d i a t e ring, a n d t h e i n n e r a n d o u t e r
the governor.
plates.
3. Place s p i d e r on f r o n t plate with s t a m p e d The gear train consists of the accessory drive gear,
scavenging oil p u m p gear, main lube oil p u m p gear,
" F R O N T " facing down, and align scribe mark
right a n d left h a n d water p u m p gears, and the
on spider to line on front plate.
governor drive gear.
4. Place i n t e r m e d i a t e ring on f r o n t plate so
internal teeth mesh with teeth of spider and The accessory drive gear, governor drive gear and
scribe mark on ring aligned with mark on front the a c c e s s o r y drive h o u s i n g are aligned and
plate. mounted directly on the engine. The oil pumps,
water p u m p s , a n d g o v e r n o r drive h o u s i n g are
5. Position rear plate on intermediate ring and mounted on the accessory drive housing.
align scribe marks.
6. Apply Texaco Threadtex No. 2303 to threads of
t h r e e 5 / 8 " b o d y bolts a n d install bolts and
washers in 5/8" holes of rear plate, intermediate
ring, and front plate.
CAUTION
A p p l y T e x a c o T h r e a d t e x No. 2303 to bolt
threads only. Excessive use of this material
m a y cause it to a c c u m u l a t e in gear t o o t h
pockets and restrict spider movement. Do not
use this material as a lubricant coating for
contact surfaces.
7. Install 5/8" washers and nuts and torque to
203 N ' m (150 ft-lbs).
8. Apply Texaco Threadtex No. 2303 to threads of

nine 3/4" bolts and install bolts and washers in
remaining holes of rear plate and secure with
w a s h e r s a n d n u t s t o r q u e d to 325 N ' m Ac,
(240 ft-lbs). Dri
INSTALLATION
Install damper on crankshaft with side of spider
stamped " F R O N T " facing away from engine. An
"O" stamped above one of the mounting holes is to
be applied in line with the number one crank pin.
~ Oil Pump
Gear
22286
Apply Texaco Threadtex No. 2303 to mounting bolt Fig.6-7 - Accessory Drive Gear Train
threads and all spider hub thrust faces and install
eight mounting bolts and hardened washers. Torque MAINTENANCE
to specified value.
Unless a c o m p l e t e e n g i n e d i s a s s e m b l y is b e i n g
NOTE undertaken it is unlikely that the entire gear train
W h e n applying Texaco Threadtex No. 2303 would be removed from the engine at one time.
to s p i d e r h u b t h r u s t faces, use care to
prevent material from accumulating in I.D. The water pumps, oil pumps, and governor drive
circumferential oil groove. assembly can be removed from the gear train as
112E385 6-7
Section 6
individual units. Removal of the accessory drive BOLT-ON STUBSHAFT

gear or the governor drive gear requires removal
The stubshaft is mounted to the crankshaft with
and realignment of the accessory drive housing.
eight 7/8"-14 Hex head bolts which allows removal
and application of the accessory drive gear without
A C C E S S O R Y DRIVE GEAR removing the stubshaft from the crankshaft.
DESCRIPTION 1. Remove eight spline head accessory drive gear
mounting bolts and hardened washers securing
The coil spring design accessory drive gear, Fig. 6-8,
gear to stubshaft.
damps the t r a n s m i s s i o n of c r a n k s h a f t t o r s i o n a l
vibrations to the accessory gear train. The accessory 2. Remove oil slinger.
drive gear meshes directly with and provides the
drive for the lube oil scavenging pump and the main 3. Remove gear from stubshaft.
lube oil and piston cooling oil pump. GEAR
MAINTENANCE The gear should be inspected for rough or scored
surfaces on the gear teeth, and magnaflux inspected.
The accessory drive gear should be removed and
inspected at the time of a complete engine overhaul. If wear in excess of maximum limit occurs on the
The accessory drive gear requires very little drive side of holes, the gear should be reversed. The
maintenance. At inspection intervals, it should be serial number side of the gear is placed adjacent to
disassembled for inspection of parts. the oil slinger at original installation. To identify the
drive side when gear is reversed, the original serial
P a r t s w h i c h show obvious d a m a g e should be number should be ground off and restamped on the
replaced. opposite side.
The m a x i m u m bore d i a m e t e r is permissible,
REMOVAL
provided that the hub to gear clearance does not
The following removal procedures apply to gears exceed the m a x i m u m limit. (This bore m a y be
m o u n t e d on s t a n d a r d c r a n k s h a f t s and to gears chrome plated and reground to new dimension.)
mounted on bolt-on stubshafts. HOB
STANDARD CRANKSHAFT A hub having a 190.436 mm (7.4975") diameter may
be used if the maximum hub to gear clearance is not
1. Remove four accessory drive gear mounting exceeded.
bolts and hardened washers securing gear to
crankshaft. DISC
The disc m a y be re-used p r o v i d i n g the spring
2. Remove oil slinger.
segment bores do not exceed maxiraum diameter
3. Remove gear from crankshaft. and are otherwise in good condition.
Gear
Disc ~'~%
Oil Slinger Hub
Bolts
Oo e,s
(Hub & Disc)
Spring Segments
With Coil Spring 22230
Fig.6-8 - Typical Accessory Drive Gear, Exploded View
6-8 112E385
Section 6
SPRING SEGMENTS BOLT-ON STUBSHAFT MOUNTED

S p r i n g s e g m e n t s s h o u l d be m a r k e d , p r i o r to . If s t u b s h a f t has n o t b e e n i n s t a l l e d , align
disassembly, as to their relative position in the gear. s t u b s h a f t m o u n t i n g b o l t holes with holes in
crankshaft and secure stubshaft to crankshaft
Wear should be checked on the right-hand segment
with eight 7/8"-14 hex head bolts torqued to
h a l f (viewed at 12 o ' c l o c k p o s i t i o n ) w h e r e the specified value.
segment contacts the gear bore when driving the
gear. If wear at this point exceeds m a x i m u m limit, . I n s t a l l a c c e s s o r y drive gear on c r a n k s h a f t
the segment half should be replaced. stubshaft and align mounting holes with holes
in stubshaft.
When reassembling spring segments, re-locate the
segment, originally on the driven side, to the drive 3. Install oil slinger and align mounting holes with
side, a n d place the r e p l a c e m e n t s e g m e n t at the holes in gear.
driven side of the gear.
4.. Lubricate eight spline head mounting bolts with
SPRINGS Texaco Threadtex No. 2303. Install bolts and
Springs may be re-used providing a pre-load exists hardened washers and torque to specified value.
at assembly of the spring and segments in the gear. GOVERNOR DRIVE
P H O S P H A T E TR E A T M E N T GEAR AND STUBSHAFT
It is recommended that the gear, hub, discs, and DESCRIPTION
segments be phosphate treated before reassembly.
The governor drive gear is mounted on the governor
ASSEMBLY drive stubshaft, Fig. 6-9, and is driven by the main
lube oil a n d p i s t o n c o o l i n g p u m p gear. The
Before reassembling the drive gear, be sure all parts
governor drive gear is used to drive the right and left
are clean and well lubricated. Place the slotted disc
bank water pumps and the governor drive assembly.
on the bench with the slots facing down, and apply
the gear over the disc. Align the holes in the gear and MAINTENANCE
disc. Place a coil spring between two segments, and
w i t h the tabs d o w n , a n d the a s s e m b l y p r e s s e d The governor drive gear and stubshaft require no
together, start it into the gear. Drive the assembly all maintenance other than inspection at the time of
the way down, using a rawhide mallet, until the tabs normal overhaul.
enter the slot in the disc. Repeat this operation for
Inspect gear teeth for fatigue indications, cracks,
the remaining spring assemblies. After they are in
pits or o t h e r e v i d e n c e of failure. If possible, a
place, install the hub in the gear bore, and apply the
magnaflux inspection should be performed. Inspect
top disc. Line up the dowel holes in both discs and
the gear bushings and stubshaft for gouges or other
hub, and apply the dowels. A snug dowel fit should
damage and ensure that stubshaft oil passage is not
be m a i n t a i n e d by r e a m i n g , a n d if n e c e s s a r y ,
plugged.
applying oversize dowels. A bolt and nut should be
used to c l a m p the a s s e m b l y t o g e t h e r until it is I N STA LLATI O N
applied to a crankshaft.
1. Position stubshaft on crankcase with oil inlet
INSTALLATION on left side.
The f o l l o w i n g p r o c e d u r e s a p p l y to c r a n k s h a f t . Secure stubshaft to crankcase using four 1/ 2"-20
mounted gears and to bolt-on stubshaft mounted hex head drilled bolts. Do not torque bolts at
gears. this time.
CRANKSHAFT MOUNTED . Apply governor drive gear assembly to stubshaft.
1. Install accessory drive gear on crankshaft and
4. Place " d u m m y " main lube oil pump gear on top
align mounting holes with holes in crankshaft.
of accessory drive gear with teeth meshed with
2. Install oil slinger and align mounting holes with accessory drive gear and governor drive gear.
holes in gear.
NOTE
3. L u b r i c a t e f o u r m o u n t i n g bolts with T e x a c o Drive gear from main lube oil pump can be
Threadtex No. 2303. Install bolts and hardened removed from p u m p for use as " d u m m y " gear
washers and torque to specified value. if suitable spare gear is not available.
112E385 6-9
Section 6
Gear And
Bushing
Governor
Stubshaft Drive Flange
Retainer
Plate
/
~e
Stubshaft
Dowels
20785
Fig.6-9 - Governor Drive Gear And Stubshaft
. Raise or lower governor drive gear stubshaft 12. A p p l y g a s k e t b e t w e e n oil j u m p e r a n d oil

until b a c k l a s h b e t w e e n g o v e r n o r drive and passage on stubshaft. Secure oil line to stubsh~t
m a i n lube oil p u m p gear is 0.41-0.81 m m using two 3/8"-24 hex head drilled bolts and
(.016"-.032"). torque to specified value. Lockwire mounting
bolts.
NOTE
Since the " d u m m y " oil p u m p gear is resting on 13. Apply governor drive gear to stubshaft.
the accessory drive gear with zero backlash, the
14. Install retainer plate and secure to stubshaft
backlash between the " d u m m y " gear and the
using four 3/8"-24 hex head bolts torqued to
g o v e r n o r drive gear is twice the n o r m a l
specified value.
requirement of 0.20-0.41 m m (0.008"-0.016").
15. Lockwire retainer plate mounting bolts.
6. R e m o v e " d u m m y " gear a n d g o v e r n o r drive
gear. 16. Apply governor drive flange to governor drive
gear a n d secure with six 3/8"-24 hex h e a d
7. T i g h t e n g o v e r n o r drive s t u b s h a f t bolts to drilled bolts torqued to specified value.
specified value.
17. Lockwirc flange bolts in two groups of three
. Ream the two dowel holes in the governor drive bolts each.
stubshaft with a 0.494" tapered reamer and a
0.4998"-t-0.0002" bottoming reamer, being sure A C C E S S O R Y DRIVE
to use cutting oil. H O U S I N G APPLICATION
NOTE AND ALIGNMENT
If the dowel holes in governor drive stubshaft
The following procedure is provided to properly
do not align with holes in crankcase, drill and
align the accessory drive housing to the accessory
r e a m for oversize dowels as r e q u i r e d to
drive and governor drive assemblies for subsequent
p r o d u c e full c i r c u m f e r e n c e fit. See p a r t s
application of the water and lube oil pumps.
catalog for listing of oversize dowels.
1. Apply gasket sealing compound to accessory
9. Use an air hose to blow chips and oil out of the drive h o u s i n g m o u n t i n g flange, and a p p l y
dowel holes, and insert 1/4"-28 bolts approxi- gasket.
mately 6.35 m m (1/4") into the dowel pins.
2. Place mounting bolts and washers in housing
10. Place dowels in dowel holes in the stubshaft and mounting holes.
drive into the crankcase end plate.
. Using holding fixture (File 758) and a suitable
11. Torque the dowel bolts to specified value and lifting device, p o s i t i o n h o u s i n g to c r a n k c a s e
lockwire stubshaft mounting bolts and dowel and secure with one mounting bolt on each side
bolts in groups of three or less. of housing, Fig. 6-10.
6-10 112E385
Section 6
27040 27041
Fig.6-10 -Accessory Drive Housing Positioning Fig.6-1 1 - Accessory Drive Housing Alignment
4. Remove holding fixture from housing. Movement of the vertical adjusting nuts will
affect the gauge readings of the governor drive
5. Hand-tighten all mounting bolts. gear and the accessory drive gear that are taken
by the alignment gauge applied to the main lube
6. Apply left-hand water pump alignment gauge oil pump opening.
(File 761) to left pump opening (right bank)
housing so that gauge gear teeth mesh with Movement of the horizontal adjusting nuts will
governor drive gear, Fig. 6-11. affect the gauge reading of the accessory drive
gear which is taken by the alignment gauge
7. Apply right-hand water pump alignment gauge applied to the scavenging oil pump opening.
(File 762) to right pump opening (left bank) in
housing so that gauge g~ar teeth mesh with II. Insert spline end of jacking tool (File 760) into
governor drive gear. splines of the governor drive gear flange until
the adjusting nuts are in line with the governor
8. Apply oil pump alignment gauge (File 763) to drive opening. Adjusting nuts should be in a
the main lube oil pump opening in housing so horizontal position, Fig. 6-11.
that gauge gear teeth mesh with accessory drive
gear. This same gauge is used to align the Movement of the adjusting nuts affects the
housing to the governor drive gear. gauge readings of the governor drive gear which
are taken by the alignment gauges mounted at
9. Apply another oil pump alignment gauge (File the water pump openings.
763) to scavenging oil pump opening in housing
so that gauge gear teeth mesh with accessory 12. Adjust both jacking tools until all four gauges
drive gear. indicate within 0.20 mm - 0.41 mm (0.008"-
0.016") clearance between the gauge gears and
10. Position jacking tool (File 759) over the end of the engine-mounted gears.
the accessory drive shaft until the adjusting nuts
are in line with the accessory drive opening, 13. Disengage the gear of the alignment gauge
Fig. 6-11. mounted in the main lube oil pump opening
107E682 6-11
Section 6
f r o m the a c c e s s o r y drive gear and r o t a t e The coupling disc serves as the coupling between the
approximately 180 to mesh with the governor engine crankshaft and the driven shaft. Degree and
drive gear. Recheck all gauge indications of top dead center markings are stamped on the outer
0.20-0.41 m m (0.008"-0.016") clearance. rim of the coupling disc. Holes are also provided
around the circumference of the rim for insertion of
14. Tighten four mounting bolts, preferably one on a turning bar to manually rotate the crankshaft.
e a c h side, a n d one at t o p a n d b o t t o m , to
specified value.
MAINTENANCE
15. Remove both jacking tools from housing. I n s p e c t the engine c o u p l i n g disc for cracks or
16. Check all alignment gauges. If all indications damaged surfaces. Also inspect the coupling disc to
are w i t h i n 0.20-0.41 m m (0.008"-0.016"), crankshaft bolt holes for elongation or fretting at
tighten remaining housing mounting bolts to the bolt head mating surface. If the surface is fretted
specified value. the area may be spotfaeed up to 1.59 m m (1/16")
deep as l o n g as the m i n i m u m disc t h i c k n e s s is
17. R e p l a c e oil seal c o v e r on a c c e s s o r y drive maintained. See Service Data for limits.
housing crankshaft opening using gasket
sealing compound on gasket surfaces. Apply E n g i n e c o u p l i n g discs s h o u l d be r e - q u a l i f i e d
1/2" aircraft washers and self locking nuts on whenever the engine, the gearbox, or the generator
mounting studs. Tighten nuts to specified value. a s s e m b l y is r e m o v e d . M a x i m u m t r o u b l e free
performance of the engine coupling can best be
RING GEAR A N D C O U P L I N G ensured by careful magnetic particle inspection of
both discs prior to their reuse. This inspection is
DISC (FLYWHEEL) p a r t i c u l a r l y i m p o r t a n t if it is k n o w n t h a t the
DESCRIPTION coupling has been subjected to unusual stress.
The ring gear, Fig. 6-12, is used on engines equipped Engine coupling discs of the same type are inter-
with starting motors. Engaging the teeth on the ring changeable, providing top dead center pointer
gear rotates the crankshaft for engine starting or location on the engines is the same. The serrated
selects a crankshaft position when using an engine coupling is assembled without using body bound
turning gear device. The ring gear pilots on the bolts and for this reason has no reamed holes. All
engine side of the coupling disc and is bolted to the rim bolts are the same size. The coupling disc should
coupling disc. be applied to the crankshaft with the small "O"
Indic
Bracl
COU
Disc
28227 28936
Fig.6-1 2 - Ring Gear And Coupling Disc Installations
6-12 112E385
Section 6
m a r k s on the c o u p l i n g disc a n d the c r a n k s h a f t crankshaft to provide a power takeoff connection

coincides. This will position the coupling with the for components driven from the front of the engine.
point at the 0 mark on the rim when the No. 1 In some applications, the coupling is bolted to a
piston is at TDC. tapered stubshaft.
A p p l y T e x a c o T h r e a d t e x No. 2303 to engine

c o u p l i n g bolts a n d install i n d i c a t o r b r a c k e t s (if
used) with the first having the tapped hole lined up
with the engine barfing hole nearest the T D C mark
and the second bracket 180 apart from the first.
.o2s"_+.oo5"! /
J
Tighten coupling bolts to specified value. Tighten Magnetic
t h e r i m bolts u n i f o r m l y (to a v o i d c o c k i n g t h e -ci ~ ~ , . / P i c k u p
r- = -
coupling on the serrations) to specified value. The
gap between the coupling halves at the rim bolts i
should not be less than m i n i m u m after the rim bolts Flywheel ~.~
have been properly torqued. Indicator
CAUTION
The coupling bolts must be applied with the
chamfered side of the head placed adjacent to \\
the crankshaft fillet.
Face runout and rim eccentricity should be checked

after installation of coupling disc to crankshaft, and 24236
with crankshaft positioned to avoid thrust inter-
ference. Eccentricity of rim outside diameter and Fig.6-13 - M o u n t i n g O f Digital Tachometer
runout on rim face should not exceed m a x i m u m Pickup With Flywheel Indicator
indicator reading listed in Service Data.
DIGITAL T A C H O M E T E R
M A G N E T I C PICKUP
Units provided with an electronic digital tachometer
utilize a m a g n e t i c type p i c k u p m o u n t e d on the
starter motor bracket at the engine flywheel. Ring
gear teeth passing by the pickup create pulses which
are counted and processed by the tachometer to
produce a numerical display of engine RPM. The
magnetic pickup may be mounted integral with the
flywheel pointer or by means of a separate "L"
b r a c k e t at a left b a n k or right b a n k l o c a t i o n ,
depending on application.
If the m a g n e t i c p i c k u p is r e m o v e d to facilitate
engine service or rebuild, clearance between flywheel
ring gear a n d p i c k u p m u s t be c h e c k e d d u r i n g
replacement to ensure a gap of 0.025" + 0.005", as
shown in Fig. 6-13.
20821
Fig.6-14 - Accessory Drive Coupling

A C C E S S O R Y DRIVE
COUPLING
DESCRIPTION MAINTENANCE
The accessory drive coupling assembly, Fig. 6-14, is The accessory drive coupling does not require any
bolted and keyed to the tapered front end of the routine maintenance.
112E385 6-13
Section 6
COUPLING APPLICATION No. 2303. Torque the retaining bolt to 136 N ' m
(100 ft-lbs).
If the coupling has been removed, it is essential that
. Attach a dial indicator to the coupling with the
the proper application procedure is used to avoid
severe damage to the crankshaft of either the driven b u t t o n o f t h e i n d i c a t o r o n the a c c e s s o r y
unit or the engine. housing or on one of the studs at the coupling
seal. Zero the indicator.
. Prior to mounting the coupling on the crankshaft,
. Torque the retaining bolt to 678 N-m (500 ft-lbs)
inspect the two tapered surfaces to ensure the
and r e c o r d the a d v a n c e , m e a s u r e d to t h e
mating surfaces are free of nicks or burrs. Use
nearest thousandth. Failure to obtain a reading
aluminum oxide cloth of a 180J grit to clean the
within the limits given in the Service D a t a is
tapered surfaces and the crankshaft key slot.
usually caused by imperfections found on one
of the tapered surfaces or within the keyway.
. H a n d fit 2-1/2" key so it is tight in the engine These surfaces should be free of all nicks or
crankshaft key slot. T a p the key in the slot so
burrs.
the end of the key is flush with the end of the
crankshaft. . Install the lock spring, lockwasher, and 1 / 2"-20
bolt in the head of the retaining bolt and torque
NOTE to specified value.
If the key slides in the keyway, scrap the key.
. W i t h a dial i n d i c a t o r b u t t o n r e s t i n g on the
. Slide felt oil seal and oil seal retainer over barrel outside diameter of the coupling flange, record
end of coupling flange, then fit coupling on to the T.I.R. of the rim to be sure it does not
the shaft. M a k e certain that the key remains exceed the limits given in the Service Data.
flush with the end of the shaft.
. Carefully insert oil seal into groove of seal cover
4. Lubricate the threads on the retaining bolt and and apply seal retainer with 3-8"-16 hex head
both sides of the washer with Texaco Threadtex bolts torqued to specified value.
6-]4 112E385
Section 6
SERVICE DATA
CRANKSHAFT ASSEMBLY AND
A C C E S S O R Y DRIVE GEAR T R A I N
REFERENCES
Alignment of rotating equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M . I . 1765
SPECIFICATIONS
I. New limits are those to which new parts are manufactured. (Drawing tolerances.)
an)' time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
Crankshaft
Diameter, main journal -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190.45-190.50 m m ( 7 . 4 9 8 " 7 . 5 0 0 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190.41! m m (7.4965")
Diameter, crankpin journal -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165.05-165.10 m m ( 6 . 4 9 8 " 6 . 5 0 0 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165.01! m m ( 6 . 4 9 6 5 ' )
Clearance (diametric main bearings to crankshaft) -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.190-0.368 m m (.0075"-.0145")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.521 m m ( . 0 2 0 5 ' )
Thrust Bearing Clearance -

(8 & 12-Cyl.) -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20-0.38 m m (.008"-.015'3
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.76 m m (.030")
(16 & 20-Cyl.) -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20-0.46 m m (.008"-.018")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.76 m m (.030")
Thrust Bearing Collar Thickness -
8, 16 & 2 0 - C y l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.35-9.37 m m (.368"-.369")
12-Cyl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22.07-22.10 m m (.869"-.870")
Accessory End Gear Train

B a c k l a s h (all d r i v e gears) -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20-0.41 m m (.008"-.016")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.64 m m (.025")
Accessory Drive Gear

Hub to gear clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 . 0 3 8 - 0 . 0 8 0 m m (.0015"-.0030")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.089 m m (.0035")
D i a m e t e r o f g e a r s p r i n g s e g m e n t holes - N e w -
(8 & 12-Cyl.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50.95-51.05 m m (2.006"-2.010")
(16 & 2 0 - C y l . ) . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.05-62.15 m m (2.443"-2.447")
W e a r o n d r i v e side o f g e a r - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.02 m m (.001")
76El179 6-15
Section 6
Gear bore diameter

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190.50-190.53 m m (7.500"-7.501")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190.55 m m (7.502")
(If h u b to gear m a x i m u m clearance is not exceeded)
H u b outside d i a m e t e r Min . . . . . . . . . . . . . . . . . . . . . . . . . . . 190.436 m m (7.4975")

(If hub to gear m a x i m u m clearance is not exceeded)
Disc spring segment bore - Max.

(8 & 12-Cyl.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.08 m m (2.011")
(16 & 20-Cyl.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.18 m m (2.448")
Spring segment wear (right half as viewed

f r o m 12 o'clock position) Max . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.02 m m (.001")
G o v e r n o r Drive G e a r
G o v e r n o r drive gear to stubshaft clearance
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.08-0.15 m m (.003"-.006")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20 m m (.008")
T h r u s t clearance
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15-0.36 m m (.006"-.014")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.51 m m (.020")
Flexible C o u p l i n g
C r a n k s h a f t pilot d i a m e t e r Max . . . . . . . . . . . . . . . . . . . . . . . . 203.264 m m (8.0025")
M o u n t i n g bolt hole d i a m e t e r Max . . . . . . . . . . . . . . . . . . . . . . . 45.212 mm (1.780")
Thickness at m o u n t i n g bolt holes Min . . . . . . . . . . . . . . . . . . . . . 17.462 m m (.6875")
Clearance between coupling discs at

rim bolts, after bolts are t o r q u e d Min . . . . . . . . . . . . . . . . . . . . . . 0.038 m m (.0015")
C o u p l i n g face r u n o u t Max . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 m m (.010") T.1.R.
C o u p l i n g rim eccentricity Max . . . . . . . . . . . . . . . . . . . . . . . 0.13 mm (.005") T . I . R .
Accessory Drive C o u p l i n g
Coupling advance coupling-to-crankshaft . . . . . . . . . . . . . . . 0.51-1.52 m m (.020"-.060")
C o u p l i n g rim r u n o u t Max . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 m m (.010") T . I . R .
Part No.
U p p e r main bearing shell r e m o v e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8055837

G a s k e t sealing c o m p o u n d (.47 liter [ 1 pt.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8178639
T h r e a d lubricant, T e x a c o T h r e a d t e x No. 2303 ( a p p r o x . 18.93 liter [5 gal.]) .......... 8307731
M a i n bearing cap a p p l i c a t i o n and r e m o v a l tool . . . . . . . . . . . . . . . . . . . . . . . . 8487487
U p p e r main bearing r e m o v a l tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8488833
S e r r a t i o n gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9081052
Accessory drive housing holding fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 758
Accessory drive housing j a c k i n g fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 759
Accessory drive housing j a c k i n g fixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 760
Accessory drive housing aligning gauge
L.H. water p u m p a p p l i c a t i o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 761
R . H . water p u m p application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 762
Oil p u m p a p p l i c a t i o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 763
6-16 112El182
SECTION 7
CAMSHAFT GEAR TRAIN, AUXILIARY
DRIVE, AND CAMSHAFT ASSEMBLIES
C A M S H A F T GEAR TRAIN C A M S H A F T GEAR TRAIN ASSEMBLY
DESCRIPTION 7-1 STUBSHAFT BRACKET

APPLICATION 7-7
MAINTENANCE 7-1
NO. 1 I D L E R GEAR APPLICATION 7-9
C A M S H A F T DRIVE GEARS
LUBE OIL M A N I F O L D
APPLICATION 7-9
REMOVAL 7-3
C A M S H A F T DRIVE HOUSING
INSPECTION AND INSTALLATION 7-3 APPLICATION 7-10
SPRING DRIVE GEAR ASSEMBLY AUXILIARY DRIVE
DISASSEMBLY 7-4 DESCRIPTION 7-11
INSPECTION 7-4 MAINTENANCE 7-11
ASSEMBLY AND INSTALLATION 7--4 CAMSHAFT
NO. 1 IDLER GEAR DESCRIPTION 7-12
REMOVAL 7-13
BEARING CLEARANCE CHECK 7-5
INSPECTION 7-13
REMOVAL, INSPECTION, AND
INSTALLATION 7-5 ASSEMBLY AND INSTALLATION 7-13
IDLER GEAR STUBSHAFT COUNTERWEIGHT APPLICATION 7-14
REMOVAL 7-6 EXHAUST VALVE TIMING
INSPECTION 7-6 LOCATING TOP DEAD CENTER 7-14
BEARING AND SLEEVE CHECKING VALVE TIMING 7-17

REPLACEMENT 7-6
TIMING VALVES 7-17
INSTALLATION 7-6
SERVICE D A T A
C R A N K S H A F T GEAR
SPECIFICATIONS 7-21
REMOVAL, INSPECTION,
EQUIPMENT LIST 7-24
AND INSTALLATION 7-6
112E385
SECTION
7
645E7C/F7B
C A M S H A F T GEAR TRAIN, AUXILIARY
DRIVE, A N D C A M S H A F T ASSEMBLIES
CAMSHAFT GEAR TRAIN
DESCRIPTION
Power necessary to drive the camshafts, and the
turbocharger before it becomes free wheeling, is
supplied through the gear train at the rear of the
engine. Fig. 7-1 shows the gear train before the
c a m s h a f t drive h o u s i n g and t u r b o c h a r g e r are
installed, and Fig. 7-2 shows a cross-section of the
gear train.
The gear train, Fig. 7-1, consists of a crankshaft gear

m o u n t e d on the c r a n k s h a f t , No. 1 idler gear, a
spring drive gear assembly, and the left and right
c a m s h a f t drive gears. The s p r i n g drive gear
assembly is made up of the No. 2 idler gear, a spring
assembly, and the turbocharger drive gear.
MAINTENANCE
Unless a c o m p l e t e e n g i n e d i s a s s e m b l y is being
undertaken, it is unlikely that the entire gear train
would be removed from the engine at one time. With
the e x c e p t i o n of the No. 2 idler gear and the
turbocharger drive gear, which are part of the spring
drive gear assembly, each gear in the train can be
removed independently.
When any of the gears are removed from the gear

t r a i n , t h e y s h o u l d be i n s p e c t e d for excessive
b a c k l a s h u p o n r e a s s e m b l y by i n s e r t i n g a feeler
gauge the entire width of the gear face. Excessive 22952
backlash can cause improper valve operation and Fig.7-1 - Typical Camshaft Gear Train
i n j e c t i o n periods. Backlash clearance limits are (Left-Hand Rotation Engine)
given in the Service Data page at the end of this
section. Clearances b e t w e e n gear s t u b s h a f t and r e t a i n e r , and c a m s h a f t drive h o u s i n g m u s t be
b e a r i n g s a n d t h r u s t c l e a r a n c e s m u s t also be removed.
maintained within specified limits.
NOTE
NOTE E n g i n e t i m i n g will n o t be d i s t u r b e d d u r i n g
Refer to "No. 1 Idler G e a r " for a b e a r i n g idler gear removal as long as the camshafts and
clearance check without disassembly. c r a n k s h a f t are n o t m o v e d w h e n gears are
removed.
The turbocharger, aftercooler ducts, auxiliary drive
assembly, and coupling disc must be removed from If original idler gears are to be reapplied and it
the engine to facilitate access to the camshaft gear is desired to retain timing mark orientation for
train. If removal of the No. 1 idler gear or the future work, mark the gears as they lie before
crankshaft gear is required, the camshaft gears, oil removal.
112E385 ?-I
Section 7
;amshaft Drive Gear
Camshaft Stubshaft Bracl

Thrust Bearings
Camshaft Stubshaft
Turbocha
Drive Ge~
Spring Idler Gear Stubshaft
Drive Spring Assembly Bracket
Oil Seal Retainer Assembly Gear Assem
Assembly
Oil Slinger
No. 2
Idler C.
Stubshaft
Bearing
No. 1 Idler Gear
ankshaft
~lecessary
shaft Gear
Clearance Measurement Point
23333
Fig.7-2 - Camshaft Gear Train, Cross-Section
7-2 78E779
Section 7
The following p a r a g r a p h s contain the removal, 4. Install dowel bolts and t o r q u e to specified
inspection, and installation procedures for each value.
gear in the train.
. Lockwire mounting bolts and dowel bolts in
C A M S H A F T DRIVE G E A R S g r o u p s of three (two mounting bolts and one
dowel bolt).
REMOVAL
. If any gears in the camshaft gear train are
1. Remove the lockwire and the four bolts holding replaced or the relationship of the crankshaft to
the counterweight and camshaft drive gear to the c a m s h a f t has b e e n d i s t u r b e d , refer to
the stubshaft. " E x h a u s t Valve Timing" at the end of this
section for i n f o r m a t i o n on positioning and
2. Remove the dowel bolts and the retainer plate. marking of gears.
3. The counterweight and camshaft drive gear can S P R I N G DRIVE GEAR A S S E M B L Y

now be removed from the stubshaft.
The spring drive gear assembly, Fig. 7-3, consists of
4. Remove the dowels from the counterweight and the No. 2 idler gear, the turbocharger drive gear, and
camshaft drive gear by driving them out from a spring assembly mounted between the two gears to
the back side of the gear. a b s o r b any torsional vibration which might be
t r a n s m i t t e d t h r o u g h the gear a s s e m b l y to the
INSPECTION t u r b o c h a r g e r . T h e s p r i n g drive gear a s s e m b l y
s h o u l d be r e m o v e d as an a s s e m b l y and t h e n
Inspect the gear teeth for fatigue indications, cracks disassembled for inspection.
or other evidence of failure. If possible, a magnaflux
inspection should be performed.
In addition to the above, also check the camshaft

gear which mates with the auxiliary drive gear for a
wear step. Normal discoloration, due to a narrow
gear mating with a wider gear, should not be
considered as a wear step.
An accurate m e a s u r e m e n t can be made using a

0.420"-0.430" diameter roller. Place the roller on the
unworn portion of the gear tooth so it is suspended
over the worn portion. The distance between the
roller and the worn gear tooth should not exceed the
limit given in the Service Data. If wear step exceeds
the wear limit, the camshaft gear and the auxiliary
drive gear should be replaced. Pitting or gouging of 25744
the cam gear teeth, where the auxiliary drive gear

mates, indicates misalignment. The cause should be
determined before applying replacement gears.
INSTALLATION
1. Install the camshaft drive gear on the stubshaft
being sure to position it on the stubshaft so the
position markings line up with the markings on
the mating parts, as shown in Fig. 7-21.
2. I n s t a l l c o u n t e r w e i g h t on s t u b s h a f t w i t h
counterweight to stubshaft marks aligned.
3. Install d o w e l s , d o w e l r e t a i n e r plate, a n d
counterweight to stubshaft bolts. Torque bolts 24131
to specified value. Fig.7-3 - Spring Drive G e a r A s s e m b l y
107E682 7-3
Section 7
DISASSEMBLY Service Data. Also clean spider bolt holes of

lubricant and c o n t a m i n a n t s , using the same
Remove the spring drive gear assembly from cleaner.
the stubshaft and check for any loose gear-to-
spider bolts. Discard any loose bolts. This is . Slide spring assembly over the idler gear hub.
n e c e s s a r y b e c a u s e l o o s e b o l t s c a u s e d by A p p l y t h r e a d sealing c o m p o u n d listed in
movement of the spiders due to high loads will Service Data to the 3/4"-16 bolts and install
have d a m a g e d threads. D a m a g e d bolts will bolts and bolt dampers through the idler gear
result in unsatisfactory clamp load. into the inner spider. Torque bolts to 542-568
N'm (400-420 ft-lbs). Tighten socket head set
2. Remove lockwire and the eight 1/2"-13 bolts screws firmly to lock against the four 3/4"-16
and washers that hold the turbocharger drive bolts. Replace lockwire between retainer pad
gear to the outer spider. bolts, if removed for access to set screws. If the
same idler gear and spring assembly are used,
3. Remove the snap ring near the inner circumference install the gear to spider dowels to 6.4 mm
of the turbocharger drive gear. The gear can (1/4') below the surface and stake the dowel
now be separated from the assembly. holes in three places, 120 apart.
4. To remove spring assembly from idler gear, If a new idler gear and spring assembly are
remove lockwire which secures two of four being used, drill two holes through the gear web
3/4"-16 bolts to two I/2"-20 bolts. The four and into the spider. Drill 33.3 mm (1-5/16")
3/4"-16 bolts are also locked in place by set deep and line ream the holes to 32.5 mm
screws which are located through access slots in (1-9/32") deep x 12.662 mm +0.13 mm-0.00 mm
four of the spring seat retainer pads. If necessary, (.4985" + .005" - .000"). L o c a t e the holes
remove lockwire between retainer pad bolts at 100.00 m m + 0.08 mm (3.937" + .003") above
these locations and back out set screws to allow and below the idler gear centerline and in line
the 3/4" bolts to turn freely. with two gear mounting bolt holes. Drive two
dowels to 6.4 mm ( I / 4 ' ) below the surface and
5. Remove the four 3/4"-16 and the two 1/2"-20 stake the holes at three places, 120 apart.
bolts. Remove the two l / 2 " dowels.
. It should not be necessary to further disassemble . Apply thread lubricant to the bolt threads and
the spring drive gear assembly. The spiders, install the two I / 2"-20 bolts and torque to 122
springs, and spring seats making up the spring N'm (90 ft-lbs). Lockwire these bolts to the
assembly do not require any routine maintenance. corresponding 3/4" bolts.
If the spring drive gear assembly is found to be
defective, it should be replaced with a qualified . Install the turbocharger drive gear on the idler
assembly. gear hub and install the snap rir.g in the idler
gear hub groove.
WARNING
Any attempt to disassemble the spring assembly . Apply thread lubricant to the bolt threads and
w i t h o u t the proper tools can be extremely washer surfaces and install the eight 1/ 2"- 13 x
hazardous and is not recommended. 1- I/4" bolts with hardened washers through the
turbocharger drive gear into the outer spider.
INSPECTION T o r q u e bolts to 111 N ' m (82 ft-lbs) a n d
lockwire the bolt heads.
Inspect the gear teeth for fatigue indications, cracks,
pits, or other evidence of failure. If possible, a INSTALLATION
magnaflux inspection should be performed on the
gears. Inspect the idler gear bearings to see that they . Place the spring drive gear assembly on the idler
are not gouged or damaged in any way. Also check gear stubshaft being sure the tooth position
oil holes to see that they are not plugged. marks are aligned as shown in Fig. 7-21.
ASSEMBLY . If a new gear is used, refer to "Exhaust Valve

Timing" at the end of this section for information
!. Thoroughly clean four 3/4"-16 idler gear to on positioning and marking of gears. Timing
spider mounting bolts to remove all traces of procedures are not required if camshaft and
thread lubricant. Use cleaner activator listed in crankshaft positions have not been disturbed.
7-4 107E682
Section 7
NO. 1 IDLER G E A R 6. Bar the crankshaft slightly in one direction until

there is no further dial indicator movement, and
BEARING C L E A R A N C E CHECK set the indicator to zero. Bar the crankshaft in
WITHOUT DISASSEMBLY the opposite direction until there is no further
dial indicator m o v e m e n t , and note reading.
The No. 1 idler gear bearing clearance can be Multiply the reading by 1.3 to obtain No. 1 idler
checked without any disassembly of the engine. gear b e a r i n g c l e a r a n c e . R e f e r to limits in
Service Data.
1. Remove the rear left bank oil pan handhole NOTE
cover and insert the clearance checking rod It may be necessary to lock the left bank
assembly into the camshaft drive housing so camshaft in order to provide sufficient load on
that the end with the flattened side is at the the No. 1 idler gear to obtain full movement.
bottom. This should be done if clearance does not fall
within the limits given in Service Data.
2. Position the rod so that the b r a c k e t m o u n t
straddles the crankcase endplate, and the top of
If idler gear is to be removed, refer to the following
the rod contacts the side of the No. 1 idler gear,
procedures.
Fig. 7-4. Hand tighten the bracket bolt.
REMOVAL
3. Apply the light tension spring between the
lower part of the rod and the edge of the 1. Remove the four bolts and washers holding the
handhole opening, Fig. 7-4, to maintain idler thrust plate and idler gear.
gear to rod contact.
2. Remove the thrust plate and idler gear from the
4. Secure the support clamp of a dial indicator to stubshaft.
the edge of the handhole opening. Position the
i n d i c a t o r p l u n g e r so t h a t it c o n t a c t s the INSPECTION
flattened side of the rod, Fig. 7-4.
Inspect the gear teeth for fatigue indications, cracks,
5. With the cylinder test valves closed, use the pits, or other evidence of failure. If possible, a
engine turning bar, and manually rock the magnaflux inspection should be performed.
c r a n k s h a f t as m a n y times as n e c e s s a r y to
remove the oil from the idler gear bearing. This INSTALLATION
will be evidenced on the dial indicator by no
increase over previous reading taken for each See "Camshaft Gear Train Assembly" information
direction of crankshaft travel. for complete installation procedure.
NOTE
Photo at right wastaken
without the camshaft
drive housing to illustrate
the rod assembly-to-idler
gear application.
17842 17843
Fig.7-4 - Application Of Parts For Checking Bearing C l e a r a n c e
107E682 7-5
Section 7
IDLER GEAR S T U B S H A F T A S S E M B L Y procedure. If the stubshaft assembly that was

removed from the engine is to be re-used, see the
REMOVAL following installation procedure.
1. After the spring drive gear assembly, the No. 1 . Attach the stubshaft assembly to the crankcase
idler gear and the attached oil lines have been with the three vertically centered m o u n t i n g
removed, the stubshaft assembly can be taken bolts, and finger tighten.
off.
2. Apply the lower idler gear to the stubshaft
2. R e m o v e the lockwire, dowel bolts, and the assembly to mesh with the crankshaft gear.
locating dowels.
. Place a feeler gauge between the lower idler and
3. R e m o v e the m o u n t i n g bolts and stubshaft crankshaft gear teeth, and check the backlash.
assembly. Backlash limits are in the Service Data.
INSPECTION 4. If necessary, reposition the stubshaft assembly

until the allowable backlash is obtained.
1. Check that oil passages are not plugged.
5. A p p l y t h e r e m a i n i n g s t u b s h a f t a s s e m b l y
2. Check alignment of oil holes in upper stubshaft mounting bolts, and torque all bolts.
sleeve with holes in stubshaft. Inspect sleeve for
nicks or gouges. 6. Install dowels and dowel bolts, and lockwireall
bolts.
3. Inspect upper stubshaft seal and replace, if
necessary. 7. Apply the oil lines to the stubshaft bracket.
4. Check bearing on lower stubshaft and sleeve on

upper stubshaft to see that they are not gouged C R A N K S H A F T GEAR
or damaged in any way.
REMOVAL
NO. 1 STUBSHAFT BEARING
REPLACEMENT 1. Remove the crankshaft gear from crankshaft.
1. R e m o v e pressfit bearing from stubshaft by 2. T h e oil slinger can be r e m o v e d f r o m the

heating bearing until it can be removed. crankshaft gear by removing the oil slinger to
crankshaft gear bolts.
2. Install new bearing by heating bearing in oil to
149-163 C (300o-325 F) and pressing on
INSPECTION
stubshaft. Make certain that oil hole through
bearing is at the 12 o'clock position. Inspect the gear teeth for fatigue indications, cracks,
pits, or other evidence of failure. If possible, a
NO. 2 STUBSHAFT SLEEVE magnaflux inspection should be performed. Inspect
REPLACEMENT the oil slinger and oil seal retainer to see that they are
not bent or damaged in any way.
R e m o v e 3 / 8 " dowel which pins sleeve to
stubshaft. Heat sleeve until it can be remo\ed
from stubshaft. INSTALLATION
2. Install new sleeve by heating sleeve in oil to See the "Camshaft Gear Train Assembly" informa-
190 C (375 F) and pressing on stubshaft. Oil tion for complete installation procedure.
holes in sleeve should be aligned to within
0.8 mm (1/32") of oil passages in stubshaft.
Install new dowel. C A M S H A F T GEAR T R A I N A S S E M B L Y
INSTALLATION If the complete gear train has been disassembled

(not including the camshaft stubshaft brackets), the
If a new stubshaft assembly is to be applied, see following procedure should be used to install and
"Camshaft Gear Train Assembly" for installation align the various components.
7-6 114E284
Section 7
STUBSHAFT BRACKET APPLICATION . Install the stubshaft bracket in position and

apply the three vertically centered 1/2"-20
1. Inspect the crankcase end plate for any burrs or mounting bolts with hardened washers. Finger
damaged areas. tighten the mounting bolts.
2. Clean any dirt or debris from the holes in the . Apply the idler gear gauge (File 768) to the No.
end plate or the end plate surface. 1 idler gear stubshaft, Fig. 7-6, and place a feeler
gauge between the idler gear gauge teeth and the
3. Wipe the crankshaft gear teeth clean, insert the crankshaft gear teeth to check the gear backlash
coupling bolts in the gear from the back side which is specified in the Service Data at the end
and install it in its p r o p e r position o n the of this section.
crankshaft, as shown in Fig. 7-21. Secure the
crankshaft gear with two nuts, m o d e r a t e l y
tightened.
If a new gear is used, refer to "Exhaust Valve
on positioning and marking of gears. Timing
procedures are not required if camshaft positions
have not been disturbed.
4. Inspect the stubshaft bracket rear surface for
b u r r s and wipe clean, m a k i n g sure all oil
passages are clean and free of dirt.
5. Install two temporary locating pins, Fig. 7-5,
into the idler gear stubshaft bracket mounting
holes in the crankcase end plate.
20376
Fig. 7-6 - Checking No. 1 Idler Gear To

Crankshaft Gear Backlash
NOTE
The No. 1 idler gear may be used if a gauge is
not available.
8. If the backlash is not within limits specified,

gently tap the stubshaft bracket with a brass
hammer until it is in position to obtain the
proper backlash.
20375 CAUTION
Fig.7-5 - Idler Stubshaft Bracket Do not tap on machined surfaces of the
Application stubshaft bracket.
78E779 7-7
Section 7
9. When the stubshaft bracket is properly aligned, 12. When the stubshaft bracket is properly position-
tighten the b o t t o m bolt to the proper torque ed, tighten the top and center mounting bolts to
and re-check the backlash. the proper t o r q u e and recheck the backlash
between the idler gear gauge and the crankshaft
10. A p p l y an idler gear stubshaft to c a m s h a f t gear.
stubshaft gauge (File 769), Fig. 7-7, and check
the dimension between the No. 2 idler gear 13. If the backlash is not within the proper limits,
stubshaft and the left bank camshaft stubshaft the t h r e e v e r t i c a l m o u n t i n g b o l t s m u s t be
making sure both stubshafts are wiped clean. loosened and Steps 7 thru 12 repeated.
Gauge must indicate less than 0.13 mm (0.005").
14. R e m o v e the idler gear gauge and apply the
remainingstubshaft mounting bolts and
washers.
NOTE
One 3/8"-24 bolt is used at the edge of the
stubshaft bracket directly below the lube oil
manifold connection to the stubshaft bracket.
15. Remove the two temporary locating pins and

apply the two m o u n t i n g bolts and washers.
Then tighten all mounting bolts to the proper
torque.
16. Ream the two dowel holes with a 0.494"tapered

reamer and a 0.4998" + 0.0002" b o t t o m i n g
reamer while using cutting oil.
NOTE
if dowel holes in idler gear stubshaft bracket
do not align with holes in crankcase, drill and
ream for o v e r s i z e d o w e l s as r e q u i r e d to
p r o d u c e full c i r c u m f e r e n c e fit. See parts
catalog for listing of oversize dowels.
20377 17. Use an air hose to blow chips and oil out of the
dowel holes.
Fig.7-7 - Idler Gear S t u b s h a f t Bracket
18. Insert 5/16"-24 bolts approximately 12.7 mm
Alignment
(1 / 2") into the dowel pins.
19. Place d o w e l s in d o w e l holes of s t u b s h a f t

bracket and drive into crankcase end plate.
NOTE
The No. 2 idler gear and left bank camshaft
20. Torque the dowel bolts to specified value and
drive gear m a y be a p p l i e d a n d b a c k l a s h
l o c k w i r e all m o u n t i n g and d o w e l b o l t s in
reading taken between No. 2 idler gear and
groups of three or less.
camshaft drive gear if gauge is not available.
See Service Data for limits.
21. Using a No. 1 stubshaft to No. 2 stubshaft gauge
1 I. If the dimension is not within limits, gently tap (File 770) check parallelism between the No. 1
the s t u b s h a f t b r a c k e t until it is p r o p e r l y a n d No. 2 s t u b s h a f t s , Fig. 7-8. T a k e one
positioned. indicator reading with gauge as close to the
stubshaft bracket as possible and the other
CAUTION reading with gauge near the end of the No. 1
Do not tap on m a c h i n e d s u r f a c e s o f the stubshaft. Dial indicator readings must be
stubshaft bracket. within 0.10 mm (0.004").
7-8 68E480
Section 7
If a new gear is used, refer to "Exhaust Valve

on positioning and marking of gears. Timing
procedures are not required if camshaft and
crankshaft positions have not been disturbed.
. Install the No. I idler g e a r t h r u s t plate,

hardened washers, and bolts. Tighten bolts to
the proper torque and lockwire in pairs using a
crisscross pattern.
. Use a feeler gauge to check that the No. 1 idler

gear thrust clearance is within the limit specified
in the Service Data.
4. Re-check the backlash between the crankshaft

gear and the No. l idler gear as in Step 7 of
"Stubshaft Bracket Application."
PISTON C O O L I N G F L A N G E S
A N D LUBE OIL M A N I F O L D
APPLICATION
I. If the f l a n g e s c o v e r i n g the p i s t o n c o o l i n g
manifold openings on the crankcase end plate
20378 have been removed, install the flange gaskets,
Fig.7-8 - Checking Parallelism Of No. 1 flanges, and 3 / 8 " 2 4 bolts, Fig. 7-9. Torque the
A n d No. 2 Stubshafts bolts to specified value and lockwire.
NOTE
Parallelism may also be checked by applying
both idler gears, then checking gear teeth mesh
and t a k i n g b a c k l a s h m e a s u r e m e n t s . See
Service Data for backlash limits.
22. After a double idler stubshaft bracket has been

applied to the crankcase rear end sheet, with all
bolts torqued, the assembly should be checked
for gaps in excess of 0.10 mm (.004 '~) which
could cause a critical loss of oil pressure. To
perform this check, run a .004" feeler gauge
around the periphery of the bracket. If the feeler
gauge can be inserted into an oil passage, the
b r a c k e t m u s t be r e m o v e d a n d t h e c a u s e
eliminated.
23. Re-check the dimension between the No. 2 idler

stubshaft and the left bank camshaft stubshaft.
NO. 1 IDLER G E A R A P P L I C A T I O N
1. Apply a light coat of lubricating oil to the No. l

idler gear stubshaft and place the idler gear on
the stubshaft so the tooth position marks are
aligned as shown in Fig. 7-21. Fig.7-9 - Lube Oil Manifold Application
78E779 7-9
Section 7
. A s s e m b l e the e n d a n d c e n t e r oil m a n i f o l d
sections being sure to install a gasket between
t h e m . Use 3/8"-24 bolts with l o c k n u t s and
tighten to specified value.
. I n s t a l l the p r e v i o u s l y a s s e m b l e d m a n i f o l d
s e c t i o n and the s t u b s h a f t to the left b a n k
camshaft oil line, Fig. 7-9, being sure to place
gaskets under the manifold sections. Tighten
the 3/8"-24 bolts to specified value and lockwire.
NOTE 20380
If the stubshaft to left bank camshaft manifold Fig.7-1 0 - Camshaft Drive Housing
does not have the pipe plug installed, coat the Alignment
threads with high temperature thread lubricant
and install in the manifold. . R e p e a t Step 7 on the right b a n k c a m s h a f t
stubshaft.
4. Install two 1/2"-20 bolts, Fig. 7-9, and tighten
to specified value. These bolts will be used for . If the housing is not aligned properly, place a
an a n c h o r for l o c k w i r i n g c a m s h a f t drive wedge (File 772) between the camshaft stubshaft
housing to crankcase bolts. bracket and the housing, and drive the wedge in
with a brass hammer.
C A M S H A F T DRIVE H O U S I N G
10. If the dial indicator shows the camshaft drive
APPLICATION h o u s i n g to be p r o p e r l y aligned, t o r q u e the
m o u n t i n g bolts to the p r o p e r t o r q u e , t h e n
1. Check the camshaft drive housing seal surfaces
remove the wedge and recheck the alignment.
for burrs and wipe free of dust and dirt.
11. Ream the two dowel holes in the camshaft drive
2. Apply a coat of gasket sealing c o m p o u n d to the housing with a 0.494" tapered reamer and a
camshaft drive housing. Apply the gasket in 0.4998"+0.0002" bottoming reamer, being sure
sections to the camshaft drive housing being to use cutting oil.
sure the gasket interlocks are joined properly.
NOTE
3. Apply the camshaft drive housing to crankcase If dowel holes in camshaft drive housing do not
bolts to the housing and wipe the crankcase end align with holes in crankcase, drill and ream
plate clean. for oversize dowels as required to produce full
circumference fit. See parts catalog for listing
. Trim the rubber crankcase to oil pan gasket of oversize dowels.
extending from the joint at the crankcase end
plate and apply gasket sealing c o m p o u n d to the 12. Use an air hose to blow chips and oil out of the
joint area. dowel holes, and insert 5/16"-24 bolts
approximately 12.7 m m (1/2") into the dowel
5. Locate the camshaft drive housing in its proper pins.
position and snug down several of the bolts to
hold it in place. 13. Place dowels in the dowel holes of the housing,
and drive into the crankcase end plate. Remove
6. Install a locating pin in each side of housing, the dowel bolts.
Fig. 7-10, to act as positioning points for a dial
indicator. 14. I n s t a l l the two r e m a i n i n g c a m s h a f t drive
mounting bolts in the holes next to the dowel
. Install the camshaft drive housing alignment pins, and torque to the specified torque.
g a u g e (File 771) on t h e left b a n k c a m s h a f t
stubshaft, and sweep the left bank locating pin, 15. L o c k w i r e the c a m s h a f t drive h o u s i n g u p p e r
Fig. 7-10. T h e c a m s h a f t drive h o u s i n g is bolts in three groups of three each, and the two
properly aligned when an 0.20 m m - 0.25 m m remaining mounting bolts to the bolts previously
(0.008"-0.010") reading is obtained on the dial installed in the end plate for a n c h o r i n g the
indicator. lockwire.
7-10 112E385
Section 7
16. Install the remaining oil manifold section, being

sure to apply the proper gasket between the
m a n i f o l d and c r a n k c a s e and b e t w e e n the
manifold section previously installed and the
one being applied. Use locknuts on the bolts
connecting the two sections, and lockwire the
manifold to crankcase bolts. If the turbocharger
filter is not installed at this time, temporary
bolts and spacers should be applied to the filter
mounting bolts.
17. Install the oil slinger and the oil slinger-to-

crankshaft gear bolts. Torque bolts to specified
value.
18. Prior to installation of the oil seal retainer,

measure the distance from the inner face of the
retainer mounting flange to the inner face of the
retainer tapered flange, Fig. 7-2. Then measure
the distance from the outer face of the camshaft
1. Coupling Flange 4. Oil Slinger 7. Support Housing
drive housing to the face of the oil slinger with 2. Dust Shield 5. Mounting Pilot 8. Drain
the crankshaft positioned toward the rear of the 3. Cover 6. Drive Shaft And 9. Bushing
Gear
engine. The difference between the two measure-
ments should equal the clearance specified in Fig.7-1 1 - A u x i l i a r y Drive A s s e m b l y
Service Data. If required, add or remove oil
slinger shims to obtain proper clearance.
19. If oil retainer has dowels, remove the dowels.
20. Apply oil retainer gasket and oil retainer.

Install four equally spaced bolts and washers
finger tight.
21. Center the retainer by tapping the O D with a

soft-faced h a m m e r until the radial clearance
between the retainer ID and the gear sealing
surface O D is uniform around the circumference,
as measured with a feeler gauge. Refer to
Service Data for proper radial clearance.
22. A p p l y the r e m a i n d e r of the 24 b o l t s a n d

washers and torque to specified value.
23. Recheck for uniform clearance to ensure that

the retainer has not shifted.
13439
24. Apply camshaft drive gears and spring drive Fig.7-1 2 - Checking A u x i l i a r y Drive Gear
gear assembly as previously described. Backlash
MAINTENANCE
A U X I L I A R Y DRIVE A S S E M B L Y
When new bearings are installed, they are pressed
into the support housing and line reamed or bored
DESCRIPTION to the dimension specified in Service Data.
The auxiliary drive assembly, Fig. 7-I 1, is mounted After mounting the assembly on the turbocharger
on the turbocharger housing and is driven from the housing, the backlash between the gears must be
right bank camshaft drive gear. checked and adjusted, if necessary.
83E180 7-11
Section 7
Check the backlash with a dial indicator, Fig. 7-12. C A M S H A F T ASSEMBLIES
Attach a small C-clamp to the coupling flange so
that clamp contacts the outer edge of the flange.
P o s ~ o n the dial indicator with the contact point
touching the C-clamp. Remove play from gear teeth
DESCRIPTION
/ by turning the coupling flange. Set the dial indicator
to zero and move flange in the opposite direction of The camshaft assembly, Fig. 7-13, consists of
the previous movement and note reading on dial flanged segments, front and rear stubshafts, and a
indicator. spacer is used on 12, 16, and 20-cylinder engines
between the center segments. Each segment spans
Refer to Service Data for backlash limits. Backlash three (12-cyl.), four (8 & 16-cyl.), and five (20-cyl.)
is adjusted by loosening the turbocharger mounting
cylinders. Segment flanges are marked as shown in
bolts and repositioning the turbocharger on the
Fig. 7-13 to aid in correct assembly. At each cylinder
camshaft drive housing.
there are two exhaust cams, one injector cam, and
After correct backlash is obtained, the turbocharge; two bearing journals. Two bearing blocks at each
mounting bolts are tightened, and the backlash cylinder, equipped with steel-backed lead base
checked to see that it has not changed. babbit lined inserts, support the camshaft.
LEFT-HAND ROTATION ENGINE
Long Segment Long Segment
1
Left Bank + + +
++
Stubshaft Spacer Stubshaft
?
Right Bank
1
Long Segment
l
Long Segment 11150
RIGHT-HAND ROTATION ENGINE

Left Bank Long Segment Long Segment
A
t ++++ +
Drive Stubshaft Spacer Stubshaft
?
B
Right Bank Long Segment Long Segment 23097
LONG SEGMENT
Injector Cam
Exhaust Valve Cams Journal Spacer Stubshaft

17938
Fig.7-1 3 - Camshaft Assembly (1 6-Cylinder)
7-12 114E284
Section 7
MAINTENANCE flange is smaller than the others to ensure correct

angular position.
REMOVAL
After assembly of camshaft and stubshaft, check for
The camshaft may be removed without disturbing concentricity between the stubshaft and camshaft
the stubshafts by removing the dowel bolts connect- journals and m a x i m u m runout over total length of
ing the segment and stubshaft flanges, removing oil the shaft. Support the camshaft on precision rollers
lines from segment bearing blocks to rocker arms, at the n u m b e r 2 and 7 (8-cyl.); I, 6, 7, and 12
and removing rocker arms. Remove segment (12-cyl.); 1, 7~ 10 and 16 (16-cyl.): and 1, 9, 12 and
bearing block caps to allow camshaft removal. 20 (20-cyl.) camshaft bearing journals. See Service
Data for limits.
NOTE
Camshaft segment bearing blocks and caps are INSTALLATION
assembled new in mated pairs. This pairing
must be maintained. Camshaft assemblies installed on an engine must
c o n f o r m to segment sequence and position as
If the camshaft is removed for reasons other than indicated in Fig. 7-13. On right bank camshafts, the
bearing replacement, an attempt should be made to "A" marking on each flange is toward the front of
retain relative position of the bearing shells on the engine. On left bank camshafts, the"B" marking
reinstallation of the camshaft. This may be accom- on the flange must be toward the front of the engine.
plished by immediately replacing caps after camshaft
removal, or if the entire block is removed, by NOTE
inserting block bolts and wiring the free ends of the Stubshafts connected to segment flanges with
bolts. It is possible to remove a segment of the 16 " A " markings are a different configuration
and 20-cylinder camshaft without removing the than those connected to segment flanges with
entire camshaft. However, the entire camshaft must "B" markings.
be removed on a 12-cylinder engine to change a
segment. . If cam bearing blocks have been removed from
the engine, c h e c k b e a r i n g b l o c k pads a n d
keyways for foreign material, nicks, and burrs.
INSPECTION Use a fine file to smooth nicks and remove
burrs, then wipe area clean. Install all bearing
After removal of camshaft, wash and remove all dirt blocks, putting oiler blocks to the right hand
from oil passages. Visually inspect stubshafts and side of each cylinder.
segments paying particular attention to cam lobes
and journals for pitting, chipping, excessive scoring . Wipe inside of camshaft bearings with a clean
and heat discoloration. J o u r n a l s and cams with rag to r e m o v e a n y f o r e i g n m a t e r i a l , t h e n
light pit marks, minute flat spots, and light score remove caps from bearing blocks and stubshaft
marks may be reused after blending and removal of brackets. Mark or otherwise arrange in order to
sharp edges by hand polishing. Check inside of maintain correct block to cap pairings.
dowel bolt holes for burrs, and remove.
. Wipe bottom bearing shells clean once again
Camshaft segments and stubshafts that show heat and apply a liberal amount of engine oil to all
discoloration should be magnaflux inspected and lower bearings, including stubshaft bearings.
hardness tested. Discoloration on the unfinished
portion of the camshaft should be disregarded as it . Install camshaft assembly on the engine in the
results from a production process and may be seen proper orientation as previously described and
even on a new camshaft. shown in Fig. 7-13.
C h e c k s e g m e n t j o u r n a l to b e a r i n g d i a m e t r i c . Apply a small amount of oil to each camshaft

clearances of all camshaft and stubshaft bearings bearing journal, then rotate camshaft by hand
against limits listed in the Service Data. to see if it turns freely and to distribute the oil
evenly around the journals.
ASSEMBLY . Apply all bearing caps to bearing blocks and

stubshaft brackets. Snug down bolts on stub-
The camshaft must be assembled as shown in shaft bracket caps only to an initial torque not
Fig. 7-13. One dowel bolt hole in each segment to exceed 13 N ' m (10 ft-lbs).
114E284 7-1 3
Section 7
7. Align bearing blocks to approximate center of NOTE

b e a r i n g j o u r n a l s (if n e c e s s a r y ) by t a p p i n g On occasion, it may be necessary to locate and
lightly with a copper or brass hammer. impact more than one bearing a n d / o r change
8. Snug down all bolts on intermediate bearing out a bearing block and cap or stubshaft
block caps to an initial torque not to exceed b r a c k e t in o r d e r to allow free c a m s h a f t
13 N'm (10 ft-lbs). rotation.
9. Final tighten all cap bolts to specified values. I1. Check camshaft axial (thrust) clearance at rear
I0. Rotate camshaft by hand or by using a box stubshaft against limits listed in the Service
Data.
wrench on a camshaft spacer nut to see if it
turns freely. If camshaft binds, loosen bolts at 12. If clearances are correct and no binding exists,
one bearing block. If shaft still will not turn apply flange dowel bolts and reassemble rocker
freely, continue loosening cap bolts one block arms and associated parts. Check valve timing
at a time to determine which bearing is binding. of at least one cylinder to ensure that camshaft
segment orientation is correct, then complete
Impact that bearing block cap with a copper or
e x h a u s t valve s e t t i n g a n d i n j e c t o r t i m i n g
brass hammer to seat the bearing shell. Retighten
adjustments.
and torque all cap bolts and check camshaft
again for free rotation.
CAMSHAFT COUNTERWEIGHT
APPLICATION
Counterweight Scribe Lines Counterweight replacement usually is not necessary.
Parallel With Engine Centerlines
~ "'~ Front CamshaftCounter- However, when counterweights are installed, they
_ _ ~ W e i g h t s Are Up should be applied in the position as shown in
Fig. 7-14.
EXHAUST VALVE TIMING

I" "~~~'~ Rear Camshaft
I: /v-----~.CrOU~er~neights DESCRIPTION
._.=- / {
PlgieSt r~ihghtkEdg
" e$ ~ , ~ Exhaust valve timing is very important as it ensures
correct relationship of valve o p e r a t i o n with the
other events in the cylinder power cycle.
'\ ~ ~ Top Dead Center To check or adjust exhaust valve timing, it is
\ /- ~----"---'---..a' No. 1 Cylinder
necessary to know the top dead center of each
cylinder as shown in Table 1.
Items which govern correct valve timing are given in
- l ~ - ~ ~" ~ Position Of No. ] the following procedures.
/~,' ~ _ ~ \\(~rankpin
MAINTENANCE
LOCATING TOP DEAD CENTER
If it should become necessary to check the position
REAR END OF LEFT-HANDROTATINGENGINE of the flywheel or the flywheel pointer for top dead
X Degrees after T.D.C. of No. 1 center, proceed as follows:
cylinder. To get the crankshaft in this
position, turn the flywheel until this 1. Remove an air box handhole cover at the No. 1
number is at the pointer. cylinder.
Engine L.H. Rotation R.H.Rotation 2. If necessary, bar the engine to position the No. 1
8-Cyl. X 184 X 176 piston below the cylinder liner ports.
12-Cyl. X = 249-1/2 X 110-1/2 3. Insert a brass "stop-bar" (minimum 12.7 mm
16-Cyl. X 105 X 255 [ 1 / 2 " ] h e x a g o n a l or s q u a r e p r e f e r r e d ) o f
20-Cyl. X 149-1/2 X - 210-1/2 suitable length through the ports of the No. 1
15760
cylinder so that the end of the bar passes
t h r o u g h a port on the opposite side of the
Fig.7-14 - Camshaft C o u n t e r w e i g h t T i m i n g cylinder, Fig. 7-15.
7-14 114E284
Section 7
L E F T - H A N D R O T A T I O N ENGINE R I G H T - H A N D R O T A T I O N ENGINE
8-C l l n d e r 8-Cylinder
Firing Order Top Dead Center Firing Order I Top Dead Center
0o 1 0o
45 6 45
9O 2 90
135 8 135':'
180 4 180
225 7 225
270 3 270
315 5 315
12-C' dinder 12- Cylinder

Firing Order Top Dead Center F i r i n g O r d e r ' Top Dead C e n t e r
1 00 I 0
12 19 6 26
7 45 8 75
4 94 11 101
3 120 2 120
10 139 5 146
9 165 9 195
5 214 10 221
2 240 3 240
11 259 4 266
8 285 7 315 o
6 334 12 341
16-C l i n d e r 16-Cylinder
Firing Order Top Dead Center F i r i n g O r d e r I Top Dead Center
1 0o 1 0o
8 22-1/2 15 22-1/2
9 45 10 45
16 67-1/2 7 67-1/2
3 90 2 90
6 112-1/2 13 112-1/2
II 135 12 135
14 157-1/2 5 157-1/2
4 180 4 180
5 202- I / 2 14 202-1/2
12 225 11 225
13 247-1/2 6 247-1/2
2 270 3 270
7 292-1/2 16 292-1/2
I0 315" 9 315
15 337-1/2" 8 337-1/2
20-C' dinder 20- Cylinder
Firing Order Top Dead Center Firing Order Top Dead Center
I 0o 1 Oo
19 9 14 27
8 36 9 36
II 45 16 63
5 72 4 72
18 81 13 99
7 108 6 108
15 117 20 135
2 144 3 144
17 153 12 171
I0 180 10 180
12 189 17 207
3 216 2 216
20 225 15 243
6 252 7 252
13 261 18 279
4 288 5 288
16 297 11 315
9 324 8 324
14 333 19 351
22955
Table 1 - Firing Order And Top Dead Center
112E1182 7-15
Section 7
NOTE
q
A bar of sufficient length to prevent reapplication
of the handhole cover while the bar is in place is
recommended. A flag on the end of the bar will
caution against inadvertent rotation of the
engine with the bar in place.
0--:_-
0-_-:_
< /
20384
20386
Fig.7-1 5 - "Stop-Bar" Inserted Through

Cylinder Ports Fig.7-1 7 - Limit Of Piston Travel M a r k e d
On Flywheel
. Manually bar the engine slowly in the normal 7. M a r k the second p o s i t i o n of the flywheel
d i r e c t i o n of r o t a t i o n until piston travel is pointer on the flywheel, Fig. 7-18.
stopped by the bar against the upper surfaces of
the cylinder ports, Fig. 7-16. 8. Determine the number of degrees between the
two marks on the flywheel. Divide that number
CAUTION by 2. See Fig. 7-19 for a sample calculation.
Use extreme care to avoid excessive force.
5. Mark the position of the flywheel pointer on the

flywheel, Fig. 7-17.
6. Manually bar the engine slowly in the opposite

direction f r o m normal rotation until piston
1st Mark X~_--
travel is again stopped by the bar against the
upper surfaces of the cylinder ports.
< I
20387
20385
Fig.7-18 - Second Limit Of Piston Travel

Fig.7-1 6 - Piston Travel Limited By "Stop-Bar" Market On Flywheel
%16 112El182
Section 7
If timing is incorrect, check for:

No. 1
Crankpin 1. Proper installation of camshaft.
2. Camshaft gear train correctly timed.
3. Excessively worn gears.

/
/ \
180 e' ! i}. . . . .
a. M a r k f l y w h e e l as i n d i c a te d in Step 5.
b. M a r k f l y w h e e l as i n d i c a t e d in Step 7. ~ ! ~!~
c. D e t e r m i n e n u m b e r o f d e g r e e s as
i n d i c a t e d in S t e p 8. D i v i d e by 2.
214 70
- 35
- 144 2
70
d. R o t a t e 3 5 . P o i n t e r s h o u l d i n d i c a t e
1 8 0 . If it does not, adjust p o i n t e r to
indicate 1 8 0 .
24878
21158
Fig.7-20- Timing Exhaust Valves
Fig.7-19 - Sample Calculation
TIMING EXHAUST VALVES
. R o t a t e the crankshaft in the normal direction of
rotation the exact number or degrees determined The exhaust valves should be timed when any gear
in Step 8 above. R e m o v e the brass "stop-bar" or stubshaft of the camshaft gear train is replaced,
from the engine. with the exception of the No. 1 or No. 2 idler gears.
To do this, the camshaft on each bank must be timed
10. The pointer should indicate 180 ( b o t t o m dead to the crankshaft, but only one cylinder of each
center). If it does not, position the pointer so bank needs to be timed.
that is does indicate 180 . The pointer will now
indicate top dead center for the No. 1 crankpin
CAUTION
To prevent possible valve damage, remove or
when the engine is rotated so that the pointer is
loosen all rocker arm assemblies, except the
at zero degrees (0).
one on the cylinder being timed. If rocker arm
assemblies are removed, hydraulic lash adjusters
C H E C K I N G E X H A U S T VALVE T I M I N G s h o u l d b e c h e c k e d f o r p r o p e r c l e a r a n c e to
valve stems. See Section 5 for instructions.
To check timing, place a dial indicator on the rocker
arm adjusting screw as shown in Fig. 7-20. Valve . Apply dial indicator to rocker arm adjusting
end of rocker arm must be in its highest position, so screw, Fig. 7-20, as done in "Checking Exhaust
that the exhaust valves are closed. Press indicator Valve Timing."
down approximately 2.54 m m (. 100") and set dial to
. Remove lockwire from mounting bolts and
zero.
dowel pin bolts securing rear camshaft counter-
weight to the stubshaft. R e m o v e bolts, washers,
Turn crankcase in normal direction of rotation until dowel retainer plate and two 1[2" dowel pins.
f l y w h e e l is at 106 A . T . D . C . o f c y l i n d e r b e i n g R e m o v e counterweight and gear.
checked.
. Using a socket and wrench on stubshaft flange
If timing is correct, the valve bridge will have moved bolt nuts, rotate the camshaft in its normal
d o w n to 0.36 mm (.014"). Timing must not be later direction of rotation until the valve bridge on
than 110 or earlier than 104 A.T.D.C. of cylinder which the dial indicator is resting moves d o w n
being checked. 0.36 m m (.014").
112E385 7-17
Section 7
4. Bar engine c r a n k s h a f t o v e r in the n o r m a l 14, The crankshaft should now be rotated in its
direction of rotation until the flywheel pointer normal direction and the timing checked so that
is at 105 after top dead center for the cylinder the valve bridge of the valve being checked has
b e i n g c h e c k e d . Install c a m s h a f t gear and moved down 0.36 mm (.014") when the flywheel
c o u n t e r w e i g h t on stubshaft, secure in place timing pointer is at 104-106 A.T.D.C.
with mounting bolts finger tight.
15. Repeat the operation on one cylinder on the
5. With flywheel at 105 A.T.D.C. of the cylinder opposite bank.
being checked, the dowel holes in the camshaft 16. After timing has been completed, the relative
drive gear, counterweight, and the camshaft position of the mating parts should be identified
stubshaft should be in line or approximately in similar to the method used on new engines,
line with each other. If by turning the crankshaft s h o w n in Fig, 7-21. T h e m a t i n g parts are
from 104 to 106 A.T.D,C., the dowel holes marked with No. ! piston at top dead center.
can be made to line up, then tighten the bolts to This completes valve timing procedures.
secure assembly for installation of dowel pins.
17. Remove counterweight and gear from stubshaft.
6. If the dowel holes do not line up within this 18. Plug dowel holes in stubshaft as follows:
tolerance, remove the camshaft counterweight
and gear from the stubshaft. Rotate the gear a. Drill and tap the two dowel holes for 3/4"-
180 and replace on stubshaft or move the gear 16 N F thread with a minor diameter of
one tooth and replace gear and counterweight 0.7031" + 0.005" - 0.000" and pitch diameter
on the stubshaft. of 0.7094" + 0.0016" - 0.0000".
b. C o u n t e r s i n k 1.6 mm ( 1 / 1 6 " ) on g e a r
7, If dowel holes still do not line up but misalign- mounting side.
ment is less than 0.190 mm (.0075"), the holes
m a y be r e a m e d for i n s t a l l a t i o n of 0.005", c. Drive threaded, hex head plugs into holes.
0.010", or 0.015" oversize dowels. See Service Data for plug part number.
d. Cut plug head off and flare by peening into
If misalignment of dowel holes is greater than countersink.
0.190 mm (.0075") proceed to Step 17.
e. Grind plugs flush with flange face.
CAUTION f. Check 146.037 m m + 0.00 mm -0.03 mm
Before reaming (or drilling) dowel holes; be (5.7495"+ 0.000"- 0.001") flange O.D. for
certain extra measures are taken to contain any high spots and grind to proper dimension.
m e t a l shavings or chips to p r e v e n t their
entering oil drains or contaminating the gear CAUTION
train. R e p e a t S t e p 3 if c a m s h a f t to c r a n k s h a f t
relationship has been disturbed.
8. Insert 5/16"-24 bolts approximately 12.7 mm 19. Apply camshaft gear to stubshafl and secure
(1 / 2") into dowel pins. with mounting bolts.
9. Place dowels in counterweight dowel holes and 20. Rotate engine crankshaft to position indicated
drive into stubshaft. Remove dowel bolts from in Fig. %14.
tSins. 21. Remove gear mounting bolts and position gear
and counterweights on stubshaft with counter-
I0. Remove counterweight to stubshaft bolts. weight in d o w n position and counterweight
scribe line parallel with engine centerline.
II. Install dowel retainer plate and counterweight Ensure that gear and counterweight dowel
to stubsbaft bolts. T o r q u e bolts to specified holes are aligned.
value.
22. Install mounting bolts and tighten to secure
12. Install dowel pin bolts and torque to specified gear and counterweight to stubshaft.
value.
23. Drill and ream s t u b s h a f t d o w e l holes to
12.662 mm + 0.13 mm - 0.00 mm (.4985"+ .005"-
13. Lockwire mounting bolts and dowel pin bolts in
.000").
groups of three. (Two mounting bolts and one
dowel pin bolt.) 24. Perform Steps 8 thru 16.
7-18 112El182
Section 7
Camshaft drive
gear marking
Left bank rear t \ o \

counterweight
stubshaft marking.
Right bank rear
counterweight to
stubshaft marking.
No. 2 idler gear

to left bank t
camshaft drive
gear marking.
5 \:
No. 1 idler gear

to No. 2 idler
gear marking.
No. 1 idler gear

to crankshaft
gear marking.
Crankshaft gear to
crankshaft marking. 22270
Fig.7-21 - C a m s h a f t G e a r T r a i n M a r k i n g ( L e f t - H a n d R o t a t i o n Engine)
112El182 7-19/7-20
Section 7
SERVICE D A T A
C A M S H A F T GEAR TRAIN, A U X I L I A R Y
DRIVE, A N D C A M S H A F T ASSEMBLIES
SPECIFICATIONS
components within these limits may be reused with the assurance that the)' will perform satisfactorily
Crankshaft Gear
Oil slinger to oil r e t a i n e r c l e a r a n c e . . . . . . . . . . . . . . . . . . . . 2.29-2.79 m m (.090"-.110')
S h i m s to o b t a i n required c l e a r a n c e
8035526 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 m m (.010")
8035527 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.51 m m (.020")
8035528 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.76 m m (.030")
Oil r e t a i n e r 1D to c r a n k s h a f t gear
sealing surface O D radial c l e a r a n c e . . . . . . . . . . . . . . . . . . . 0.38-0.51 m m (.015"-.020")
Camshaft Drive Gear
W e a r step w h e r e m a t e d with a u x i l i a r y drive g e a r - M a x . . . . . . . . . . . . . . . 0.05 m m (.002')
Gear Backlash
C r a n k s h a f t gear to No. l idler New . . . . . . . . . . . . . . . . . . 0.18-0.36 m m (.007"-.014")

No. ! idler to No. 2 idler on spring
drive g e a r a s s e m b l y New . . . . . . . . . . . . . . . . . . . . . . . . 0.18-0.36 m m (.007"-.014")
No. 2 idler on spring drive g e a r a s s e m b l y
to c a m s h a f t drive - N e w . . . . . . . . . . . . . . . . . . . . . . . . . 0.18-0.41 m m (.007"-.016")
C a m s h a f t drive to c a m s h a f t drive - N e w . . . . . . . . . . . . . . . . . 0.18-0.56 m m (.007".022")
A u x i l i a r y drive to c a m s h a f t g e a r - N e w . . . . . . . . . . . . . . . . . 0.25-0.56 m m (.010"-.022")
M a x . (all gears a b o v e ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.64 m m (.025")
T u r b o c h a r g e r drive to t u r b o c h a r g e r -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.15-0.35 m m (.006"-.014")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.51 m m (.020")
Gear Train
(Idler gears a n d s t u b s h a f t s include sleeve a n d b e a r i n g s w h e r e applicable.)
No. 1 idler g e a r a s s e m b l y ( t h r o u g h bolted, fixed b e a r i n g s t u b s h a f t a s s e m b l y )
Idler g e a r b o r e d i a m e t e r
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l I7.48-117.50 m m ( 4 . 6 2 5 " 4 . 6 2 6 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117.58 m m (4.629')
107E682 7-21
Section 7
Stubshaft diameter
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117.27-117.35 m m ( 4 . 6 1 7 " 4 . 6 2 0 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117.14 m m ( 4 . 6 1 2 ' )
Idler gear to stubshaft clearance

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.13-0.23 mm (.005".009')
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.43 m m ( . 0 1 7 ' )
Thrust clearance
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20-0.51 m m ( . 0 0 8 " - . 0 2 0 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.71 m m ( . 0 2 8 ' )
No. 2 idler gear assembly (part of spring drive gear assembly)
Idler gear bore diameter

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.73-101.75 m m ( 4 . 0 0 5 " - 4 . 0 0 6 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.83 m m ( 4 . 0 0 9 ' )
Stubshaft diameter
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.58-101.62 m m ( 3 . 9 9 9 " - 4 . 0 0 1 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.52 m m ( 3 . 9 9 7 ' )
Idler gear to stubshaft clearance

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.10-0.18 mm (.004"-.007")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.30 m m (.012")
Thrust clearance
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.14-2.11 m m ( . 0 4 5 " . 0 8 3 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.31 m m (.091")
Auxiliary Drive
Housing
Pilot diameter
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215.85-215.88 mm (8.498"-8.499")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215.80 mm (8.496')
Bearing diameter (in s u p p o r t h o u s i n g a f t e r line reaming)
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.564-63.589 mm (2.5025"-2.5035")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.65 m m ( 2 . 5 0 6 ' )
Thrust dimension
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.77-164.97 m m ( 6 . 4 8 7 " 6 . 4 9 5 " )
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.54 m m (6.478")
Drive Shaft
Bearing diameter -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.48-63.50 mm (2.499"-2.500")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.462 mm (2.4985")
Thrust dimension -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165.23-165.30 m m ( 6 . 5 0 5 " - 6 . 5 0 8 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165.40 m m (6.512")
7-22 23E883
Section 7
SERVICE DATA (Co t'd

Clearance
Shaft to bushing-
New . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 . 0 6 4 - 0 . 1 1 4 m m (.0025"-.0045")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.190 m m ( . 0 0 7 5 ' )
Thrust -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.43-3.81 m m (.135"-.150")
Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11 m m (. 162")
Camshaft And Stubshaft
Camshaft journal diameter -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.40-63.45 m m (2.496"-2.498")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.37 m m (2.495")
Diametric clearance, segment journal to bearing -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05-0.15 m m (.002"-.006")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 m m (.010")
T a p e r in l e n g t h o f j o u r n a l - M a x . 0.02 m m (.001")
Runout (journal) T.I.R. when supported on adjacent journals -
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 m m (.002")
R u n o u t ( b a s e circle r e l a t i v e t o j o u r n a l ) - M a x . . . . . . . . . . . . . . . . . . . . . . . . 0.05 m m (.002")
M o u n t i n g f l a n g e ( n o t c o n v e x ) flat w i t h i n * - M a x . . . . . . . . . . . . . . . . . . . . . 0.013 m m ( . 0 0 0 5 ' )
Mounting flange square with longitudinal centerline
within T.I.R.* - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.02 m m (.001")
* ( C o r r e c t b y g r i n d i n g faces)
Concentricity between stubshaft and camshaft journals and

maximum runout over total length of shaft (T.I.R.) - Max . . . . . . . . . . . . . . . . 0.10 m m (.004")
D o w e l b o l t h o l e s in f l a n g e s
One hole - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.15 m m ( . 4 3 9 ' )
Three holes - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.738 m m ( . 5 0 1 5 ' )
Stubshaft journal diameter -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.40-63.45 m m (2.496"-2.498")
Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63.37 m m ( 2 . 4 9 5 ' )
Diametric clearance, journal to bearing -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 . 0 8 9 - 0 . 1 9 0 m m (.0035"-.0075")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 m m (.010")
Stubshaft thrust clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18-0.38 m m ( . 0 0 7 ' - . 0 1 5 " )
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.64 m m (.025")
D i m e n s i o n b e t w e e n t h r u s t faces - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . 106.55 m m (4.195")
Camshaft Timing
I d e a l t i m i n g setting, v a l v e o p e n 0.36 m m ( 0 . 0 1 4 ' ) - A . T . D . C . . . . . . . . . . . . . . . . . . . . 106

T i m i n g o r n e w g e a r t r a i n n o t earlier t h a n - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
or
at 0.36 m m (0.014") v a l v e o p e n i n g A . T . D . C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Limit of lag - camshaft behind crankshaft due

to worn gears - Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
or
at 0.36 m m (0.014") v a l v e o p e n i n g - A . T . D . C . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Flywheel pointer setting - T.D.C. of No. 1 cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
112E385 7-23
Section 7
Part No.
Feeler gauge ,~et . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8067337
Gasket sealing c o m p o u n d (0.47 liter [1 pt.]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8178639
No. I idler gear clearance checking spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8121868
Dial indicator ............................................. 8255423
Thread lubricant, high temperature (0.946 liter [1 qt.]) . . . . . . . . . . . . . . . . . . . . . . . 8278929
Loctite cleaner activator (0.17 kg [6 cz.]) .............................. 8352873
No. 1 idler gear clearance checking bar ............................... 8466308
Camshaft stubshaft plug ....................................... 9082284
Loctite sealing c o m p o u n d (250 cc bottle) .............................. 9085183
No. 1 idler gear to crankshaft gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 768
Idler gear stubshaft to camshaft stubshaft gauge .......................... File 769
No. 1 stubshaft to No. 2 stubshaft gauge .............................. File 770
Camshaft drive housing alignment gauge .............................. File 771
Camshaft drive housing alignment wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 772
7-24 112E385
SECTION 8
AIR INTAKE A N D E X H A U S T S Y S T E M S
TURBOCHARGER TURBOCHARGER CONVERSION

PROCEDURES 8-6
DESCRIPTION 8-1
AIR INTAKE FILTER
REMOVAL 8-2
FIBERGLASS FILTER 8-6
A I R BOX I N S P E C T I O N 8-3
OIL BATH F I L T E R A S S E M B L Y 8-7
GEAR TRAIN INSPECTION 8-3
EXHAUST MANIFOLD
EXHAUST MANIFOLD INSPECTION 8-3
DESCRIPTION 8-8
LUBE SYSTEM M A I N T E N A N C E 8-4
MAINTENANCE 8-9
AIR F I L T E R I N S P E C T I O N 8-4
SERVICE DATA
INSTALLATION 8-4
REFERENCES 8-11
AIR DUCT AND A F T E R C O O L E R
APPLICATION 8-5 SPECIFICATIONS 8-11
FINAL ASSEMBLY 8-6 E Q U I P M E N T LIST 8-12
ENGINE START 8-6
112El182
SECTION
8
645E7C/F7B
AIR INTAKE A N D E X H A U S T S Y S T E M S
TURBOCHARGER The turbine shaft is driven by the engine gear train

through a series of gears in the turbocharger. A
DESCRIPTION turbocharger drive gear, which is a part of the spring
drive gear assembly, meshes with the turboeharger
idler gear, driving the carrier drive gear. The carrier
The turbocharger assembly, Fig. 8-1, is primarily shaft drives the sun gear on the t u r b i n e shaft
used to increase engine horsepower and provide through three planet gears when the turbocharger is
b e t t e r fuel e c o n o m y t h r o u g h the u t i l i z a t i o n of being driven by the engine. The sun gear meshes
e x h a u s t gases. As s h o w n in cross-section, the with the planet gears which, in turn, mesh with a
t u r b o c h a r g e r has a single stage t u r b i n e with a ring gear in the overrunning clutch assembly. The
connecting gear train. The connecting gear train is ring gear is fixed, when the engine is driving the
necessary for engine starting, light load operation, turbine, because the direction of torque at the ring
a n d r a p i d a c c e l e r a t i o n . U n d e r these c o n d i t i o n s gear locks the overrunning clutch. When the turbine
there is insufficient exhaust heat energy to drive the is being driven entirely by exhaust gas energy, the
turbine fast enough to supply the necessary air for d i r e c t i o n of t o r q u e is reversed and the c l u t c h
combustion, and the engine is actually driving the overruns, allowing the ring gear to rotate.
t u r b o c h a r g e r t h r o u g h the gear t r a i n assisted by
exhaust gas energy. When the engine approaches The o v e r r u n n i n g c l u t c h consists of 12 rollers in
full load, the heat energy in the exhaust, which tapered slots. The slots are formed by the combina-
reaches temperatures approaching 538 C (1000 F), tion of a stationary clutch support and the pockets
is sufficient to drive the turboeharger without any in the cam plate. The cam plate, ring gear support,
help from the engine. At this point, an overrunning and the ring gear are doweled and bolted together,
c l u t c h in t h e drive t r a i n d i s e n g a g e s a n d the and rotate as a unit. When the engine is driving the
t u r b o c h a r g e r drive is mechanically d i s c o n n e c t e d turbine, the rollers are wedged in the small side of
from the engine gear train. the cam plate pockets, as a result of the direction of
Exh~
Duc iliary
e
Con ning
Scr(
Air
Inlet
Oil eller
Op~
28412 28413
Fig.8-1 - Turbocharger A s s e m b l y
112E385 8-1
Section 8
t o r q u e , locking the cam plate to the stationary 9. Remove air duct assembly from turbocharger
clutch support. This locking action prevents the ring air inlet assembly and remove air inlet.
gear from turning. Because the planet gear shafts are
driven as a part of the carrier shaft, the planet gears
rotate in the locked ring gear to drive the sun gear on 10. Connect lifting chains to eye-bolts screwed into
the turbine shaft. When the exhaust energy becomes the f o u r 5 / 8 " U N C t a p p e d b o s s e s on the
great enough to drive the turbine without help from turbocharger. Maintain even tension on all four
the engine, the torque at the sun gear, planet gears, chains so that turbocharger will hang properly.
and ring gear reverses direction. This causes the
rollers to move to the wide end of the cam plate
p o c k e t , u n l o c k i n g the c l u t c h , p e r m i t t i n g it to If a hand operated chain hoist is available, it
overrun, and allowing the ring gear to rotate. From should be used between the chain device and the
this point on, with increased load and speed, the main lifting crane to simplify vertical positioning
t u r b o c h a r g e r overruns the engine drive and the and tension a d j u s t m e n t during t u r b o c h a r g e r
planet gears slowly turn the ring gear. removal. Do not allow chains to press against
the exhaust duct.
MAINTENANCE
A t u r b o c h a r g e r lifting sling, Fig. 8-2, is
Since it is not practical to attempt any reconditioning available which maintains the proper attitude
of the turbocharger in the field, it is recommended of the turbocharger during removal. Refer to
that it be returned to E M D as a complete unit for Service Data for lifting sling and eye-bolt part
this service. numbers.
The following removal and installation procedures

are provided for field service.
REMOVAL
1. Disconnect and remove the water lines to and

from the aftercooler assemblies.
. It is advisable to remove the aftercoolers from

the ducts rather than to remove them as an
assembly, because of the weight involved.
NOTE
P r o c e d u r e s for removal and installation of
aftercoolers are contained in Section 10 of this
manual.
3. R e m o v e the oil line clamp from the right

aftercooler duct.
4. Remove both aftercooler duct assemblies.
5. R e m o v e the a u x i l i a r y drive a s s e m b l y (if

provided).
22307
6. Remove the oil separator assembly.

Fig.8-2 - Lifting Device Applied ToTurbocharger
7. R e m o v e the e x p a n s i o n j o i n t b e t w e e n the
turbocharger and the engine exhaust manifold. ! 1. Remove bolts attaching turbocharger housing
to camshaft gear train housing. The turbocharger
8. Disconnect the exhaust elbow from the top of is now held in position by the No. 2 idler gear
the turbine exhaust duct. Remove the elbow. stubshaft and lifting device.
8-2 112E1 t 8 2

1 Exhaust Duct 11. Nozzle Ring

2. Turbine Inlet Scroll 12. Turbine Wheel
3. Sealing Rings 13. Compressor Diffuser
4. Overrunning Clutch 14. Compressor Discharge Scroll
5. Carrier Drive Gear 15. Exhaust Diffuser
6. Carrier Shaft Assembly 16. Impeller
7. Roller Bearing 17. Impeller Seal
8. Turbo Idler Gear 18. Air Inlet Assembly
9. Planet Gears 19, Compressor Bearing
10. Support Assembly 20. Spherical Seat Thrust Bearing
TYPICAL TURBOCHARGER CROSS SECTION

27048
107E682
Section 8
CAUTION nicks and burrs, and smooth the surface

Before removing the turbocharger, be sure to after removal of any nicks or burrs.
remove (if applied) two studhead bolts which
hold the a f t e r c o o l e r piping b r a c k e t to the 3. C h e c k the gear t r a i n area and r e m o v e a n y
turbocharger. metallic debris that might be found.
12. Using jackscrews between the t u r b o c h a r g e r EXHAUST MANIFOLD INSPECTION

housing and the gear train housing, jack the
turbocharger away from the engine until the . I n s p e c t the e x h a u s t m a n i f o l d for f o r e i g n
t u r b o c h a r g e r pilot bore clears the No. 2 material, and completely remove any found. If
stubshaft. m a n i f o l d c o n d i t i o n is in d o u b t , r e m o v e the
m a n i f o l d and look for c r a c k e d leg baffles,
NOTE which should be removed, and cracked expansion
Engine timing will not be d i s t u r b e d d u r i n g joints, which should be replaced.
turbocharger removal as long as the camshafts
and crankshaft are not moved when gears are . Inspect the condition of the exhaust manifold
disengaged. leg gaskets and check that the torque of the
bolts is as specified. Also, check the manifold
13. Using a 1-ton (or 1000 kg) c r a n e , lift the connector fasteners for specified torque. Check
turbocharger clear of the engine and place it in the condition of the adapter to turbocharger
shipping container for transportation. bellows connections, and other locations where
possible leaks m i g h t o c c u r in the e x h a u s t
P R E P A R A T I O N FOR INSTALLATION system.
The following Steps should be adhered to if the . Inspect the adapter assembly, Fig. 8-3, between
turbocharger is being replaced because of a failure,
r e a r e x p a n s i o n j o i n t and e x h a u s t m a n i f o l d
if not, some of the Steps m a y be i g n o r e d . The
assembly for condition of exhaust inlet screen.
t u r b o e h a r g e r should remain in the shipping
This screen functions as a protective device for
container until actual application.
turboeharger by minimizing the possibility of
foreign material, such as broken piston rings
AIR BOX INSPECTION
I. Clean the air box to remove all evidence of

aluminum dust and chromate or borate water
stains.
. I n s p e c t the c y l i n d e r assemblies for b r o k e n

valves, valve blow, c r a c k e d pistons, b r o k e n
piston rings, scored pistons and liners.
. Determine the cause of the turbocharger failure

and c o r r e c t any c o n d i t i o n s t h a t m i g h t have
brought about the failure.
4. Clean all gasket surfaces on the engine, the

turbocharger to be applied, and the air ducts.
Remove any nicks or burrs.
GEAR TRAIN INSPECTION
. Visually check the gear train for nicks, burrs,

evidence of improper backlash, and uneven or
excessive wear. Make any necessary corrections. Trap Box
O
. Clean the No. 2 idler t u r b o c h a r g e r pilot 29089
s t u b s h a f t , using an oil stone. R e m o v e all Fig.8-3 - Exhaust Manifold-To-Turbocharger

indications of fretting. Inspect the seal groove Adapter Assembly
112E385 8-3
Section 8
and small exhaust valve pieces, entering the INSTALLATION

t u r b i n e and d a m a g i n g the t u r b i n e vanes. NOTE
Current screen design includes a small trap box If camshaft to crankshaft relationship has been
at the base of the adapter assembly to remove disturbed, engine timing must be checked
foreign material from the exhaust flow, thereby b e f o r e installing t u r b o c h a r g e r . R e f e r to
preventing it from c o n t i n u o u s l y hitting the Section 7 for engine timing procedures.
screen and breaking into smaller pieces. If
f o r e i g n m a t e r i a l is p r e s e n t in the e x h a u s t I. Apply the lifting device to the turbocharger as
manifold or screen trap box, it is recommended described in the turbocharger removal procedure.
that the screen be magnaflux inspected. (The turbocharger shipping container, plus the
masking of all openings on the turbocharger is
the best p r o t e c t i o n and i n s u r a n c e a g a i n s t
Exhaust inlet screen is also susceptible to plugging damage, rust, and contamination that can be
with carbon and water treatment residue. Should given the turbocharger prior to installaiion.)
screen become plugged, performance of the turbo-
2. T o d e t e r m i n e the i m p e l l e r eye c l e a r a n c e ,
charger and the engine will be adversely affected.
remove the air inlet collar. Chalk mark an
Plugged screens must be removed from the exhaust
impeller blade at the 12 o'clock position so that
manifold for cleaning with a stiff wire brush. Before
the impeller can be returned to this position
reinstalling screen, cause of plugging should be
when the eye c l e a r a n c e is r e c h e c k e d a f t e r
determined and corrected.
t u r b o c h a r g e r installation. T w o sets of feeler
CAUTION gauges should be used when making this check.
Inspect the exhaust silencer (if applied) for Clearances should be determined with a heavy
foreign material and r e m o v e a n y which may be drag on the feelers. Perform check as follows:
found. a. Insert approximately the same feeler gauge
thickness at the ends of the impeller blades
L U B R I C A T I N G OIL S Y S T E M at the 3 and 9 o'clock positions simultaneously
to d e t e r m i n e the a v a i l a b l e h o r i z o n t a l
1. Remove the disposable turbocharger oil filter clearance. Record the clearances.
and the soak back oil filter elements. Install new
elements and check that the filter bowls are full b. A feeler gauge should be used at the 12 o'clock
of clean lubricating oil, and that the springs and position to determine the upper vertical
gaskets are in place. clearance. Leaving the feeler gauge in position
at the 12 o'clock position, use another feeler
to determine clearance at the 6 o'clock
2. If required, drain and completely clean the position. Record the clearances obtained.
system.
3. Apply a thin coat of gasket sealing compound
a. If the oil s y s t e m is c o n t a m i n a t e d with to the camshaft drive housing and apply a new
debris, flush the system and install new filter gasket to the housing.
elements.
4. Apply a new "O" ring seal to the engine No. 2
b. Install new main oil filter elements. Clean idler stubshaft.
and check the main oil filter relief valve.
5. Apply some clean lubricating oil to the No. 2
c. Recharge the oil system after the replacement idler stubshaft and to the turbocharger drive
turbocharger is applied and the oil system gear.
and all filters have been conditioned to
receive the new clean oil. 6. Lift the t u r b o c h a r g e r and remove covering
from all openings, except the exhaust stack and
d. Check the soak back pump fi3nction and exhaust inlet duct.
operation. Check the pump bypass relief
valve for proper operation. 7. Align the turbocharger, guiding it onto the
No. 2 idler stubshaft and into position. Care
must be taken to ensure proper mesh of the
A I R I N T A K E FILTER I N S P E C T I O N turbocharger idler gear and the turbocharger
drive gear on the engine.
Before installing the turbocharger, the engine air
intake filters should be checked for foreign material. 8. Use hardened washers and damper springs with
Completely clean filter housing and replace filter the 3/4" bolts, and apply all the turbocharger to
elements if foreign material is found. camshaft drive housing bolts before removing
g'-4 112E1182
Section 8
the lifting device. Snug up bolts, but do not Remove the lockwire from the support pad bolts at
tighten. the rear of the duct, and loosen the bolts. Position
the core in the duct until the dowels on the core align
. I n s t a l l the a u x i l i a r y drive a s s e m b l y on the with the dowel holes in the support pad. Tighten
t u r b o c h a r g e r and c h e c k the gear b a c k l a s h support pad bolts, torque to specified value, and
b e t w e e n t h e c a m s h a f t drive gear and the lockwire. Remove the core and proceed as follows
auxiliary drive gear. with application.
Check the backlash with a dial indicator, Fig. 8-4. 1. Apply the gaskets to the air duct assemblies.
Attach a small "C" clamp to the coupling flange
so that clamp contacts the outer edge of the . Carefully maneuver the right bank air duet into
flange. P o s i t i o n the dial i n d i c a t o r with the position and apply the bolts at the engine and
contact point touching the "C" clamp. Remove turboeharger flanges. Four bolts at the engine
play from gear teeth by turning the coupling flange must be installed from inside the duct or
flange. Set the dial indicator to zero and move from inside the air box. Make sure that air duct
flange in the opposite direction of the previous flange on the engine side is not touching the
movement and note reading on dial indicator. camshaft drive housing. Snug the bolts only at
Refer to Service D a t a for b a c k l a s h limits. the turbocharger end, but torque the bolts at the
Backlash is adjusted by loosening the turbo- engine end to the specified value. Then remove
charger mounting bolts and repositioning the the bolts from the turbocharger end of the air
turbocharger on camshaft drive housing. duct and with the gasket in place, and using an
0.008" feeler gauge, determine the clearance at
the mating flanges. If an 0.008" feeler gauge can
be entered between the turbocharger and the air
duct, the duct must be relocated. If necessary,
the holes in the engine flange may be enlarged to
position the duct properly.
. Apply the left bank air duct using the same

procedure as used on the application of the
right bank air duct.
. Place the h a r d e n e d washers on bolts and

tighten the air duct to turbocharger bolts to
specified t o r q u e . Refer to Service D a t a for
correct bolt application.
. U s i n g a 0.001" feeler gauge, check t h a t no

clearance exists between the gasket and turbo-
c h a r g e r flange, and the g a s k e t a n d air d u c t
13439
flange.
Fig.8-4 - Checking Auxiliary Drive
Gear Backlash . Coat aftercooler to air duet gaskets with light
engine oil and apply gaskets to air ducts. Using
10. When the correct backlash is obtained, torque a lifting device, install aftercoolers in air ducts.
the turbocharger and auxiliary drive mounting Apply attaching bolts, and beginning at the
bolts to specified values. After the bolts are center bolt and moving to the ends, torque bolts
properly tightened, recheck the auxiliary drive to specified value.
gear backlash.
7. Attach water pipes to aftercoolers and torque
AIR DUCT AND AFTERCOOLER bolts to specified value.
APPLICATION
8. Attach water pipes to engine and torque bolts to
If a d i f f e r e n t a f t e r c o o l e r core is to be installed, specified value.
proper core alignment to the duct must be ensured
before application can be made. The air ducts must 9. Clamp turbocharger oil filter line to tapping
be removed from the engine to accomplish alignment. pad on fight aftercooler air duct.
112E385 8-5
Section 8
FINAL ASSEMBLY . W h e n s t a r t i n g the engine, do n o t force t h e

injector hand control lever beyond the idle
1. Apply gaskets and install oil separator/ejector (one-third rack) position in an effort to aid the
assembly. engine in starting. If the engine is forced on
starting, the excess fuel and the resulting engine
. Install the expansion joint between the turbine exhaust might cause an increase in load on the
inlet scroll and the engine exhaust manifold. turbocharger thrust bearing when it should not
W h e n a s s e m b l i n g the e x p a n s i o n j o i n t , the be loaded.
tapered end of the interior liner should be facing
toward the front of the engine. This taper will 4. Perform load test to qualify engine for service.
not be evidenced by external viewing of the
expansion joint. TURBOCHARGER CONVERSION
. Coat the threads of the expansion joint bolts
T u r b o c h a r g e r s o p e r a t i n g on l e f t - h a n d r o t a t i n g
with high temperature thread lubricant, apply
engines can be converted to operate on right-hand
and torque to specified value.
r o t a t i n g engines. T u r b o c h a r g e r s on r i g h t - h a n d
. In bolting the expansion joint in the manifold, it rotating engines can also be converted to left-hand
operation.
is recommended that one flange of the expansion
joint be securely bolted to the manifold before
attempting to bolt the other flange. If the holes P r o c e d u r e s and parts lists for the r e q u i r e d
of the second flange do not align with the flange c o n v e r s i o n s are c o n t a i n e d in the M a i n t e n a n c e
of the inlet scroll, do not pry into alignment. Instruction listed in the Service Data at the end of
This will result in undue stress placed on the this section.
expansion joint and will also reduce the internal
liner clearance r e q u i r e d for t r o u b l e - f r e e A I R I N T A K E FILTER
o p e r a t i o n . If a l i g n m e n t can n o t be a t t a i n e d
t h r o u g h r e p o s i t i o n i n g the e x p a n s i o n j o i n t , Air entering the engine must be thoroughly cleaned
enlarge the holes in the flange until bolts can be by passing through air intake filters to protect the
freely inserted and tightened. power assemblies from abrasive material as well as
to protect the lubricating oil from contaminants.
. Attach the exhaust elbow or adapter to the top
of the turbine exhaust duct with bolts coated Although several types of filters are available, based
with high temperature thread lubricant, and on specific requirements, a couple of typical filter
torque to specified value. a p p l i c a t i o n s are d e s c r i b e d in the f o l l o w i n g
paragraphs.
. Check the impeller eye clearance as previously
done in Step 2 of "Installation" to see if the FIBERGLASS FILTER
m e a s u r e m e n t s can be d u p l i c a t e d . If the (DISPOSABLE TYPE)
clearances c a n n o t be d u p l i c a t e d , it indicates
t h a t the t u r b o c h a r g e r has been d i s t o r t e d in
DESCRIPTION
installation. In this event, the air ducts should
be r e m o v e d a n d eye c l e a r a n c e r e c h e c k e d . If
turbocharger is still distorted the turbocharger The fiberglass filter assembly, Fig. 8-5, consists of a
m o u n t i n g bolts m u s t be l o o s e n e d and t h e w e l d e d steel h o u s i n g c o n t a i n i n g two or m o r e
turbocharger realigned so that no stresses or d i s p o s a b l e bag type e l e m e n t s . The basic filter
distortion are introduced during installation. assembly is mounted on the unit and connected to
the turbocharger inlet by a flexible sleeve. Optional
7. Install the air inlet assembly and air d u c t assemblies include both indoor and outdoor remote
assembly on turbocharger. m o u n t i n g v e r s i o n s p r o v i d e d with an air i n t a k e
silencer b o x for d u e t w o r k c o n n e c t i o n to the
STARTING THE ENGINE turbocharger.
. Perform the engine prelube, as described in Filter assemblies are equipped with a filter vacuum
Section 9, and make sure soak back oil p u m p is switch FVS, as described in the Protective Devices
operating. Section of this manual. This switch senses an air
p r e s s u r e d r o p t h r o u g h the filters, i n d i c a t i n g a
. Make the necessary preparations and start the clogged filter condition, and alerts the operator by
engine. activating a warning light and an alarm device.
8-6 112E385
Section 8
. . . . .
around the entire assembly above the air intake area.
Oil fill and drain plugs are provided in removable
clean-out plates at both ends of the oil bath reservoir.
An oil level sight glass is also provided on the front
face of the reservoir.
Air is drawn in under the rain shields on each side of

the unit. The i n c o m i n g air passes t h r o u g h a
distribution plate which provides even dispersion of
both air and oil over the filter surface areas. The oil
is drawn up from the oil reservoir by pneumatic lift
18029 t h r o u g h a series of c a l i b r a t e d orifices in the
distribution plate. The distribution plate is fitted
Fig.8-5 - Typical D i s p o s a b l e Fiberglass with vari-flow valves (small discs over each orifice in
Bag Element, Air Filter A s s e m b l y the plate) which increase the pressure drop at low air
volumes across the face of the plate to ensure oil
MAINTENANCE circulation at all engine speeds.
The fiberglass bag filter elements, Fig. 8-6, should

be replaced at intervals as specified in the Scheduled Oil and dirt are carried upward in the air stream
Maintenance Program in Maintenance Instruction from the distribution plate into a set of self-cleaning
M.I. 1722. However, operating conditions may filter pads where the dirt particles and oil are
warrant more frequent intervals which may be separated from the air. The air then passes through
indicated by activation of the engine air filter alarm. an additional set of oil eliminator pads to ensure
that all oil and dirt has been completely removed
from the air before it enters the engine. The collected
dirt is washed out by the oil as it drains to the lower
edges of the pads into channels and piping for return
to the reservoir. Accumulated sludge settles to the
b o t t o m of the reservoir.
MAINTENANCE
Oil bath air intake filters should be serviced at

intervals as specified in the Scheduled Maintenance
Program.
OIL SUPPLY
18993
To accurately check filter oil level and to add oil, the
Fig.8-6 - Fiberglass Bag-Type Elements engine should be shut down for at least 20 minutes.
For Engine Air Filter
To replace filter elements, release retainers, remove Remove the oil fill plug and add oil until the
elements from the frame one at a time. Slide in new reservoir is full. The oil level should never be
elements and replace the retainers. below the center of the sight glass.
OIL BATH FILTER A S S E M B L Y

2. After adding oil to correct level, the filter is
DESCRIPTION ready for operation. Do not check oil level or
add oil while the filter is in operation (engine
The oil bath filter assembly, Fig. 8-7, is a fabricated running) as the operating oil level is lower than
rectangular housing designed for remote outdoor the non-operating oil level due to oil circulation
installation. The unit has a rain shield extending in the filter.
112El182 8-7
Section 8
16530
Fig.8-7 -Typical Oil Bath Filter Assembly
INSPECTION EXHAUST MANIFOLD

The level and condition of the oil and sludge in the DESCRIPTION
unit should be inspected at regular intervals to
d e t e r m i n e when cleaning is required. R o u t i n e The exhaust gases from the engine cylinders are
inspections should be made at the intervals specified discharged from the cylinder heads into the exhaust
in the applicable Scheduled Maintenance Program. manifold, Fig. 8-8, and to the turbocharger turbine.
Going through the turbine, the gases expand to
atmospheric pressure, pass through the turbocharger
CLEANING FILTER ASSEMBLY ducting, and are then expelled from the engine.
The oil should be changed and filter assembly The exhaust manifold is made up of c h a m b e r
cleaned at the intervals specified in the applicable assemblies, expansion joints, and adapter assembly.
Scheduled Maintenance Program. These intervals The expansion joints, which are used between
may vary depending on the operating schedule and chamber assemblies and between the adapter and
amount of contaminants in the air. Operation in screen assembly and the turbocharger, provide the
extremely dusty or dirty conditions will require necessary flexibility to compensate for expansion
cleaning at more frequent intervals. and contraction of the manifold due to temperature
changes. The adapter assembly contains a trap type
Maintenance Instruction for complete servicing of screen to prevent the entry of foreign objects into the
this filter assembly is listed in the Service Data at the turbocharger. A trap box is attached to the outer
end of this section. body which collects small debris.
8-8 112El182
Section 8
27471
Fig.8-8 - Exhaust M a n i f o l d ( 1 6 - C y l . )
Junction boxes are located on the exhaust manifold . Lubricate manifold mounting bolts with high
for the application of thermocouples provided with temperature thread lubricant and torque the
the exhaust pyrometer option. Pyrometer connection bolts in two passes, using the manifold torque
p r o c e d u r e s are c o n t a i n e d in the M a i n t e n a n c e tool set. Fig. 8-9. The first pass torque should be
Instruction on Marine Unit Installations listed in approximately 68 N ' m (50 ftqbs). The final
the Service Data at the end of this section.
Torque Wrench
MAINTENANCE
Inspect the adapter and screen assembly between
rear e x p a n s i o n j o i n t a n d c h a m b e r a s s e m b l y for ~ ...............
condition of screen. If foreign material is present in Long Adapter _~ ...
the exhaust manifold, it is recommended that the
screen be magnaflux inspected. If provided, remove
i n s p e c t i o n plate to view a d a p t e r a n d screen
assembly. Reapply using new gasket and torque ~ ~
~'~ Short Adapter And
Extension (Outside Bolts)
bolts to specified value.
17690
NOTE
The trap type screen must be inspected and
cleaned at intervals specified in the Scheduled
Maintenance Program.
The exhaust manifold is essentially "maintenance

free," but should the manifold be disassembled for
any r e a s o n , the f o l l o w i n g a s s e m b l y p r o v i s i o n s
should be observed.
When applying the exhaust manifold gasket it is 17688

important that the gasket be positioned properly, CENTER BOLT TIGHTENING
and that the bolts be torqued and retorqued as
recommended. Gasket should be applied as follows:
1. Check that the gasket area on the engine is clean

and free of obstructions.
. Apply the gasket making sure that the side of

the g a s k e t h a v i n g the p a r t n u m b e r a n d the
stamp "THIS SIDE UP" is in the UP position.
This will ensure that the crimped side of the
gasket is down.
CAUTION 17689
If the gasket is incorrectly installed (crimped OUTSIDE BOLT TIGHTENING
side up), g a s k e t d a m a g e and s u b s e q u e n t
exhaust leakage will occur. F i g . 8 - 9 - M a n i f o l d Gasket Torquing
112E385 8-9
Section 8
t o r q u e is 176 N ' m (130 ft-lbs). W h e n long When retorquing, it is not necessary to remove the
adapter, Fig. 8-9, is used the torque wrench dial heat shields, if the torque tool set is used.
should show 103 N ' m (76 ft-lbs). This will
provide the required 176 N'm (130 ft-lbs). When On 20-cylinder engines, the flange at one end of the
short adapter, Fig. 8-9, is used, the torque center and two intermediate chamber assemblies
wrench dial should show 176 N'm (130 ft-lbs) has an offset bolt hole at the bottom of the flange.
for the required torque. To prevent misalignment during assembly, the
flange with the offset hole must face toward the
accessory end of the engine. The offset hole in the
NOTE a d j a c e n t e x p a n s i o n j o i n t must m a t e with the
To correctly torque the center bolts, the torque chamber flange offset hole.
wrench must be attached to the long adapter in
a straight line as shown in Fig. 8-9. When assembling the expansion joints, the welded
end of the interior liner should be facing toward the
To obtain maximum service life from the gasket front of the engine. This weldment will not be visible
application, retorquing instructions M U S T be from the exterior of the expansion joint.
followed.
In bolting the expansion joints to the c h a m b e r
1. On new units, bolts m u s t be retorqued at assemblies, it is recommended that one flange of the
intervals stated in the Scheduled Maintenance expansion joint be securely bolted to the chamber
Program. assembly before attempting to bolt the other flange.
If the holes of the second flange do not align with the
2. If an engine has been overhauled or changed flange of the turbocharger inlet scroll, do not pry
out, the bolts m u s t be retorqued after load box into alignment. This will result in undue stress being
test, in addition to the intervals stated in the placed on the expansion joint and will also reduce
Scheduled Maintenance Program. the internal liner clearance required for trouble-free
operation. If alignment can not be acquired through
3. If the engine is not tested, the bolts m u s t be repositioning the expansion joint, enlarge the holes
retorqued after approximately 8 hours of in the flange until bolts can be freely inserted and
service. tightened.
8-10 112El182
Section 8
SERVICE DATA
AIR INTAKE AND EXHAUST SYSTEMS
REFERENCES
Conversion Of Marine Turbochargers For Opposite Engine Rotation ............ M.I. 276
Marine Engine Air Filter ................................... M.I. 442
Marine Unit Installation ................................... M.I. 3600
SPECIFICATIONS
2. Minimum, m a x i m u m , and tolerance measurements are provided as service limits. A t time o f rebuild or
an.v time unscheduled maintenance is performed, the service limits should not be exceeded. Engine
Aftercooler To Turbocharger Air Duct Bolt Application

8 & 12-cyl.
Right Bank
(8) 7/16"-14 x 1-7/8" bolts
(16) 7/16" hardened washers (under bolts heads & nuts)
(8) 7/16"-!4 nuts
Left Bank
(4) 7/16"-14 x 2-1/4" bolts
(4) 7/16"-14 x 1-1/2" bolts
(12) 7/16" hardened washers (under bolt heads & nuts)
(4) 7/16" nuts (use with 7/16"14 x 2-1/4" bolts)
16 & 20-cyl.
Right Bank
(6) 7/16"-!4 x 1-7/8" bolts (use w/spline nuts)
(2) 7/16"--14 x I-1/4" bolts
(8) 7/16" hardened washers
Left Bank
(7) 7/16"-14 x 1-7/8" bolts (use w/spline nuts)
(1) 7/16"-!4 x 1-I/4" bolt
(8) 7/16" hardened washers
Clearances And Backlash
Backlash between camshaft and auxiliary drive gears .......... 0.25-0.56 mm (.010"-.022")
Clearance between turbocharger and turbocharger end of

air duct (with turbocharger to duct bolts removed) ........... Less than 0.20 mm (.008")
Clearance between gasket and turbocharger flange

(bolts installed and torqued, and using a 0.001" feeler gauge) ............ 0.0 mm (.000")
Clearance between gasket and air duct flange

(same condition as Step above) ........................... 0.0 mm (.000")
112El182 8-11
Section 8
Part No.
Gasket sealing c o m p o u n d (0.47 liter [1 pt.]) ........................... 8178639
Thread lubricant, high temperature (0.946 liter [1 qt.]) ..................... 8278929
Turbocharger lifting sling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8293333
Tulbocharger lifting eye-bolts ................................... 8496116
Exhaust manifold torque tool kit ................................. 8463511
Long adapter ........................................... 8463512
Short adapter ........................................... 8463513
Extension ............................................. 8463514
Torque wrench .......................................... 8463515
8-12 112E385
SECTION 9
MAIN L U B R I C A T I N G OIL S Y S T E M 9-1 LUBE OIL C I R C U L A T I N G P U M P 9-17
PISTON COOLING SYSTEM 9-2 IN-LINE LUBE OIL S T R A I N E R 9-17
S C A V E N G I N G OIL S Y S T E M 9-2 ACCESSORY RACK COMPONENTS 9-I7
OIL G A U G E 9-2 LUBE OIL F I L T E R 9-18
L U B R I C A T I N G OIL P R E S S U R E 9-3 LUBE O I L C O O L E R 9-19
P I S T O N C O O L I N G OIL P R E S S U R E 9-3 AUXILIARY TURBOCHARGER

OIL F I L T E R 9-19
MAIN LUBE OIL A N D P I S T O N 9-3
COOLING OIL M A N I F O L D UNATTACHED ACCESSORIES 9-20
P R E S S U R E R E L I E F VALVE 9-3 LUBE OIL F I L T E R 9-20
P I S T O N C O O L I N G OIL PIPE 9-4 LUBE O I L C O O L E R 9-21
C H E C K I N G OIL VISCOSITY 9-5 PRELUBR1CATION OF ENGINES 9-21
C H A N G I N G OIL 9-5 OIL SYSTEM I N F O R M A T I O N 9-22
OIL S T R A I N E R H O U S I N G 9-6 SERVICE DATA
LUBE OIL S E P A R A T O R 9-7 REFERENCES 9-23
MAIN LUBE OIL A N D PISTON 9-9 SPECIFICATIONS 9-23

C O O L I N G OIL P U M P S
T Y P I C A L LUBE OIL S Y S T E M
S C A V E N G I N G OIL P U M P 9-13 CAPACITIES 9-24
T U R B O C H A R G E R OIL F I L T E R 9-15 E Q U I P M E N T LIST 9-25
S O A K BACK OIL S Y S T E M 9-16
112El182
SECTION
645E7C/F7B 9
L U B R I C A T I N G OIL S Y S T E M
DESCRIPTION M A I N LUBRICATING
OIL SYSTEM
The complete engine lubricating oil system is a
combination of three separate systems. These are The main lubricating oil system supplies oil under
the main lubricating system, the piston cooling pressure to most of the moving parts of the engine.
system and the scavenging oil system. Each system The main lube oil pump takes oil from the strainer
has its own oil pump. The main lube oil pump and housing at the right front of the engine. Oil from the
p i s t o n c o o l i n g oil p u m p , a l t h o u g h i n d i v i d u a l p u m p goes into the main oil manifold which is
p u m p s , are both contained in one housing and located a b o v e the crankshaft, and extends the
driven from a common drive shaft. The scavenging length of the engine. M a x i m u m oil pressure is
oil pump is a separate pump. All the pumps are limited by a relief valve in the passage between the
driven from the accessory gear train at the front of pump and the main oil manifold.
the engine. Parts of the complete oil system and a
schematic arrangement of oil circulation are shown
in Fig. 9-1.
From Engine

Oil Pan
Q
From Lube
I Oil Cooler
7. Oil Pressure Line To Governor
8: Camshaft Oil Passage (To Camshaft
Bearings And Cylinder Rocker Arms)
To Lube 9. Soak Back Filter
Oil Filter 10. Turbocharger Filter
/
/ 11. Turbocharger Filter Oil Supply Manifold
12. Oil Line To Right And Left Bank
Camshaft Drive And To Turbo Filter
13. Oil Lines To Camshaft Stubshafts
14. Oil Line To No. 2 Idler Gear Stubshaft
1. Scavenging Oil Pump 15. Turbocharger Gear Train
2. Oil Strainer Housing 16. Turbocharger Bearing Oil Supply Lines
3. Main Lube Oil And Piston Cooling Oil Pump 17. Oil Line To No. 1 Idler Gear Stubshaft
4. Oil Line To Governor Drive Gear Stubshaft 18. Main Oil Manifold
5. Main Lube Oil And Piston Cooling Oil Manifold 19. Oil Supply To Crankshaft And Bearings
6. Oil Pressure Relief Valve 20. Piston Cooling Oil Line
23039
Fig.9-1 - L u b r i c a t i n g Oil System
112E1182 9-!
Section 9
Oil tubes at the center of each main bearing "A" PISTON COOLING OIL SYSTEM
frame conduct oil from the main manifold to the
upper half of crankshaft bearings. Drilled passages The piston cooling oil system pump receives oil
in the crankshaft supply oil to the connecting rod from a common suction with the main lube oil pump
bearings, damper, and accessory drive gear at the and delivers oil to the two piston cooling oil
front of the crankshaft. Leak-off oil from the manifolds extending the length of the engine, one on
adjacent main bearings lubricates the crankshaft each side. A piston cooling oil pipe at each cylinder
thrust bearings. directs a stream of oil through the carrier to cool the
underside of the piston crown and the ring belt.
Oil from the main lube oil manifold enters the gear Some of this oil enters the oil grooves in the piston
train at the rear of the engine, at the idler gear pin bearing and the remainder drains out through
stubshaft bracket. Oil passages in the stubshaft holes in the carrier crown to the sump.
bracket distribute the oil. One passage conducts oil
to both the right and left bank camshaft drive gear S C A V E N G I N G OIL SYSTEM
stubshaft brackets and to a manifold connected to
the turbocharger oil filter. After passing through the The scavenging oil system pump, Fig. 9-1, takes oil
filter, the oil enters the return line in the manifold through the scavenging oil strainer from the oil pan
and flows back to the idler gear stubshaft. A passage sump or reservoir. The pump then forces the oil
in the idler gear stubshaft bracket directs lube oil to through the oil filters and oil cooler which are
the upper and lower stubshaft bearings. Filtered oil located near the engine. Oil then returns to the
enters the turbocharger oil system from the upper strainer housing to supply the main lube oil pump
idler gear stubshaft. and piston cooling oil pump with cooled and filtered
oil. Excess oil spills over a dam in the strainer
An oil passage in the turbocharger filter head, housing and returns to the oil pan.
parallel to the filter output line, is connected to a
passage in the turbocharger oil manifold. An oil OIL GAUGE
pressure line is connected between the manifold
passage and the low oil pressure device in the An oil level gauge, Fig. 9-2, extends from the side of
governor. the oil pan into the oil pan sump. The oil level
should be maintained between the low and full
Oil enters the hollow bore camshafts from the marks on the gauge, with the reading taken when the
camshaft drive stubshafts. Radial holes in the engine is at idle speed and the oil is hot.
camshaft conduct oil to each camshaft bearing. An
oil line from one camshaft bearing at each cylinder
supplies oil to the rocker ann shaft, rocker arm cam
follower assemblies, hydraulic lash adjusters, and
the injector rocker arm button. Leak-off oil returns
to the oil pan through passages between the top deck
and the oil pan.
Passages in the turbocharger conduct oil to the

t u r b o c h a r g e r bearings, idler gear, planet gear
assembly, and auxiliary drive bore.
Considerable heat will remain in the metal parts of

the turbine when the engine is shut down, and if the
oil supply to the t u r b o c h a r g e r was shut off
suddenly, this heat would penetrate the turbocharger
bearing area. To prevent possible overheating of the
turbocharger, oil is automatically supplied to the
turbocharger after stopping the engine.
On unit without accessory rack, there is a manually

operated priming valve located in the bypass line
around the main lube oil and piston cooling oil
22847
pump. This provides the means for a priming pump
to circulate oil through the main lube oil system. Fig.9-2 - O i l Level Gauge
9-2 75E480
Section 9
MAINTENANCE
MAIN LUBRICATING OIL
PRESSURE
Adequate lubricating oil pressure must be maintained
at all times when the engine is running.
Upon starting and idling the engine, it should be

n o t e d t h a t the oil p r e s s u r e builds up a l m o s t
immediately. In the event of cold oil, the pressure
may rise to the relief valve setting of approximately
862 kPa (125 psi).
Lubricating oil pressure is not adjustable. The

operating pressure range is d e t e r m i n e d by such
things as manufacturing tolerances, oil temperature,
oil dilution, wear, and engine speed. The pipe plug
can be removed f r o m the opening in the pump
discharge elbow and a gauge installed to determine
the pressure.
21450
The minimum oil pressure is approximately 55-83 kPa Fig.9-3 - Lube Oil M a n i f o l d A n d Relief Valve
(8-12 psi) at idle and 172-200 kPa (25-29 psi) at full
speed. In the event of insufficient oil pressure, an
device built into the governor will operate to pickup LUBE OIL P R E S S U R E
a low oil pressure alarm switch. M a x i m u m pressure RELIEF V A L V E
is determined by the relief valve setting.
DESCRIPTION
PISTON COOLING OIL PRESSURE
The lube oil pressure relief valve, Fig. 9-4, is
Pressure of the piston cooling oil will be governed installed on the lube oil m a n i f o l d , inside the
by oil viscosity, speed of engine, temperature of oil, accessory gear train housing on the left side of the
and wear of pump parts. The pipe plug can be engine, Fig. 9-1. Access for valve inspection and
removed from the opening in the pump discharge adjustment is provided by removal of the engine
e l b o w a n d a g a u g e installed to d e t e r m i n e the protector.
pressure.
The purpose of the valve is to limit the m a x i m u m
M A I N LUBE OIL A N D P I S T O N pressure of the lube oil entering the engine oil
C O O L I N G OIL M A N I F O L D system. When the lube oil pump pressure exceeds
tlae spring tension on the valve, the valve will be
DESCRIPTION lifted off its seat and relieve the excess pressure. This
oil drains into the accessory housing and then into
The main lube oil and piston cooling oil manifold, the oil pan.
Fig. 9-3, is a one piece casting with cored passages.
The manifold is mounted and doweled in the front MAINTENANCE
end plate, under the accessory drive cover. Connecting
tubes passing through the accessory drive cover, The oil pressure relief valve should be removed and
protected against leakage by seal rings, connect the the parts inspected at intervals specified in the
manifold to the discharge side of the main lube oil Scheduled Maintenance Program.
and piston cooling oil pumps.
D i s a s s e m b l e the valve a n d wash all the p a r t s
The purpose of the manifold is to transfer the oil thoroughly. As stated on the safety plate on the
supplied by the pumps to the main bearing oil valve, back off the valve guide all the way before
header in the center of the engine. The manifold also removing the valve holder and spring.
transfers oil to the piston cooling oil header pipes on
each side of the crankcase, just inside the oil pan Inspect the parts as follows to d e t e r m i n e their
mounting flange. condition for reuse.
112El182 9-3
Section 9
Check that the outside diameter of the valve stem is

not less than the minimum limit.
Also, check for a possible bent valve or distorted

face b y c h e c k i n g the squareness of the valve face to
I the stem, measuring from the outer edge of the valve
face. Total indicator reading should be as specified.
INSTALLATION
When installing relief valve on engine, make sure

that the bypass port is positioned in the downward
direction, Fig. 9-3.
RE
Hc
S E T T I N G OIL P R E S S U R E
Va RELIEF V A L V E
The setting of the oil pressure relief valve connected

Re to the lube oil manifold determines the m a x i m u m
Bo oil pressure at the main lube oil pump. It is not set by
pressure gauges, but by a specific dimension from
the top of the valve guide to the top of the valve
holder.
To set valve, loosen the locknut, Fig. 9-4, and

S position the valve guide so that it extends 38.10 mm
(l- 1/ 2") above the safety plate.
This setting will permit a m a x i m u m oil pressure of

about 862 kPa (125 psi) under cold oil conditions,
19714
and allow an adequate pressure for normal opera-
tion and hot oil.
F i g . 9 - 4 - L u b e Oil P r e s s u r e Relief V a l v e
Lubricating oil manifold pressure or pressure at the
VALVE SPRING valve can be determined by applying a pressure
gauge at the main lube oil pump discharge elbow.
Check the valve spring for any nicks which could
cause subsequent spring failure. P I S T O N C O O L I N G OIL PIPE
Test the valve spring by applying a load of 141 kg DESCRIPTION
(310 lbs). Under this load the spring length should
not be less than 114.30 mm (4-1/2"). The piston cooling oil pipe is bolted at one end to a
flange on the piston cooling oil manifold, and at the
VALVE GUIDE other end to the bottom of the cylinder liner. A pipe
is located at each cylinder to direct a stream of oil
Using a telescoping gauge, check the valve guide through the piston carrier to the undercrown of the
inside diameter. piston. Alignment of the piston cooling oil pipe is
very important.
If the inside diameter is rough or lightly scuffed,
clean up the bore but do not exceed the m a x i m u m MAINTENANCE
diameter.
The alignment of the piston cooling oil pipe to the
VALVE inlet hole in the piston carrier is checked with an
alignment gauge as shown in Fig. 9-5.
Examine the valve stem for roughness and light
scuffing. The stem may be handstoned and buffed to The small end of the gauge fits into the nozzle of the
remove high spots. Replace the valve if the stem is pipe and by bringing the piston to bottom center the
badly galled. gauge should enter the inlet hole in the piston carrier
9-4 78E779
Section 9
Operating an engine with badly oxidized oil or poor

oil filtration will result in oil cooler core plugging,
c a r b o n b u i l d u p on p i s t o n u n d e r c r o w n s , ring
grooves, oil rings, and piston pin bearing grooves,
and limitation of oil flow to the main and con-
n e c t i n g rod bearings and s u b s e q u e n t engine
damage.
To provide protection to the engine, the oil and

system components should be carefully observed for
proper functioning and corrective measures taken
where necessary. Oil and filter change periods
\ should be followed closely since the oil is not only
oxidizing, but contaminants are coming into the
Piston Carrier engine from fuel combustion, as well as the normal
airborne contaminants which are not caught by the
air filters. It is therefore beneficial to drain the oil
and eliminate these contaminants as specified in the
Alignment gauge must Scheduled Maintenance Program.
enter passage and turn
freely without binding. C H A N G I N G OIL
Engine lube oil should be drained, filters replaced,
a n d strainers a n d screens cleaned at intervals
outlined in the Scheduled Maintenance Program.
Before the oil is drained, its viscosity should be
checked for any indication of fuel dilution. If fuel
leakage is indicated, the leak should be corrected
-Piston Cooling Oil Pipe before charging the engine with new oil.
11330 GENERAL PROCEDURE

Fig.9-5 - Piston Cooling Oil Pipe A l i g n m e n t 1. Shut down the engine.
and turn freely in this position. This gauge is not to 2. Open drain valve in the oil strainer to drain oil
be used for bending the pipe in c a s e of misalign- into the engine sump.
ment. If the gauge will not freely enter the carrier
hole, the pipe should be removed and replaced with 3. P r o v i d e a c o n t a i n e r or oil r u n o f f line for
a new or correctly aligned one. drained oil.
In addition to the alignment check, the piston
cooling pipe nozzle should be examined for ragged . Remove pipe plug from oil drain valve and
edges which might cause the oil to spray out instead open valve to drain all the oil from the engine oil
of shoot out in a stream. pan sump.
C H E C K I N G OIL V I S C O S I T Y . Remove pump strainers from strainer housing,

and r e m o v e the oil filters f r o m the filter
Oil viscosity should be checked at intervals as housing.
specified in the Scheduled Maintenance Program.
By comparing the viscosity at different intervals, 6. Clean the strainers using a suitable cleaner, and
t a k e n at the same t e m p e r a t u r e , excessive fuel rinse thoroughly.
dilution may be detected by an unusual drop in
viscosity. Excessive oxidation of the oil may be . Wash d o w n t o p deck, oil pan, a n d filter
detected by an unusual rise in viscosity within the housings using fuel oil or kerosene. Drain off
recommended oil drain periods. The viscosity limits cleaning fluid and wipe areas free of excess
are directly related to the type of oil being used and fluid, using bound edge absorbent towels.
the type of viscosity measurements being made. The
oil suppliers will furnish these values, which should . R e p l a c e pipe plugs in d r a i n lines, w h e r e
correspond to a maximum of 5% fuel dilution and a required, and close valve. Where necessary,
35% viscosity rise. renew gaskets.
78E779 9-5
Section 9
9. Install clean strainers and screens. Install new outer cylinder provides a constant head of oil since
elements in filter containers. Prepare system to suction is from the bottom only and not through the
receive new oil. entire length of the screen.
10. R e c h a r g e e n g i n e with new l u b r i c a t i n g oil

qualified for use. Add oil through square filler
opening in strainer housing.
CAUTION
Ensure that strainer housing internal drain
valves are closed and oil strainer is filled to
overflow before starting engine.
Sufficient oil will be retained in the housing to

supply main lube and cooling oil pumps on
starting. Engine oil level is shown on the oil
gauge. P o u r a liberal q u a n t i t y of oil over
cylinder heads and top deck components before
starting.
11. Inspect engine prior to starting, then start

engine. Check oil level with engine at idle speed.
If oil level is not to "full" mark on gauge, add oil
to bring level to "full" mark, with engine at idle Fig.9-6 - Oil Strainer Housing
speed and with hot oil.
NOTE
Under some conditions the oil level may be
above the bottom of the oil pan handholes, so
care must be taken when the oil pan handhole
covers are removed.
OIL S T R A I N E R H O U S I N G
DESCRIPTION
The oil strainer housing, Fig. 9-6, is a large box-
shaped cast aluminum housing which is mounted on
the right front side of the engine on the accessory
drive cover. It contains independent strainers for the
main oil pump supply and scavenging oil pump.
There are two strainers for the main lube pump oil
and one strainer screen for scavenging pump oil,
with a separate oil inlet and discharge for each of the
systems.
The two main lube oil pump strainers, Fig. 9-7, each
consists of a replaceable element of a pleated
perforated metal core covered with mesh screening,
and a metal cylinder which encloses the element.
The cylinder prevents collapse of the element in the
event of a high pressure drop. The element is
14096
attached to the cylinder by a through bolt in the
cylinder which runs through the base of the element Fig.9-7 - Main And Piston Cooling
and is secured with a locknut. The unperforated Oil Pump Strainers
9-6 78E779
Section 9
The flow of oil is from the bottom of the strainer Excess oil returns to the oil pan sump. A springloaded
between the cylinder and the mesh screen, through valve, Fig. 9-9, is provided to drain the oil from the
the mesh screen and the perforated metal core into strainer housing into the oil pan sump, at the time of
the center of the element, then out the top of the an oil change. An additional valve, Fig. 9-9, is used
strainer. to drain the oil filter housing. Both valves are
located under the filler cover and must be kept
W h e n in place, t h e y are held by a c r a b a n d closed at all times except for the period of draining.
handwheel on the stud between the holes. Each
strainer is sealed at the top by a seal ring. Also, oil MAINTENANCE
under pump pressure is admitted to a groove around
each strainer, just below the seal, to prevent air entry Lube oil strainers should be removed at each oil
in event of a leaky seal. A partition adjacent to the c h a n g e and s t r a i n e r s a n d h o u s i n g t h o r o u g h l y
strainers, open at the bottom, separates them from cleaned, using a petroleum solvent.
the oil inlet area of the housing. Oil enters the
strainers at the partition bottom and is taken up by As previously described, the engine lube oil strainers
the pump through a cast passage in the housing. have a seal of oil under pressure in addition to the
seal rings. The oil under pressure will leak out under
The scavenging oil pump strainer, Fig. 9-8, has a the strainer flanges if the seal rings are not seated
rigid perforated metal screen which retains its shape p r o p e r l y or are d a m a g e d . W h e n s t r a i n e r s are
and is easily cleaned. When the strainer is installed replaced, care should be taken to see that the sealing
in the housing, it is held in position with three nuts. surfaces are free from nicks and scratches and seal
Two handwheels on swivel bolts secure a cover over rings are in good condition. Also, that the oil
the strainer and drain valves. The scavenging oil passages to the seals are open and clear.
strainer inlet and outlet openings are shown in Fig.
9-6. The pressure oil seal may be checked, with the
engine at idle s p e e d , by l o o s e n i n g the large
An oil level is maintained in the strainer housing up handwheel until the seal ring of the farthest strainer
to the bottom of the overflow opening Fig. 9-6. from the engine is free of the housing. Oil should
leak o u t a r o u n d the s t r a i n e r flange. If no oil
appears, the engine should be shut down and the oil
supply passages inspected and cleaned.
Any air which might enter system at this location

will be discharged with the lubricating oil and may
cause damage, even though normal oil pressure is
indicated.
When replacing the scavenging strainer, be sure the

strainer is seated properly or the scavenging pump
will lose suction causing a loss of lube oil pressure.
LUBE OIL S E P A R A T O R
DESCRIPTION
The oil separator, Fig. 9-10, is an elbow-shaped
housing containing a securely held wire mesh screen
element. It is mounted on the turbocharger housing.
An ejector assembly m o u n t e d on the s e p a r a t o r
cover is c o n n e c t e d to the e d u c t o r tube in the
exhaust stack by a flanged flexible tube. Air under
pressure passing t h r o u g h the ejector assembly
creates a suction which draws up engine oil vapors
through the screen element. In addition, the eductor
tube inserted into the turbine exhaust also creates a
suction on the oil vapors. The oil collects on the
14030
screen element and drains back into the engine. The
remaining gaseous v a p o r is discharged into the
Fig.9-8 - S c a v e n g i n g Oil P u m p Strainer exhaust stack and vented to the atmosphere.
76E1179 9-7
Section 9
Housing Drain Valve
(Lift & Turn To Drain
Filter Drain Valve Close Before Refilling)
Oil Inlet
Oil Drain Passage I
28555
Fig.9-9 - Strainer Housing Drain Valves
2. Disconnect the air line at the ejector.

3. Remove the bolts from the separator cover.
. Unbolt the flexible tube assembly at the exhaust
stack and remove the separator cover, ejector
and flexible tube as an assembly.
5. Remove eductor assembly tubes from stack.
6. Separate inner eductor tube from outer tube by
inserting screwdriver at the top of the eductor
flanges.
7. Clean carbon deposits from inside and outside
of both eductor tubes.
8. Remove screen element from separator cover
and wash in petroleum solvent. Rinse element
in hot water and blow dry with compressed air.
9. Insert inner tube into outer tube with hole in
22507 inner tube flange aligned with pin in outer tube
F i g . 5 - 1 0 - Lube Oil Separator flange.
10. Place e d u c t o r assembly into stack with the
MAINTENANCE word TOP, stamped on the inner tube flange,
facing upward.
The screen should be removed f r o m the oil
separator and cleaned at intervals specified in the 11. Replace the element and cover, ejector, and
Scheduled Maintenance Program. flexible tube assembly.
1. Shut down the engine. 12. Connect air line to ejector.
9-8 112E385
Section 9
M A I N LUBE OIL A N D PISTON Main Lube Oil

C O O L I N G OIL P U M P S P= =rnn P n r t i n n
DESCRIPTION
The main lube oil and piston cooling oil pumps,
Fig. 9-11, are contained in one housing. The two
pumps are separated by a spacer plate between the
sections of the pump body. Each has its individual
oil inlet and discharge opening. The piston cooling
pump gears at the end are narrower than the lube oil
pump gears. The lube oil and piston cooling oil
pump assembly is mounted in the center of the
accessory drive housing and is driven by the
accessory drive gear.
MAINTENANCE 10442
Fig.9-11 - Main Lube Oil And Piston
NOTE Cooling Oil Pumps (16 & 20-Cyl.)
In the following "Disassembly" amd "Assem-
b l y " p r o c e d u r e s , disregard references to 2. Hold the pump in a suitable vise.
"center body" for 8 and 12-cylinder engines. As a safety precaution, provide an additional
Also disregard "center g e a r " for 8 and support at the center of the pump until the front
12-cylinder engines. body and bushing and piston cooling pump
gears are removed.
DISASSEMBLY
3. Remove the long bolts holding the front body
1. Clean the pump externally before disassembly. to the center body.
1. Piston Cooling Driven Gear 6. Inner Bushing 12. Front 13ushin ~ i L~ - - ~ "
2. Spacer Plate 7. Drive Shaft 13. Washer ~
3. Lube Oil Pump Driven Gears 8. Lube Oil Pump Drive Gear 14. Shaft Nut
4. Idler Shaft 9. Lube Oil Pump Drive Gear Assy. 15. Shaft Sleeve i
5. Drive Gear 10. Collar 16. Cover i
1 1. Piston Cooling Drive Gear L
J 22410
Fig.9-12 - Main Lube Oil And Piston Cooling Oil Pumps, Cross-Section (16 & 20-Cyl.)
1 12E385 9-9
Section 9
. Using a rawhide mallet, tap the front body at INSPECTION

the inlet and outlet openings, to remove the
front body, cover, idler shaft, and outer driven PUMP BODIES
gear as an assembly, Fig. 9-12.
I. Check the surface of the pump bodies for nicks,
5. R e m o v e the drive shaft nut, and washer. dents or scratches which may have protrusions
above the normal surface. S m o o t h down any
6. S u p p o r t pump on its flange, pump drive gear evidence of roughness.
down, so that gear is free to move downward.
. Inspect the drive shaft bushings for imbedded
. Apply pressure to shoulder to drive shaft and dirt, m e t a l l i c p a r t i c l e s , f l a k i n g or pitting.
press the shaft down a m a x i m u m of 12.7 mm B u s h i n g s with light s c r a t c h e s and small
(1/2"). quantities of imbedded dirt may be reused after
smoothing up, provided bore sizes are within
CAUTION the maximum limits.
If shaft is pressed down too far, the piston
cooling pump gear key will shear the collar in . R e p l a c e the b u s h i n g s if any o t h e r a d v e r s e
the spacer plate. conditions exist. Details of construction and
application of bushing installation and removal
. Manually raise pump drive gear and drive shaft tools are shown in Fig. 9-13.
until a 12.7 mm (1/2") clearance is obtained
between the drive shaft sleeve and the piston . Using fine abrasive cloth on a smooth surfaced
cooling pump drive gear. t o o l , c l e a n o f f the g a s k e t face of the p u m p
bodies.
9. Attach a puller to the drive shaft sleeve and
remove sleeve from the drive shaft. SPACER
10. Remove the piston cooling pump drive gear and Inspect the sides of the spacer for smoothness. If
its key. necessary, smooth the sides using fine abrasive cloth
held flat on a flat surfaced tool.
11. Remove the spacer plate and collar GEARS
12. Remove the lube oil pump center driven gear Inspect the gear teeth for nicks, pitting, and
and drive gear assembly. e x c e s s i v e w e a r . L i g h t nicks are p e r m i s s i b l e
provided they are blended by filing and stoning.
13. Using a rawhide mallet, remove the center b o d y
portion of the pump. 2. Gears having tooth faces pitted in excess of 30%
of tooth contact area should not be reused.
14. R e m o v e the lube oil p u m p inner driven gear,
drive gear, and key. 3. Inspect the driven gear bushing inside diameter
for wear and possible damage.
15. The pump drive gear and shaft assembly is then
removed. . Driven gear bushing installation and removal
tool construction and application is shown in
NOTE Fig. 9-14.
P u m p drive gear and shaft assembly should
not be separated unless gear is being replaced . Inspect the keyways in the drive gears for any
or is required for use as a " d u m m y " gear during d a m a g e w h i c h w o u l d i n t e r f e r e with the key
backlash adjustment of governor drive gear. application.
16. K e e p all p a r t s o f the o n e p u m p a s s e m b l y 6. The drive shaft gear m a y be m a g n a f l u x

together. inspected.
CLEANING DRIVE SHAFT, KEYS, AND IDLER SHAFT
Clean all the individual parts of the pump using a 1. Inspect the shafts for any roughness. Check the
petroleum solvent. After cleaning, dry the parts with drive shaft keyways and key fit, making sure the
compressed air. keys fit snugly in the shaft.
9-10 78E784
Section 9
^o I~ Installaiion Tool

60.20-59.94 mm Din. \ 3 -1 8 m,, m ,~
,~
(2.370"-2.360") " \ \ . (1/8).~.~ ~ ,,
I \ I I~ ~ 25.4mm(1 )
0.79 mm ...........:..~.,............. ', '~
(1/32") R. Ii ~-;!":~" v !: i;iJi~'~;~----f L~ ~ V l
' ,, o #-',:;~ ~z.uo mm 7;~;~::, ,~ ,,
(1/16)x 45,,1.... ~ ( 3 - 5 / 8 " ) Dia.:: ~ ~ ,_, (3-3/4)
~ ~::i I i,~::~i;{~~ ~/O.81mm,2")
Front Bod 'Assembly Bushing

Rear Body ,~%~1\ o ~"~ ~ 3.18 mm ( 1 / 8 )
Carburized
'Hardened & Ground
' I . t~ushing 0.76 mm (.030") Finish
63.37-63.12 mm Dia. Case
(2.495"-2.485") INSTALLATION
60.20-59.94 mm Dia.
(2.370"-2.360") ~ _ _ 3.18 mm (1/8")
0.40 mm ~ 6 " 3 5 mm Removal Tool
(1/64") R. 1 ~ 3 0 ~ (1/4") /
65.15-64.90 mm Dia'~.~. ~..~, ; 'J . ~,',.,~!
(2.565"-2.555") I~i-;~::!~ ::' ::i?:; G 1020 H.R.S. Carburized
o79
(1/32") R. ~
'~i.~:~ (',38.10 mm
i:(1-1/2")
!!:'i .......
.... 6
Case J_
Hardened & Ground
0.76 mm (.030") Finish
101.60 mm (4")
I!i!i)il.
:~.i""
'
:-,',
.~ii17~i~i1
Ji~"
;~q2
68.33-68.O7 mm Dia.
(2.690"-2.680") 3.18 mm
(1/8")
~ \ ~J t
o. o mm
(1/64") R. (1/4")
63.37-63.12 mm Dia. ::
(2.495"-2.485") ::
Front Body~s:egmbly
Rear Body Assembly Bushing

24132
REMOVAL
Fig.9-13 - Oil Pump Body Bushing Tools
. Check the drive shaft diameter to determine NOTE

w h e t h e r the d r i v e s h a f t to b o d y b u s h i n g If pump drive gear was removed from pump,
clearance is within m a x i m u m limits. reapply gear on drive shaft using four l/2"-20
bolts. Apply thread lubricant to bolt threads
. Also check the idler shaft to make certain that and torque to 88 N.m (65 ft-lbs). Locl~wire bolt
the shaft to b u s h i n g c l e a r a n c e is w i t h i n heads together.
m a x i m u m limits.
. With the pump drive gear applied to the drive
ASSEMBLY shaft, lightly oil the shaft journal and insert the
shaft in the rear body bushing.
. Place the mounting flange of the cleaned and
inspected rear body, Fig. 9-12, in the bench vise 3. Place the inner drive gear key in the drive shaft
with the drive shaft bore facing up. and install the inner drive gear on the shaft with
78E784 9-11
Section 9
55.63-55.37 mm Dia. 9. Oil the body gasket and apply to the center
(2.190"-2.180") body.
, ! .~ 1.59 mm
I G (1/1 6") x 45
I
t
10. Apply the spacer plate to the center body and
the collar to the drive shaft.
11. Install the piston cooling drive gear key in the

drive shaft and apply the drive gear.
NOTE
The use of the cleaner activator and sealing
120.65 mm compound, as described in the following Steps,
(4-3/4")
does not apply to 8 and 12-cylinder engines.
0.40 mm 12. Make sure that sleeve and drive shaft are free of
(1/64") dirt, oil, and grease. Spray cleaner activator on
Max. Rad. the I.D. of the sleeve and the O.D. of the shaft,
and wipe off.
~,. ,. ,
13. Respray sleeve and shaft and allow to dry for

about 10 minutes. Do n o t wipe off.
241.30 mm
14. Coat entire surface of shaft, which is covered by
(9-1/2")
the sleeve, by applying sealing compound in
tSY:.t-,'.~< small amounts.
\-.\\\\ ""->X~
\ \ \ \ \ \ ,:i'z}.'g
15. Apply sleeve and wipe off excess compound at
each end of sleeve. Apply heavy duty washer
6.35 mm and nut. Tighten nut to 441-475 N'm (325-350
(1/4") L ft-lbs) torque.
NOTE
- "":"
J i. 15 o Sealing compound sets quickly so that delay in
] torquing nut could result in improper clamping
50.67-50.42 mm Dia. of gears.
( 1.995 "- 1.985") 24133
16. Check that all excess compound is removed
F i g . 9 - 1 4 - Oil Pump Driven Gear Bushing Tool
before proceeding with assembly.
the dowel holes in the gear facing toward the
front of the pump. 17. Oil the spacer plate gasket and apply to the
spacer.
CAUTION
Refer to Service Data for diagram of helix 18. Completely coat the bushing in the front body
angle position of abutting gears. with oil.
4. A f t e r oiling the bushing, apply the m a t i n g
19. Apply the piston cooling pump driven gear to
driven gear, mesh it with the drive gear. the idler shaft which was left assembled to the
front pump body and cover, and apply this
. Oil the pump rear body to center body gasket assembly to the pump. If the front body, cover,
and apply it to the gasket face of the rear body, and idler shaft were disassembled, apply these
being careful to align the bolt and dowel holes. parts i n d i v i d u a l l y using a new oiled gasket
between the cover and the front body.
. Apply the center body to the rear body.
7. Apply center drive gear assembly to drive shaft 20. Complete assembly of the pump by installing
with dowels aligned with holes in rear drive the long bolts t h r o u g h the cover. T i g h t e n
gear. Slide center gear toward rear of pump securely.
until dowels and dowel holes are fully mated.
21. If possible, allow pump to remain unused for
8. Install center driven gear to mate with center a p p r o x i m a t e l y 24 h o u r s after t o r q u i n g to
drive gear assembly. ensure sleeve to shaft retention.
9-12 78E784
Section 9
ASSEMBLY INSPECTION disassembly using lead wire or other suitable

means to obtain the part to part clearance.
1. After pump assembly, rotate the pump drive
gear to check for gear noise or tight assembly. 7. After pump inspection, seal offthe pump body
openings, and provide protection for the teeth
2. Cheek the thrust of the drive gears. This may be of drive gear.
done by securing an indicator on the pump
flange with the indicator button contacting the SCAVENGING OIL P U M P
rim of the pump drive gear, Fig. 9-15. Push the
drive gear inward so that all clearance is located DESCRIPTION
at one end, then set the indicator to zero. Pull
the drive gear outward to determine the a m o u n t The scavenging oil pump, Fig. 9-16, is a positive
of thrust clearance. displacement, helical gear type pump. The pump
body, split transversely for ease of maintenance,
contains sets of mated pumping gears. The driving
gears are retained on the pump drive gear shaft by
keys. The idler shaft is held stationary in the housing
by a set screw, and the driven pump gears rotate on
this shaft on bushings pressed into the gear bores.
The drive shaft turns in bushings pressed into the
pump body. These bushings are made with thrust
collars which p r o t r u d e slightly above the pump
body and absorb the thrust of the drive gears. The
scavenging p u m p is m o u n t e d on the accessory
housing in line with and to the left of the crankshaft,
and is driven by the accessory drive gear.
10440
Fig.9-15 - Checking Pump Drive

Gear End Thrust
3. Leaving the indicator button on the outside

pump drive gear rim, rotate the drive gear to
c h e c k the g e a r r u n o u t . D r i v e g e a r r u n o u t
should not exceed specified total indicator
reading, with thrust in one direction. 16655
Fig.9-16 - Scavenging Oil Pump
4. Check the pump flange runout. M o u n t the (16 & 20-Cyl.)
indicator clamp on the drive gear and place the
indicator button to contact the pump flange. MAINTENANCE
Set the indicator to zero, and with the thrust
held in one direction, rotate the drive gear. The NOTE
r u n o u t of the p u m p flange face should not In the following "Disassembly" and "Assembly"
exceed specified total indicator reading. procedure, disregard references to "center
body" for 8 and 12-cylinder engines. Also
5. Check the pump gears to body radial clearance. disregard "center gear" for 8 and 12-cylinder
Clearance should be within the specified limits. engines.
6. Additional clearances and limits are listed in the Construction and maintenance of the scavenging oil
"Service Data" at the end of the section. Some pump is similar to the main lube oil and piston
clearances must be obtained by comparing the cooling oil pump, except for the use of the spacer in
individual mating parts, or by assembly and the main lube oil pump.
76El179 9-13
Section 9
DISASSEMBLY 9. Remove the center drive gear, key, and the

mating driven gear.
1. Clean the external surfaces of the pump before
disassembly. 10. Remove the rear drive gear, key, and driven
gear.
2. Hold the pump in a suitable vise. As a safety
precaution, provide additional support until 11. Remove the pump drive gear and shaft as an
the rear body is removed. assembly from the rear pump body.
3. Remove the nut and bolt holding the fuel pump 12. Keep all parts of the same pump together.
in the bracket. Loosen the set screws in the fuel
pump to drive shaft extension coupling, then CLEANING
remove the coupling. Clean all the individual parts of the pump using a
petroleum solvent and rinse in hot water. Dry the
4. Remove the long bolts holding the pump bodies parts, using compressed air.
together.
INSPECTION
5. Using a rawhide mallet, tap the front body at
the oil inlet and outlet openings to remove the Refer to the c o r r e s p o n d i n g p r o c e d u r e s in the
front body, idler shaft, the cover as an assembly. preceding "Main Lube Oil And Piston Cooling Oil
Pumps" coverage. Also, refer to "Service Data" at
6. Remove the drive shaft nut, washer, and sleeve the end of the section.
from the drive shaft.
ASSEMBLY
7. Remove the outer drive gear, key and driven
gear. 1. Place the cleaned and inspected rear body,
Fig. 9-17, in the vise with the drive shaft bore
8. Remove the center body. facing up.
m ii
t
5. Drive Shaft Z. . . . . . . . .
1. Driven Gears 6. Drive Gears 10. Coupling
2. Idler Shaft 7. Front Bushing 11. Fuel Pump
3. Pump Drive Gear 8. Washer 12. Fuel Pump Bracket
4. Inner Bushing 9. Drive Shaft Nut 13. Sleeve 16706
Fig.9-17 - Scavenging Oil Pump, Cross-Section

(16 & 20-Cylinder)
9-14 114E284
Section 9
2. Oil the drive shaft journal sparingly, and apply ASSEMBLY INSPECTION
the pump drive gear and shaft as an assembly to
the rear body. 1. After pump assembly, rotate the pump drive
gear to check for gear noise or tight assembly.
3. Apply the drive gear key to the drive shaft and
apply the inner drive gear. Apply the mating . Check the thrust of the pump drive gears. This
driven gear. is done using the same indicator arrangement
shown in Fig. 9-15, for the main lube oil pump.
CAUTION Attach the indicator holder to the pump flange
Refer to Service Data for diagram of helix with the indicator button contacting the rim of
angle position of abutting gears. the pump drive gear. Push the drive gear inward
to take up all thrust in one direction. Set the
4. Fit the center drive gear key to the shaft. indicator button to zero and pull the drive gear
outward to determine clearance. Thrust clearance
5. Oil the body gasket and apply it to the rear using new parts should be within the specified
body. limits.
6. Apply the center body to the rear body. . With the indicator button on the outside of the
pump drive gear rim, as when checking thrust
7. Install the center drive gear to the drive shaft. clearance, rotate the gear with the thrust held in
one direction to check drive gear runout. Drive
8. Place the center driven gear in the body in mesh gear runout should not exceed specified total
with drive gear. indicator reading.
9. Apply an oiled gasket to the face of the center . C h e c k the p u m p flange runout. M o u n t the
body. indicator clamp on the drive gear and place the
indicator button to contact the pump flange.
10. Apply the outer drive gear key to the drive shaft Set the indicator to zero, and with the thrust
and install the outer drive gear. held in one direction, rotate the drive gear. The
r u n o u t of the p u m p flange face should not
11. Apply the sleeve, heavy duty washer, and drive exceed specified total indicator reading.
shaft nut to the shaft. Tighten nut to 441-475
N.m (325-350 ft-lbs). 5. Check the pump gears to body radial clearance.
Clearance should be within the specified limits.
12. If the seal was removed from the fuel pump
bracket, clean the seal bore and press in a new . Additional clearances and limits are listed in the
seal. Make sure the lip of the seal is toward the "Service Data" at the end of the section. Some
mounting side of the pump bracket. of the clearances must be obtained by comparing
the individual mating parts, or by assembly and
13. Before applying the fuel pump bracket assembly, disassembly using lead wire or other suitable
place the tapered sleeve oil seal installer tool on means to obtain the part to part clearance.
the pump shaft extension. This tool will aid in
protecting the seal when applying the pump . After pump inspection, seal off the pump body
bracket. openings and provide protection for the drive
gear teeth.
14. Since the front body, idler shaft, and fuel pump
bracket were left as an assembly, these parts T U R B O C H A R G E R OIL FILTER
may be applied to the pump together. Apply the
outer driven gear to the idler shaft and apply DESCRIPTION
this assembly to the pump. Remove the oil seal
installer tool. A tapped hole is provided in the The t u r b o c h a r g e r oil filter, Fig. 9-18, provides
end of the seal installer for a 1/4"-20 bolt to aid additional protection for the high speed bearings
in the removal of the tool. and other lubricated areas of the turbocharger, by
filtering the oil just before it is admitted to the
15. Install the long bolts through the fuel pump turbocharger. Oil enters the filter through a cast
bracket and tighten securely. manifold and, after passing t h r o u g h the filter,
returns to the upper idler gear stubshaft and into the
16. Apply the fuel pump and couplings. turbocharger. The filter element is of pleated paper
76E1179 9-15
Section 9
install a new element, check the seal and replace, if

required. Fill the c o n t a i n e r with clean oil and
reassemble to the upper housing. Do not overtighten
Filter attaching bolts as the seal may be damaged.
NOTE
)
Whenever oil is detected c o m i n g from the
camshaft bearings with the engine shut down
and the soak back pump running, the turbo
filter outlet check valve should be inspected.
S O A K B A C K OIL S Y S T E M
I
m
ikback DESCRIPTION
np
To ensure lubrication of the turbocharger bearings
prior to engine start, and the removal of residual
heat f r o m the turbo after engine s h u t d o w n , a
separate lube oil pressure source is provided. This
pressure source is controlled automatically through
the engine "start" and "stop" controls.
An electrically driven pump drawing lube oil from

the oil pan, pumps the oil through a soak back filter,
Fig. 9-19, and the head of the turbocharger oil filter
directly into the turbocharger bearing area, Fig. 9-1.
The motor driven pump and filter are mounted on
the side of the oil pan, Fig. 9-19.
21091
Fig.9-1 8 - Turbocharger Oil Filter CAUTION

If the soak back pump should fail to operate
c o n s t r u c t i o n , and is d i s p o s a b l e . The filter is when the engine is shut down, restart the
mounted on the camshaft drive housing at the right engine immediately and allow it to run for 15
bank of the engine. minutes at idle speed with no load, to prevent
damage to the turbocharger.
The filter head contains two check valves, Fig. 9-18,
one to prevent lube oil from the soak back system If engine is not restarted within two minutes of
from going into the turbocharger filter during soak shutdown, do not restart the engine until soak
back pump operation and the other to prevent lube back p u m p operation is restored and the
oil from the turbocharger filter from entering the engine has been allowed to cool down.
soak back system when the engine is running.
MAINTENANCE
The t u r b o c h a r g e r filter s h o u l d be serviced at
Program or more frequently if experience indicates
it is necessary.
To remove turbocharger filter assembly, loosen the

two nuts holding the container to the upper housing
until, using t h e h a n d l e s on each side of the 22849
container, the container can be rotated to disengage
from the upper housing. Remove the paper element Fig.9-19 - Soak Back Oil Motor,
and dispose of it. Thoroughly clean the container, Pump, And Filter Installation
9-16 112E1182
Section 9
A pressure relief valve, Fig. 9-19, set at 379 kPa (55 system to keep a standby engine in a constant state
psi), is located in the head of the filter. When the o f r e a d i n e s s f o r a n i m m e d i a t e s t a r t . As t h e
engine starts, and the motor driven pump is still circulating oil passes through the oil cooler, it is
running, main lube oil pressure from the engine warmed by water which flows from the immersion
driven pump becomes greater than the motor driven heater through the water passages of the oil cooler.
pump pressure. As there is no outlet for the lower
pressure oil, the relief valve will open when the The lube oil circulating pump draws oil from the oil
pressure builds up to 379 kPa (55 psi), and the oil pan and pumps a portion of it through the rack
will return to pan through a passage in the filter mounted auxiliary turbocharger lube oil filter, the
head mounting flange. Also located in the filter head head of the turbocharger oil filter and directly into
is a bypass valve, Fig. 9-19, set at 483 kPa (70 psi). the turbocharger bearing area. The remainder of the
This valve will open to permit motor driven pump oil is pumped through a 207 k P a (30 psi) check
pressure to bypass a plugged filter element so that valve, the main lube oil filter, the oil cooler and is
lubrication can be supplied to the turbocharger to then returned to the oil pan through the strainer
prevent turbo damage. housing. The pump control system operates
continuously and is controlled by a manual ON-
MAINTENANCE O F F switch.
The oil filter element should be serviced at the IN-LINE LUBE OIL STRAINER
intervals as specified in the applicable Scheduled
M a i n t e n a n c e P r o g r a m , or m o r e f r e q u e n t l y if DESCRIPTION
experience indicates it is necessary.
On units equipped with a lube oil circulating pump,
To remove the element from the filter, Fig. 9-19, an in-line lube oil strainer, Fig. 9-21, is located in the
remove the two bolts from the top of the head and piping between the circulating pump and the
remove the bowl, element and spring from the upper auxiliary turbocharger oil filter. The strainer is a
housing. Y-shaped, cast iron housing containing a perforated
brass screen.
LUBE OIL CIRCULATING
PUMP (OPTIONAL)
O n p o w e r g e n e r a t i n g units e q u i p p e d w i t h a n
immersion heater the soak back pump and motor
are replaced with a lube oil circulating pump and
motor, Fig. 9-20. The pump and motor are mounted
on the side of the base assembly.
~ Retainer
!!'
Screen
Screen
\ Drain
Plug
22958
Fig.9-21 - In-Line Lube Oil Strainer
MAINTENANCE
The in-line strainer screen should be removed and
cleaned at intervals specified in the S c h e d u l e d
Maintenance Program, or more often if necessary.
19107
Fig.9-20 - Lube Oil Circulating Pump A C C E S S O R Y RACK

A n d M o t o r Installation
COMPONENTS
In addition to performing the soakback function at The lube oil filter and lube oil cooler are mounted on
engine start and shutdown, the lube oil circulating the accessory rack, Fig. 9-22, adjacent to the front
p u m p circulates oil t h r o u g h the lubricating oil end of the engine. Since these components vary in
75E480 9-17
Section 9
strainer housing. The valve is opened to provide

quick draining of the filter during maintenance by
permitting oil to return to the engine oil pan.
Internally, the filter is divided into two compartments

by a false bottom or separator plate. The portion
above the false bottom is the element compartment
which receives the unfiltered oil. The lower portion
is the discharge compartment which receives the oil
after it has passed through the filter elements.
The filter elements are properly positioned within

the housing by cradles, Fig. 9-24, which are located
in a position to ensure correct application of the
elements. The elements are placed over the standpipes
and allowed to rest on the cradle.
276 kPa
(40 psi)
~j} Bypass
24126
Valve
Baffled Inlet
Fig.9-22 - Accessory Rack Oil Section A-A Manifold
System Components
I
1/2" Vent Plugs I

(Gauges) -~ I Separator
'"~ r-'~A { Plate
accord with specific applications, the descriptive,
m a i n t e n a n c e , and illustrative d a t a should be
(Sight ~/--N--
considered as "typical."
Glass)'~,
I
Handle-,-E ~""
L U B R I C A T I N G OIL FILTER
Filter 'J~ Filter
DESCRIPTION
(7)
Element- ~ S t a n d p i p e i l e 7 i=1
The lubricating oil filter, Fig. 9-23, is a full flow type
and consists of a circular tank containing the filter
Element /
Cradle Drain Oil l Oil
elements which are mounted on standpipes. A Outlet
hinged cover closes the open end of the tank and is Internal Inlet
held tightly by the cover holddown bolts. A gasket is Manifold
used between the cover and the rim of the tank to Standpipe
prevent oil leakage during operation. Flanged 24641
openings are provided for the oil inlet and outlet
connections and for filter housing drain lines. In Fig.9-24 - Lubricating Oil Filter, Cross-Section
some installations, a separate drain line extends
from the filter to a valve in the engine mounted
The filtered oil flows through the center of the
elements and out through the standpipes to the
discharge compartment. All elements are sealed at
the bottom so the dirty oil cannot pass directly into
the discharge compartment. Baffles are provided at
the oil inlet of the housing to prevent direct
impingement of the incoming oil against the filter
elements.
Provision is made in the filters to permit oil

circulation in the event of cold oil or dirty filters.
The oil begins to bypass the filter at differential
24640
Fig.9-23 - Lubricating Oil Filter pressures greater than 276 kPa (40 psi).
9-18 75E480
Section 9
The arrangement of the bypass valve is shown in

Fig. 9-24. The bypass valve has a passage connecting
it to the oil inlet. If oil pressure exceeds 276 kPa
(40 psi), the valve opens and oil is dumped into the
filter discharge compartment.
MAINTENANCE
The lube oil filter elements should be changed at
intervals as outlined in the Scheduled Maintenance
Program. Each time the elements are changed, the
element compartment should be cleaned of sludge.
The filter elements cannot be cleaned and must be
renewed each time. 14722
CHANGING ELEMENTS Fig.9-25 - Fin-Tube Core Type Oil Cooler
I. Open filter drain valve in lube oil strainer, if Water Inlet Header
applicable.
Clamp
2. Carefully open filter cover so any lube oil J Plate
remaining in filter will drain into drain trough.
Core
3. Remove elements from their cradles. Asseml:
4. Clean elements c o m p a r t m e n t of sludge and

install new elements. Check the center tube
seats when installing the elements to determine Gasket Rail
Assembly
that there is no foreign material on the surface
which will p r e v e n t p r o p e r s e a t i n g of the
element.
Lower F
5. Close filter cover being sure gasket is in place 11621
and is not damaged.
Fig.9-26 - Cooler Core A n d Header Assembly
6. Tighten cover bolts.
header and is discharged through and outlet in the
7. Close filter drain valve in lube oil strainer, if lower header. The lube oil enters the cooler through
applicable. an outlet on the opposite side of the lower header.
BYPASS VALVE ASSEMBLY MAINTENANCE
The lube oil filter bypass valve should be serviced at The lube oil cooler should be serviced at intervals
intervals specified in the Scheduled Maintenance specified in the Scheduled Maintenance Program.
Program. Maintenance Instructions for servicing Maintenance Instructions for cleaning and repair of
this valve are referenced on the Service Data pages. the lube oil cooler are referenced on the Service
Data page.
LUBE OIL COOLER
AUXILIARY
DESCRIPTION
T U R B O C H A R G E R OIL
The fin-tube core type lube oil cooler, Fig. 9-25, is FILTER (OPTIONAL)
made up of a core surrounded by a steel tank and
has a header assembly at each end. The oil cooler DESCRIPTION
core, Fig. 9-26, consists of tubes and fins. The
cooling water flows through the tubes and the lube On p o w e r g e n e r a t i n g units e q u i p p e d with an
oil is circulated around the fins and the tubes. The immersion heater, the auxiliary turbocharger oil
water enters the cooler though each side of the upper filter, Fig. 9-27, replaces the soak back filter.
112El182 9-19
Section 9
18621
Fig.9-28 - Lubricating Oil Filter
The oil passes through the filter elements into the

19109 19296
perforated standpipes in the center of each element
Fig.9-27 - Auxiliary Turbocharger Oil Filter and then flows down to the filtered oil compartment,
discharging into the system t h r o u g h the outlet
T h e a u x i l i a r y t u r b o c h a r g e r oil filter p r o v i d e s connection. All of the oil flowing t h r o u g h the
protection for the high speed bearing and other system passes through the filter unless the elements
lubricated areas of the turbocharger. Oil is pumped become so clogged with dirt that the pressure builds
from the engine oil sump through the filter to the up and forces the oil through the bypass relief valve,
turbocharger. The filter element is of pleated paper set at 138 kPa (20 psi), in the bypass line around the
c o n s t r u c t i o n , a n d is d i s p o s a b l e . T h e filter is filter.
mounted vertically on the accessory rack adjacent to
the control cabinet. MAINTENANCE
U N A T T A C H E D ACCESSORIES The lube oil filter elements should be changed at
intervals as outlined in the Scheduled Maintenance
On units which do not have an accessory rack, the Program. Each time the elements are changed, the
lube oil filter and lube oil cooler may vary in size and element compartment should be cleaned of sludge.
configuration from rack mounted equipment. The filter elements cannot be cleaned and must be
As these components may also vary in accord with renewed each time.
specific applications, the descriptive, maintenance,
a n d i l l u s t r a t i v e d a t a s h o u l d be c o n s i d e r e d as
"typical." CHANGING ELEMENTS
L U B R I C A T I N G OIL FILTER 1. Close inlet valve and open sludge drain.
DESCRIPTION 2. Open air bleed vent at top center of cover.
The lubricating oil filter, Fig. 9-28, is a full flow type 3. Remove cover bolts and cover.
and consists of a circular tank containing the filter
elements which are mounted on standpipes. . Lift elements from standpipes.
9-20 75E480
Secti0n9
5. Clean element c o m p a r t m e n t of sludge and through a flanged connection near the opposite end
install new elements. of the cooler. The fresh water and the oil flow
through the cooler in opposite directions to produce
6. Renew cover gasket if damaged and replace the m a x i m u m cooling effect.
cover.
7. Tighten cover bolts and open inlet valve. MAINTENANCE

NOTE The oil cooler should be cleaned at the intervals
Bleed air out of filter by opening vent cock specified in the Scheduled Maintenance Program,
when engine is started and inspect cover gasket or whenever the system indicates a restricted flow
for leaks. through the cooler. Cleaning at regular intervals will
ensure maximum operating efficiency.
L U B R I C A T I N G OIL COOLER
DESCRIPTION Cleaning, testing, and repair procedures for the oil
cooler are contained in the Maintenance Instruction
The lubricating oil cooler, Fig. 9-29, is made up of a listed in Service Data at the end of this section.
cylindrical shell, a bundle of straight tubes held in
place by a tube sheet at each end, and headers which
are separated from the shell space by the tubesheets. P R E L U B R I C A T I O N OF
The tube sheet at one end is bolted between the
header and the shell. The tube sheet at the other end
ENGINES
floats in a sealed joint to allow the tube bundle to
expand and contract in the shell. Prelubrication of a new engine, an engine that has
been overhauled, or an engine which has been
The fresh water, used for cooling the lubricating oil, inoperative for more than 48 hours, is a necessary
enters through a flanged connection in one header, and i m p o r t a n t practice. Prelubrication alleviates
flows through the tubes and is discharged through a loading of unlubricated engine parts during the
flanged connection in the header at the opposite end interval when the lube oil p u m p is filling the
of the cooler. The lubricating oil enters the shell passages with oil. It also offers protection by giving
through a flanged connection near one end of the visual evidence that oil distribution in the engine is
cooler, flows transversely a r o u n d the tubes and satisfactory. Refer to "Prelubrication of Engines" in
around the end of the baffles and leaves the shell Operation-Section B.
Fresh Water I n l e t
.... ~Lubncatmg,.u,,,
,~,, 0=1 Shell Lubricating Oil Fresh Water Outlet
.__=_~ff1_Outlet Inlet
__d
Tubes
Baffles
Floating Joint Header

110~5
Fig.9-29 - Lubricating Oil Cooler
75E480 9-21
Section 9
OIL SYSTEM I N F O R M A T I O N cover i m p o r t a n t items such as the S c h e d u l e d

Maintenance Program, which outlines maintenance
Additional information on the oil system and intervals, and flushing and cleaning information.
c o m p o n e n t s is given in the latest revisions of
Maintenance Instruction bulletins. These instructions Engine lubricating oil should be qualified for use.
9-22 75E480
Section 9
SERVICE D A T A
L U B R I C A T I N G OIL S Y S T E M
REFERENCES
Lube Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M . I . 927
Lube Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M . I . 926
Flushing Diesel Engine Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . M . I . 1757
Lubricating Oil For Marine Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M . I . 1760
SPECIFICATIONS
. M i n i m u m , m a x i m u m and tolerance measurements are provided as service limits. A t time o f rebuild or

until the next scheduled overhaul
.Lube O i l P r e s s u r e R e l i e f V a l v e
Valve guide inside diameter - Max . . . . . . . . . . . . . . . . . . . . . . . . 12.764 m m ( . 5 0 2 5 ' )

Valve stem outside diameter - Max . . . . . . . . . . . . . . . . . . . . . . . . 12.484 m m ( . 4 9 1 5 ' )
Valve face to stem squareness
(outer edge of valve face) - T.I.R. Max . . . . . . . . . . . . . . . . . . . . . . . 0.05 m m ( . 0 0 2 ' )
Oil Pumps
Drive shaft to rear housing bushing clearance -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038-0.114 mm (.0015"-.0045')
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 m m ( . 0 0 7 ' )
Sleeve to bushing clearance -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038-0.127 mm (.0015".0050")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 m m ( . 0 0 7 ' )
Idler shaft to gear bushing clearance -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038-0.130 mm (.0015"-.0051")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.18 m m (.007")
Driven gears - total thrust clearance -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.41-0.61 m m (.016"-.024")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.61 m m (.024")
Thrust face of bushing to body clearance (front and rear) -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 . 0 2 - 0 . 1 8 m m (.001"-.007")
Min. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.000 mm (.000')
Drive and driven gear backlash -

New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.30-0.41 m m (.012"-.016")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.76 m m ( . 0 3 0 ' )
Radial clearance of drive and driven gear to body -

Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.038 m m (.0015")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.25 m m ( . 0 1 0 ' )
75E480 9-23
Section 9
Drive shaft t h r u s t clearance (scavenging p u m p assembled) ......... 0.20-0.56 m m (.008"-.022")
D r i v e shaft t h r u s t clearance
(main lube oil and piston cooling oil p u m p s assembled) ......... 0.13-0.56 m m (.005"-.022")
P u m p drive g e a r face r u n o u t - T . I . R . L i m i t ........................ 0.08 m m (.003')
P u m p flange face r u n o u t - T . I . R . L i m i t .......................... 0.13 m m (.005')
P u m p flange pilot c o n c e n t r i c i t y - T . I . R . L i m i t ...................... 0.05 m m (.002')
P u m p drive gear to accessory drive gear b a c k l a s h

New ...................................... 0.20-0.41 m m (.008"-.016")
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.64 m m (.025')
Pump/Motor Assembly
Parallel c o u p l i n g a l i g n m e n t - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.38 m m (.015")
Axial clearance b e t w e e n j a w and spider - M i n . . . . . . . . . . . . . . . . . . . . . . . 0.76 m m (.030')
HELIX ANGLE POSITION OF OIL P U M P GEARS
MAIN LUBE OIL AND PISTON COOLING PUMPS
SCAVENGING OIL PUMPS 23965
TYPICAL LUBE OIL S Y S T E M CAPACITIES

NOTE
A c t u a l capacities can v a r y due to differences in s h i p y a r d
piping.
Model 645E7C/F7B Liters Gallons

8-Cylinder
Engine ............................................ 401 106
Accessories ......................................... 454 120
12-Cylinder
Engine -
(River Service) ...................................... 594 157
( O c e a n Sevice) ...................................... 537 142
Accessories ......................................... 454 120
16-Cylinder
Engine ............................................ 734 194
Accessories ......................................... 795 210
20-Cylinder
Engine ............................................ 659 174
Accessories ......................................... 795 210
9-24 112E385
Section 9
S E R V I C E D A T A (CONTV)
EQUIPMENT LIST
Part No.
Gauge - piston cooling oil pipe alignment .............................. 8071720
Cleaner - piston cooling oil pipe ................................... 8087086
Spray gun . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8193041
Loctite cleaner activator (0.17 kg [6 oz]) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8352873
Loctite sealing c o m p o u n d (50 c bottle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9505663
112E3eS 9-25
SECTION 10
COOLING SYSTEM
RAW WATER SYSTEM 10-1 I M P E L L E R INSTALLATION 10-10
FRESH WATER SYSTEM 10-1 I M P E L L E R HOUSING

INSTALLATION 10-10
WATER T E M P E R A T U R E 10-2
P U M P INSTALLATION 10-10
COOLANT SOLUTION 10-2
ACCESSORY RACK COMPONENTS 10-11
PIPING
RAW WATER P U M P
DESCRIPTION 10-2
DESCRIPTION 10-11
INSTALLATION 10-3
DRIVE BELT REPLACEMENT
WATER LEAKS 10-3 AND TENSIONING 10-11
AFTERCOOLER ACCESSORY DRIVE SHAFT

ALIGNMENT 10-13
REMOVAL 10-4
P U M P DISASSEMBLY 10-13
CLEANING 10-4
P U M P ASSEMBLY 10-13
CORE REPLACEMENT 10-5
THERMOSTATIC VALVE 10-14
INSTALLATION 10-5
FRESH WATER EXPANSION
FRESH WATER PUMPS TANK 10-15
DESCRIPTION 10-6 IMMERSION WATER HEATER 10-16
REMOVAL 10-6 UNATTACHED ACCESSORIES 10-17
HOUSING, DRIVE GEAR, SHAFT FRESH WATER COOLER 10-17/10-18

AND BEARING ASSEMBLY,
AND IMPELLER REMOVAL 10-6 SERVICE DATA
SEAL REMOVAL AND REFERENCES 10-19

APPLICATION 10-8
SPECIFICATIONS 10-19
BEARING REMOVAL 10-9
COOLING SYSTEM
SHAFT, BEARING, AND CAPACITIES 10-20
DRIVE GEAR ASSEMBLY 10-9
EQUIPMENT LIST 10-20
75E480
SECTION
645E7C/F7B 10
COOLING SYSTEM
GENERAL The raw water pump and the fresh water cooler are
described later in this section. Other components of
The complete engine cooling system is made up of the raw water system are off-engine s h i p b o a r d
two systems, namely the raw water system and the items, which are not included in the coverage of this
fresh w a t e r s y s t e m . Each of these s y s t e m s is manual.
separately described in the following paragraphs.
FRESH WATER SYSTEM
RAW WATER SYSTEM DESCRIPTION
The fresh water system consists of engine driven
DESCRIPTION centrifugal water pumps, replaceable inlet water
manifolds with an individual jumper line to each
There are different types of raw water systems. liner, cylinder head discharge elbows, and an outlet
S o m e applications require the use of an engine manifold through which cooling water is circulated.
driven raw water pump. This pump circulates raw The two centrifugal water pumps are mounted on
water through a cooler to cool the engine fresh water the accessory drive housing and are driven by the
supply. The raw water pump is mounted at the front governor drive gear. A representative illustration of
of the accessory rack. the engine cooling system is shown in Fig. 10-1.
t \1 (/-- -~''
r--------3-
1. High Temperature 4. Thermostatic Valve 8. Inlet Tube

Alarm Contactor 5. Drain Valve 9. Liner Water Passage
2. Expansion Tank 6. Water Pump 10. Cylinder Head
3. Lube Oil Cooler 7. Inlet Manifold 11. Discharge Manifold 16501
Fig.10-1 - Cooling System Schematic
112EI182 10-!
Section 10
Engine w a t e r is also circulated t h r o u g h each excessive loss of cooling water. In the event of a hot
aftercooler located in the turbocharger air discharge engine alarm, engine load should be reduced in an
duct, to cool the air before it enters the engine air attempt to obtain normal temperature. Before
box. resuming operation, the cause of the hot engine
water should be found and the condition corrected.
The engine discharge water flows t h r o u g h an
external cooling system to dissipate the heat taken ENGINE COOLANT SOLUTION
up in the engine. This system consists of a water
tank, water level gauges, t e m p e r a t u r e gauges, Coolant solutions are composed of water, corrosion
cooler, and connecting piping. inhibitor and, if necessary, antifreeze. The selection
and maintenance of a proper coolant solution are
MAINTENANCE necessary for efficient cooling system operation.
Failure to recognize the importance of these factors
ENGINE WATER TEMPERATURE can result in cooling system damage, increased
maintenance costs, and unnecessary equipment
Temperature gauges are provided in the cooling down time.
system to visually check that the engine water
temperature is within the recommended limits. Coolant samples should be taken from the cooling
Automatic temperature controls are set to maintain system for analysis at intervals as specified in the
the water temperature within set limits. Scheduled Maintenance Program.
CAUTION COOLING SYSTEM PIPING

It is desirable that engine coolant temperature
be 49 C (120 F) or higher before full load is DESCRIPTION
applied to the engine. After idling at low
ambient temperature, increase to full load level Refer to Fig. 10-2 for piping details. Pump outlet
should be made gradually. elbows c o n d u c t water from the pumps to the
removable water inlet manifolds located in each air
This restriction does not apply to units box. Each manifold is connected at the rear end
equipped with immersion heater systems plate to an aftercooler water inlet pipe. The rear end
supplied by EMD. flange of the manifold is equipped with two seals,
which prevent the leakage of air from the air box. A
A hot engine alarm indicates excessively high water flange at the front end of the manifold contacts the
discharge temperature. Hot engine water could outer face of the front end plate when the manifold
result from faulty water cooling equipment or is installed.
r
' C)
MANIFOLD
ARRANGEMENT Front End PI~
(Rear End)
1. Water Pump
2. Pump Outlet Elbow
3. Manifold Connection
4. Water Inlet Tube Mani
5. Saddle Strap
6. Manifold
7. Cylinder Liner FLANGED MANIFOLD
(Front End)
21038
Fig.10-2 Cooling System Piping
10-2 75E480
Section 10
Each liner is individually supplied with coolant tube flange and manifold making sure the sides
from the water manifold through a water inlet tube of the gasket are flush with the sides of the
assembly. A deflector is used at each liner water inlet flange, and that the ends of the gasket are within
to divert the water and prevent direct impingement the clamping radius of the flange.
on the inner liner wall. Water enters the cylinder
head through 12 discharge holes at the top of the 9. Torque the strap nuts to specified value.
liner. A counterbore around each hole accommodates
a heat dam and a water seal. A water discharge 10. Prior to torquing the tube to liner bolts, remove
elbow is bolted to each cylinder head to provide a the bolts and washers from the flange. If the
water passage to the water discharge manifold tube moves, it must be repositioned on the
which extends along the top of the crankcase. The water manifold; if no movement is detected, the
crankcase has two "built-in" siphon tubes inside the tube to liner bolts and washers may be re-
water discharge manifold. One is located at the applied and torqued to specified value.
second cylinder from the rear end on the right bank,
and the other at the second cylinder from the front 11. After all liner water inlet tubes are properly
end on the left bank. When engine water is drained, applied, the manifold will be securely held and
this will provide for engine cooling water draining in the temporary bolts, if applied, should be
the event the engine is not level. removed and the water pump discharge elbow
connected.
MAINTENANCE
WATER LEAKS
PIPING INSTALLATION
If loss of water in the cooling system is noticed,
After the cylinder head and liner are properly check for leakage of piping, pump seals, jumper
installed in the engine, the water inlet manifold and tube connections, cylinder head discharge elbow,
liner water inlet tube may be applied. junction of head to liner, and check for liner or
cylinder head cracks.
1. Inspect the water manifold for any dirt or
roughness in the area of the discharge holes and Unless very obvious, the location of the crack in the
at the front end plate flange. cylinder head or liner is very difficult to find, and
requires careful examination. Any indication of a
2. Place the manifold flange gasket over the water leak in the head or liner requires removal and
manifold and insert the manifold into the air t h o r o u g h inspection. Inspect cylinder interior
box. through liner ports.
3. Carefully guide the end of the water manifold Water may leak and enter the lube oil at the cylinder
into the rear end plate so that seals are not head discharge elbow seals. These seals can be
d a m a g e d . W h e n positioned correctly, the replaced without disturbing the cylinder head,
manifold should be firmly supported at the end. provided a crab nut and crab are removed and the
water is drained. Water contamination of lubricating
4. Apply and tighten the manifold flange to front oil will necessitate draining the oil. Before the oil is
end plate bolts. Temporary bolts may be used if renewed, the system should be flushed.
the water pump discharge elbow is not ready to
be applied.
Lube oil c o n t a m i n a t i o n is best d e t e r m i n e d by
5. Place the new seal in the groove at the liner end laboratory analysis, but in the absence of such
of the water inlet tube. means, the following method of checking for water
in the oil may be used.
6. P o s i t i o n saddle straps a r o u n d the w a t e r
manifold, and through the inlet tube flange. Draw or dip a gallon of lube oil from the bottom of
the engine lube oil sump. Let it stand for about 10
7. After the strap nuts have been applied and minutes, then spill about 3/4 of the oil from the
tightened finger tight, check that the seal is container. Place the remaining 1/4 in a glass bottle
seated in the groove, position the tube on the and allow sample to stand another 10 minutes. If
liner, and finger tighten the bolts. any water is indicated in the bottom of the bottle, it
is recommended that the lube oil system be drained
8. Take a new gasket and shape it to fit around the and flushed. Replace with new oil after source of
water manifold. Insert the gasket between the contamination is eliminated.
75E480 10-3
Section 10
AFTERCOOLER WARNING
DO N O T remove hoses with engine at high
DESCRIPTION speed. DO N O T apply or remove hoses singly
to prevent high pressure water discharge from
An aftercooler, Fig. 10-3, is located on each side of manometer.
the turbocharger to cool the air entering each bank
of the engine. Cooling the air compressed in the
turbocharger reduces the temperature of the air,
which increases air density and improves engine
operating efficiency. Fifth Row
From Top
U-Tube
Manometer
Water
Discharg
21484
Fig.10-4 - Reading Differential Pressure

Across Aftercooler
. C o n n e c t a U-tube m a n o m e t e r with a hose

attached to each end to the two hose stems
previously applied.
Aftercoo . Obtain a pressure differential reading with

engine at full speed, with or without load. The
m a x i m u m allowable, pressure differential is
listed in Service Data.
The aftercooler should also be removed and cleaned

at intervals as specified in the Scheduled Maintenance
27472
Program.
Fig.10-3 - Aftercooler Installation
REMOVAL
The afiercoolers are heat exchangers of box-like
c o n s t r u c t i o n consisting of a tube nest, t h r o u g h After draining the engine water, disconnect the
which water is circulated, and fins to aid in the water discharge or vent line flange at the top of
transfer of heat from the compressed air entering the the aftercooler.
engine air box. The aftercoolers receive water
directly from the discharge side of the engine water 2. Loosen the water inlet line at the bottom of the
pumps, and the water leaving the aftercoolers is aftercooler.
piped to the engine discharge manifold. No valves
are located in the aftercooler piping, so cooling . R e m o v e the m o u n t i n g b o l t s s e c u r i n g the
water is provided whenever the engine is running. aftercooler to the air duct, both at the front and
at the back, and free the assembly. Jacking
MAINTENANCE screws in the aftercooler flange will break the
joint between the air duct and aftercooler.
With the engine shut down, an interior inspection of
the engine end of the aftercooler air duct will usually . When the aftercooler is sufficiently free, apply
detect any sign of core leakage. Evidence of leakage an aftercooler lifting tool, Fig. 10-5, and usinga
will necessitate removal of the aftercooler. suitable hoist, remove the entire assembly from
the air duct.
A check for aftercooler plugging may be made by
performing the following:
CLEANING
1. With engine shut down or at idle remove two
aftercooler cover mounting bolts as shown in CAUTION
Fig. 10-4. Install two drilled bolts fitted with Do not use a caustic cleaner, as aluminum core
hose stems into the bolt holes. fins will be damaged.
10-4 112El182
Section 10
7. With 345 k P a (50 psi) air pressure in the water

passage of the core, submerge the assembly in
water and check for leaks.
S 8. A f t e r w a t e r test, r e c h e c k t h e t o r q u e o f t h e
header and cover bolts to 48 N-m (35 ft-lbs).
INSTALLATION
. Check the air duct and aftercooler mounting

surfaces to make certain that there are no nicks,
dirt or roughness on these areas.
0
0
J
. Apply the support pad to the back plate dowels
of the aftercooler, Fig. 10-6, with the gasket in
13892
position at the outside so as to contact the air
Fig. 1 0 - 5 - A f t e r c o o l e r L i f t i n g Tool duct.
C l e a n i n g p r o c e d u r e s s h o u l d be in a c c o r d w i t h
a c c e p t e d p r a c t i c e or as r e c o m m e n d e d by the
CORE REPLACEMENT
In the event that an aftercooler is removed due to a

leaking core, the core may be replaced using the
following procedure.
. Gaskets used in the aftercooler assembly should

be prepared in advance of assembly by being
s o a k e d in A S T M ( A m e r i c a n S o c i e t y F o r
T e s t i n g M a t e r i a l s ) D471 No. 3 oil f o r 15 10227 10228
minutes at a temperature of 71 C (160 F).
After soaking, the gaskets should be removed F i g . 1 0 - 6 - Support Pad To D o w e l Installation
and permitted to drain before using.
2. Place the core on the work bench and apply the

. Apply the aftercooler lifting tool and hoist, and
cover gasket and cover.
install the aftercooler in the air duct.
. Apply the cover bolts and tighten to 48 N-m
(35 ft-lbs). Tighten from the center bolt out to . Line up the support pad bolt holes, Fig. 10-7, at
the end bolts. the back of the air duct and apply, but do not
tighten the support pad bolts.
4. Invert the assembly and apply the header to
core gasket and header. . Correctly position the aftercooler flange over
the air duct gasket and flange holes, apply and
. Apply the header to core bolts and tighten from tighten the bolts holding the aftercooler to the
the center bolt out tO the end bolts. Tighten the air duct to specified value.
bolts to 48 N.m (35 ft-lbs).
. When the aftercooler flange bolts have been
. After the assembly has been completed, blank tightened, tighten the support pad bolts at the
off all flanges except one, and apply an air test back of the air duct, Fig. 10-7, to specified
arrangement on the remaining flange. value, and lockwire.
112E385 10-5
Section 10
position of the impeller housing in relation to the

pump shaft housing. The position of the impeller
housing may be changed on either pump to permit
use on the opposite bank.
The p u m p drive shaft is supported in the main p u m p

housing by two ball bearings separated by a steel
spacer. The bearings receive lubricating oil from the
engine oil system through a drilled passage in the
pump housing. The outer bearing adjoins a water
slinger which bears against a shoulder on the shaft.
The inner bearing is held in place by a retainer and
snap ring to absorb any thrust in the shaft. The
pump drive gear is keyed to the p u m p shaft abutting
the inner bearing, and is held on the shaft by a
washer and nut.
The stationary bushing, Fig. 10-9, is applied to the

drive s h a f t h o u s i n g . T h e c a r b o n of the seal
assembly, Fig. 10-10, faces against the smooth inner
surface and is held by a spring. Any water leakage
past the seal is indicated at a tell-tale drain in the
Drive Housing drive shaft h o u s i n g w h i c h p e r m i t s r u n o f f , a n d
28937
prevents water from reaching the engine side of the
pump.
Fig.10-7 - A i r Duct S u p p o r t Pad Application
The impeller is keyed to the p u m p shaft and is
FRESH WATER PUMPS secured to the shaft by a w a s h e r a n d nut. It is
enclosed by the impeller housing, which is assembled
DESCRIPTION to the main p u m p housing by eight studs and nuts.
The two engine cooling water pumps (one on 8-cyl.

engines), Fig. 10-8, are self-oiling and self-draining MAINTENANCE
c e n t r i f u g a l p u m p s , w h i c h r o t a t e in the o p p o s i t e
direction of the engine crankshaft. The components PUMP REMOVAL
of the water p u m p are identified in Fig. 10-9.
1. Drain cooling system.
2. Remove water pump inlet connection.
3. Disconnect p u m p discharge flange connection.
4. R e m o v e m o u n t i n g bolts and p u m p f r o m
engine.
H O U S I N G , DRIVE GEAR, S H A F T
AND BEARING ASSEMBLY,
A N D IMPELLER R E M O V A L
27473
Fig.10-8 - Water P u m p Installation 1. Remove impeller end nut and washer.
The pumps are carried under two part numbers to . Remove drive gear end nut and washer. Apply
identify the right and left bank pumps. The only gear puller, Fig. 10-11, and remove pump drive
difference between right and left bank pumps is the gear and key.
10-6 112E385
Section 10
22944
1. Water Slinger 8. Water Pump Shaft 15. Carbon Seal

2. Support Housing 9. Drive Gear Key 16. Impeller Housing
3. Oil Inlet 10. Drive Gear 17. Stationary Bushing
4. Bearing Retainer Ring 11. Bearing Assembly 18. Outer Seal
5. Snap Ring 12. Oil Outlet 19. Seal Retainer Spring
6. Gear Retainer Washer 13. Roll Pin And Spring 20. Impeller
7. Gear Retaining Nut 14. Bearing Spacer 21. Impeller Retainer Key
Fig.1 0 - 9 - W a t e r Pump, Cross-Section
Carbon
Shell Inner Seal
qubber
:spring Outer Seal 3522 27474
F i g . 1 0 - 1 0 - Spring A n d Seal Assembly Fig.10-1 1 - Drive G e a r Removal
112El182 10-7
Section 10
3. Remove snap ring and bearing retainer ring, 7. Remove remaining two housing nuts and
Fig. 10-9. continue to run in drive screw until support and
impeller housings are separated.
4. Loosen hex nuts securing impeller housing to
pump support housing. Remove six of the eight
nuts, leaving remaining two nuts on any pair of NOTE
studs directly across from each other. This is Drive screw should not be loosened during
necessary to prevent housings from separating pump disassembly until housings have been
completely before shaft and bearing assembly is completely separated. Relieving tension on
free of impeller and support housing. screw may allow impeller to drop down,
preventing further run in of screw.
5. Insert adapter for pump disassembly tool over
impeller shaft end, Fig. 10-12, then mount
disassembly tool to impeller housing with two 8. Remove loose impeller from impeller housing
1/2 - 13 x 1-1/2" hex head bolts across from and complete removal of shaft and bearing
each other. assembly from support housing by hand, if
possible. If not, some light tapping on shaft
impeller end with a wood or brass block may be
necessary to get inner shaft bearing clear of
support housing.
R E M O V A L A N D APPLICATION
OF P U M P SEALS
SEAL R E M O V A L
1. Remove loose spring and seal assembly from

support housing, Fig. 10-9. Use care to prevent
~ 27475 damage to the stationary bushing seal surfaces.
Fig.1 0-1 2 - Disassembly Tool Application

. Remove the bolts from the stationary bushing.
In the event the bushing in not easily removed,
6. Using a box end wrench or impact gun and insert 3/'8" x 2" bolts in the puller holes
socket, Fig. 10-13, run in drive screw of provided in the bushing and force the bushing
disassembly tool until shaft and bearing out from the housing. Sometimes the bushing
assembly is free. may be loosened by tapping on the bushing
flange with a rawhide mallet, allowing removal
without using puller bolts.
SEAL APPLICATION
1. Clean the stationary bushing and pump shaft.
CAUTION
The sealing surface of the stationary bushing
must be absolutely smooth and flat to prevent
wear of the c a r b o n washer. A s t a t i o n a r y
bushing that has a rough surface must be
Fig.1 0-1 3 - Removing Shaft Assembly replaced with a new bushing.
10-8 112El182
Section 10
2. Before applying the stationary bushing, be sure SHAFT, BEARING, A N D

the bushing and mounting surfaces are clean. DRIVE GEAR ASSEMBLY
Foreign material can cause the bushing to cock
and interfere with effective sealing. Also, be
sure that the smooth fiat carbon seal surface of . Assemble water slinger, outer bearing, spacer,
the b u s h i n g is clean a n d dry. A p p l y new and inner bearing to the p u m p shaft, making
stationary bushing gasket and bushing. Tighten sure that the rear bearing with the retainer ring
the bolts evenly and t o r q u e to 11.3 N-m is positioned correctly with the retainer ring to
(100 in-lbs). the o u t s i d e . These parts are a s s e m b l e d ,
Fig. 10-9, first with the slinger next to the
shoulder on the shaft, concave side toward the
After applying the stationary bushing, check i m p e l l e r end, f o l l o w e d by the o u t e r b e a r i n g
r u n o u t of the c a r b o n seal surface using an (without retainer), spacer and inner bearing,
i n d i c a t o r m o u n t e d on t h e end of the p u m p abutting each other snugly. The seal sides of the
shaft. If runout limit is exceeded, reposition b e a r i n g s go t o w a r d the o u t e r ends of t h e
b u s h i n g 180 a n d / o r s c r a p e off m o u n t i n g assembly, being distinguished by the seal side of
surface in area of high reading. t h e b e a r i n g p r o t r u d i n g slightly b e y o n d t h e
outer race.
. Install the new seal assembly, Fig. 10-10. Apply

carbon inner seal with the narrow end contacting 2. Place the drive shaft housing in a vise with jaw
the stationary bushing. Cheek carbon face for protectors.
cleanliness. Apply rubber outer seal to shell,
and apply to carbon seal so ears of shell fit into
the slots in the carbon seal. One end of the drive . C l e a n d i r t a n d oil f r o m s u p p o r t h o u s i n g
spring fits into the shell while the other end o u t b o a r d bore a n d o u t e r race of o u t b o a r d
must be fitted into a slot at the b o t t o m of the bearing, and apply a thin coating of silicone
impeller when it is assembled. rubber sealing c o m p o u n d to housing outboard
bore.
BEARING REMOVAL . Insert the shaft and bearing assembly, slinger

end first, from the drive gear end of the housing.
Using a rawhide mallet, lightly tap the assembly
. Place shaft and bearing assembly in arbor press until it aligns with and enters the first bearing
and remove bearings. Bearing at impeller end bore and continue tapping the assembly until it
may have remained in when shaft was removed. is properly seated in the housing.
. Insert bearing retainer ring into drive gear end

. Clean and inspect parts for defects and replace of s u p p o r t h o u s i n g with c h a m f e r e d side in
damaged parts. toward bearing. Apply snap ring.
Bearings with seals or shields on both sides

should be wiped clean but not washed. Inspect . Place key in shaft and assemble drive gear to
b e a r i n g s for excessive end play, r o u g h n e s s , shaft, using a rawhide mallet. Check shaft key
seizing, galled, w o r n or a b r a d e d surfaces, and keyway fit. Check that p u m p shaft diameter
broken or bent seals or shields, and fractured to gear bore fit is within the m a x i m u m limit.
outer races. Inspect gear nut insert for any signs of disinte-
gration. Nuts may be reused if fiber collar drag
P u m p s h a f t seal c o n t a c t surfaces m u s t be is 10.4 N ' m (92 in-lbs). Gear nut (1"-14) torque
smooth. is 359 N ' m (265 ft-lbs).
See Service Data at end of section for wear

limits. 7. Replace seal assembly as previously described.
112E385 10-9
Section 10
INSTALLING IMPELLER letter "R" and "L". For a right bank pump,
assemble the impeller housing so that " R " is
1. Fig.10-14 shows the impeller installer being opposite the arrow on the shaft housing or for a
used to assemble the impeller to the drive shaft left bank pump, the "L" is opposite the arrow,
housing. The threaded bushing is screwed on as shown in Fig. 10-15.
pump shaft threads and then by turning outer
portion of installer tool, the impeller is pressed Right Hand Left Hand
into position. Care must be taken to start the ,.- E, / \ %
impeller straight on the shaft and to see that the
key and keyway are aligned. Before the impeller
l
is brought all the way down, check the underside
to see that the seal spring is in the spring slot
under the impeller and then finish the impeller
application.
....~ Pump Part Number ~ ~
/ " -\\
Front End Of Engine

% L - ~ ' 'k,--
13825
Fig.l 0-1 5 - P u m p H o u s i n g P o s i t i o n i n g
(Left-Hand Rotation E n g i n e S h o w n )
4. Install housing in the correct position, using

new gasket between the impeller and shaft
housing. Apply housing nuts to studs and
tighten to 88 N.m (65 ft-lbs).
INSTALLING PUMP
NOTE
When installing engine water pumps, check the
pump part number and the orientation of the
housing assembly and impeller to make certain
t h a t the p u m p is c o r r e c t f o r the e n g i n e
Fig.1 0 - 1 4 - I n s t a l l i n g Pump I m p e l l e r rotation.
2. Check the insert in the impeller shaft nut to see . The pumps are installed in the position shown
that it is free from tears and disintegration. Nuts in Fig. 10-15 for the right and left bank.
may be reused if the fiber drag is 3.6 N.m (32 in-
lbs). Apply the impeller retaining washer and Torque mounting bolts to specified value.
nut. Torque value of the impeller nut is 108 N.m
(80 ft-lbs). . The part number of the pump is located on a
plate attached to the pump discharge flange, as
INSTALLING IMPELLER H O U S I N G shown in Fig. 10-15.
1. Check that drilled drain passage is free of It should also be noted on pump installation,
obstruction. that the water inlet elbow is the proper one as
listed in the parts book for the engine installation.
2. Determine whether the pump is to be used on
the right or left bank of the engine since the
impeller housing is positioned differently in 3. When installing a water pump, care should be
each case. taken with the application of the water inlet
c o n n e c t i o n . This c o n n e c t i o n consists o f a
3. An arrow is cast at the bottom of the pump sleeve, synthetic rubber seals, seal retainers, and
shaft housing and the impeller housing has a bolted clamps.
10-10 75E480
Section l0
ACCESSORY RACK MAINTENANCE

COMPONENTS The pump drive belt should be inspected periodically
The raw water pump (if applicable), thermostatic for signs of slipping or chafing and adjusted for
valve, and fresh water expansion tank are cooling proper tensioning, when required.
system c o m p o n e n t s which are m o u n t e d on the
accessory rack, Fig. 10-16. Since these components No routine maintenance to the pump is required
v a r y in a c c o r d with specific a p p l i c a t i o n s , the other than occasional inspection, cleaning, and
d e s c r i p t i v e , m a i n t e n a n c e , and i l l u s t r a t i v e d a t a lubrication of bearings at the fittings provided at
should be considered as "typical." each end of the power frame.
DRIVE BELT R E P L A C E M E N T
Fresh Water AND TENSIONING
Therrr Pump drive belt should be replaced whenever belt

Valve tension cannot be maintained or belt has become
frayed or otherwise damaged. To replace drive belt,
refer to steps 1 through 9 following. To adjust drive
belt tension, remove access panel from belt guard
assembly and refer to steps 6 through 9 of the
following procedures.
1. Unbolt and remove belt guard assembly located

around pump drive train.
. Loosen, but do not remove, pump base mounting

Raw bolts and all tensioner assembly bolts, including
Wate the s q u a r e head set screw on l o w e r idler
Pump
bracket.
. Position p u m p and idler sheaves to provide

sufficient clearance for drive belt removal and
27194
application.
Fig.10-1 6 -Typical Accessory Rack NOTE

D o not force drive belt over sheaves while
removing, if belt is to be reinstalled, or when
RAW WATER PUMP a p p l y i n g new belt as this m a y c a u s e ply
breakage and cover damage which can decrease
DESCRIPTION belt service life.
The raw water pump, Fig. 10-17, is a horizontal, . Place drive belt over pump drive sheaves and
centrifugal, ball bearing type pump. It can be either into the respective grooves in order from first
left-hand or right-hand rotating depending upon the belt band. Spread idler sheaves to engage and
application. hold belt in place.
The pump is belt driven from a drive shaft which is . M o v e p u m p back to original position and
coupled to the front end of the engine crankshaft retighten base m o u n t i n g bolts. Adjust b o t h
accessory drive flange with a sleeve type rubber idler sheaves equally to tighten drive belt and
coupling. The outer end of the drive shaft is carried snug up tensioner assembly bolts to secure
in a pillow block pedestal bearing mounted to the adjustment.
accessory rack.
. To final adjust tension on drive belt, adjust
The pump impeller is a single suction enclosed type square head set screw on lower idler bracket.
one piece casting. Wear rings are used on both sides Check tension by applying a perpendicular
of the impeller between the impeller and impeller force at the center of the belt span between the
casing. p u m p a n d t o p idler s h e a v e s , as s h o w n in
112El182 10-11
Section 10
2ii!~
@
@@@@@@@@@ @
1. Casing Gasket 10. Casing Wear Ring 19. Seal 28. Bearing
2. Adapter Gasket 11. Impeller 20. Slinger 29. Frame
3. Adapter 12. Casing 21. Bearing Seal 30. Shaft
4. Bearing Insert Gasket 13. Drain Plug 22. Support 31. Bracket To Frame Bolt
5. Bearing Insert Wear Ring 14. Bearing Insert To Adapter Gasket 23. Bearing Cap To Frame Bolt 32. Bracket
6. Impeller Wear Ring 15. Casing To Bracket Bolt 24. Bearing To Gasket 33. Bearing Insert
7. Key 16. Insert To Bracket Bolt 25. Retaining Ring 34. Tubing
8. Impeller Bolt 17. Sleeve 26. Grease Fitting
9. Impeller Gasket 18. Bracket To Support Bolt 27. Bearing Cap 16182
Fig.1 0-1 7 -Typical Raw Water Pump Cross-Section
Fig. I0-18. Proper adjustment is achieved when 8. Check alignment of pump and idler sheaves
belt is tensioned to a reading of 20 to 24 lbs at which should be parallel to each other within
7.94 mm (5/16") belt deflection using tension 0.794 mm (1/32") and 2.03 mm +_ 0.51 mm
tester 8396624. (0.080" + 0.020") ahead of the drive sheave with
engine crankshaft cold.
7. After belt tension is adjusted, final tighten
tensioner assembly bolts. Recheck tension. NOTE
A c c e s s o r y drive shaft c o u p l i n g is f a c t o r y
aligned and adjusted so that a certain amount
7.94 mm (5/1 6)" id ? P r / " / ~ ~ ~ T P of axial f r e e d o m exists in the pillow block
bearing to allow for thermal expansion of the
crankshaft.
9. If tension recheck is satisfactory and alignment

is correct, reinstall belt guard a s s e m b l y (or
access panel).
Bottom
Idler 24350 NOTE
New belt should be checked for proper tension
Fig.10-1 8 - Checking Drive Belt Tension after a 1 hour run-in period and again after
10-12 112El182
Section 10
the first 24 hours, the first week and the first . Slide impeller and impeller key from the shaft,
month of operation. being careful not to d a m a g e gasket, behind
impeller.
A C C E S S O R Y DRIVE SHAFT
ALIGNMENT . Casing wearing rings are pressed into place with
an interference fit and must be removed with a
After replacement of an accessory drive component, puller.
it may be necessary to check alignment of the drive
shaft to the pump drive train. . I m p e l l e r w e a r i n g rings m u s t be cut off if
replacement is necessary. Be careful not to cut
Before attempting to check alignment of the drive into impeller.
shaft, remove the drive belt from the drive sheaves
as previously described for drive belt replacement. . Slide sleeve and rotating parts of mechanical
seal from the shaft.
1. Mount a dial indicator on coupling sleeve or . R e m o v e capscrews f r o m bracket and slide

a c c e s s o r y d r i v e f l a n g e to r e a d drive shaft insert with adapter, gaskets, and stationary
angularity. Indicator must be positioned with parts of the mechanical seal from the shaft.
the plunger resting on.the shaft at a point 50.8
m m (2") from the outer face of the coupling
sleeve. Zero the indicator. CAUTION
During removal of the seal, take extreme care
2. Bar engine over one complete revolution and not to drop or damage any part of the seal.
check indicator readings at each quarter turn Take particular care not to scratch the lapped
(90). Drive shaft is considered aligned if total faces on the washers or the sealing seat.
indicator reading TIR is no more than 0.31 m m
(0.012"). 10. Press the seal flexible cup and stationary seat
out of the insert and clean the cavity of all
3. If total reading exceeds this limit, loosen pillow residue. Make sure the 1/32" radius in the seal
block bearing mounting bolts and reposition seat cavity is not damaged during disassembly
shaft end (sideways with slotted holes or up and since a sharp edge can easily cut the flexible cup
down by addition or removal of shims) until during reassembly.
satisfactory alignment can be attained.
4. Pull pillow block bearing out away from engine PUMP ASSEMBLY
to remove all axial clearance, then retighten
bearing mounting bolts. This allows for 1. Press grease seals into frame.
crankshaft thermal growth without putting
thrust load on the bearing. 2. Press bearings onto shaft and snap retainer ring
in place.
5. Recheck dial indicator readings to be certain
they remain within the limits. If tolerances are 3. Press shaft and bearing into frame and place
satisfactory, replace drive belt, set tensioning bearing cap gasket in place.
a n d c h e c k s h e a v e a l i g n m e n t as p r e v i o u s l y
described for drive belt replacement. . Install bearing cap in position with capscrews.
Then insert grease seals and place slinger on the
PUMP DISASSEMBLY shaft.
1. Remove all external lines from pump. 5. M o u n t bracket to frame being sure to tighten
bolts evenly.
2. Break suction and discharge piping and remove
the two drain plugs from the casing, Fig. 10-17. . If b r a c k e t a n d f r a m e w e r e r e m o v e d f r o m
support,bolt the assembly to the support using
3. Remove bolts holding the casing to bracket and washers under bolt heads.
remove the casing and gasket.
. To replace adapter, first set gasket on insert.
4. Unscrew impeller nut being careful not to Then press adapter onto the insert and place
damage gasket. gasket in the slot around the adapter.
75E480 10-13
Section 10
8. Coat the mating surfaces of the insert wearing T H E R M O S T A T I C VALVE

ring and insert with Locktite and press them
together. DESCRIPTION
9. Coat the surfaces of the casing wear ring with The thermostatic valve, Fig. 10-20, is a diverting
Locktite and insert them in the casing. valve that is used to maintain a constant temperature
at the engine water outlet. When an engine is started
CAUTION and cold, the valve causes all water to bypass the
Do not hammer rings into place. Use a press, heat exchanger in the engine cooling system. After
or clamp the parts in a bench vise, using warmup, part of the heated water bypasses and part
wooden blocks to protect the rings. If the is directed to the heat exchanger. The bypassed
facilities are available, it is good practice to water is then mixed with the cold water returning
take a very light finish cut or to ream the inside
diameter of the casing rings after pressing to
restore roundness. When rings are pressed,
they may get squeezed out of shape.
10. Make sure the gasket surface on the bracket is

clean and free from nicks or abrasions. Put a
small amount of grease on gasket and set it in
position.
11. Inspect the seal cavity in the seal insert for burrs
or nicks which could damage the seal seat.
Apply a film of soapy water or light oil (not
grease) to the seal seat and install in seal cavity
evenly and squarely.
NOTE 11146
When applying seal components refer to Fig.
10-19 for correct positioning. Fig.10-20 - Thermostatic Valve
Flexil
I I V . . . . . . . . . . . . . .
Washer
16183
F i g . 1 0 - 1 9 - R a w W a t e r P u m p Seal
I0-14 75E480
Section 10
from the heat exchanger before re-entering the to be removed, it is advisable to tag or otherwise
engine. Valve action and mixing of water maintains mark the pipe flanges with the letter appearing at the
the desired engine water temperature. However, if adjacent valve flange. The letter "A" identifies the
water from engine reaches the nominal temperature valve inlet flange. The letter appears on the bolted
for the particular valve, the valve will close the housing. The letter "B" identifies the outlet to the
bypass side entirely, and all water will flow to the bypass piping. The letter "C" identifies the outlet to
heat exchanger. the heat exchanger.
The valve is self-contained and self-powered. It Due to the different valve body housing designs, the
contains thermostatic element assemblies that hold location of some bolts and flanges are such that the
valve sleeves in the bypass position by spring tension assembly and disassembly sequence may be altered.
when cold water from the engine outlet passes over Fig. 10-22 gives a general location arrangement.
the elements. As water temperature increases, a
thermostatic material that is highly sensitive to
temperature changes expands to develop pressure ) (
that overcomes the force of the return spring. The
thermostatic material drives a molded synthetic
rubber plug into a reduced diameter piston guide
that, by extruding action, multiplies the travel of the
plug. The plug drives a piston that forces the valve
sleeves to o p e n the valve o u t l e t to the h e a t
exchanger and at the same time constrict the bypass
opening. This action is illustrated in Fig. 10-21. U
JQ
~~ - Bypa ss
I~ ,MJ~i~-...4 ]~ Valve S l e e v e ' ~ - ~ l ~ l , ~
III~H I~tk Piston --------'---~, '1~J~//
~iDiaphragm
_._.----Thermostatic O *----
Material
cLOSED FULLY STROKED
11147
11148
Fig.1 0-21 - Thermostatic Element 1. O - R i n g 5. L o w e r Seat
2. Channel Type 6. Element Housing
O-Ring Sleeve 7. Thermostatic
3. Upper Seat Element Assembly
MAINTENANCE 4. Valve Sleeve 8. Gasket
Disassembly and inspection of the thermostatic Fig.10-22 - Thermostatic Valve,

valve should be performed at intervals prescribed in .Cutaway View
the applicable Scheduled Maintenance Program or
at any time improper cooling of the engine is
evident. Improper cooling may be due to the O-ring FRESH WATER
d e t e r i o r a t i o n or m a l f u n c t i o n i n g t h e r m o s t a t i c EXPANSION TANK
elements.
To perform an inspection on the thermostatic valve, The fresh water expansion tank, Fig. 10-23, is a
it may be necessary to remove the entire valve from welded steel tank with a water level sight glass
the cooling system piping. However, on some mounted on the front. An operating water level
installations and under some circumstances, it may instruction plate is provided next to the water level
be easier to remove only the bolted housing and its sight glass. The instructions indicate minimum and
attached piping from the valve. If the entire valve is maximum water level with the engine running or
75E480 10-15
Section 10
El
E:
19113
Fig.10-24 - Immersion Heater
T h e h e a t e r is m a d e up o f a c y l i n d r i c a l shell
containing a r e m o v a b l e heating element and is
mounted at the bottom of the accessory rack, Fig.
10-25.
24127
Fig.10-23 -Accessory Rack Cooling

System Components
s t o p p e d . T h e w a t e r level m a r k s h o u l d not be
permitted to go below the applicable "low" water
level mark.
The system is filled through a filler opening located I
at the top of the expansion tank. Water is added

until it reaches the full mark on the upper instruction
plate at the water sight glass.
An overfill drain pipe is provided to allow run-offin

the event of overfilling or excessive water expansion
during operation.
A pressure cap on the expansion tank prevents loss

of water due to evaporation during operation, and
maintains pressure on the cooling system to provide Convection (Thermo-Syphon) Flow 24023
better cooling for the engine. The cap is designed to
open and relieve the system of excessive pressure Fig.1 0 - 2 5 - I m m e r s i o n H e a t e r S y s t e m
during operation. For Marine Generating Unit
When an immersion heater is used on a marine

IMMERSION WATER propulsion system, the immersion heater heats the
HEATER (OPTIONAL) engine cooling water which is circulated through the
engine by a water pump mounted near the heater.
DESCRIPTION When an immersion heater is used on a marine

generating system, Fig. 10-25, the immersion heater
The electric immersion heater, Fig. 10-24, is used to heats the engine cooling water which circulates
keep the engine in a constant state of readiness for through the lube oil cooler by thermosyphon action.
an immediate start. The heated water then warms the oil being circulated
10-16 75E4S0
Section 10
through the oil cooler by the oil circulating pump. A discharges at the opposite end of the cylindrical
thermostat IHTS controls the immersion heater shell. The raw water used for cooling, enters the
elements to keep the water in the cooler between 52 cooler at the fresh water inlet end and flows through
C (125 F) and 68 C (155 F). one-half of the tubes. The water reverses at the
opposite end of the cooler and flows back through
MAINTENANCE the remaining half of the discharge flange. Zinc
electrodes are located in the headers at the end of the
Disassembly and inspection of the immersion heater assembly to inhibit electrolytic action on the tubes.
should be performed any time improper heating is
evident. Improper heating may be caused by scale Zinc electrodes should be examined 30 days after
accumulation or damage to the heating element. installation and every 30 days thereafter. Any
Sludge deposits in the heater may be removed appreciable d e t e r i o r a t i o n within these periods
through the drain plug in the bottom of the heater. indicates electrolytic action, caused by external
WARNING g r o u n d e d electric currents. In that case, this
Be sure electrical power is disconnected before c o n d i t i o n must be c o r r e c t e d to avoid serious
r e m o v i n g heating element f r o m unit, or damage to the cooler. Internal electrolysis causes a
a n y t i m e the cooling system or h e a t e r is gradual erosion of the electrodes, necessitating
drained. periodic renewal.
UNATTACHED ACCESSORIES Inspection may show that the zinc electrodes are
coated with insulating foreign materials. This
The fresh water cooler, although not attached to the coating must be removed by wire brushing and
engine proper, is considered to be a component of scraping before reinstalling electrodes. The electrodes
the basic marine engine. As the coolers vary in should be renewed when 50% eroded.
accord with specific applications, the descriptive
m a i n t e n a n c e , and illustrative d a t a should be MAINTENANCE
considered as "typical."
The fresh w a t e r cooler should be cleaned as
FRESH W A T E R C O O L E R f r e q u e n t l y as f o u n d necessary to provide an
unrestricted flow of water. This will vary, depending
DESCRIPTION on operating conditions. In certain types of service
The fresh water cooler, Fig. 10-26, consists of a deposits form more rapidly than others. Heavy
cylindrical shell with fresh water inlet and outlet deposits cause an objectionable increase in pressure
flanges, a bundle of cooler tubes, a flanged inlet and drop through the cooler, and a decrease in the
outlet raw water header, and a h e a d e r at the cooling effect. Cleaning at regular intervals will
opposite end to reverse the raw w a t e r flow. ensure maximum operating efficiency at all times.
Combination tube supports and baffles inside the
shell support the cooler tubes in the assembly. The inside and outside of the cooler tubes may be
cleaned with a pressure stream of water, and the
Fresh water enters the cooler at one end of the shell, inside of the tubes may be further cleaned by passing
flows transversely around the tubes and baffles, and a round wire brush through them.
6419
75E480 10-17/10-18
Section l 0
SERVICE DATA
COOLING SYSTEM
REFERENCES
Engine Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M . I . 1748
SPECIFICATIONS
2. M i n i m u m , m a x i m u m , and tolerance measurements are provided as service limits. A t time o f rebuild or

P u m p drive g e a r b a c k l a s h -
New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20-0.41 m m (.008"-.016',)
Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.76 m m (.030',)
Bearing b o r e s in s u p p o r t h o u s i n g m a y be oversize or
bearing outer diameter undersize. The limits
g o v e r n i n g the fit are: Interference- Max. .... 0.002 m m (.0001',)
Clearance - Max. ..... 0.051 m m (.0020',)
P u m p s h a f t b e a r i n g m o u n t i n g d i a m e t e r s to b e a r i n g
bores. N o w e a r allowed. T h e limits g o v e r n i n g the fit
are: Interference - Max. .... 0.023 m m (.0009")
Clearance- Max. ..... 0.002 m m (.0001',)
P u m p shaft drive g e a r m o u n t i n g d i a m e t e r to g e a r
bore. T h e limits g o v e r n i n g the fit are: Interference - Max. .... 0.013 m m (.0005")
Clearance - Max. ....... 0.02 m m (.001',)
P u m p shaft impeller m o u n t i n g d i a m e t e r to impeller

bore. T h e limits g o v e r n i n g the fit are: Interference- Max. .... 0.064 m m (.0025")
I n t e r f e r e n c e - Min. .... 0.013 m m (.0005',)
S t a t i o n a r y b u s h i n g seal seat s q u a r e n e s s
with drive shaft - T . I . R . M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.025 m m (.0010',)
M a x i m u m a l l o w a b l e pressure differential across a f t e r c o o l e r core (engine at full speed) 254 m m (I0") H 2 0
75E480 lO-19
Section 10
TYPICAL COOLING SYSTEM CAPACITIES

NOTE
A c t u a l c a p a c i t i e s c a n v a r y d u e to d i f f e r e n c e s in
shipyard piping.
Model 645E7C/F7B Engine Liters Gallons

8-Cylinder
Engine ............................................. 265 70
Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 88
12-Cylinder
Engine ............................................. 360 95
Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344 91
16-Cylinder
Engine ............................................. 511 135
Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 100
20-Cylinder
Engine ............................................. 625 165
Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 100
EQUIPMENT LIST
Part No.
Impeller installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8052959
Water pump impeller/gear puller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8354367
Vee belt tension indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8396624
Silicone rubber sealing c o m p o u n d (0.14 kg [5 oz]) ......................... 8453256
Water pump mounting bolt wrench ................................. 9519601
Water pump disassembly tool .................................... 9549072
Aftercooler lifting tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . File 690
10-20 112E385
SECTION 1 1
FUEL S Y S T E M
DESCRIPTION 11-1 STORING INJECTORS 11-6
FUEL INJECTORS INJECTOR LINKAGE
DESCRIPTION 11-2 DESCRIPTION 11-6
INSTALLATION 11-3 CHECKING AND SETTING RACKS 11-7
TIMING THE INJECTOR 11-3 FUEL P U M P
11-4 DESCRIPTION 11-8

STICKING INJECTORS
MAINTENANCE 11-9
SERVICING INJECTORS 11-4
FUEL FILTER
INJECTOR TESTER 11-4
DES CRIPTION 11-9
SETTING UP TESTER 11-5
MAINTENANCE 11-10
CHECKING AND OPERATING
TESTER 11-5 ACCESSORY RACK COMPONENTS
TEST P R E P A R A T I O N 11-5 FUEL P R I M I N G P U M P 11-10
HOLDING P R E S S U R E AND FUEL SUCTION STRAINER 11-10

LEAK TEST 11-6
SERVICE D A T A
RACK FRESHNESS TEST 11-6
REFERENCES 11-13
BINDING PLUNGER TEST 11-6
REPLACING INJECTOR
FILTERS 11-6 EQUIPMENT LIST 11-13
112E385
SECTION
645E7C/F7B 11
FUEL S Y S T E M
DESCRIPTION to each injector is pumped into the cylinder, at a

very high pressure, through the needle valve and
The engine fuel system, Fig. 11-1, consists of the fuel spray tip of the injector.
injectors, fuel pump, the engine mounted fuel filter,
and fuel supply and return manifolds.
The quantity of fuel injected depends upon the
rotative position of the plunger as set by the injector
Components external to the engine such as the fuel rack and governor. The excess fuel not used by the
tank, fuel suction strainer, and connecting lines injector, flows through the injector, serving to
complete the fuel system. lubricate and cool the working parts.
In operation, fuel from the fuel tank is drawn up by The fuel leaves the injector through the return fuel
the fuel pump through a suction strainer and is filter. This filter protects the injector in the event of a
delivered to the engine mounted filter. It then passes backward flow of fuel into the injector from the
through the filter elements to the fuel manifold return fuel line. From the return fuel filter in the
supply line and injector inlet filter at each cylinder injector, the excess fuel passes through the fuel
into the injector. A small portion of the fuel supplied return line in the manifold.
Fuel Supply
Injector Line
Fuel Duplex Fuel Fill ,Jb

Line
-Fuel Suction Strainer
Hand Priming Pump
19524
Fig.11-1 - Typical Fuel System
112El182 I!-I
Section l 1
FUEL I N J E C T O R S
DESCRIPTION
An injector, Fig. 11-2, is located and seated in a
tapered hole in the center of each cylinder head, with
the spray tip protruding slightly below the bottom
Spring
of the head. It is positioned in the head by a dowel
and held in place by an injector crab and nut.
:ainer
n
~lve
'e Cage
'alve
10173
Fig.1 1-3 - Fuel Injector, C r o s s - S e c t i o n
means of the rack and gear, controls the quantity of

fuel injected into the cylinder during each stroke.
Rack position is controlled by the governor through
the injector control lever and linkage. The gear is
12659 keyed to and is a sliding fit on the plunger to allow
plunger vertical movement.
F i g . 1 1 - 2 - Fuel I n j e c t o r
The external working parts of the injector are The helices near the bottom of the plunger control
lubricated by oil from the end of the injector rocker the opening and closing of both fuel ports of the
arm adjusting screw. The internal working parts are plunger bushing. Rotation of the plunger regulates
lubricated and cooled by the flow of fuel oil through the time that both ports are closed during the
the injector. downward stroke, thus controlling the quantity of
fuel injected into the cylinder, as shown in Fig. I I-5.
A cross-section of the unit injector and names of the As the plunger is rotated from idling position to full
various parts are shown in Fig. 11-3. load position, the pumping part of the stroke is
lengthened, injection is started earlier, and more
The plunger is given a constant stroke reciprocating fuel is injected.
motior/ by the injector cam acting through the
rocker arm and plunger follower. The timing of the Proper atomization of the fuel is accomplished by
injection period during the plunger stroke is set by the high pressure created during the downward
an adjusting screw at the end of the rocker arm. Fig. stroke of the plunger, which forces fuel past the
11-4 shows flow of fuel through the injector during needle valve and out through the spray holes in the
one downward stroke. Rotation of the plunger, by tip of the injector.
]1-2 78E779
Section 11
/ii!ii!i!i!!i~!!ii
TOP OF STROKE BYPASS POINT INJECTION STARTS INJECTION ENDS BOTTOM OF STROKE
BOTH PORTS OPEN FUEL BELOW PLUNGER BOTH PORTS CLOSE LOWER PORT STARTS LOWER PORT FULLY
TO A D M I T FUEL ESCAPES THROUGH FORCING FUEL INTO TO OPEN ALLOWING OPEN. NO EFFECTIVE
UPPER PORT. NO CYLINDER FUEL BELOW PLUNGER STROKE
EFFECTIVE STROKE TO ESCAPE
3535
ONE COMPLETE DOWN STROKE OF PLUNGER AT "'HALF LOAD" POSITION
Fig. 1 1 - 4 - Injector Fuel Flow
Upper Effective
Port Stroke
~j !Stroke
Lower ~..
i
Port
,.. L
NO INJECTION NO INJECTION IDLE HALF LOAD FULL LOAD

RACK CLEAR OUT RACK .088" IN
20312
QUANTITY OF FUEL INJECTED IS CONTROLLED BY ROTATING PLUNGER WITH RACK
Fig.11-5 - Plunger Fuel Control
The injectors have an adjustable calibrating slide 3. Install injector and apply injector crab, spheri-
mounted on the side of the injector body, adjacent cal washer, and nut. Torque nut to specified
to the rack. This slide is incorporated solely as a value.
means of adjusting injector output on the calibra-
ting stand. 4. Connect injector rack to lever assembly.
Filters at the fuel inlet and outlet connections 5. Install and tighten fuel supply and return lines
protect the working parts of the injector. to injector and engine fuel manifold.
MAINTENANCE 6. Install r o c k e r arm shaft and r o c k e r arms.

Loosen injector rocker arm locknut and back
INSTALLATION off on adjusting screw before tightening rocker
arm shaft nuts. Injector is now ready for timing.
1. Wben installing an injector in an engine, make
sure it is the correct injector for the engine in
which it is to be applied. T I M I N G THE I N J E C T O R
2. See that injector body and tapered hole in With the injector installed, make timing adjustment
cylinder head are clean. as follows:
78E779 11-3
Section 11
NOTE injectors which are held with the plungers down

Injector cannot be timed if the overspeed has when the engine is stopped. Should injector racks
been tripped. It must first be reset and the show signs of sticking, they should be checked for
engine c r a n k s h a f t b a r r e d over at least one gum or varnish deposits. If present, the rack should
revolution. be cleaned with alcohol and rechecked. If sticking
persists, the injectors s h o u l d be r e m o v e d and
1. Bar e n g i n e over in the n o r m a l d i r e c t i o n of replaced with o p e r a t i o n a l injectors. In no case
r o t a t i o n until flywheel p o i n t e r indicates the should injectors be "crutched out" or cut out and the
correct crankshaft position in degrees relative engine o p e r a t e d . If injectors o p e r a t i n g u n s a t i s -
to top dead center of the cylinder being timed. factorily cannot be remedied or replaced, the engine
Refer to setting instructions on Injector Timing should be shut down until corrective action has been
P l a t e ( l o c a t e d on right rear side of e n g i n e taken.
crankcase) and see Table 1 in Section 7 for top
dead center settings.
SERVICING INJECTORS
2. I n s e r t i n j e c t o r t i m i n g gauge into the hole
provided for it in the injector body, Fig. 11-6. When servicing injectors, clean working conditions
must be maintained. Dust or dirt in any form is a
frequent cause of injector failure. When an injector
is in an engine it is protected against dirt, dust, and
i1~,. Rocker Arm o t h e r f o r e i g n m a t e r i a l s by the v a r i o u s filters
Adjusting Screw
e m p l o y e d . W h e n the i n j e c t o r is in s t o r a g e , it is
protected against harmful material by the filters
sealing the b o d y o p e n i n g s , which are in t u r n
protected by shipping blocks.
However, an entirely different set of conditions is

e n c o u n t e r e d w h e n it b e c o m e s necessary to dis-
assemble an injector for repair or overhaul. These
c o n d i t i o n s necessitate special shops, e q u i p m e n t ,
and trained personnel. It is recommended that non-
operational injectors be returned to Electro-Motive
for rebuild or unit exchange.
~ ~
INJECTOR TESTER
m ~ 14457 In order to ensure efficient engine performance,
Fig.1 1-6 - Timing Injector injectors should be tested whenever removed from
an engine, regardless of the reason for removal. It is
3. L o o s e n l o c k n u t a n d t u r n the r o c k e r a r m advisable to test the complete engine set during each
adjusting screw until the shoulder of the gauge annual inspection. It is recommended that injectors
just passes over the injector follower guide. be tested with the s a m e oil used for p r o t e c t i o n
against rust as given under "Storing Injectors".
4. Tighten adjusting screw locknut while holding
adjusting screw in position with screwdriver.
It is important that the individual doing the testing
5. Recheck setting. understands the basic principles of injector operation
and testing procedures in order to prevent acceptance
STICKING INJECTORS of defective injectors and rejection of good ones.
Instructions in the use of the injector tester and an
Engines may encounter sticking injectors due to outline of each separate test procedure along with a
fuel, lube oil, or filter maintenance conditions. Since basic explanation of operation follows:
these conditions very often are momentary, injector
removal may be minimized by utilizing alcohol to These injectors cover the testing of all needle valve
free up injectors while installed. This is done by injectors using the tester shown in Fig. 11-7. The
a p p l y i n g o r d i n a r y c o m m e r c i a l m e t h a n o l to the p r o c e d u r e s are n o t a p p l i c a b l e to o t h e r types of
injectors through a hole opposite the timing tool testing equipment, since injector leakoff rates vary
hole, and "popping" the injectors or motoring the greatly in proportion to the volume of fuel contained
engine. This sticking condition usually occurs on in the high pressure portion of the tester.
ll-4 112E585
Section 11
When placing a new tester in operation, or after

removing and replacing the gauge, fuel tank, filter,
or pump, for any reason, the test block should be
installed and pressure raised to 17 238 kPa (2500 psi)
and vented at least six more times before making an
operational cheek.
The o p e r a t o r must c o n s i d e r the tester as an

instrument, rather than a tool. Every effort should
be made to make the manual operation of repeated
tests the same. The following general information is
provided to help in obtaining uniform operation.
GENERAL INFORMATION
. When operating the pump, use a rate of 40

strokes per minute. This provides a fuel rate to
Manual o p e r a t e the cheek valve s m o o t h l y and to
Relief Va circulate fuel within the injector.
28226 . When using the popping lever, do not use such

Fig.1 1-7 - Injector Tester force as to damage either the injector or the
lever. Do not permit the lever to fly up freely.
S E T T I N G UP T E S T E R
3. In making holding tests, do not pump the stand
Basically, the tester consists of a fuel reservoir, filter,
above 17 238 kPa (2500 psi).
high pressure pump, pressure gauge, manual relief
valve and necessary connecting lines and fittings to 4. Testers regularly in use should be checked daily
supply fuel to the injector under test. The tester for leaks, using the test blocks.
should be set up as instructed by the manufacturer.
Inspect carefully for dirt or foreign material in the 5. Fuel oil used for testing should not be reused.
tank and liners. Fill the tank with clean fuel and
operate the pump to purge all free air from the
INJECTOR TESTS
system.
Investigation has shown that the viscosity of the fuel PREPARATION
oil used in the tester has a marked effect on the test
results obtained. R e g u l a r fuel oil m a y be used 1. Install the injector in the tester.
provided the viscosity is not less than 32 S.S.U. at
2. Fill the injector with fuel oil, but do not connect
38 C (I00 F). Do not reuse fuel oil which has been
the fuel line from pump to injector at this time.
pumped through the injectors into the plastic bowl.
CHECKING AND OPERATING TESTER 3. Set the injector rack at maximum fuel output
position (minimum rack length).
Install the test block in place or an injector in the
tester and pump up pressure to 13 790 kPa (2000 psi), . " P o p " the injector with the popping lever,
as indicated by the gauge. After five minutes, the Fig. 11-7, using approximately 40 smooth even
pressure should not have dropped below 13 618 kPa strokes per minute. A finely atomized spray
(1975 psi). Release the block and recheck at 3 448 kPa should show at each of the holes in the tip.
(500 psi) and 6 895 kPa (1000 psi). These pressures R a p i d closing of the needle valve should
should hold one minute with no apparent gauge produce a sharp "chatter".
drop. Make these tests with the pressure shutoff
valve, Fig. 11-7, open all the way. If the tests are If the valve opens without producing a finely
satisfactory, all injector tests may be made without a t o m i z e d s p r a y or the valve seats w i t h o u t
using the s h u t o f f valve. If the preceding tests producing a sharp "chatter", make several rapid
indicate leakage, repeat the tests, closing the shutoff strokes with the lever to dislodge any foreign
valve before timing the leakoff rates. If the tests are material on the valve seat. If the needle valve
satisfactory with the shutoff valve closed, it will be still fails to function properly, a stuck needle,
necessary to use the shutoff valve when making the dirt on the valve seat, or a defective valve seat
injector holding pressure test. may be the cause.
112E385 11-5
Section 11
HOLDING PRESSURE AND LEAK TEST bushing or weak or broken spring. A binding
. All injectors lose pressure due to leakage at any plunger will cause erratic cylinder firing and, in
of several p o i n t s , b u t this leakage m u s t be extreme cases, overspeed trip action.
c o n t r o l l e d d u r i n g i n j e c t o r m a n u f a c t u r e to
. Place injector in tester but do not attach the fuel
prevent engine lube oil dilution. The holding
p r e s s u r e test will q u a l i f y i n j e c t o r s h a v i n g line. Place rack in the full fuel position and
specified leakoff rates, providing this leakage is p u m p all the fuel o u t of the i n j e c t o r with
at the p r o p e r p o i n t and is satisfactorily injector popping lever, Fig. 11-7. When all of
controlled. the fuel has been removed, depress the injector
p l u n g e r to full e x t e n t of its travel. S l o w l y
. Manually hold the tester fuel line block on the release popping lever and simultaneously move
injector. P u m p until fuel is discharged from injector rack repeatedly in and out through its
filter cap on opposite side, to remove air. Apply full travel.
12 411 kPa (1800 psi) to 13 790 kPa (2000 psi)
pressure to the injector. No leakage is permitted REPLACING INJECTOR FILTERS
at the nut to body seal, filter cap gasket, body
plugs or between spray tip and injector nut. Injector filters should not be disturbed or removed
except d u r i n g injector r e c o n d i t i o n i n g ( w h e n all
3. Injectors should be qualified on the pressure parts are completely washed), or in the event of fuel
test by timing the interval for a drop in pressure stoppage to the injector.
from 13 790 kPa(2000 psi) to 10 342 kPa(1500 psi).
If this interval is less than 20 seconds (used) or STORING INJECTORS
30 seconds (new or reconditioned), repeat the
test, b u t close the p r e s s u r e s h u t o f f valve When injectors are not to be used for a considerable
immediately after establishing the 13 790 kPa length of time, they should be protected against rust
(2000 psi) pressure. This is to ensure that the by u s i n g a stable, n o n c o r r o s i v e s t r a i g h t - r u n
l e a k d o w n t i m e is n o t b e i n g affected by t h e petroleum distillate in the kerosene volatility range.
possible leakage in the tester itself. If the timed It is also recommended that injectors be tested using
interval for the pressure drop from 13 790 k P a this oil. If this is done, treatment will be taken care
(2000 psi) to 10 342 k P a (1500 psi) is still less of at time of injector test.
than 20 seconds (used) or 30 seconds (new or
reconditioned), the injector should be rejected. After treatment, the injectors should be stored in a
To relieve the pressure before r e m o v i n g the protective container until needed. This container
injector from the tester, wrap a cloth around the s h o u l d a c c o m m o d a t e an i n j e c t o r h o l d i n g rack
injector fuel line connections and back off on similar to that shown in Fig. 11-8.
the clamping wrench, Fig. 11-7.
RACK FREENESS TEST

1. The rack engages with a small pinion on the
injector plunger and serves to rotate the plunger
with r e s p e c t to two p o r t s in the injector
bushing, which regulates the amount of fuel
injected with each s t r o k e of the p l u n g e r .
B i n d i n g of the r a c k is g e n e r a l l y c a u s e d by
d a m a g e d gear t e e t h , scored p l u n g e r and
bushing, or galling of rack itself. A binding rack
may cause sluggish or erratic speed changes and Fig.1 1-8 - Injector Holding Rack
overspeed trip action.
INJECTOR LINKAGE
. To be considered satisfactory, the rack must fall
in and out through full travel by its own weight DESCRIPTION
when injector is held horizontally and rotated
about its axis. The i n j e c t o r l i n k a g e , Fig. 11-9, consists of the
mechanical arrangement between the governor and
BINDING PLUNGER TEST the injector permitting all injector rack positions to
be c h a n g e d s i m u l t a n e o u s l y w h e n the g o v e r n o r
1. Failure of the injector plunger to move up and terminal shaft is rotated. Two injector control rods
down freely indicates scoring of the plunger and connect the lever on the governor terminal shaft to
11-6 112E385
Section 11
bank rack length shortens and the left bank rack

length increases. The change on the left bank is
insignificant, but the change on right bank may
shorten the racks beyond the minus0.40 mm (1 64")
tolerance.
NOTE
Every time a governor is installed on an engine,
the injector rack setting should be checked.
Due to manufacturing tolerances in governor
m o u n t i n g bolt holes, the p o s i t i o n of the
governor in relation to the injector linkage can
change the rack setting.
Set the injector rack on the engine as follows:
27477
I. Install the applicable injector linkage setting
jack, Fig. 11-10.
t.;ontroi controi
Rods Lever
22182 18441
PGA
Fig.1 1 -9 - I n j e c t o r L i n k a g e
the injector control shafts. The injector control

shafts, one for each bank, extend the length of the
c y l i n d e r b a n k s u n d e r the c y l i n d e r head c o v e r
frames. At each cylinder location, a lever is pinned
to the control shaft. An adjusting link connects the
control shaft lever to an injector control lever
mounted on the cylinder head, one end of which
straddles the ball at the end of the injector rack.
MAINTENANCE
Before attempting to set injector racks, all racks and
linkage should be checked for binding, sticking, or
wear which would affect operation. 18043
UG-8
SETTING INJECTOR RACKS
Fig.1 1-1 0 - I n j e c t o r Rack P o s i t i o n i n g
Injector racks should be set with the engine at
operating temperature. If racks are set when engine 2. For engines equipped with P G A governors,
is not at operating temperature, the settings should adjust the setting jack until the pointer on the
be r e c h e c k e d w h e n o p e r a t i n g t e m p e r a t u r e is governor aligns with governor terminal shaft
reached. As engine temperature increases, the right scale at the 1.00" mark.
112El182 11-7
Section 11
For engines equipped with UG-8 governors,

turn the L O A D L I M I T knob on the governor
to the m a x i m u m load p o s i t i o n . A d j u s t the
setting jack until the terminal shaft is in full fuel
position.
3. Use the rack gauge, without the adapter,

Fig. 11-11, for s e t t i n g the rack on engines
having PGA type governors. Set the rack within
the setting range marks on the gauge.
" S " End
_ _
t
Setting 28232
Range - Center Mark

Fig.1 1-1 2 - Injector Rack G a u g e Application
~Gauge check the gauge pointer. If the pointer is at the

Scale " short ("S") end of gauge scale, outside of the
"'L" End
setting range, the rack is not extending out far
enough from the injector. Loosen the locknut
Gauge Applications: "~':% on the a d j u s t i n g link, Fig. 11'9, a n d t u r n
adjusting nut on link until pointer is at the
1. Gauge w i t h o u t adapter used Adapter long ("L") end of the scale; then reverse pointer
for 25.4 mm (1.00") rack setting. travel until it is within the scale setting range.
2. Gauge with adapter used for Hold the adjusting nut and tighten locknut. The
15.88 mm ( 5 / 8 " ) rack setting. reason for exceeding the setting range when
making adjustment is so that, in setting all of
24137
the racks, the backlash will be taken up in the
Fig.1 1-1 1 - Injector Rack G a u g e same direction.
Use the rack gauge with the adapter, Fig. 11-11,
. When pointer is at the long ("L") end of scale,
for setting the racks on engines having UG-8
set p o i n t e r w i t h i n t h e setting r a n g e . T h e
governors. Set the rack within the setting range
a c c u r a c y of the i n j e c t o r rack gauge can be
marks on the gauge.
checked by inserting the master block in the
gauge body. Pointer should align with center
The rack setting gauge is an 8 to 1 multiplying
mark on scale.
gauge w h i c h i n d i c a t e s the 0.40 m m (1/64")
tolerance by marks 3.18 m m (1/8") each side of
the center mark on the gauge scale. FUEL PUMP
It is important that the proper rack gauge be DESCRIPTION
used, as p r e v i o u s m o d e l rack gauges still
measure the rack length from the body of the The single unit fuel pump, Fig. 11-13, is mounted on
injector instead of from the face of the calibrating and directly driven by the lubricating oil scavenging
slide. The correct gauge for setting injectors pump.
with calibrating slides can be readily identified
by the single locating button on the front face of NOTE
the gauge. This g a u g e can be used for all The fuel p u m p must be driven in the direction
injectors. of the arrow stamped on the pump body. Some
pumps have a passage from the suction part of
4. Place the gauge over the injector rack and hold the p u m p to the seal assembly so a partial
the g a u g e f i r m l y a g a i n s t the face of the vacuum is created in the seal which tends to
calibrating slide on the injector, Fig. 11-12, and hold the seal faces together. Should the p u m p
11-8 112E385
Section 11
MAINTENANCE
The fuel p u m p should be serviced at intervals
specified in the Scheduled Maintenance P r o g r a m .
Maintenance Instructions for repair and testing of
the fuel pump are referenced on the Service Data
page.
FUEL FILTER A S S E M B L Y
DESCRIPTION
The engine mounted fuel filter assembly, Fig. 11-15,
is installed at the right front of the engine. Each f'dter
is a disposable type which is screwed directly to a
common fuel manifold housing.
16522 The fuel manifold housing contains internal anti-
Fig.1 1-1 3 - Fuel Pump Installation flooding valves on the fuel pump and prime pump
supply lines which are piped separately from the fuel
rotation be reversed, there will be a pressure on s u c t i o n strainer. The m a n i f o l d h o u s i n g also
the seal which will force the seal off its seat as contains a back pressure regulating check valve and
the pump pressure increases. a fuel p u m p pressure relief valve. If the filters
become plugged, the relief valve will open to by-pass
The pump is an "internal" gear type, Fig. 11-14. Fuel the fuel back to the fuel tank - starving the engine.
is drawn into the inlet portion to fill a space created
by the gear teeth coming out of mesh. The fuel is
then trapped in the space between the gear teeth and
carried to the outlet side of the pump. There the
gears mesh, which forces the fuel from between the
gear teeth to flow through the outlet.
Suction Discharge
~:~iiiji~i!~iiiiSi!iiiiii: Body
Idler ~ ..........
17345-
Crescent Rotor Fig.1 1-1 5 - Fuel Filter A s s e m b l y
The filters are composed of a pleated paper element

16546 around a perforated metal tube providing an 1100
Fig.1 1 - 1 4 - Fuel Pump Operation sq. in. filtering area. The ease is an enameled drawn
steel shell capable of withstanding internal pressures
The seal is a device to prevent leakage between the in excess of 1034 kPa (150 psi). A neoprene gasket
stationary pump body and the rotating drive shaft. attached to the top of the filter ensures sealing.
This is done by providing a perfectly smooth surface
on the pump body against which a perfectly smooth A tapered cock-type control valve in the manifold
surface on the shaft can t u r n with such small housing directs the flow of fuel to either or both
clearance that resistance to fuel flow is great enough filters. One filter can be cut out of service to permit
that fuel will not leak out and air will not leak in. replacement without stopping the engine. The inlet
One face of the seal is spring-loaded to maintain the and outlet connections are located in the manifold
closest possible fit. housing.
112E385 11-9
Section 11
The flow of fuel through the filter is directed and

regulated by the position of the control valve. When
the control valve lever is set at the center or "BOTH"
position, both filters are being used. When it is
necessary to change filters, the flow of fuel can be
directed through one filter while changing the other
one. To do this, the control valve lever is moved to
the "L" (left) or "R'" (right) position. When the
control valve lever is in the "R" position, only the
right filter is in use, and the left can be removed. The
reverse is true when the control valve lever is in the
"L" position.
MAINTENANCE
T h e filters s h o u l d be c h a n g e d at i n t e r v a l s as
specified in the Scheduled Maintenance Program,
or m o r e frequently as d e t e r m i n e d by operating
experience.
24138
1. To change a filter while the engine is running, Fig.1 1-1 6 - Accessory Rack Fuel
m o v e the filter s e l e c t o r lever to the l e t t e r System Components
representing the opposite filter.
MAINTENANCE
2. Unscrew the filter to be changed, using a strap
wrench if necessary. No scheduled maintenance is required. If the pump
is not operating properly, it can be disassembled for
3. Apply a new filter to the filter head and tighten inspection by removing the lever, and then separating
until the neoprene gasket is sealed. the shell and lid.
4. With the engine running, move the selector FUEL S U C T I O N S T R A I N E R

lever to the position of the filter that was
changed and check for leakage. DESCRIPTION
A C C E S S O R Y RACK The fuel suction strainer, mounted on the accessory

rack, Fig. 11-16, is located in the fuel system to
COMPONENTS remove foreign material from the fuel being taken
from the fuel tank. The strainer contains a mesh
The fuel priming pump and the suction strainer are element. An exploded view of the strainer is shown
off-engine components of the fuel system, and are in Fig. 11-17. Fuel oil passing through the strainer
mounted on the accessory rack, Fig. 11-16. The goes directly to the engine mounted fuel pump.
location may vary, based on specific applications,
and the arrangment as shown should be considered MAINTENANCE
"typical."
The fuel suction strainer should be cleaned and
FUEL P R I M I N G P U M P inspected at intervals as specified in the Scheduled
Maintenance Program, or at shorter time periods, if
DESCRIPTION operating conditions warrant.
The fuel priming p u m p is a m a n u a l l y operated 1, Remove the bolts holding the strainer shell to
pump, which is located on the accessory rack, Fig. the strainer cover, and remove the shell and
11-16. Its p r i m a r y function is to prime the fuel strainer from the cover. To prevent loss, thread
system after the engine has been shut down for an the bolts with washers into the strainer shell
extended period of time. The pump has a built-in threaded openings.
check valve at the discharge side of the pump which
closes when the pump lever is repositioned during 2. Withdraw the mesh element, and discard the oil
the suction stroke. and sediment held in the strainer shell.
11-10 75E480
Section 11
CAUTION
Chlorinated hydrocarbon solvents and tem-
peratures above 82 C (180 F) will damage the
epoxy material bonding the strainer element to
the end caps.
. Clean the mesh element in a container of clean

fuel oil. A brush may be used, but no special
cleaning tools are necessary.
, "'0"" Ring
. Clean the shell with fuel oil and wipe it clean.
Note that the spring at the b o t t o m of the shell is
spot welded to the shell.
Pleated 5. Inspect the h o u s i n g - t o - c o v e r " O " ring, and

Mesh replace it with a new ring if necessary.
. Place the cleaned strainer element in the shell

and r e a p p l y the shell to the strainer cover.
Tighten firmly into place after making certain
the "O" ring is properly seated.
Housing
22526
Fig.1 1-17 - Fuel Suction Strainer

Exploded V i e w
75E480 11-11/11-12
Section 11
SERVICE DATA
FUEL S Y S T E M
REFERENCES
Diesel Fuel R e c o m m e n d a t i o n s I O O I Q O I O I I O I ~ D Q Q B O Q I O I O U Q O I O D Q O I O O I M.I. 1750
Fuel A n d S o a k Back P u m p s B I O I Q O I t ~ Q Q . . . . . I Q O m Q I O I O ~ I O J Q O I O O O M.I. 4110
SPECIFICATIONS

Fuel P u m p Clearances
R o t o r to p u m p b o d y - M a x . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.05 m m (.002")
R o t o r end - M i n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.03 m m (.001")
EQUIPMENT LIST
P a r t No.
Injector timing gauge ......................................... 8034638
Injector p r y b a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8041183
Plastic spray cup (extra - used with injector tester) . . . . . . . . . . . . . . . . . . . . . . . . . 8171780
Oil; injector test, storage, and rust prevention - (208 liters [55 gal.] d r u m ) . . . . . . . . . . . . 8203258
(19 liters [5 gal.] can) .............. 8219007
Injector linkage setting j a c k
(PGA) ................................................ 8432485
(UG8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8259734
Injector rack gauge (with adapter) .................................. 8339610
A d a p t e r only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8357591
A d a p t e r screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9421611
Injector h o l d i n g rack ......................................... 8431626
Injector tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9549015
112E385 II-13
SECTION
645E7C/F7B 12
GOVERNOR
GENERAL 4. Remove the four stud nuts securing governor to

mounting surface, and lift governor off of studs.
The function of the governor, Fig. 12-1, is to Remove the gasket from between the governor
m a i n t a i n the speed of the engine at a s e t t i n g and the mounting surface.
determined by the engine operator. Either the PGA
or UG-8 g o v e r n o r is available on these engines CAUTION
depending upon the type of installation. Use care when handling governor and avoid
striking the end of the drive shaft or the
MAINTENANCE terminal shaft. Damage can be done to the
shafts, bearings, and governor oil pump gears.
GOVERNOR REMOVAL
Remove the governor from the engine as follows: 5. Remove governor to control rod lever from
governor terminal shaft.
1. Open drain cock or drain plug from governor
and drain oil into suitable container.
GOVERNOR INSTALLATION
2. Remove right and left bank control rods from
governor to control rod lever. Install governor on engine as follows:
3. Disconnect electrical connector and all external 1. Apply governor to control rod lever togovernor
lines and hoses. terminal shaft.
12969 UG-8 19336
Fig.12-1 - PGA And UG-8 G o v e r n o r s
112El182 12-1
Section 12
CAUTION G O V E R N O R DRIVE
Ensure that unsplined area of the lever I.D. is
properly aligned to the keyway (missing spline)
ASSEMBLY
on the terminal shaft. DESCRIPTION
2. Install gasket on governor mounting surface. The governor drive assembly, Fig. 12-2, is mounted
at the front of the engine on the accessory drive
3. lnstall governor on mounting surface with cover adjacent to the water pumps. The governor is
terminal shaft pointing toward engine. mounted on the housing and driven through the90
bevel gear drive. The serrated end of the drive shaft
4. Apply four stud nuts and torque to specified is mated into a drive plate on the governor drive gear
value. in the accessory gear train. Lubrication of the
g o v e r n o r drive bearings and gears is provided
5. Connect electrical connector and all external though drilled passages in the drive housing.
lines and hoses.
A cover having a removable plug, is provided on the
housing so that a tachometer adapter, Fig. 12-2, can
6. Connect right and left bank control rods to
be inserted in the drive shaft end. The adapter end is
governor to control rod lever.
inserted into a reamed hole in the end of the
governor drive shaft and has a friction fit.
NOTE
Every time a governor is installed on an engine
the injector rack setting should be checked.
MAINTENANCE
Due to manufacturing tolerances in governor The governor drive assembly normally does not
m o u n t i n g bolt holes, the p o s i t i o n of the require servicing except at the time of general engine
governor in relation to the injector linkage can overhaul or reconditioning. At this time or when
change the rack setting. conditions warrant, the governor drive assembly
GOVERNOR DRIVE ASSEMBLY

Accessory Drive Cover Governor Mounting Studs
overnor__ \ .
Drive Gearr ~ k~ ~'I ~11111111~ ~'~'O'/sage~'as
1 ![~ [ ~ . : ~ Driven
(
') ~ "N. " ~ ~ . ~ ~ Plug
~ 1 ~ I \ ,,~'~'~"~" Drive Gear
~ ~ I z~.X~'~,, Cver
- ~ ~ ~ ~X, v Bearing
Governor i ~ ' ~ Drive Shaft
Drive ~ ~"
Gear Stubshaft
Governor I i t ~ - ~ . ~ - ~
Drive ~ ~ ~-~//~_~tf~z~
Shaft ,,.,
TACHOMETER ADAPTER
13645
Fig.1 2-2 - Typical Governor Drive Application
12-2 112El182
SECTION 12
GOVERNOR
GENERAL 12-1 MANUAL SHUTDOWN SWITCH 12-11
MAINTENANCE SHUTDOWN SOLENOID 12-11
REMOVAL 12-1 L O W OIL P R E S S U R E A L A R M 12-11
INSTALLATION 12-1 UG-8 G O V E R N O R
GOVERNOR DRIVE ASSEMBLY 12-2 DESCRIPTION 12-11
FLUSHING GOVERNOR 12-3 OPERATION 12-12
OIL S U P P L Y 12-3 SPEED DROOP 12-14
STORAGE 12-3 LOAD LIMIT 12-14
PGA G O V E R N O R COMPENSATION 12-14
DESCRIPTION 12-3 COMPENSATION ADJUSTMENT 12-14
OPERATION 12-3 ROTARY TERMINAL SHAFT 12-15/12-16
PNEUMATIC SPEED SETTING 12-7 SYNCHRONIZING MOTOR 12-15/12-16
SPEED SETTING SERVO SHUTDOWN SOLENOID 12-15/12-16

STOP SCREW 12-9
SERVICE DATA
SETTING SPEEDS 12-9
REFERENCES 12-17
MANUAL SPEED SETTING 12-10
COMPENSATION 12-10
SPEED DROOP 12-10
ROTARY TERMINAL SHAFT 12-11
112El182
Section 12
should be removed and the parts inspected and top of the sight glass must be open to ensure correct
checked. After r e m o v a l of the g o v e r n o r , the readings. Governor oil specification is listed on
governor drive assembly can be easily removed. A Service Data page.
mounting dowel correctly positions the governor
drive housing on the accessory drive cover. STORAGE
After the g o v e r n o r drive a s s e m b l y has been When a governor is to be stored, governor oil should
removed and disassembled, visually inspect the be drained. If the governor has been operating with
bushing bores and thrust faces for flaking, imbed- oil that meets specifications, no further treatment is
ded dirt, chipping or scoring. Bushings that are necessary. If g o v e r n o r oil does n o t meet t h e
c h i p p e d or flaked or have large q u a n t i t i e s of recommended specifications, drain and fill with the
imbedded dirt should be replaced with new bush- recommended oil, and, if possible, operate the
ings. Check oil passages in the housing to be sure governor for several minutes, then again drain the
they are free of restrictions. Inspect bevel gears for oil.
nicks, pitting or visible wear on the loaded tooth
faces. Nicks, burrs or any high spots should be The recommended oil should be used when the
stoned out or the gears replaced. If it is necessary to governor is returned to service.
replace a gear, it is recommended that both gears be
replaced as a set. C h e c k i n d i v i d u a l parts and PGA G O V E R N O R
assembly to be sure dimensions are within limits
given in Service Data at the end of this section. DESCRIPTION
Main components of the PGA governor, Figs. 12-3
FLUSHING G O V E R N O R and 12-4, are: the speed sensing group, consisting of
the s p e e d e r spring, speed setting p i s t o n , a n d
Governor flushing is not recommended as a regular flyweights; fuel adjustment control group, consist-
maintenance item. Instead, the governor should be ing of power piston and spring; c o m p e n s a t i n g
disassembled and cleaned if operation is impaired mechanism, consisting of power piston pilot valve
due to dirt or other foreign particles in the governor. and buffer piston and springs; and an oil system for
component operation and lubrication consisting of
In cases of necessity where the governor is suspected
oil pump, oil sump, and accumulators.
of being dirty and it would not be practical to
remove the governor from the engine, it may be
In addition to the main components, the governor
flushed on the engine as follows:
may be modified to contain auxiliary devices which
1. The engine should be shut down and the drain include speed droop and a load control system.
plug removed from the governor case. Close
valve or replace plug and add two pints of The lower half of the governor contains essentially
filtered kerosene to governor and start engine. the c o m p o n e n t s required to maintain constant
Using the hand control lever, vary the speed of engine speed by regulating fuel supplied to the
the engine from 400 to 500 RPM, for about five engine. The upper half, consisting of the column,
m i n u t e s . S h u t the engine d o w n a n d d r a i n cover, and related internal parts, contains the
k e r o s e n e f r o m the g o v e r n o r . R e p e a t this mechanism for changing the governor speed setting
o p e r a t i o n several times until the k e r o s e n e and the engine shutdown and protective devices.
drained from the governor appears clean.
2. Add two pints of r e c o m m e n d e d oil to the
OPERATION
governor and repeat the above procedure and Basic governor operation, reflecting changes in
drain. This will remove any kerosene trapped in engine speed setting and the resulting governor
the governor. reaction to regulate the fuel control mechanism, is
3. Fill the governor with recommended oil to the explained below. Refer to Fig. 12-5 for a schematic
proper level and start the engine. The oil level arrangement of components.
s h o u l d t h e n be c h e c k e d a n d oil a d d e d , if
necessary. The governor drive shaft extends t h r o u g h the
governor base into the pump drive gear, which is
OIL SUPPLY directly c o n n e c t e d to the r o t a t i n g pilot valve
bushing. The flyweight head is attached to the top of
The oil level should be maintained between the the bushing, providing a direct drive from the engine
marks on the sight glass. Use new oil which will meet to the flyweights. When the governor speed setting
the specifications for governor oil. The vent at the and engine speed are the same, the flyweights will be
56E678 12-3
Section 12
Filler Cup
Alarm Switch Plun,
Column
Oil Level
Sight Gauge
Terminal Shaft Scale

Power Case
Compensating
Needle Valve
Base
18535
Fig.1 2-3 - Model PGA Governor, 3 / 4 Front V i e w
in a vertical position and the pilot valve plunger will Power piston movements are transmitted by the
cover the regulating ports in the pilot valve bushing. piston rod through the rotary terminal shaft to the
engine fuel linkage. Regulated oil pressure under the
power piston raises the piston to increase fuel, and
When the engine is "on speed" with a steady load, the power spring above the piston lowers the piston
the pilot valve plunger will be slightly off center to to decrease fuel.
supply enough oil through the regulating port to
stabilize the power piston against the power spring. The "buffer" compensating system, consisting of the
buffer cylinder and piston, buffer springs and the
The governor oil pump supplies oil to the accumu- compensating needle valve, is located between the
lators and pilot valve bushing, with the excess oil (at pilot valve bushing and the power piston. Lowering
m a x i m u m pressure) being bypassed from the the pilot valve plunger permits a flow of oil under
accumulator to the governor oil sump. pressure from the pilot valve bushing into the buffer
12-4 56E678
Section 12
Manual Shutdown Button
Electrical
Connector
Manual Speed
Adjusting Knob
Input Air
Sional Connection
Vent Screw Engine Oil

Pressure Connection
Terminal Shaft
Oil Drain Cock
18536
Fig.1 2-4 - Model PGA Governor, 3 / 4 Rear V i e w
system and power cylinder to raise the power piston This creates a slight pressure differential of the oil
and increase fuel. Raising the pilot valve plunger on opposite sides of the piston. The higher oil
results in a flow of oil from the power cylinder and pressure is on the side opposite the compressed
buffer system to the governor sump, and the power spring. These differential oil pressures are directed
spring moves the power piston down to decrease the above and below the compensating land on the pilot
flow of fuel to the engine. valve plunger, assisting in re-centering the plunger
when a fuel correction is made.
The flow of oil in the buffer system, in either

direction, carries the buffer piston in the direction of NOTE
flow, compressing one of the springs and relieving Every time a governor is installed on an engine
the other. the injector rack setting should be checked.
75E480 12-5
Section 12
ENGINE LUBE ~ ENGINE LUBE OIL T

~ C S
OIL SUCTION X , /PRESSURE- REMOTE SO~JRCE
"~ / ~ spR,NG -
VACOO /PSTO. TOGGLEsw,TOH
DIAPHRAGM ~ 1 ["-.".N kl I ~F V 2 / / / / ~ . ~ i . . - ~ / , / ~ / . - . 9 " ~ m ~ . o I
I NOTE:SOLID BLACK AREA SNOWS J
STOP ~ ~ ~ ~ i~ . INDtCATING SPEED DROOPINSTALLED [
v../iU'
PLUNGER JJ jC~F~ SHUTDOWN
~.--t~- SOLENOID
PIVOT
SHA~I'~
ASSEMBLY
BALL
CAM
SPEED DR00
LEVER
SPEED DROOP
PISTON
POWER PISTON
TAILROD
SPEED SETTING
SERVO PISTON ROD
BYPASS
VALVE
TIME DELAY
POINTER (ADJUSTABLE)
SETTING
3E INTERMITTENT SPEEDER PISTON
SUPPLY PORT SPRING- SPRING
-SPEED SETTING
RLOT VALVE ASSEMBLY
SPEED SETTING
PILOT VALVE
BUSHING
(ROTATING) FLYWEIGHTS F"---"l VALVE PLUNGER
NUT 'POWER P~STON
BALLHEAO STOP SCREW
POWER CYLINDER
SPRING ACTS TO
SHUT OFF FUEL
VE PLUNGER
COMPENSATION
LAND ON PILOT PILOT VALVE BLISHING
VALVE PLUNGER
CYLINDER
I CONTRCX.
MAINTAIN CONSTANT ROTARY

F>RES,~.JRE TERMIN,
SHAFT
PUMP IN PLAN VIEW
TO SHOW CHECK
(DRWEN} BUFFER PISTON
OIL BUMP OIL SUMP /~
' L _ __ ~ D R I V E SHAFT
i
I
I : .' ,, FROMENGINE
_ ._7 "
L..~ 12965
Fig. 1 2 - 5 - P G A G o v e r n o r Schematic Diagram
SPEED INCREASE Simultaneously with the movement of the power

piston and buffer piston, the differential oil
pressures on opposite sides of the buffer piston are
When the governor speed setting is increased, transmitted above and below the compensating land
speeder spring pressure is applied to the flyweight on the pilot valve plunger. The higher pressure on
toes and the flyweights move in. This lowers the the lower side of the compensating land will increase
pilot valve plunger and opens the regulating port until the pilot valve plunger covers the regulating
allowing oil under pressure into the buffer system. port and the flyweights return to a vertical position.
The buffer piston moves to the left and transfers an As soon as the regulating port is covered, the power
equal amount of oil to the power cylinder forcing piston will stop at a new position corresponding to
the power piston up, increasing the fuel supply to the increased amounts of fuel needed to operate the
the engine. engine at the higher speed.
12-6 56E678
Section 12
As the centrifugal force of the flyweights increases PNEUMATIC SPEED SETTING

to a higher value with engine acceleration, the oil
pressure on the lower side of the compensating land DESCRNPTION
is reduced to zero by the equalization of the oil
pressures in the buffer system, through the compen- The precise pneumatic speed setting mechanism,
sating needle valve. If the needle valve is correctly Figs. 12-6 and 12-7, is a force-bellows system,
adjusted, the oil pressures will equalize at the same consisting of a bellows assembly, speed setting pilot
rate as the increase in the centrifugal force of the valve, speed setting servo, and a restoring system for
flyweights, and the flyweights will remain in a the speed setting pilot valve.
vertical position. The engine will now be running at
a higher speed with an increased fuel setting. Base Speed High Speed
J
Adju. Speed
SPEED DECREASE Pivot Screw
When the governor speed setting is decreased,

speeder spring pressure on the flyweight toes is
released and the flyweights move out. This raises the Loc~
pilot valve plunger and opens the regulating port
allowing oil to flow from the buffer system to the Shutd(
governor oil sump. The reduced oil pressure in the Shutdc Ive
buffer system allows the power spring to expand, lg Screw
Speed
forcing the power piston down and decreasing the Servo
fuel supply to the engine. Screw ;etting
kssembly
As the power piston moves in the direction of the oil 12971

flow from power cylinder to pilot valve, the right-
hand buffer spring is compressed and the left-hand Fig. 1 2 - 6 - S p e e d Setting C o m p o n e n t s
spring is relieved. The trapped oil pressure on the
left side of the buffer piston is higher than the
pressure on the right side. Governor speed setting is determined by servo
piston compression of the speeder spring. There-
Simultaneously with the movement of the power fore, to change the speed setting requires reposition-
piston and buffer piston, the differential oil ing the servo piston.
pressures are transmitted above and below the
compensating land on the pilot valve plunger. The The speed setting pilot valve plunger controls the
higher pressure on the upper side of the compen- flow of oil to and from the area above the piston.
sating land will increase until the pilot valve plunger W h e n the pilot valve plunger is depressed to
covers the regulating port and the flyweights return uncover the regulating port, oil under pressure flows
to a vertical position. As soon as the regulating port to the speed setting servo pushing the piston down,
is covered, the power piston will stop at a new compressing the speeder spring, and increasing the
position corresponding to the reduced amount of g o v e r n o r speed setting. W h e n the pilot valve
fuel needed to operate the engine at a decreased plunger is raised, oil flows from the servo to the
speed. governor oil sump, the piston is raised by the servo
spring, and the governor speed setting is decreased.
As the centrifugal force of the flyweight decreases The air pressure input signal is directed to the
with engine deceleration, the oil pressure on the bellows assembly, which senses changes in the signal
upper side of the compensating land is reduced to air pressure. The bellows is mechanically connected
zero by the equalization of the oil pressures in the to the pilot valve plunger and movement of the
buffer system, through the compensating needle bellows, caused by changes in the signal air pressure,
valve. If the needle valve is correctly adjusted, the oil displaces the pilot valve plunger to change the speed
pressures will equalize at the same rate as the setting. When the bellows receives a constant input
decrease in the centrifugal force of the'flyweights, signal, the downward force on the pilot valve
and the flyweights will remain in a vertical position. plunger is counterbalanced by the lifting force of the
The engine will now be running at a lower speed restoring spring attached to the upper end of the
with a reduced fuel setting. pilot valve plunger.
56E678 12-7
Section 12
Base Speed
High Speed Setting Nut
Stop Screw Restoring Lever
Restoring Spring
Stop Collar Pneumatic Low
/ S p e e d Stop Screw
/ Knurled {hutdown Rod
-~""-'--~---/~ / Nut (2> .
;hutdown Nuts
\Speed Setting Rod

Screw Assembly usta0,e-,
Air Pressure ,_..._ Pivot Bracket
Bell Ball Bearing
Pivot
-Pilot Valve Link Adjustable
Manual Speed Screw
Adjusting Knob Speed Setting
Servo Stop Screw
S eedSe t,n
Pilot Valve High Speed
Oil Pressure Plunger (Non /Stop Valve
Rotating)
Speed Sett ing I . , , ~ _ ~
Pilot Valve Speed Setting ~r~.,,~ Speed Setting
Bushing Servo ~ Servo Piston
(Rotating) Speed Setting
To Speeder ~Servo Spring
Sump Spring ~ I1 %
Direct Speed Setting
Arrangement 27478
Fig.1 2-7 - Pneumatic Speed Setting, Schematic Diagram
One end of the restoring spring is attached to an plunger will return to its centered position. Oil can
extension at the upper end of the speed setting servo no longer escape from the servo and the servo piston
piston rod. A spring is attached to the other end will stop moving.
which pulls the lever down to maintain contact with
a ball bearing pivot. Therefore, as the servo piston NOTE
moves down, the restoring lever turns on top of the Except while speed setting changes are being
ball bearing pivot and increases the "lifting" force of made, the pilot valve plunger and bellows
the restoring spring. When the net increase in the assembly assume the same positions regardless
"lifting" force of the restoring spring equals the of the air signal pressure.
increase in d o w n w a r d force resulting from the
increased pressure signal, the pilot valve plunger The change in force of the restoring spring for a
will return to a center position. With the pilot valve given movement of the servo piston is dependent
plunger centered, oil flow to the servo is stopped and upon the position of the ball bearing pivot against
the servo piston retains its new position. which the restoring spring is held. M o v i n g the
adjustable pivot bracket t o w a r d s the servo de-
A decrease in the air pressure signal permits the creases the speed range resulting from a given input
restoring spring to lift the pilot valve plunger. This signal range. Moving the pivot bracket away from
releases oil from the top of the servo piston allowing the servo increases the speed range for a given input
the piston to rise and lessen the loading on the signal range.
speeder spring, decreasing the governor speed MAINTENANCE
setting. The restoring lever moves up decreasing the
lifting force of the restoring spring. When the servo Conditions other than governor malfunction may
piston moves far enough for the decrease in force of cause variations in engine speed. The following
the restoring spring to equal the decrease in force checks should be made before concluding that the
resulting from the reduced air signal, the pilot valve speed setting mechanism requires adjustment.
12-8 112El182
Section 12
I. Check the load on the engine. A fluctuating bracket towards which the bracket is to be
load will cause a variation in speed. moved. Now use the other knurled nut to move
the pivot bracket; tighten the socket head screw
2. Check engine for proper firing of all cylinders. and knurled nuts.
3. Check for slack or binding in injector rack

linkage which would cause irregular fuel supply . After each adjustment of the pivot block, it is
to the engine. necessary to reset the base speed setting nut at
minimum control pressure.
It is recommended that the governor be placed on a
s u i t a b l e test s t a n d to p e r f o r m m a i n t e n a n c e Continue to adjust the pivot block until low
adjustments and settings. speed is obtained with low control air pressure
and m a x i m u m speed is reached just as the
SPEED SETTING SERVO maximum control pressure is reached.
STOP SCREW
(Be sure speed begins to increase as the pressure
The speed setting servo stop screw is adjusted to signal rises above minimum pressure.)
limit the u p w a r d m o v e m e n t of the servo piston
when the governor shuts down. This is done to
minimize the cranking required when the engine is . Admit maximum control air pressure and allow
restarted. The stop screw is set and locked to limit governor to go to maximum speed. Position the
the servo piston travel to 3/64" above the point at adjustable screw in the lug of the piston rod to
which low governor speed setting is reached. just open the high speed stop valve if control air
pressure is increased further.
SETTING GOVERNOR SPEEDS
. With minimum air signal and the governor at
l. Set manual speed adjusting knob at minimum minimum speed, lift up on the shutdown rod to
speed position (turn fully counterclockwise) take out the slack or lost motion being careful
while making pneumatic speed settings. not to raise the governor main pilot plunger so
that the governor begins to shut down; set the
2. Admit minimum control air pressure signal to lower shutdown nut 1/32" above the top of the
bellows chamber; adjust base speed setting nut speed setting piston rod and lock in place with
to obtain the specific minimum speed (turn nut the upper nut.
counterclockwise to increase speed).
Turn the speed setting servo stop screw down
NOTE until it contacts the top of the servo piston; back
P n e u m a t i c low speed stop screw must not off three turns and lock with the locknut.
touch restoring lever at this time.
a. If the governor IS to go to shutdown when
3. Increase control air pressure towards maximum the air signal is lost, set the pneumatic low
being careful not to overspeed unit. Be sure speed stop screw so that the restoring lever
adjustable screw in lug attached to servo piston does not contact the stop screw as the
rod does not unseat the high speed stop valve. governor shuts down.
If the desired high speed is reached before the b. If the governor is N O T to go to shutdown
air signal is increased to maximum, move the when the air signal is lost, set the pneumatic
pivot bracket with ball bearing pivot towards low speed stop screw to just contact the
the speed setting servo. If the desired high speed restoring lever. Lock with the locknut.
is not reached with the specified maximum air
signal, move the pivot bracket and ball bearing
pivot away from the speed setting servo. 7. With the air signal shut off, turn manual speed
setting knob clockwise to increase governor
Move the pivot bracket and ball bearing pivot speed. Set the high speed stop screw to stop the
in this manner. Loosen the socket head screw downward movement of the base speed setting
holding the ball bearing to the pivot bracket; nut at high speed. Return manual speed setting
loosen the knurled nut on the side of the pivot knob to minimum position (full counterclockwise).
112E1182 12-9
Section 12
MANUAL SPEED SETTING MAINTENANCE

DESCRIPTION COMPENSATI ON A D J U S T M E N T
A manual speed adjusting knob, Fig. 12-7, can be See that the governor oil is at the proper level in
used to adjust the speed setting to any point within the sight glass. Then start the engine, operating
the normal speed range when the air signal is not at idle speed.
avail.able.
. Open the compensating needle valve, Fig. 12-3,
When there is no air signal, the restoring spring several turns. Loosen the vent plug, Fig. 12-4,
holds the low speed stop screw in contact with the several turns, but do not remove the plug.
restoring lever. This mechanically connects the pilot
valve plunger to the m o v e m e n t of the restoring . The engine will hunt and surge, and air will
lever. The grounded loading spring, which keeps the bleed from the system at the vent plug. When oil
restoring lever in contact with the ball bearing pivot, only flows from the vent plug, the system is free
continually presses the lever down on the bearing of air, and the c o m p e n s a t i n g needle valve
and speed setting screw assembly. T u r n i n g the s h o u l d be closed slowly until the h u n t i n g
manual speed adjusting knob clockwise (to raise condition stops or is lessened. Allow the engine
governor speed setting) lowers the stop collar under to run until normal operating temperature is
the base speed nut. The speed setting screw assembly reached. Tighten the vent plug to prevent oil
and ball bearing pivot will move down with the stop leakage, and add the oil necessary to obtain the
collar until the base speed setting nut contacts the proper level in the governor.
high speed stop screw. The restoring lever also
moves down pressing against the low speed stop . After normal temperature has been reached,
screw causing the pilot valve plunger to be lowered. again open the compensating needle valve and
This allows oil flow to force the servo piston down, allow the engine to hunt. Then close the needle
increasing the governor speed setting. The down- valve until hunting stops. The needle valve will
ward m o v e m e n t of the servo piston raises the be open approximately 1/4 to 3 turns depending
restoring lever which centers the pilot valve plunger. upon the engine characteristics.
Turning the manual speed adjusting knob counter-
clockwise raises the speed setting screw assembly . Test the governor stability by manually changing
and ball bearing pivot. This lifts the restoring lever the engine speed to observe governor recovery.
and speed setting pilot valve. As the servo piston If the engine returns to a steady speed, the
moves up to decrease the governor speed setting, the c o m p e n s a t i n g adjustment is satisfactory. If
restoring lever movement centers the pilot valve hunting is resumed, close the c o m p e n s a t i n g
plunger. needle valve slightly and test again.
GOVERNOR COMPENSATION . Keep the compensating needle valve open as far

as possible to prevent sluggishness and still
DESCRIPTION maintain even engine operation. After compen-
sation is made, it should not require another
The compensating mechanism, Fig. 12-5, prevents adjustment, unless a p e r m a n e n t t e m p e r a t u r e
the engine from racing or hunting by arresting the change effects the viscosity of the governor oil.
movement of the power piston after it has traveled a
sufficient amount to give the desired speed. The
c o m p e n s a t i n g mechanism includes the integral SPEED DROOP
compensating receiving piston, buffer piston and
springs, and compensating needle valve. DESCRIPTION
When the engine is started the first time or after The speed droop provision, Fig. 12-5, is not a basic
installation of a new or reconditioned governor or part of the PGA governor. However, because of its
one that has been drained and cleaned and new oil frequent application permitting g o v e r n o r inter-
added, the governor will require c o m p e n s a t i o n changeability between parallel engine installations
adjustment. This is necessary to purge the governor and single engine installations, a description of the
oil system of trapped air. system is included in this manual.
12-10 112El182
Section 12
Speed droop is incorporated in the governor to

provide positive control to lower speed as load is
i n c r e a s e d . This f e a t u r e p r o v i d e s load division
between engines for parallel operation of engines
driving a common gear connected to a propeller.
The speed droop piston is in direct contact with the

speeder spring. One end of the speed droop lever is
attached to the power piston tailrod. The other end
is a t t a c h e d to the pivot shaft in the f u l c r u m
assembly, which is on the end of the servo piston
rod. If the servo piston moves, the speed droop lever
pivots about the tailrod connection, or about the
pivot shaft if the power piston moves. Movement of
either end of the lever turns the pivot shaft and
positions the speed droop cam which moves the
speed droop piston to change the loading on the
speeder spring. 19535
As the load is increased, the power piston moves up, Fig.1 2-8 - Rotary Terminal Shaft A n d Scale
raising the cam and decreasing the load on the
speeder spring, causing the governor and engine to
run slower. If the load is decreased, the power piston M A N U A L S H U T D O W N SWITCH
moves down, lowering the cam and increasing the
load on the spring, causing the governor and engine The manual shutdown switch which is operated by
to run faster. the button, Fig. 12-4, on top of the governor cover is
an integral part of the governor. H owever, function-
The change in speed setting for a given power piston ing as a protective device for the engine, it is
movement depends upon the position of the cam described in Section 13 of this manual.
with respect to the pivot shaft. Moving the Cam
surface away from the shaft increases the droop. S H U T D O W N SOLENOID
Moving the cam surface towards the shaft decreases
the droop. The shutdown solenoid, Fig. 12-5, is also an integral
part of the governor which operates in conjunction
with the manual shutdown provision as an engine
ROTARY T E R M I N A L SHAFT protective device, and is described in Section 13 of
this manual.
The rotary terminal shaft, Fig. 12-8, provides an
efficient connection between the governor and the LOW OIL PRESSURE ALARM
fuel injector rack linkage. By means of a lever
attached to the terminal shaft, and a connecting link In addition to the engine shutdown provisions in the
between the lever and the governor power piston governor, an alarm device, Fig. 12-5, is incorpo-
rod, the reciprocating m o v e m e n t of the power rated in the governor. This device operates on the
piston is converted to rotary m o v e m e n t at the basis of a low oil pressure condition in the engine. It
terminal shaft. The fuel injector rack linkage is operates a low oil pressure alarm switch. Descrip-
connected to one end of the terminal shaft and the tion and maintenance procedures are contained in
rotary movement of the shaft is transmitted to the Section 13 of this manual under the heading of
injector rack linkage, which in turn controls the Protective Devices.
amount of fuel being injected into the cylinders.
UG-8 GOVERNOR
On the other end of the terminal shaft is a segment DESCRIPTION
arm on which a graduated scale plate, Fig. 12-8, is
mounted. The position of the scale, in relation to the Main components of the UG-8 governor, Fig. 12-9,
fixed scale pointer, indicates the fuel injector rack are: a speed adjusting mechanism or synchronizer; a
length in inches. speed sensing group, consisting of the speeder
112El182 12-11
Section 12
Synchronizing to the flyweights. When governor speed setting and

Motor engine speed are the same, the flyweights will be in a
vertical position and the pilot valve plunger will
cover the regulating ports in the pilot valve bushing.
S[ When the engine is "on speed" with a steady load,

S( the pilot valve plunger will be slightly off center to
supply enough oil through the regulating port to
stabilize the power piston against the power spring.
.evel
Spe~ ge The governor oil pump supplies oil to the accumu-
Droo lators and pilot valve bushing, with the excess oil (at
Cont m a x i m u m pressure) being bypassed from the
accumulator to the governor oil sump.
,inal
t Power piston movements are transmitted by the
~izer piston rod through the rotary terminal shaft to the
engine fuel linkage. Regulated oil pressure under the
power piston raises the piston to increase fuel, and
Load ]ting the power spring above the piston lowers the piston
Limit to decrease fuel.
Contr
LOAD INCREASED
les
Assume the load on the engine is increased, resulting

in a decrease in speed. As speed decreases the
flyweights move in, allowing the speeder spring to
Oil Drain lower the speeder rod and the inner end of the
Plug floating lever, thus lowering the pilot valve plunger
and uncovering the control port of the pilot valve
bushing. The opened control port admits pressure
Fig.1 2 - 9 - U G - 8 G o v e r n o r oil to the bottom of the power cylinder. Since the
bottom area of the power piston is greater than the
top area, oil pressure will move the piston up and
spring, speed setting piston, and flyweights; fuel rotate the terminal shaft in the direction to increase
adjustment control group, consisting of power fuel.
p i s t o n and spring; c o m p e n s a t i n g m e c h a n i s m
consisting of power piston pilot valve, compen- As the power piston moves up rotating the terminal
sating piston, and compensating linkage; a speed shaft, the actuating compensating piston moves
droop system; and an oil system for component down and forces the receiving compensating piston
operation and lubrication consisting ofoil pump, oil up, compressing the lower compensating spring and
sump, and accumulators. raising the outer end of the floating lever and pilot
valve plunger. M o v e m e n t of the power piston,
terminal shaft, actuating compensating piston,
OPERATION receiving c o m p e n s a t i n g piston, and pilot valve
plunger continues until the control port in the pilot
Basic governor operation, reflecting changes in valve bushing is covered by the control land on the
engine speed setting and the resulting governor plunger. As soon as the control port is covered, the
reaction to regulate the fuel control mechanism, is power piston and terminal shaft are stopped at a
explained below. Refer to Fig. 12-10 for aschematic position corresponding to the increased fuel needed
arrangement of the components. to run the engine at normal speed under increased
load.
The governor drive shaft extends through the
governor base into the pump drive gear, which is As the actual unit speed returns to normal, the
directly c o n n e c t e d to the r o t a t i n g pilot valve flyweights and speeder rod r e t u r n to n o r m a l
bushing. The flyweight head is attached to the top of position. The receiving compensating piston is
the bushing, providing a direct drive from the engine returned to normal position by the compensating
12-12 112El182
Section 12
[] PRESSURE OIL Speed Droop

17 SUMP OIL Speed D r o o p ~ ./Lever Spring
[] TRAPPED OIL Fulcrum / ~ ) , [ ~ . ~
[] COMPENSATING OIL /"xo~1~/ \ \ \ ~ ,
~--'2/r ~ ) ~. ~ Speed Droop
,eve,
Ill ~~-~----~ Compensating

Speed Droop I II ~-~-..~ A.dj~usting .... [ (~(~.~-~
Link :""~.-.,~I II ~ / J r Link \ "'~,.-Min.
I II . . . . il \ Droop
Ill Term'7'Sh II Compensating Cam
III / ~ II ~ ~ "Adjusting
II / X II ~ o~1] Pointer
~ ~Speeder ~ I I IllrYll
Fuel Power Lever

Decrease ~ ~ ~ ~--~--~I~~ ~ t ~===~---i Adjusting Knb
(Dial Type)
Fuel Increase
Load (Fuel)
Indicating Pointer ~1~Drive///////~//
Laminated
Assembly
Shutdown Strap
Floating
Load Limit Adjusting Knob I =w~r i
Load Limit Actuating

And Indication Rack Control Pilot Va lye Compensating Piston
Land Bushino~..
Spring Loaded
Accumulators
Power Piston
:~:i.l;f;~Jii,!~ !!II
Control Port Compensating
Needle Valve
eceiving
3mpensating Gear Pump
ston
I~;L ;:> . . . . . . . . .
i ' ......
Drive Shaft From Engine
i 15905
Fig.1 2-1 0 - U G - 8 G o v e r n o r S c h e m a t i c
spring at the same rate as the flyweights, thus LOAD DECREASED

keeping the control port covered by the control land
on the pilot valve plunger. Flow of oil through the Assume that load on the engine is decreased and
compensating needle valve determines the rate at speed increases. As the speed increases, the
which the receiving compensating piston is returned flyweights move out raising the speeder rod and the
to n o r m a l . At t h e c o m p l e t i o n o f this c y c l e , inner end of the floating lever, thus raising the pilot
flyweight, speeder rod, pilot valve plunger and valve plunger and uncovering the control port in the
r e c e i v i n g c o m p e n s a t i n g p i s t o n are in n o r m a l pilot valve bushing. As the control port is opened,
positions; power piston and terminal shaft are the bottom of the power cylinder is opened to sump
stationary at a position corresponding to increased and the oil pressure on the top of the power cylinder
fuel necessary to run the engine at normal speed forces the power piston down and rotates the
under increased load. terminal shaft in the direction to decrease fuel.
112El182 12-13
Section 12
As the power piston moves down, rotating the As speed droop is reduced toward zero the unit
terminal shaft, the actuating compensating piston becomes able to change load without changing
moves up and draws the receiving compensating speed. Units running alone should be set at zero
piston down, compressing the upper compensating droop and interconnected units should be run at the
spring and lowering the outer end of the floating lowest droop setting that will give satisfactory load
lever and the pilot valve plunger. Movement of the division.
power piston, a c t u a t i n g c o m p e n s a t i n g piston,
receiving compensating piston, and pilot valve LOAD LIMIT
plunger continues until the control port in the pilot
valve bushing is covered by the control land on the The load limit hydraulically limits the load that can
pilot valve plunger. As soon as the control port is be put on the engine by restricting the angular
covered, the power piston and terminal shaft are terminal shaft r o t a t i o n of the governor, and
stopped at a position corresponding to decreased consequently, the quantity of fuel supplied to the
fuel needed to run the engine at normal speed under engine. The control may also be used for shutting
decreased load. the engine down by turning it to zero.
As speed decreases to normal, the flyweights return CAUTION

to normal position lowering the speeder rod to Do not attempt to manually operate injector
normal position. The receiving compensating piston linkage with hand control lever unless the load
is returned to normal position by the compensating limit knob is set at "10."
spring at the same rate as the flyweights, thus
keeping the control port in the pilot valve bushing
covered by the control land on the pilot valve COMPENSATION
plunger. Flow of oil through the compensating
needle valve determines the rate at which the The compensating mechanism prevents the engine
receiving c o m p e n s a t i n g piston is r e t u r n e d to from racing or hunting by arresting the movement
normal. of the power piston after it has traveled a sufficient
amount to give the desired speed.
At the completion of this cycle, the flyweights,
speeder rod, pilot valve plunger and receiving When the engine is started the first time or after
compensating piston are in normal positions; the installation of a new or reconditioned governor or
power piston and the terminal shaft are stationary at one that has been drained and cleaned and new oil
a position corresponding to decreased fuel necessary added, the governor will require compensation
to run the prime mover at normal speed under adjustment. This is necessary to purge the governor
decreased load. oil system of trapped air.
In actual operation, the events described occur MAINTENANCE

almost simultaneously, rather than step by step.
Conditions other than governor malfunction may
cause variations in engine speed. The following
SPEED D R O O P checks should be made before concluding that the
speed setting mechanism requires adjustment.
Speed droop provides positive control to lower
engine speed as load is increased. It allows load 1. Check the load on the engine. A fluctuating
division between engines for parallel operation of load will cause a variation in speed.
engines driving the same shaft, or paralleled in an
electrical system. 2. Check engine for proper firing of all cylinders.
Speed d r o o p is i n c o r p o r a t e d in the g o v e r n o r 3. Check for slack or binding in injector rack

through a linkage which varies the compression of linkage which would cause irregular fuel supply
the speeder spring as the terminal shaft rotates. to the engine.
Increased fuel reduces spring compression, reduces
the governor speed setting accordingly, and the COMPENSATING ADJUSTMENT
governor will gradually reduce its speed as load is
applied. This relationship between load and speed After the temperature of the engine and the oil in the
acts as a resistance to load changes when the engine governor have reached their normal operating
is interconnected with other units either mechanically temperatures, the compensation should be adjusted
or electrically. without load on the engine as follows:
12-14 112El182
Section 12
1. L o o s e n the nut h o l d i n g the c o m p e n s a t i n g 8. After correct adjustment is obtained, replace

adjusting pointer and set the pointer at its the compensating needle valve plug.
extreme upward position. (Max.)
9. C h e c k g o v e r n o r o p e r a t i o n u n d e r l o a d .
2. Remove the compensating needle valve plug Occasionally, slight readjustments are necessary
and open the compensating needle valve three for best operation under load.
or more turns with a screwdriver.
ROTARY T E R M I N A L SHAFT
CAUTION
Be sure that the screwdriver fits into the The rotary terminal shaft provides an efficient
shallow slot of the compensating needle valve connection between the g o v e r n o r and the fuel
and not into the deep slot located at right injector rack linkage. By means of a lever attached
angles to the shallow screwdriver slot. to the terminal shaft, and a connecting link between
the lever and the governor power piston rod, the
3. Allow the engine to hunt and surge for about reciprocating m o v e m e n t of the power piston is
one-half minute to bleed trapped air from the converted to rotary movement at the terminal shaft.
governor oil passages. Loosen nut holding the The fuel injector rack linkage is connected to one
c o m p e n s a t i n g adjusting pointer and set the end of the terminal shaft and the rotary movement
pointer at the extreme lower (Min.) position. of the shaft is t r a n s m i t t e d to the injector rack
linkage, which in turn controls the amount of fuel
4. Gradually close the needle valve until hunting being injected into the cylinders.
just stops. Check the amount of needle valve
opening by closing the valve completely, noting
the fraction of a full turn required to close the SYNCHRONIZING MOTOR
valve.
The synchronizing m o t o r permits changing the
5. Re-open the valve to the point at which hunting governor speed setting from a remote position. It is
stopped. Test the compensating adjustment by used to match the frequency of an alternator with
manually disturbing the engine speed. If the that of other units before synchronizing, or to
governor stops hunting with the needle valve change load distribution after synchronizing. The
open more than 1/8 turn the a d j u s t m e n t is motor used is a split field, series wound, reversible
satisfactory. type.
6. If hunting did not stop. with the needle valve A friction type coupling is provided between the
open 1/8 to 1/4 turn then loosen the nut motor shaft and the synchronizer adjusting gear to
holding the c o m p e n s a t i n g adjusting pointer allow the engine operator to adjust engine speed by
and raise the pointer two marks above the t u r n i n g the s y n c h r o n i z e r c o n t r o l k n o b on the
minimum setting. governor. Also included are two pairs of switch
contacts which may be used for remote indications
7. Repeat Steps 4, 5, and 6 if necessary until the of maximum or minimum speed settings on the
needle valve setting is satisfactory. governor.
NOTE
It is desirable to have as little compensation as SHUTDOWN SOLENOID
possible. Closing the needle valve further than
necessary will make the engine slow to return In s o m e i n s t a l l a t i o n s , a s h u t d o w n s o l e n o i d is
to normal speed after a load change and too mounted on the top of the governor, which serves as
much compensation will cause excessive speed a protective device. The s h u t d o w n solenoid is
change after load change. described in Section 13 of this manual.
112El182 12-15/12-16
S e c t i o n 12
Fi SERVICE DATA
GOVERNOR
tD REFERENCES
Governor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M . I . 1764
SPECIFICATIONS
2. Minimum, m a x i m u m , a n d tolerance measurements are provided as service limits. A t time o f rebuild or

Governor Drive Assembly
B u s h i n g b o r e d i a m e t e r (as a s s e m b l e d in h o u s i n g ) - M a x . . . . . . . . . . . . 4 7 . 7 3 9 m m (1.8795")
Distance between bushing thrust faces - Min . . . . . . . . . . . . . . . . . . . 47.42 m m (1.867")
Diameter of drive shaft journal - Min . . . . . . . . . . . . . . . . . . . . . 47.536 mm (1.8715')
Governor drive shaft thrust face to shoulder - Max . . . . . . . . . . . . . . . 47.73 m m (1.879")
Driven gear thrust face to shoulder - Max . . . . . . . . . . . . . . . . . . . . 47.78 m m (1.881")
Diameter of driven shaft journal - Min . . . . . . . . . . . . . . . . . . . . . 4 7 . 5 3 6 m m (1.8715")
Bevel g e a r b a c k l a s h Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.33 m m (.013")
Thrust clearance . . . . . . . . . . . . . . . . . . . . . . . . . L i m i t is g o v e r n e d b y g e a r b a c k l a s h
EQUIPMENT LIST
Part No.
Hand tachometer (mechanical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8107967

Tachometer drive adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8210556
Rotary shaft bearing remover- installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8225658
R o t a r y s h a f t oil seal d r i v i n g r o d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8225659
R o t a r y s h a f t oil s e a l r e m o v e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8225660
Hand tachometer (digital) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9319424
Hand tachometer shaft extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9319425
112El182 12-17
SECTION 1 3
PROTECTIVE DEVICES A N D A L A R M S
GENERAL 13-1 OIL T E M P E R A T U R E SWITCHES
OVERSPEED TRIP H I G H OIL T E M P E R A T U R E S W I T C H 13-8
DESCRIPTION 13-1 LOW OIL T E M P E R A T U R E S W I T C H 13-8
OVERSPEED TRIP ALARM 13-2 T U R B O OIL P R E S S U R E S W I T C H 13-8
MAINTENANCE 13-2 LUBE OIL P R E S S U R E S W I T C H 13-9
CRANKCASE PRESSURE DETECTOR LUBE O I L P R E S S U R E A L A R M 13-9
DESCRIPTION 13-3 C I R C U L A T I N G OIL

PRESSURE SWITCH 13-9
MAINTENANCE 13-4
ENGINE TEMPERATURE SWITCH 13-10
L O W OIL LEVEL I N D I C A T O R
LOW W A T E R P R E S S U R E S W I T C H 13-10
DESCRIPTION 13-4
LOW F U E L P R E S S U R E S W I T C H 13-10
MAINTENANCE 13-4
LOW C L U T C H A I R
L O W OIL P R E S S U R E A L A R M 13-4 PRESSURE SWITCH 13-I 1 13-12
SHUTDOWN SOLENOID LOW START AIR

(PGA G O V E R N O R ) 13-6 PRESSURE SWITCH 13-11 13-12
MANUAL SHUTDOWN SWITCH 13-6 S E R V I C E DATA
SHUTDOWN SOLENOID REFERENCES 13-13

(UG-8 G O V E R N O R ) 13-6
SPECIFICATION 13-13
LOW W A T E R LEVEL I N D I C A T O R 13-7
AIR F I L T E R V A C U U M S W I T C H 13-8
112El182
SECTION
645E7C/F7B 13
PROTECTIVE DEVICES A N D A L A R M S
GENERAL O V E R S P E E D TRIP
This section c o n t a i n s a d e s c r i p t i o n a n d s o m e DESCRIPTION
maintenance information for the protective devices
and alarms. The devices selected for coverage were An overspeed mechanism is provided as a safety
c h o s e n as typical for a basic 645E7C m a r i n e feature to prevent the injection of fuel into the
propulsion / generating system. Information presented cylinders if the engine speed becomes excessive.
on a protective device or alarm does not mean that it
is used on a specific order. Fig. 13-1 shows the mechanical overspeed trip
installation as applied to left-hand rotating engines.
NOTE On right-hand rotating engines the operation is
Some of these devices are designed to, in some essentially the same but with the trip located to the
instances, shut down the engine in the event of left side of the counterweight. If the engine speed
a malfunction occurring during engine operation should increase to the specified limits, the overspeed
while others only produce an alarm. mechanism will shut down the engine.
It FI
A(
Te
SF
LATCHED POSITION TRIPPED POSITION
21161
Fig.1 3-1 - Overspeed Trip
112El182 13-I
Section 13
A trip shaft extending the length of each engine camshafts on starting the engine lift the rocker arms
bank under the camshaft has a cam at each cylinder, slightly allowing the catch pawls to resume normal
which when rotated, contacts a spring-loaded catch position, releasing the injector rocker a r m for
pawl mounted on each cylinder head, under the normal operation.
injector rocker arm. In the overspeed trip housing,
the trip shafts are c o n n e c t e d to spring-operated O V E R S P E E D TRIP A L A R M
links and a lever mechanism. A reset lever of the trip
lock shaft, when pulled towards the right bank, puts This alarm system is frequently used on units
tension on an actuating spring. The spring tension is equipped for remote starting or operating of the
retained by a lever engaging a notch in the reset lever engine. Engine overspeed causes overspeed trip
shaft. This holds the cams on the trip shaft away limit switch OTLS to p i c k up. This causes the
from the rocker arm catch pawls. overspeed trip OT relay to pick up, which activates
an alarm and turns on the O V E R S P E E D T R I P P E D
The overspeed trip release mechanism is incorporated warning light.
in the right bank front camshaft counterweight. It
consists of a flyweight held by an adjustable tension MAINTENANCE
spring. When engine speed exceeds the set limit, the
tension of the spring is overcome by the centrifugal ADJUSTING MECHANICAL
force acting on the flyweight, causing the flyweight OVERSPEED TRIP
to move outward to contact the trip pawl. This
allows the actuating spring, acting through connect- To adjust the overspeed trip, shut engine down (if
ing links, to rotate the trip shafts. Consequently, the running) and remove inspection cover from right
trip shaft cams contact and raise the injector rocker side of overspeed trip housing.
pawls preventing full effective injector rocker arm
roller contact on its cam. This prevents fuel injection NOTE
and stops the engine. In o r d e r to perform adjustment, two thin
section jam-nut wrenches are required. If not
The overspeed mechanism may also be activated by available, standard open end wrenches can be
remotely tripping the s h u t d o w n lever, Fig. 13-2, modified for use by grinding head sides down
using a pull cable. equal to or less than thickness of jam-nuts.
Shutdown !. Back off spring tension adjusting nuts, Fig. 13-3,

Lever several turns to decrease engine speed at which
overspeed trip operates.
Tripped ~x'x~Tr i2ed
Position Latched ]] NOTE
Adjusting nut and locknut should always be
tightened back together (locked) before
running engine to test trip speed.
CAUTION
A l w a y s a p p l y equal o p p o s i n g force with
wrenches when tightening adjusting nut and
Run.n. g____4 ,, \ locknut - Improperly applied wrench force - all
in one direction or at an angle to the nuts can
damage the mechanism.
\()v~erspeed ~ ~)~ // ~)~")/
\ Switclq ~.N/"X / / / L/ . Set engine throttle controls to minimum idle
T s. c speed and start the engine. Allow engine to
w a r m up for a period of a p p r o x i m a t e l y 15
minutes, then slowly advance engine speed
using injector hand control lever (layshaft) -
leaving governor speed set at idle.
Fig. 13-2 - Reset And Shutdown Lever Positions
. Using a hand held tachometer set against the
Upon resetting, by counterclockwise movement of center of the right bank camshaft end, run
the reset lever, Fig. 13-2, the trip shaft cams release engine speed up until overspeed trip functions
t h e - r o c k e r a r m c a t c h pawls. R o t a t i o n of the to shut engine down. Note and record the speed
13-2 55E782
Section 13
at which this occurs as indicated on tachometer.

This initial trip speed, in itself, is not important
except as a base reference for making actual
adjustments.
18681
Fig.13-4 - Crankcase Pressure

Detector Assembly
The reset stem is held in a latched position until a

positive pressure builds up in the crankcase. The
p r e s s u r e is a p p l i e d to a d i a p h r a g m which, in
moving, releases the reset stem. Outward movement
of the stem causes a switch lever to close the contacts
in the switch which provides a signal to the alarm
27043
system.
Fig.1 3-3 - O v e r s p e e d Trip A d j u s t m e n t
A shutdown selector switch is optional equipment
4. T i g h t e n a d j u s t m e n t nut on o v e r s p e e d trip on marine diesel propulsion systems. This switch
device in steps to increase spring tension. Make allows selection of two different responses to an
these adjustments in the tightening direction excessive crankcase pressure. The shutdown
only. Tighten locknut and run engine to test trip selector switch is a two position switch mounted on
speed. Repeat adjustment and test until trip the engine c o n t r o l c a b i n e t . In the N O R M A L .
function occurs in the range of setting limits S H U T D O W N position, an excessive crankcase
specified in the Service D a t a at end of this pressure will shut down the diesel engine. In the
section. E M E R G E N C Y A L A R M position, an excessive
crankcase pressure causes only the alarm system to
NOTE
If adjustment is run past desired setting, back be activated.
off nuts at least one full turn and begin to WARNING
tighten again. If initial adjustment is only a few Following an engine shutdown due to activation
R P M too high, retest trip speed several more of the crankcase pressure detector, do N O T
times before changing adjustment. open any handhole or top deck covers to make
an inspection until the engine has been stopped
5. When satisfactory trip function is attained, and allowed to cool off for at least two hours.
replace right bank inspection cover using new Do NOT attempt to restart the engine until the
cover gasket. cause of the trip has been determined and
corrected.
C R A N K C A S E PRESSURE
The action of the pressure detector indicates
DETECTOR A S S E M B L Y the possibility of a condition within the engine,
DESCRIPTION such as an overheated bearing, that may ignite
the hot oil vapors with explosive force if air is
The crankcase pressure detector, Fig. 13-4, is a allowed to enter.
device for detecting a positive, rather than the
normally negative, pressure in the crankcase (oil If c r a n k c a s e p r e s s u r e d e t e c t o r c a n n o t be
pan). A crankcase pressure switch CPS attached to reset, do N O T operate the engine until the
the bottom of the detector provides the signal to detector has been replaced, since the diaphragm
activate the alarm system and shutdown the engine. backup plates may be damaged.
55E782 13-3
Section 13
MAINTENANCE Engines equipped with pneumatic-hydraulic governors

have the low oil pressure alarm device as an integral
The detector should be tested periodically to ensure part of the governor. Under a low oil pressure
proper operation. condition, the governor will act to operate the alarm
system.
Without starting the engine, remove the cap from
the vent on top of the detector. Using a hydrometer
bulb, create a suction on the vent tube. This should
trip the reset stem as it simulates a positive pressure
being applied to the opposite side of the diaphragm.
CAUTION
D i a p h r a g m can be d a m a g e d by applying a
positive pressure through vent tube. Exhaust
air from bulb before testing.
If the test is unsatisfactory, repeat the test. If the

detector still does not trip, replace the detector.
The pressure detector can also be tested by using a

hand operated vacuum pump. Unscrew the vent
tube on top of the detector and connect the vacuum
pump to a tee in a line between the vent tube port
and a water manometer. Operate the pump slowly
until the detector trips. Reset the detector and
repeat the procedure, checking the manometer for
tripping pressure. See the Service Data for limits.
LOW OIL LEVEL

INDICATOR
DESCRIPTION 18725
Fig. 1 3-5 - Low Oil Level Indicator Application

A float switch-type low oil level indicator LLS,
Fig. 13-5, is installed in the side of the oil pan near
the oil level gauge. The purpose of the device is to
warn the operator of an insufficient oil supply. The
switch is connected to the alarm system. When the
oil level is reduced to a predetermined level, the float
p o s i t i o n will open the c o n t a c t s in the switch,
activating the alarm system.
MAINTENANCE
The switch assembly' is a sealed unit and consequently
must be replaced if found defective. If operating
difficulties arise, check the electrical wiring con-
nections for tightness and the floats for binding in 18493
the float casing. If this does not produce satisfactory
results, replace the assembly with a new one. F i g . 1 3 - 6 - Low Oil P r e s s u r e Alarm Device
LOW OIL P R E S S U R E A time delay of approximately 35-60 seconds at idle

ALARM engine speed is provided before the alarm switch
trips to allow operating pressures to be reached after
The low oil pressure alarm device LOS, Fig. 13-6 starting engine, and to provide time to locate the
and 13-7, is not considered an accessory to the trouble spot in the event of malfunction. Repeated
engine, but rather as a component of the governor. engine starting to locate cause of alarm should not
It is covered in this section due to its function as an be attempted. The time delay is voided at engine
engine protective device. speed of 475 RPM and over.
]3-.4 55E782
Section 13
Oil Failure Diaphragm

Speed Setting Oil Pressure
\ F
~Alarm Switch
.Oil Failure Plunger
Shutdown Rod
Piston Stop
!
Oil Failure Piston
pErngisneeO'Iniet ~ L ~ Shutdown Plunge
Speed
Settin
Set Piston
ular Fulcrum Plate
~ Speed Control
) Rotating Bushing
To Sump lulating Port Sleeve
L:-~ Engine PressureOil Time Delay

I ~ Trapped Oil Under Pressure Bypass
F--q Governor Sump Oil Oil Pressure
Governor Oil Pressure I-ime Delay Adjustment
r - ~ Intermittent Gov. Oil Pressure 18494
Fig. 1 3-7 - L o w Oil Pressure A l a r m Device,

Schematic Diagram
Since oil pressure is the lowest at the rear of the' the plunger indicating that the device has been
engine, an oil line runs from this point to the alarm tripped. After being tripped, the plunger must be
device in the governor. manually pushed in to reset the switch.
The alarm device in the governor, Fig. 13-7, consists

of an oil failure diaphragm and plunger, oil failure The time delay feature of the device is controlled by
piston, ball valve, and an alarm switch. engine speed. When engine speed is below 475 RPM,
governor pressure oil must pass through a bypass
valve assembly before reaching the oil failure piston.
Engine pressure oil is admitted to the left of the oil
The time delay is brought about by the governor oil
failure diaphragm. A spring also exerts pressure on
passing through an intermittent flow orifice toward
the left side of the diaphragm. Pressure oil from the
the top of the speed control rotating bushing. At
governor speed setting piston pushes against the
each revolution of the bushing, a slot in the bushing
right side of the oil failure diaphragm. The pressure
aligns with the oil line to the oil failure piston. The
of the oil from the speed setting piston varies with
a m o u n t of oil d i s c h a r g e d t h r o u g h the slot is
engine speed. The highest pressure is at full engine
regulated by adjusting the port sleeve. The amount
speed and the lowest is at idle engine speed. If engine
of oil discharged determines the time required to
oil pressure is reduced below a safe level, the speed
admit a sufficient amount of oil to operate the oil
setting piston oil pressure will become greater than
failure piston. At engine speeds of 475 RPM and
e n g i n e oil p r e s s u r e a n d m o v e the oil f a i l u r e
above, the speeder spring servo lever lowers the
d i a p h r a m and plunger to the left. This permits
bypass pin which opens the time delay bypass.
governor oil pressure to move the shutdown plunger
to the right tripping the alarm switch.
When the bypass is open, governor oil goes directly
When the shutdown plunger moves out, an alarm to the oil failure piston, and the alarm switch will be
switch is actuated and a colored band is visible on tripped in about two seconds.
55E782 13-5
Section 13
SHUTDOWN SOLENOID solenoid is de-energized, the plunger rod is adjusted

(PGA GOVERNOR) to hold the check ball on the lower seat during
normal operation. When the solenoid coil is de-
DESCRIPTION energized, the spring pushes the check ball upward,
unseating it.
The shutdown solenoid, Fig. i 3-8, is provided as an
electrical means to shut down the engine. The device
can be used to effect s h u t d o w n either w h e n For maintenance and adjustment of solenoid, refer
energized or de-energized. to manufacturer's bulletin listed in Service Data at
the end of this section.
MANUAL SHUTDOWN
SWITCH (PGA GOVERNOR)
A spring-loaded manual shutdown switch button is
located on the top of the governor cover, Fig. 13-9.
When depressed, it pushes d o w n the s h u t d o w n
solenoid plunger rod displacing the check ball. This
permits trapped oil holding the speed setting servo
piston to be released and flow to the governor oil
sump, and the servo piston to be raised b y t h e piston
springs. As the piston moves up, the shutdown rod
and nuts are raised. As the shutdown rod is, in
effect, an extension of the pilot valve plunger, the
raising of the pilot valve plunger permits the power
piston to move to the fuel off position, shutting
down the engine.
12995
Fig.13-8 - Shutdown Solenoid
The shutdown device consists essentially of a check

valve and solenoid. The check valve is positioned
between the speed setting servo assembly and the
speed setting pilot valve plunger and bushing. When
the ball in the check valve is unseated, oil above the
13017
speed setting servo piston escapes to the sump. This
allows the speeder spring to expand and push the Fig.1 3 - 9 - M a n u a l S h u t d o w n Button
speeder piston upward. As the piston moves up, the
piston rod lifts the shutdown rod and shutdown
nuts. Lifting the shutdown rod, in turn, lifts the pilot SHUTDOWN SOLENOID
valve plunger, the power piston goes down, rotating (UG-8 GOVERNOR)
the terminal shaft to the no-fuel position. The
engine injector rack linkage, which is connected to DESCRIPTION
the terminal shaft, repositions the rack, shutting off
the fuel to the engine. A shutdown solenoid, Fig. 13-10, is available for use
on either the dial or lever type UG-8 governors. Two
The check ball seats against either an upper or lower models are available. One will cause shutdown when
seat in the check valve. In units a d j u s t e d to energized and the other when de-energized. Both
shutdown when the solenoid coil is energized, a models can be equipped with a latching device
spring holds the check ball against the upper seat which will not allow restarting after shutdown until
during normal operation. When the coil is energized, the solenoid is manually reset. With an energize-to-
the plunger rod moves down, unseating the check run solenoid with latch, if voltage is available you
ball. In units adjusted to shut d o w n when the may start without manual reset.
13-6 55E782
Section 13
ENERGIZE TO SHUT D O W N M O D E L
The energize to shut d o w n model will shut the
engine down as current is applied (even momentarily)
to the s o l e n o i d . T h e s o l e n o i d p l u n g e r m o v e s
downward through a tapered plunger stop which
c o n t a i n s seven s p r i n g - l o a d e d steel balls. T h e
solenoid is prevented from returning by the binding
action of the steel balls against the shutdown rod.
To restart the engine, return the plunger to its

original position by pressing the reset button, which
forces the steel balls away from the plunger and
allows spring force to push the load limit strap and
the solenoid plunger to their uppermost positions.
14701
The energize to shut down model can be supplied
Fig.1 3-1 0 - S h u t d o w n S o l e n o i d without the latching feature.
In both models the solenoid plunger moves the load For maintenance and adjustment of solenoid, refer
limit strap down to effect shutdown. A detailed to manufacturer's bulletin listed in Service Data at
description of the operation for the energize to shut the end of this section.
down and the de-energize to shut down models is
given in the following paragraphs.
LOW WATER LEVEL
OPERATION INDICATOR
D E - E N E R G I Z E TO SHUT D O W N M O D E L DESCRIPTION
The de-energize to shut down model, Fig. 13-10, will A float switch-type water level indicator W L S ,
shut the engine d o w n on loss of current to the Fig. 13-11, is installed in the c o o l i n g w a t e r
solenoid. The solenoid plunger moves up to allow expansion tank. The purpose of the device is to warn
the engine to run. the operator of an insufficient supply of coolant.
When the water level is reduce to a predetermined
level, the float position will open the contacts in the
To start an engine when no current is available for switch, activating the alarm system.
energizing the solenoid, lift the solenoid plunger
manually by means of the shutdown latch knob. As
it approaches the top of its stroke, the lock pin may
be pressed in with the finger to latch the shutdown
latch knob just below its upper position. This
permits starting and running the engine, but no
protection is provided.
When current is applied to the solenoid, it will move

to the full upward position, unloading the lock pin
which is moved outward by the circular latch spring.
With loss of current, the load spring will cause the
solenoid plunger to move down, lifting the governor
pilot valve and closing off fuel.
19302
The de-energize to shut down model can also be
supplied without the latching feature. Fig.13-1 1 - Low W a t e r Level Indicator
55E782 1 3 -7
Section 13
MAINTENANCE OIL TEMPERATURE

SWITCHES
The switch assembly is a sealed unit and consequently
must be replaced if found defective. If operating HIGH OIL TEMPERATURE
d i f f i c u l t i e s arise, c h e c k t h e e l e c t r i c a l w i r i n g
connections for tightness and the floats for binding
SWITCH
in t h e f l o a t casing. If this d o e s n o t p r o d u c e
The high oil temperature switch HOS activates the
satisfactory results, replace the assembly with a new
alarm system when lube oil temperature rises above
one.
104 C (220 F). The alarm signal will remain until
the temperature is reduced to 99 C (210 F).
AIR FILTER V A C U U M
SWITCH LOW OIL TEMPERATURE
SWITCH (OPTIONAL)
The turbocharged engine air filter assembly has a
vacuum switch FVS, Fig. 13-12, that senses the The low oil temperature switch LTS may be used on
pressure differential between ambient and pressure marine units provided with an immersion heater
at the turbocharger compressor inlet. system. This switch will trigger the alarm system
when lube oil temperature falls below 29 C (85 F).
The alarm signal will remain until the temperature is
raised to 35 C (95 F).
Oil t e m p e r a t u r e switches, w h e n u s e d , will be

m o u n t e d on the piping between the oil cooler and
the oil strainer housing, as typically shown in
Fig. 13-13. Either switch is equipped with a test
button which can be pressed to test the warning
lights.
19303
Fig.1 3-1 2 - Air Filter V a c u u m S w i t c h

19362
When the switch trips, the alarm system activates to Fig.1 3 - 1 3 - Typical Oil T e m p e r a t u r e S w i t c h
indicate a clogged filter condition.
For more information about these switches, refer to
The vacuum switch is equipped with a shielded test Maintenance Instruction M.I. 5524.
button that may be pressed with a pencil or thin
object to test the warning light indication. Always TURBO OIL PRESSURE
press the reset lever on the vacuum switch after SWITCH
pressing the test button.
On turbocharged engines, the turbo oil pressure
For more information about the air filter vacuum switch TOS is mounted on the engine frame next to
switch, refer to Maintenance Instruction M.I. 5525. the soak back pump, Fig. 13-14.
13-8 112E385
Section 13
starting attempt while the engine is already running.

The switch disconnects the starting system when
lube oil pressure exceeds 145 kPa (21 psi), indicating
the engine is running. When lube oil pressure drops
below i 17 kPa (17 psi) the starting system can then
be operated.
For more information about this switch, refer to

Maintenance Instruction M.I. 5512.
LUBE OIL PRESSURE

ALARM (OPTIONAL)
19306
Fig.1 3-14 - Turbo Oil Pressure S w i t c h The lube oil pressure alarm system may be used on
units equipped with a provision for remote starting
The turbo oil pressure switch is normally open and of the engine. If the engine oil pressure, monitored
is held closed by 69 kPa (10 psi) turbo oil pressure. by the lube oil pressure switch OPS, fails to reach
At engine shutdown, the turbo oil pressure pump 145 kPa (21 psi) within 60 seconds after engine fuel
(soak back pump) operates to maintain this pressure. pressure reaches 83 kPa (12 psi), or falls below
If turbo oil pressure drops below 48 kPa (7 psi), the 117 kPa (17 psi) during operation, the lube oil
switch opens and triggers the alarm system. The pressure alarm system will activate and engine will
alarm signal will remain until the oil pressure rises to shut down.
69 kPa (10 psi).
NOTE
For more information about the switch, refer to This alarm system may be used in place of a
Maintenance Instruction M.I. 5512. engine governor controlled low oil pressure
alarm system.
LUBE OIL PRESSURE
SWITCH
CIRCULATING OIL
The lube oil pressure switch OPS, Fig. 13-15, is
connected directly to the engine lube oil system. The
PRESSURE SWITCH
purpose of this switch is to prevent an inadvertent (OPTIONAL)
On m a r i n e g e n e r a t i n g units e q u i p p e d with an
immersion heater, the soak back pump and turbo oil
pressure switch, Fig. 13-14, are replaced by a lube oil
c i r c u l a t i n g p u m p and c i r c u l a t i n g oil pressure
switch. The circulating oil pressure switch COPS,
Fig. 13-16, will be mounted in the upper portion of
the engine control cabinet. This switch is normally
open and is held closed by 145 kPa (21 psi) oil
pressure provided by the circulating oil pump which
operates to maintain this pressure while engine is
shutdown. If circulating oil pressure drops below
117 kPa (17 psi), the switch opens, triggers the alarm
system, and interrupts the starting system to prevent
an engine start.
19305
Fig.1 3-1 5 - Lube Oil Pressure S w i t c h Maintenance Instruction M.I. 5512.
112El182 13-9
Section 13
The switch is equipped with a test button which can

be pressed to test the warning light indication.
For more information about the switch, refer to

LOW WATER PRESSURE

SWITCH (OPTIONAL)
The low water pressure switch LWS, Fig. 13-18, will
be l o c a t e d in the engine c o n t r o l c a b i n e t and
connected into the discharge line of an engine
cooling water pump. The purpose of this switch is to
activate the alarm system if the water pressure drops
below 117 kPa (17 psi) during normal high speed
engine operation.
24014
F i g . 1 3 - 1 6 - C i r c u l a t i n g Oil Pressure S w i t c h
ENGINE T E M P E R A T U R E
SWITCH
DESCRIPTION
The engine temperature switch ETS is mounted on
the water manifold between the engine water outlet
and the rack mounted thermostaticvalve, Fig. 13-17.
This switch senses water temperature and triggers
the a l a r m s y s t e m when the w a t e r t e m p e r a t u r e
reaches 98 C (208 F). The alarm signal will remain
until the temperature is reduced to 92 C (198 F).
24015
Fig.1 3-1 8 - Low W a t e r P r e s s u r e S w i t c h
NOTE
This alarm system may be specified in place of
a low water level alarm.
For more information on this switch, refer to

LOW FUEL PRESSURE

SWITCH (OPTIONAL)
The fuel pressure switch FPS, Fig. 13-19, will be
19304 located in the engine control cabinet and connected
into the fuel system between the engine fuel pump
Fig.1 3-1 7 - Engine T e m p e r a t u r e S w i t c h and engine mounted fuel filter. Since the fuel pump
13-10 112El182
Section 13
gauge and optional start air switch SAS, Fig. 13-21,

are located in the u p p e r p o r t i o n of the control
cabinet and connected into the inlet of the air
starting system. The gauge monitors the start air
pressure available to crank the engine. The pressure
switch is normally set at a falling pressure of 862 kPa
(125 psi). When start air pressure drops below
862 kPa ( 125 psi), the switch trips causing a low start
air pressure alarm.
For information about this switch, refer to Mainte-

nance Instruction M.I. 5512.
24016
F i g . 1 3 - 1 9 - L o w Fuel P r e s s u r e S w i t c h
is engine driven, the fuel pressure switch can be used

to signal various engine running and s h u t d o w n
conditions. To determine actual switch application,
refer to schematic diagrams and assembly drawings
provided for the particular installation.

LOW CLUTCH AIR 21061
PRESSURE SWITCH Fig.1 3 - 2 0 - Low Clutch Air P r e s s u r e S w i t c h
Air pressure is used to operate the clutches that

engage the diesel engine with the gear drive. The
ship's compressed air supply provides air pressure
through a regulator and filter to an air tank and
valve arrangement before going to the clutches. The
clutch air pressure gauge and a clutch air switch
CAS, Fig. 13-20, are connected in the system at the
air tank. The gauge monitors the air tank pressure
available for clutch engagement. The pressure
switch is set at a falling pressure of 862 kPa (I 25 psi).
When air pressure drops to 862 kPa (125 psi), the
switch trips causing a low clutch air pressure alarm.
LOW START AIR PRESSURE

SWITCH (OPTIONAL)
Air pressure is used to engage and drive the air
starting motors to crank the engine. The ship's
compressed air supply provides air pressure through
24139
a strainer and control valve arrangement to the
engine air starting motors. The start air pressure Fig.13-21 - Low Start Air P r e s s u r e S w i t c h
112El182 13-11/13-12
Section 13
SERVICE DATA
PROTECTIVE DEVICES
REFERENCES
S h u t d o w n Solenoid ( P G A G o v e r n o r ) . . . . . . . . . . . . . . . . . . . . . W o o d w a r d Bulletin 36650
S h u t d o w n Solenoid (UG-8 G ove r nor ) . . . . . . . . . . . . . . . . . . . . . W o o d w a r d Bulletin 03013
Pressure C o n t r o l Switch-Type 9012 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 5512
T e m p e r a t u r e Sensitive Switch-Type 9025 . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 5524
V a c u u m Switches-Type 9016 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 5525
SPECIFICATIONS
2. Minimum, maximum, and tolerance measurements are provided as service limits. A t time o f rebuild or
Crankcase Pressure D e t e c t or
Tripping Pressure
*New . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-46 m m (0.8"-1.8") H 2 0
Used ..................................... 20-64 m m (0.8"-2.5") H 2 0
*Meaning new or rebuilt device with less t h a n three m ont hs service.
Overspeed Trip
Clearance, trip latch to flyweight - Min. ......................... 0.25mm(.010~

Trip setting -
Setting Limits Checking L i m i ~
800 R P M ............................... 920-935 R P M 900-955RPM
900 R P M .............................. 1010-1025 R P M 990-1045 R P M
EQUIPMENT LIST
Pa~No.
Hydrometer .............................................. 8077317
Vacuum pump ............................................. 8470956
112E385 13-13
S E C T I O N 14
AIR S T A R T I N G S Y S T E M S
CONTENTS PAGE
DUAL STARTING SYSTEM 14-1
AIR STARTING MOTOR
DESCRIPTION 14-1
MAINTENANCE 14-1
LUBRICATION 14-2
REMOVAL 14-2
MOTOR DISASSEMBLY 14-3
GEAR DISASSEMBLY 14-3
MOTOR ASSEMBLY 14-3
GEAR ASSEMBLY 14-4
INSTALLATION 14-4
SINGLE AIR STARTING SYSTEM 14-4
AIR LINE LUBRICATOR 14-5
AIR START VALVE 14-5
SHUTOFF VALVE 14-6
SOLENOID VALVE 14-6
AIR LINE STRAINER 14-6
SERVICE DATA
SPECIFICATIONS 14-9
112E385
SECTION
645E7C/F7B 14
AIR S T A R T I N G S Y S T E M
D U A L AIR S T A R T I N G M O T O R flexible hose assembly attached to each air starting

SYSTEM (12, 16, & 20-CYL.) m o t o r . T h e m u l t i v a n e m o t o r s drive the p i n i o n
gears, r o t a t i n g t h e ring gear, a n d c r a n k i n g the
DESCRIPTION engine.
The complete air starting system consists of two air Unless both pinion gears are engaged, the system is
s t a r t i n g m o t o r s , Fig. 14-1, air t a n k s , strainer, designed so that no attempt can be made to start the
solenoid valve, air start valve, air line lubricator, engine with one motor. There is also a shutoff valve
shutoff valve, and a start button. in the system which is manually operated. When
maintenance is being performed, the shutoff valve is
closed to p r e v e n t i n a d v e r t e n t c r a n k i n g of the
engine.
NOTE
In an extreme emergency, engine startup can
be made without control using the manual "T"
handle override on the air start solenoid valve.
However, turbocharged engines started in this
manner are not pre-lubricated and therefore
risk damage to turbocharger bearings.
AIR S T A R T I N G M O T O R
DESCRIPTION
T h e e n g i n e air s t a r t i n g m o t o r , Fig. 14-2, is a
multivane type motor consisting of a rotor, which is
27203 supported at each end by ball bearings, a planetary
Fig.14-1 - Dual Air Starting S y s t e m gear train, and a Bendix drive. Air striking vanes,
which slide in the rotor, causes the rotor pinion to
rotate and turn the Bendix drive through a set of
When the start button is depressed, the solenoid planetary gears. The clutch drive pinion gear meshes
valve is energized, allowing air from the tanks to with the engine ring gear and cranks the engine.
pass through the solenoid valve to the pinion gear
end of the lower starting motor. The entry of air MAINTENANCE
moves the pinion gear forward to engage with the
engine ring gear. M o v e m e n t of the p i n i o n gear The starting motor requires very little maintenance
uncovers a port allowing air pressure to be released other than lubrication. Any noticeable loss of power
to the upper starting motor which, in turn, engages can usually be attributed to worn or damaged vanes.
its pinion gear with the ring gear. Both pinion gears R a p i d wear of the vanes is u s u a l l y c a u s e d by
being engaged, the air is released from the uncovered inadequate lubrication or the presence of rust, scale,
port in the upper motor. In addition to maintaining dirt, excessive moisture, or other foreign matter in
gear engagement, the air opens the air start valve, the air supply. New vanes can be easily and quickly
releasing the main starting air supply. Starting air installed by disassembling the motor as described in
passes through the air start valve and into the subsequent paragraphs.
112E385 14-I
Section 14
1. Motor Housing Cover Assembly 17. Front Rotor Bearing 33. Piston Seal
2. Housing Cover End Plug 18. Motor Housing 34. Drive Housing Cap Screw (12)
3. Drain Oil Plug (2) 19. Gear Case Gasket 35. Drive Housing Cai3Screw Lockwasher
4. Oil Adjusting Screw (2) 20. Rotor Pinion Spacer 36. Piston Assembly
5. Oiler Felt (2) (If Provided) 21. Rotor Pinion 36A. Piston Ring
6. Motor Housing Cover Cap Screw (4) 22. Rotor Pinion Retainer 37. Shift Ring
7. Cover Cap Screw Lockwasher (4) 23. Gear Case 38. Shift Ring Re[ainer
8. Oil Filler Plug (If Provided) 24. Planet Gear Frame 39. Shift Ring Spacer
9. Rear Rotor Bearing 25. Planet Gear Assembly (3) 40. Piston Return Spring
10. Rear Rotor Bearing Retainer 26. Planet Gear Bearing (3) 41. Return Spring Seat
11. Rear End Plate 27. Planet Gear Shaft (3) 42. Bendix Starter Drive
12. Cylinder 28. Planet Gear Frame Thrust Ring 43. 3 / 8 " Mounting Bolt Lockwasher (3)
13. Cylinder Dowel 29. Planet Gear Frame Bearing 44. 3 / 8 " Mounting Bolt Bushing (3)
14. Vane (5) 30. Planet Gear Frame Retaining Ring 45. Drive Housing Assembly
15. Rotor 31. Gear Case Cover Assembly 46. Drive Housing Bushing or Bearing
16. Front End Plate 32. Gear Case Cover Seal 47. Bushing Oiler (If Provided)
48. Bushing Oiler Plug (If Provided)
28372
Fig.14-2 - Typical Air Starting Motor
LUBRICATION through a venturi in the main air line, lowering its

pressure at the venturi. The sight glass oil passage
R e m o v e the bushing oiler plug from the pinion end connects into the venturi passage, thereby providing
of the m o t o r and fill with S A E 20W m o t o r oil for a pressure differential, allowing oil in the bowl to be
temperatures above 30 F or 10W m o t o r oil for forced up to the lubricator needle valve. The needle
lower temperatures. valve controls oil drops entering the main air stream
at the venturi, where it is mixed with air, forming an
Planet gear frame bearing, and the front and rear oil-air mist.
r o t o r b e a r i n g s are g r e a s e p a c k e d a n d s e a l e d at
original m a n u f a c t u r e . N o p e r i o d i c m a i n t e n a n c e T h e n e e d l e v a l v e s h o u l d be a d j u s t e d ( o p e n e d
should be required. These bearings are normally approximately one and one-half turns) to permit
cleaned and repacked with grease (or replaced) at three drops of oil per minute to be deposited in the
time of major motor overhaul. M o t o r gear case air line when the air is moving. If the exhaust air
should be cleaned and repacked with 0.14-0.17 kg shows excessive oil, adjust the needle valve to reduce
(5-6 oz) of Texaco RB or Ingersol R a n d IR #28 the amount of oil supplied to the air.
grease at time of overhaul.
Before putting a new air m o t o r into operation, pour Oil is added to the bowl through a filler at the top of
about two teaspoons of engine oil into the air inlet the bowl. F o r normal ambient temperature of
so that it will be carried into the multivane motor 16-49 C (60-120), an S A E No. 10 oil is recom-
with the live air. Before storage or lay up, the m o t o r m e n d e d ; h o w e v e r , a h e a v i e r oil m a y be u s e d if
should be fully lubricated with a light oil containing operating conditions indicate it necessary.
a rust inhibitor.
MOTOR REMOVAL
A i r e n t e r s the air m o t o r p a s s a g e s t h r o u g h the
lubricator, which is in the air line just ahead of the 1. Disconnect air supply and exhaust lines.
motor. An oil-air mist from the lubricator enters the
air motor, providing lubrication. A small portion of 2. R e m o v e t h r e e b o l t s s e c u r i n g the m o t o r a n d
the air passing through the lubricator enters the oil drive assembly to the motor mounting bracket.
bowl of the lubricator through a ball check valve,
c r e a t i n g a p r e s s u r e . T h e r e m a i n i n g air p a s s e s 3. Remove starting motor and drive assembly.
14-2 33E385
Section 14
MOTOR DISASSEMBLY 16. Press the drive housing end bushing or bearing
(Refer To Fig. 14-2) (46) from drive housing (45) if new bushing or
bearing is to be installed.
I. Using a prick punch, mark adjacent spots on
the motor housing cover (1), motor housing DISASSEMBLY OF GEARS
(18), gear case (23), gear case cover (31), and (Refer To Fig. 14-2)
drive housing (45) so these members will be in 1. Using snap ring pliers, remove planet gear from
the same relative position when the motor is bearing retaining ring from the external groove
assembled. in the planet gear frame bearing (29).
2. Unscrew and remove the motor housing cover 2. Lift the gear case cover assembly (31) from the
cap screws (6), a n d pull the m o t o r h o u s i n g planet gear frame bearing (29).
cover (1) from the motor housing (18).
3. Using s n a p ring pliers, r e m o v e p l a n e t gear
3. Slide the m o t o r h o u s i n g off the m o t o r frame retaining ring (30) from the planet gear
assembly. frame (24).
4. Pull the multivane motor from the gear case 4. U s i n g b e a r i n g pullers, r e m o v e p l a n e t gear
(23). frame bearing (29), from the planet gear frame.
5. P o s i t i o n the m o t o r a s s e m b l y vertically, 5. Lift planet gear frame thrust ring (28) from the
grasping the rotor pinion (21) in copper covered planet gear frame (24).
vise jaws. Using a pair of bearing retainer pliers, 6. Press out planet gear shaft (27) and remove
r e m o v e the rear r o t o r b e a r i n g r e t a i n e r (10) p l a n e t gear a s s e m b l y (25) f r o m p l a n e t gear
being careful not to distort the retainer any frame (24).
more than necessary.
7. Press the planet gear bearings (26) from the
6. Remove the rear rotor bearing (9), rear end planet gear assembly (25) if new bearings are to
plate (11), and cylinder (12). be installed.
7. Position the rotor (15) vertically, pinion end up,
and grasp the button hub in copper covered vise MOTOR ASSEMBLY
jaws. Remove the rotor pinion retainer (22) (Refer To Fig. 14-2)
with a screwdriver, being careful not to distort
the retainer any more than necessary. 1. Install the front end plate (16), with the side
stamped "10BM-11" out, over the splined hub
8. Remove the pinion (21) and rotor pinion spacer on the rotor (15).
(20) from the rotor hub.
2. Press the front rotor bearing (17) onto the rotor
9. Support the front end plate (16) as close to the hub as far as possible without binding the end
rotor (15) as possible and press the rotor hub plate against the rotor face.
from the front rotor bearing (17), freeing the I
front end plate. Do not let the rotor fall. 3. Slide rotor pinion spacer (20) onto hub, then
slip the rotor pinion (21) onto the splined hub
10. U n s c r e w and r e m o v e the drive h o u s i n g cap and install the rotor pinion retainer (22) on the
screws (34). hub so that the concave face of the retainer is
11. Remove the drive housing (45) from the gear toward the pinion.
ease cover (31). 4. Hold the rotor vertically and grasp the rotor
12. Lift the drive a s s e m b l y (42) with all of its pinion with copper-covered vise jaws. Insert a
attached parts from the planet gear frame (24). vane (14) into each vane slot in the rotor.
13. Using a pair of needle-nose pliers, remove the 5. Place the cylinder (12) over the rotor and onto
shift ring retainer (38) from the internal groove the end plate so that the dowel hole and air
in the piston (36). p o r t s are in the c o r r e c t relative p o s i t i o n as
shown in Fig. 14-3.
14. Lift the piston from the assembly, freeing the
shift ring spacer (39) and the two halves of the 6. Place the rear end plate (11), Fig. 14-2, with the
shift ring (37). side stamped "10BM-12" up, over the rotor hub
and against the cylinder.
15. Grasp the planet gear frame (24) and pull it,
a l o n g with the gear case cover (31) and all 7. Remove the assembly from the vise and push
attached parts, from the gear case (23). the rear rotor bearing (9), with shielded side
33E385 14-3
Section 14
tap it down flush against the planet gear frame
thrust ring.
. Snap the planet gear frame retaining ring (30)
into the groove in the planet gear frame to hold
the planet gear bearing in place.
5. Install the gear case cover assembly (31) over
the planet gear bearing and snap the planet gear
f r a m e b e a r i n g r e t a i n i n g r i n g in p l a c e in t h e
external groove in the bearing.
A S S E M B L Y OF PISTON, BENDIX
STARTER DRIVE, A N D PLANET
GEAR FRAME
For "RH" Models 1. If required, press new bushing or bearing (46)
14689
into drive housing end (45).
Fig. 1 4 - 3 - D o w e l Hole A n d A i r
Port A l i g n m e n t . Align the bolt holes in the gear case (23) and the
mating holes in the m o t o r housing (18) and
first, onto the short hub of the rotor until it install and tighten the bolts.
contacts the end plate. Install the rear rotor
3. I n s t a l l t h e p l a n e t g e a r a s s e m b l y p r e v i o u s l y
bearing retainer (I0) in the groove in the short
assembled into the gear case (23).
hub of the rotor.
. Insert the shift ring (37), shift ring spacer (39),
. Align the dowel holes in the cylinder (12) and
and shift ring retainer (38) into the small end of
end plates (11 and 16) and insert the cylinder
the piston (36).
dowel (13) until it is flush with the face of the
front end plate (16). . Insert the piston assembly (36) into the gear
case cover assembly (31) making sure the piston
. Place a motor housing cover gasket (19) on the
seal (33) and piston ring (36A) are in place.
f a c e o f t h e r e a r end p l a t e (11) so t h a t the
protruding end of the cylinder dowel passes . I n s t a l l t h e B e n d i x s t a r t e r d r i v e (42), p i s t o n
through the small hole in the gasket, and the return spring (40), and return spring seat (41)
large hole is aligned with the proper air port in over the gear frame shaft, then place the drive
the end plate. housing assembly (45) over the drive assembly
and install and tighten the drive housing cap
10. Align the air port in the motor housing cover (I)
screws (34).
with that in the gasket, and place the cover on
the m o t o r a s s e m b l y , b e i n g c e r t a i n t h a t t h e MOTOR INSTALLATION
protruding end of the dowel enters the cover
dowel holes. 1. Install each starting motor and drive assembly
in position on the mounting bracket.
11. Install the four m o t o r housing cover cap screws
(6) and tighten them fingertight, then tighten 2. Install three bolts to secure each m o t o r to the
each one a little at a time to a torque value of mounting bracket.
27-34 N-m (20-25 ft-lbs). 3. Connect air supply and exhaust lines.
A S S E M B L Y OF PLANET GEARS SINGLE AIR STARTING
(Refer To Fig. 14-2) MOTOR SYSTEM (8-CYL.)
1. Press one planet gear bearing (26) into each DESCRIPTION
planet gear assembly (25).
The use of one starting motor rather than two is the
2. Install each planet gear assembly (25) into the
only component difference between this system and
planet gear frame (24) and then press a planet
the dual system. Minor operational differences are
gear shaft (27) into each planet gear assembly.
noted in the components descriptions which follow.
3. I n s t a l l p l a n e t g e a r f r a m e t h r u s t r i n g (28) in
MAINTENANCE
place on the collar of the planet gear frame.
Then slide the planet gear frame bearing (29) Refer to Fig. 14-2 and to the procedures as detailed
over the small end of the planet gear frame and under the dual motor system.
14-4 33E385
Section 14
UNATTACHED ACCESSORIES If oil does not flow, remove top plug and drip gland.
Clean parts and passages, using kerosene and blow
The air line lubricator, strainer, air start valve, out with compressed air.
solenoid valve, and shutoffvalve are components of
the engine air starting system. They are mounted on Replace any defective gaskets or packing. Reassemble,
the side of the engine base below the starting tightening drip gland firmly, but carefully.
motors.
Compounded oils containing graphites, soap, or
AIR LINE LUBRICATOR fillers should not be used in the lubricator.
DESCRIPTION AIR START VALVE

The air line lubricator, Fig. 14-4, located between DESCRIPTION
the air start valve and the starting motor, emits an
oil-air mist into the starting system air to provide When the pinion gear in the motor (both motors in
l u b r i c a t i o n for the starting m o t o r . The main dual system) is engaged with the ring gear, air is
components of the lubricator are the oil bowl, released from the upper motor to the air start valve.
needle valve, siphon tube, and venturi tube. Air enters the air start valve and forces the valve
stem up unseating the valve seat, Fig. 14-5, releasing
the main starting air supply to the motor. When the
starting control valve is released and the air solenoid
closes off the control air supply to the motor, the
supply of air to the air start valve is shut off, which
cuts off the main air supply to the motor.
MAINTENANCE
No periodic m a i n t e n a n c e should be required,
however, if at any time the valve seat becomes dirty
and is not shutting off the main air supply properly,
the seat can be removed and cleaned.
13011
DISASSEMBLY
1. Unscrew the spring cap on top of the valve, Fig.

Fig.14-4 - A i r L i n e Lubricator
14-5, and remove the spring.
As air enters the lubricator, the oil bowl is

pressurized by way of the reversible venturi tube.
The air flow creates a reduced pressure area as it
passes through the venturi section causing the oil in
the bowl to go up the siphon tube into the chamber
above the drip gland. At this point, the quantity of
oil entering the air line is controlled by a needle
valve. As the oil enters the air line it is diffused into a
mist which is carried into the air starting motor. A
sight glass below the needle valve gives visual
indication of the flow rate of oil into the air line.
MAINTENANCE ly
The oil level in the bowl should be checked at ad
ng
Program. In addition to checking oil level, the
needle valve should be checked to ensure that the
flow rate is three drops per minute. This can be 14692
checked visually through the sight glass in the front
of the lubricator. F i g . 1 4 - 5 - A i r Start V a l v e
76El179 14-5
Section 14
. Unscrew the locknut holding the valve seat

assembly to the valve stem and remove the valve
seat assembly.
. If the valve seals need replacement due to

leakage, remove the bolts holding the actuating
cap to the valve body, remove the actuating
piston head and replace seals.
SHUTOFF VALVE
DESCRIPTION
A m a n u a l l y o p e r a t e d b a l l - t y p e s h u t o f f valve,
Fig. 14-6, is used in the starting motor systems. The
valve closes off air to the starter m o t o r when
maintenance work is being performed to prevent
i n a d v e r t e n t engine s t a r t i n g . T h e v a l v e has a
locktype handle which provides an additional safety
feature in preventing unintentional movement of
the valve.
+,.IZ
211~1
Fig.14-7 - Solenoid Valve
MAINTENANCE
14691
Fig. 14-6 - S h u t o f f Valve Before performing any maintenance on the solenoid

valve, m a k e sure the e l e c t r i c a l p o w e r and air
MAINTENANCE pressure have been turned off.
The wiping action of the ball dislodges any foreign CLEANING

material which may enter the valve, making the
valve self-cleaning. In addition, the seat material Sluggish valve operation or excessive leakage will
contains a lubricant which provides the required indicate that cleaning is required. The frequency of
lubrication for the ball. The only parts requiring cleaning, however, will be determined by operating
replacement under normal operating conditions are conditions. Clean the moving parts and air passages
the seats and the "O" rings. thoroughly, using a good commercial solvent.
SOLENOID VALVE COIL R E P L A C E M E N T
DESCRIPTION R e m o v e f r o n t c o v e r p l a t e f r o m coil case and

disconnect coil lead wires. Remove the exhaust nut
The solenoid valve, Fig. 14-7, opens when current is from the bottom of the coil case and slip the coil and
applied to the solenoid, and returns to the normally coil case off the coil pole. Reassemble the com-
closed position when the current is cut off. In the ponents in the reverse order of disassembly, connect
energized or open position, control air is directed the coil leads, and replace the coil case cover plate.
behind the pinion gear of the lower starting motor.
When the pinion gear is engaged with the ring gear, AIR LINE S T R A I N E R
a port is opened in the motor allowing the air to
continue on to the upper motor. When both pinion DESCRIPTION
gears are engaged the control air opens the air start
valve allowing the main air supply to be released to The air line strainer, Fig. 14-8, is a Y-shaped cast
the motors. A "T" handle override valve is provided iron housing containing a cylindrical monel mesh
for emergency use or, with shutoff valve closed, to screen. The strainer is located ahead of the shutoff
engage pinion gear(s) when barring engine over. valve in the system. One end of the screen fits into a
14-6 55E782
Section 14
recess in the diagonal wall of the strainer body and

the other end is held in position by a bolted end cap.
This strainer effectively removes impurities from the
air being piped to the air starting system.
MAINTENANCE
The only type of maintenance required on the

strainer is to check the condition of the screen
periodically and clean if required. The frequency of
these inspections will be determined by the conditions
under which the equipment has been operating.
20628
Fig.14-8 - A i r S t r a i n e r
..... /
75E480 14-7/14-8
Section 14
SERVICE D A T A
AIR S T A R T I N G S Y S T E M
SPECIFICATIONS
. New limits are those to which new parts are manufactured. (Drawing tolerances.)
components within these limits may be reused with the assurance that they Will perform satisfactorily
Starting Motors
Backlash between ring gear and starter pinion .............. 0.38-1.02 m m (.015"-.040")
Parallelism of pinion and ring gear teeth ...................... 0.05 m m (.002")
Screw shaft and pinion assembly free travel (with spring compressed) ....... 4.76 m m (3/16")
75E480 14-9
SECTION 15A
PROPULSION UNIT
ENGINE CONTROL CABINET
LEGEND OF ELECTRICAL DEVICES SYSTEM RELAYS 15A-7
SWITCH LEGEND 15A-I ANNUNCIATOR RELAYS 15A-7
RELAY LEGEND 15A-2 ANNUNCIATOR RELAY PANEL 15A-8
EQUIPMENT LEGEND 15A-3 ALARM SYSTEM LEGEND 15A-10
RELAY AND SWITCH SETTINGS 15A-3 TYPICAL ANNUNCIATOR OPERATION
ENGINE CONTROL PANEL HOT ENGINE ALARM

CIRCUIT 15A-10
GAUGES 15A-4
SERVICE DATA
SWITCHES 15A-4
SYSTEM RELAY
WARNING LIGHTS 15A-4 SPECIFICATIONS 15A-13
PYROMETER AND SELECTOR ANNUNCIATOR RELAY

SWITCH 15A-6 SPECIFICATIONS 15A-14
75E480
SECTION
645E7C/F7B 15A
PROPULSION UNIT
The p r o p u l s i o n unit engine c o n t r o l cabinet, description of engine control cabinet components.
Figs. 15A-I and 15A-2, is mounted onthe accessory Refer to System T r o u b l e s h o o t i n g Section for a
rack. The cabinet contains the switches, gauges, and functional checkout of the alarm circuits.
controls to operate the unit and contains alarm
indicators which signal engine or system malfunctions. A particular unit may not have all the switches,
This section contains a legend of switches and relays, or electrical e q u i p m e n t listed. A c t u a l
relays, switch and relay settings, and a brief equipment can only be determined from assembly-
drawings and schematic diagrams for that particular
installation.
L E G E N D OF
ELECTRICAL DEVICES
Switches, relays, and electrical equipment bear

names descriptive of their functions or relationship
to other components. Identification letters for
components are generally direct abbreviations of
the names. A legend of switches, relays, and
electrical equipment follows.
SWITCH LEGEND
Legend Description
CAS Clutch Air
CPS Crankcase Pressure
ETS Engine Temperature
FPS Fuel Pressure
FVS Filter Vacuum
GCS Gear Cooler
HOS High Oil Temperature
IHTS Immersion Heater Temperature
LLS Low Oil Level
24140 LOS Lube Oil Pressure

Fig.1 5A-1 - Engine Control Cabinet,
Front Exterior LTS Low Oil Temperature
112El182 15A-I
Section 15A
I
@@@@
RELAY LEGEND
I
L . . . . . . . . . . J
Annunciator Relays
Legend Description
tl-o-i ,.OPS'
o 0 "0--::,---:,,
:0,
' ', FPS' CAS-' OP (K1) Lube Oil Pressure
"T", I-T
,, Y~ ;7 CP (K2) Crankcase Pressure
W
HE (K3) Hot Engine
[
t OL (K4) Lube Oil Level
F1 F2 F3F4 TP (K5) Turbo Oil Pressure

I
,~| I~I, i"-I, ! WL (K6) Water Level

I
GIR LTR T O S X
Itr-ul~ Itrul |--
LW (K6) Low Water Pressure
I i I-'-! i ir--I I ---t
I I
I STR STRX I HO (K7) High Oil Temperature
I lu-ul L I ~ I
I
I
I I CA (K8) Low Clutch Air
I
I
8 ER FPR
,j
I
,
I
I
OT (K9)
FV (KIO)
Overspeed Tripped
Filter Vacuum
V I
I
I
GC (KII) Gear Cooler
-f"N-
~J
! I
I I
AR (K 13) Alarm Relay
i |
M IHCB* I
IHT*
I
I
!
|
!
li I
I
I
I
I |
I SYSTEM RELAYS
I
l I Terminal J
Board Legend Description
I .-J
I I
i
I
I
I
I
I ER Engine Run
1 I IHC* I
!
I I WPC *
I o
_1
!
FPP Fuel Prime
I
i
!
i FPR Fuel Pressure
!
I
t- GIR Governor Idle
*Optional Equipment 24141 LTR Low Oil Temperature

Fig.1 5 A - 2 - E n g i n e Control Cabinet,
M Turbo Lube P u m p
Front Interior
LWS Low Water Pressure PT Turbo Pump Timer
OPS Oil Pressure SD Shut Down
OTLS Overspeed Trip Limit STR Start
TOS Turbo Oil Pressure STRX Start Auxiliary
WLS Water Level TOSX Turbo Oil Pressure Auxiliary
15A-2 75E480
Section 15A
E Q U I P M E N T LEGEND SM Starting Magnet Valve
Legend Description TLPM Turbo Lube Pump M o t o r
ETI Elapsed Time Indicator TOCB (CBTO) Turbo Oil Circuit Breaker
FPM Fuel Prime Motor WPC Water Pump contactor
GS Governor Solenoid
IHC Immersion Heater Contactor RELAY A N D SWITCH

SETTINGS
IHCB (CBIH) Immersion Heater Circuit
Breaker Data relative to pickup and dropout of the system
switches follow. Disregard any listing not applicable
IHT Immersion Heater Transformer to a particular installation.
Switch/
Relay Pickup Value Dropout Value
CAS 931 kPa (I 35 psi) 862 kPa (125 psi)
CPS 20-46 m m (0.8"-1.8") H20
ER 10 +_ 1 seconds
ETS 98 C (208 F) 92 C (198 F)

+5
FPR 60 _ 0 seconds
FPS 83 kPa (12 psi) 62 kPa (9 psi)
279 m m (11") H20*

FVS
178 m m (7") H20**
GCS 35 kPa (5 psi)
HOS 104 C (220 F) 99 C (210 F)
IHTS 51.5 C (125 F) 68.5 C (155 F)
69-97 kPa (10-14 psi) Low Speed

LOS
179-207 kPa (26-30 psi) High Speed
LTS 35 C (95 F) 29 C (85 F)
OPS 145 kPa (21 psi) 117 kPa (17 psi)

+3
PT 25 _ 0 minutes
TOS 69 kPa (10 psi) 48 kPa (7 psi)
*Pleated paper element filter applications.

**Bag-type fiberglass element filter applications.
NOTE
All settings without tolerance are nominal. For
exact value see device drawing.
75E480 15A-3
Section 15A
NOTE ALARM TEST AND ALARM OFF Pushbuttons

The switch and relay settings listed are for a
typical propulsion unit. Individual control A L A R M TEST pushbutton is used to test the
options and customer supplied equipment may operation of the warning lights and alarm device.
require changing applicable switch and relay Pressing the pushbutton will sound the alarm and
settings. All remote monitoring equipment turn on all the warning lights. Pressingthe-ALARM
provided by customer must be connected at the OFF pushbutton will silence the alarm and turn off
appropriate annunciator contacts identified all the warning lights. During an actual alarm event,
for customer use and not at the switches. the ALARM OFF pushbutton is used to silence the
alarm, but the respective warning light will remain
ENGINE CONTROL PANEL lit until the malfunction is corrected.
The engine control panel, Fig. 15A-3, contains

w a r n i n g lights, pressure gauges, and c o n t r o l s FUEL PRIME Pushbutton (Optional)
required to operate the unit.
A switch used to automatically prime the engine
GAUGES prior to start up. Pressing the F U E L P R I M E
pushbutton establishes a circuit to the motor driven
The following pressure gauges are provided on the fuel pump. Button should be held in to operate the
engine control cabinet: pump until fuel pressure is indicated on the FUEL
OIL pressure gauge.
Raw Water (Optional) Start Air
Lube Oil Clutch Air IMMERSION HEATER Pushbuttons (Optional)
Fuel Oil ON and O F F pushbuttons are used to control

power to the immersion heater circuit and the water
SWITCHES circulating pump. Pressing the ON pushbutton
starts the water circulating pump and energizes the
The following switches are available on the engine immersion heater. Pressing the OFF pushbutton
control cabinet: turns pump and heater off. This switch is normally
left in the ON position.
CONTROL POWER Pushbuttons
SHUTDOWN SELECTOR Switch (Optional)
ON and OFF pushbuttons are used to control the
input power to the engine control cabinet. Pressing A switch used to select one of two possible responses
the ON pushbutton turns power on and actuates a to an alarm event caused by either an excessive
"Control Power" indicator light on the control crankcase pressure or low oil pressure condition. In
power switch and the "ON" indicator light on the the NORMAL SHUTDOWN position, activation
alarm test switch. Pressing the OFF pushbutton of the alarm system due to either condition will
turns power and indicator lights off. cause the engine to shutdown. Placing the selector
switch in the E M E R G E N C Y A L A R M position
ENGINE START/ENGINE STOP Pushbuttons turns on a "SHUTDOWN SELECTOR" indicator
light and allows only the alarm system to activate in
The ENGINE START and ENGINE STOP push- response to these conditions.
buttons are used to manually start and stop the
engine. Prior to engine start, the start pushbutton is W A R N I N G LIGHTS
pressed momentarily to start the turbo lube pump,
then released. After a 60 second pause, the start The following warning lights are available on the
pushbutton is again pressed and held in to start the engine control cabinet:
engine. Engine running speed after start is controlled
by the governor. Pressing the stop pushbutton will C' CASE PRESSURE
shut down the engine.
Indicates that there is a positive pressure (rather
NOTE than the normal negative pressure) in the crankcase.
Prior to pressing the ENGINE STOP push- A crankcase pressure of 20-46 mm (0.8"-1.8'3 H20
button, engine should be brought down to idle will light a warning light, sound the alarm, and
speed for a 17 minute cool down period. cause the engine to shutdown.
15A-4 75E480
Section 15A
RAW WATER LUBE OIL FUEL OIL START AIR CLUTCH AIR
Optional Pushbutton I @ l ~ ~ ~ j Engl~%%tStoar~2 i.tt%Pes

Switches, Indicator
Lights Or Panel Plugs
h Flq ~~___~[--~ 6 [--~ "~"~ "i~~-_.~1,
,I CuOnthr~uttPoOW~rwOcn/e0ff
ANNUNCIATOR
__@_i_@_ __@_i@
@ !@ @ @~@ ~ --Alarm-Test/0ff
-(~)-i~)- @ @i@ PushbuttonSwitches
Q ----~.___ Opt iona I S h u t d o w n

Selector S w i t c h
SHUTDOWN SWITCH
1, CirculateOil Pressure* 9. CrankcasePressure

2, LubeOil Level 10. StartFailure*
3, LubeOil Pressure 11. GearCoolerPressure*
4. LowFuelPressure* 12. Hot Engine
5. LowTurboOil Pressure 13. LowOil Temperature*
6. OverspeedTripped 14. EngineAir Filter*
7. WaterLevel 15. HighOil Temperature
8. LowClutchAir*
*OptionalOr UnusedWarningLights 24142
Fig.15A-3 - Engine Control Panel
75E480 15A-5
Section 15A
HOT ENGINE G E A R C O O L E R P R E S S U R E (Optional)
Engine water temperature of 98 C (208 F) will When skin cooler water pressure in the reduction
light a warning light and sound the alarm. gear lube oil cooling system drops to below 35 kPa
(5 psi), a warning light comes on and the alarm will
L O W T U R B O OIL P R E S S sound.
At engine shutdown, the turbo oil pump operates

for 25 minutes to maintain turbo oil pressure. A PYROMETER A N D SELECTOR
pressure below 69 kPa (10 psi) will light a warning
light and sound the alarm.
SWITCH (Optional)
OVERSPEED TRIPPED A unit can be e q u i p p e d with a p y r o m e t e r and
selector switch mounted on the side of the engine
If engine R P M should exceed specified limit, a control cabinet, Fig. 15A-4. The pyrometer is to be
warning light c o m e s on, alarm will soudd, and connected by the customer to outlet boxes mounted
engine will shut down. along the engine exhaust manifold. Thermocouples
are installed in each engine exhaust manifold riser to
HI-OIL T E M P . indicate the exhaust gas temperature. The pyrometer
has a temperature range of from 0 to 649 C (1200
Engine lube oil temperature of 104 C (220 F) will F) and the selector switch can monitor up to 20
light a warning light and sound the alarm. cylinders. Refer to Air Intake And Exhaust Systems
section of this manual for outlet box and thermocouple
LOW C L U T C H A I R (Optional) connections.
When clutch air pressure drops to below 862 kPa

(125 psi), a warning light comes on and alarm will
sound.
LUB OIL LEVEL
Provided to alert o p e r a t o r of an insufficient oil

supply. When lube oil supply is reduced to a
predetermined level in the crankcase (oil pan) a
warning light comes on and the alarm will sound.
LUB OIL P R E S S U R E
When governor oil pressure drops below 83 kPa (12

psi) at low speed or below 193 kPa (28 psi) at high
speed, a warning light comes on and alarm will
sound.
ENG. A I R F I L T E R (Optional)
When air inlet depression at the turbocharger is

greater than 279 mm (11") H20 on units with pleated
paper air intake filters or 178 mm (7") H 2 0 on units
with fiberglass air intake filters, a warning light
comes on and the alarm will sound.
W A T E R LEVEL
Provided to alert operator of an insufficient water

20998
supply. When water supply is reduced to a predeter-
mined level in the expansion tank, a warning light
comes on and the alarm sounds. Fig. 1 5 A - 4 - P y r o m e t e r A n d Selector S w i t c h
15A-6 75E480
Section 15A
S Y S T E M RELAYS
The system relays, Fig. 15A-5, are located on the
back wall of the engine control cabinet. Each relay,
Fig. 15A-6, is used for a respective engine start,
run, or shutdown system function. Refer to Service
Data for relay specifictions, operational votages
and hi-pot test. Refer to Troubleshooting Section of
this m a n u a l for description of circuits involving
these relays.
Indicates Relay De-Energized.

27198
Fig.1 5 A - 6 - System Relay
A N N U N C I A T O R RELAYS
Basically, each main engine system is monitored by
a switch which keeps a respective annunciator relay
energized during normal operation, preventing an
alarm. If a malfunction should occur, the switch
opens and de-energizes a relay which operates the
alarm system. A typical alarm system circuit with
switch, corresponding annunciator relay, warning
Fig.1 5 A - 5 - System Relays light and alarm is described on page 15A-10.
112El182 15A-7
Section 15A
ANNUNCIATOR RELAY panel contains the annunciator relays and associated

PANEL electronics which control the warning lights and
alarm bell. Refer to Fig. 15A-8 for annunciator
The annunciator relay panel, Fig. 15A-7, is located relay schematic diagram. Refer to Service Data for
on the inside of the engine control cabinet door. The relay specifications and operational voltages.
Control
;t Door . m
K2
i ,=
, m
--[ Annunciator 0* "------

K3 i Panel K1 ---._
, ~
~ ~.,
*Available for optional alarms 24037
Fig.1 5 A - 7 - A n n u n c i a t o r Relay Panel
15A-8 75E480
Section 15A
48-
2 4 V D C ~ - - ~1 2 0 V DCl15 VAC Alarm
Test/Off
4- -- -I-
4 10 14 12 13 11 15
;--9__Y__Y____L_Y
i ,
.....1_t___
CURRENT ,--
i t REGULATOR ' I
,,~o, ,,,"1 ~ ~ T - - I " -

~o=. RELAY i 1 1
90 I , I . -
" ~ 1 .,.,c
70 L_I-~-~:_L ....... '-" i,
!)
K1
930 -- ~
20 i "H'NCI
.i
950
10 -- -
r-----q ~ 9 4
_:
88
,~)1.t------~ 87
89
___~I t-~
:~
82
~= I_ . . . . . -?,T-l=: 0
- - - - - } ~ 7:3
!~ " I_ . . . . .
____,,_1 1-0,8
"~-]
7O
67
68
69 . . . . .
i
~
;:t
~1-1 62
~1~1 t _ __ -_ i _ __-'_,! I-o58
53 . . . . . .
3 6 ~ - ~
31
34 ;
33
32 _ _ .
)~ K1, _._
~ i
(
~o~ K12 I __ _~_I ~16

180--I ! . . . . . .
24038
Fig.1 5 A - 8 - Annunciator Relay Schematic Diagram
75E480 15A-9
Section 15A
ALARM SYSTEM LEGEND
System Switch Annunciator Relay Warning Light Alarm Relay
LOS OP (K1) Lube Oil Press, AR (Kl3)

CPS CP K2) Crankcase Press. AR (K13)
ETS HE (K3) Hot Engine AR (K13)
LLS OL (K4) Lube Oil Level AR (Kl3)
TOS TP (K5) Low Turbo Oil Press. AR (Kl3)
WLS WL (K6) Water Level AR (Kl3)
HOS HO (K7) High Oil Temp. AR (K 13)
CAS CA (K8) Low Clutch Air AR (K13)
OTLS OT (K9) Overspeed Tripped AR (K 13)
FVS FV (KI0) Engine air Filter AR (K13)
GCS GC (KII) Gear Cooler Press. AR (Kl3)
NOTE
A crankcase pressure m a l f u n c t i o n or an
overspeed condition will also shut down the
engine.
TYPICAL ANNUNCIATOR NOTE

OPERATION Primary alarm device is installed in this circuit
at a terminal barrier strip in the engine control
The annunciator operation is basically the same for cabinet. Additional terminals are provided for
all alarms. The hot engine alarm circuit through the a second remote alarm device. Refer to wiring
annunciator is described to explain typical annunciator diagrams for the particular installation to
operation. identify terminals.
HOT ENGINE ALARM CIRCUIT

When ALARM OFF pushbutton is pressed:
During normal operation, the hot engine relay HE
coil is picked up through normally closed contacts Positive 24 volt feed to charging circuit is
of the alarm relay AR and latched in by its own interrupted causing alarm relay AR coil to de-
normally open contacts. The negative side of the HE energize and return contacts to normally closed
relay is connected through the engine temperature position, breaking circuit to alarm device.
switch ETS and the alarm test switch. Dropout of
the ETS switch causes the following (Fig. 15A-9):
HOT ENGINE warning light remains lit until
HE normally closed contacts close. engine temperature is reduced allowing ETS
switch to close.
Completes a circuit to HOT ENGINE warning
light located on the hidden legend annunciator
light panel. When ETS switch closes:
Provides a positive 24 volt feed to a charging HE relay coil picksup returning contacts to
circuit which picks up and holds alarm relay AR normally open position, breaking circuit to
coil energized, establishing alarm circuit. HOT ENGINE warning light.
15A-10 75E480
Section 15A
~ m 1.
I i
I _ II ALARM I ~/7c II
, / TEST/OFF I II
I- l HE | L_._
(K3)
I -~o
t'
I
I " AR
C 0 "! (K13)
I
I . & lETS
II ' HOT
I ~ I
I'--"/ J ENGINE [ I"
l_ I
i I ALARM
I DEVICE
. . . . . . . . . . I I
I . . _ --I
I
~l) 24039
Fig.1 5 A - 9 - Typical A n n u n c i a t o r Circuit

( S h o w n In A l a r m Condition)
112El182 15A-11/15A-12
Section 15A
SERVICE DATA
PROPULSION UNIT
SPECIFICATIONS
Clearance and dimensional fimits listed below are defined as follows:
any time unscheduled maintenance is performed, the service limits should not be exceeded Engine
SYSTEM RELAYS
I C3
T03 NC3
C1 C1 N030
Noo T
NO1 0 0 NO2 NO10 O NO2 1
C2 ~ C2
Y Z 1
y
' l Z
74 VDC System Relay Schematic Diagram 120 VACSystem Relay Schematic Diagram 24143
Contacts Contacts
3 Normally Open Or 3 Normally Open Or

3 Normally Closed .... 10 amp, 74 V D C 3 Normally Closed .... 5 amp, 120 VAC
Coil (at 25 C) ....... 176 ohms + 10% Coil (at 20 C) ....... 4320 ohms + 20%
(Y to Z- 16,500 ohms + 20%)
Operations (at 25 C) Operations (at 20 C)
W o r k in g Voltage .......... 28 V D C W o r k i n g Voltage ......... 120 VAC
Pickup - M a x . . . . . . . . . . . . 18 V D C Pickup - M a x . . . . . . . . . . . . 98 V A C
Dropout ............. 1-9 V D C Dropout ............. 5-65 V A C
75E480 15A-13
Section 15A
74 VDC System Relay - continued 120 VAC System Relay - continued
Hi-Pot 60 Hz, 1 Minute Hi-Pot 60 Hz~ 1 Minute
Coil To G r o u n d 1000 V R M S Coil To G r o u n d
Coil To Contacts Coil To Contacts

1500 V R M S
i
Contacts To Ground 2400 V R M S Contacts To G r o u n d
Contact To Contact Contact To Contact
ANNUNCIATOR RELAY
I ,t
O NC2
~ NC1 O
NO2
O
~' NOI~ ) .o3t
C1 o,,c2 C3
0 0
YO 0 Z
I 'X/V
24144
24 VDC Annunciator Relay Schematic Diagram
Contacts
3 Pole, Double Throw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 amp, 74 VDC
Coil (at 25 C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 ohms _+ 10%
Operations (at 25 C)
Working Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 VDC
Pickup-Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 VDC
Dropout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 VDC
Hi-Pot 60 Hz, 1 Minute
Coil To Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 V R M S
Coil To Contacts
Contacts To Ground / . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 V R M S
Contact To Contact
] 5A- 14 75E480
SECTION 15B
GENERATING UNIT
CONTENTS PAGE
LEGEND OF ELECTRICAL DEVICES
SWITCH LEGEND 15B-1
RELAY LEGEND 15B-2
EQUIPMENT LEGEND 15B-3
RELAY AND SWITCH SETTINGS 15B-3
ENGINE CONTROL PANEL
GAUGES 15B-5
SWITCHES 15B-5
WARNING LIGHTS 15B-7
SYSTEM AND ANNUNCIATOR

RELAYS 15B-7
75E480
SECTION
645E7C/F7B 15B
G E N E R A T I N G UNIT
The g e n e r a t i n g unit engine c o n t r o l cabinet,
Figs. 15B-1 and 15B-2, is mounted on the accessory
rack. The cabinet contains the switches, gauges, and
controls, Fig. 15B-3, to operate the unit, and con-
tains alarm indicators which signal engine or system
malfunctions. This section contains a legend of
switches and relays, switch and relay settings, and a
b r i e f d e s c r i p t i o n of engine c o n t r o l c a b i n e t
components of the type cabinet shown in Fig. 15B-l.
A particular unit may not have all the switches,

relays, or electrical e q u i p m e n t listed. Actual
equipment can only be determined from assembly
drawings and schematic diagrams for that particular
installation.
L E G E N D OF
ELECTRICAL DEVICES
Switches, relays, and electrical equipment bear
names descriptive of their functions or relationship
to other components. Identification letters for
components are generally direct abbreviations of
the names. A legend of switches, relays, and
electrical equipment follows.
SWITCH LEGEND
Legend Description
COPS Circulating Oil Pressure
CPS Crankcase Pressure
ETS Engine Temperature
FPS Fuel Pressure
FVS Filter Vacuum
GCS Governor Control
HOS High Oil Temperature
IHTS Immersion Heater Temperature 24031

Fig.1 5B-1 - Engine Control Cabinet,
LLS Low Oil Level Front Exterior
112El182 15B-I
Section 15B
OTLS Overspeed Trip Limit
SAS Start Air Pressure
SSP Speed Sensing Panel

'....
', OPS's ' 0 :0--!
' '-0--'
' ' ....
' LW.q '
TOS Turbo Oil Pressure
'I _ _ . '|. . . . ' SAS.',
i ' FPS-, ' i_
' ---' i
,-7" IFgI '_I o__'
'-F' r~
,.~
,n
I ;
;i' WLS Water Level
II ~I
. II
- Id|l
,.
RELAY LEGEND
A N N U N C I A T O R RELAYS
Legend Description
F1F2 F3* F4*
OP (K1) Lube Oil Pressure
i i
CP (K2) Crankcase Pressure

GIR LTR TOSX TB2!
r,----
HE (K3) Hot Engine
i r--I1 i1-~1 I
STRASCX OL (K4) Lube Oil Level
I u,.ul lu..ul F
TP (K5) Turbo Oil Pressure
WL (K6) Water Level
LW (K6) Low Water Pressure

G
1 HO (K7) High Oil Temperature
LO (K8) Low Oil Temperature
OT (K9) Overspeed Tripped
FV (KIO) Filter Vacuum
IHC*
EMR
I ~ 'I E==[ CO (KI0) Circulating Oil Pressure
[
t~ ITD
1J SA (K11)
SF (K12)
Low Start Air
Start Failure
I
AR (K 13) Alarm Relay
SYSTEM RELAYS
I I I
*Optional Component 24145
Legend Description
Fig.15B-2 - Engine Control Cabinet,
Front Interior ASCX Auto Start Control Auxiliary
LTS Low Oil Temperature EC Engine Cooling
LWS Low Water Pressure ECA Engine Cooling Auxiliary
OPS Oil Pressure EMR Emergency Run
15B-2 75E480
Section 15B
ER Engine Run FPM Fuel Prime Motor
ESD Engine Start Delay GS Governor Solenoid
ESR Engine Speed (200 RPM) IHC Immersion Heater Contactor
FPP Fuel Prime IHCB (CBIH) Immersion Heater Circuit

Breaker
FPR Fuel Pressure
IHT Immersion Heater Transformer
GIR Governor Idle
SM Starting Magnet Valve
ITD Idle Time Delay
TLPM (PMTL) Turbo Lube Pump Motor
LTR Low Oil Temperature
TOCB (CBTO) Turbo Oil Circuit Breaker
M Turbo Lube Pump
WPC Water Pump Contactor
OPSX Oil Pressure Auxiliary
RELAY A N D SWITCH
PT Turbo Pump Timer
SETTINGS
SD Shut Down
Data relative to pickup and dropout of the system
STR Start switches follow. Disregard any listing not applicable
to a particular installation.
TOSX Turbo Oil Pressure Auxiliary
NOTE
VSR Engine Speed (870 RPM) The switch and relay settings listed are for
standard generating unit operation. Individual
EQUIPMENT LEGEND control options and customer supplied equip-
ment may require changing applicable switch
Legend Description and relay settings. All remote monitoring
equipment provided by customer must be
CPM Circulating Pump Motor connected at the appropriate annunciator
contacts identified for customer use and not at
ETI Elapsed Time Indicator the switches.
75E480 15B-3
Section 15B
Switch/
Relay Pickup Value D r o p o u t Value
COPS 145 k P a (21 psi) 117 kPa (17 psi)
CPS 20-46 mm (0.8"-1.8") H20

+0
EC 15 _ 2 minutes
ER 10 + 1 seconds
ES 200_+ OoRPM
+1
ESD 10 _ 0 seconds
ESR 150 +__ 10 seconds
ETS 88 C (190 F) 82 C (180 F)
ETS1 93 C (200 F) 88 C (190 F)
ETS2 98 C (208 F) 92 C (198 F)

+5
FPR 60 _ 0 seconds
FPS 83 kPa (12 psi) 62 kPa (9 psi)
279 mm (11'9 H20*

FVS
178 mm (7") H20**
HOS 104 C (220 F)
ITD 170 + 10 seconds
LTS 35 C (95 F) 29 C (85 F)
LWS/OPS 145 kPa (21 psi) 117 kPa (17 psi)
PT 25 + 3u minutes
SAS 931 kPa (135 psi) 862 kPa (125 psi)
STR 15 + 1 seconds
TLTD 20 minutes
TOS 69 kPa (10 psi) 48 kPa (7 psi)
VS 870 _+ 20 R P M
*Pleated paper element filter application.

**Bag-type fiberglass element filter applications.
NOTE
All settings without tolerance are nominal. For
exact value see device drawing.
15B-4 75E480
Section 15B
ENGINE CONTROL PANEL ALARM TEST AND ALARM OFF Pushbuttons
The engine control panel, Fig. 15B-3, contains A L A R M TEST pushbutton is used to test the
w a r n i n g lights, pressure gauges, and controls operation of the warning lights and alarm device.
required to operate the unit. Pressing the pushbutton will sound the alarm and
turn on all the warning lights. Pressing the ALARM
GAUGES OFF pushbutton will silence the alarm and turn off
all warning lights. During an actual alarm event, the
The following pressure gauges are provided on the ALARM OFF pushbutton will silence the alarm,
engine control cabinet. but the respective warning light will remain lit until
the malfunction is corrected.
Gauges Pickup Location
Oil Pressure From oil monitor line with pickup at FUEL PRIME Pushbutton (Optional)
turbo lube oil filter. (Line enters
engine at front, right bank, top deck A switch used to automatically prime the engine.
frame.) Use of the switch will operate a motor driven fuel
pump (optional) to prime the engine prior to start
Fuel Pressure In line between engine fuel pump up.
and engine mounted fuel filter.
AUTO START CONTROL Pushbuttons (Optional)
Air Pressure At inlet to air starting system on
right side of engine frame. ON and OFF pushbuttons are used to select a start
control mode as follows:
SWITCHES
The following switches are available on the engine AUTO START ON - Allows system to accept
control cabinet. either an automatic start signal or a remote
manual start signal.
CONTROL POWER Pushbutons
ON and OFF pushbuttons are used to control the AUTO START OFF - System can be started
input power to the engine control cabinet. Pressing manually from control panel only.
the ON pushbutton turns power on and actuates a
"Control Power" indicator light on the control
power switch and the "ON" indicator light on the IMMERSION HEATER Pushbuttons (Optional)
alarm test switch. Pressing the OFF pushbutton
turns power and indicator lights off. ON and OFF pushbuttons are used to control
power to the immersion heater circuit and the lube
ENGINE START/ENGINE STOP Pushbuttons oil circulating pump. Pressing the ON pushbutton
starts the lube oil circulating pump and energizes the
The ENGINE START and ENGINE STOP push- immersion heater. Pressing the OFF pushbutton
buttons are used to manually start and stop the turns pump and heater off. This switch is normally
engine. Prior to engine start, the start pushbutton is left in the ON position.
pressed momentarily to start the turbo lube pump,
then released. After a 60 second pause, the start
pushbutton is again pressed and held in to start the GOVERNOR CONTROL Pushbuttons
engine. Engine running speed after start is controlled
by the governor. Pressing the stop pushbutton will GOVERNOR RAISE and GOVERNOR LOWER
shutdown the engine. pushbuttons are used to manually change the engine
speed. Pressing the GOVERNOR RAISE pushbutton
NOTE will increase engine speed. Pressing the GOVERNOR
Prior to pressing the ENGINE STOP push- LOWER pushbutton will decrease engine speed.
button, GOVERNOR LOWER control should High and low governor limit switches prevent
be used to bring engine speed down to idle raising or lowering engine speed beyond specific
speed for a 17 minute cool down period. limits.
75E480 15B-5
Section 15B
OIL PRESSURE FUEL PRESSURE AIR PRESSURE
Auto Start O n /
Auto Start Off Governor Raise/
. / G o v e r n o r Lower
Pushbutton Switch "~
Pushbutton Switches
Auto Start On Engine-Start/Stop

Indicator Light - - P u s h b u t t o n Switches
Control Power-On/Off
Pushbutton Switches
Immersion Heater O n /
Optional Pushbutton Immersion Heater Off
Switch, Indicator IY _@_j_O_i_QI_O_L_OJ Pushbutton Switches
Lights Or Panel Plugs
Lo! @!o o] @
-- - ~]-@-@/ ~ i ~Alarm-Test/Off
Pushbutton Switches
1. Circulate Oil Pressure* 9. Crankcase Pressure
2. Lube Oil Level 10. Start Failure*
3. Lube Oil Pressure 1 1. Low Start Air*
4. Low Fuel Pressure* 12. Hot Engine
5. Low Turbo Oil Pressure 13. Low Oil Temperature*
6. Overspeed Tripped 14. Engine Air Filter*
7. Water Level 15. High Oil Temperature
8. Low Clutch Air*
*Optional Or Unused Warning Lights 24146
Fig.1 5 B - 3 - E n g i n e Control Panel
15B-6 75E480
Section 15B
WARNING LIGHTS oil temperature of below 29 o C (85 F) will light a

warning light and sound the alarm.
The following warning lights are available on the
engine control cabinet: LUB OIL LEVEL
C'CASE P R E S S U R E Provided to alert o p e r a t o r of an insufficient oil

supply. W h e n lube oil supply is reduced to a
Indicates that there is a positive pressure (rather predetermined level in the crankcase (oil pan), a
than the normal negative pressure) in the crankcase warning light will come on and alarm will sound.
(oil pan). A c r a n k c a s e p r e s s u r e of 20-46 m m
(0.8"-1.8") H20 will light a warning light, sound an LUB OIL P R E S S U R E
alarm, and shut down the engine.
Lube oil pressure below 117 kPa (17 psi) will light a
HOT ENGINE warning light, sound the alarm, and cause engine
shutdown.
Engine water temperature 98 C (208 F) will light a
warning light and sound an alarm. W A T E R LEVEL (Optional)
LOW T U R B O OIL P R E S S U R E Provided to alert operator of an insufficient water

supply. W h e n the water supply is reduced to a
Provided on turbocharged engines only. At engine p r e d e t e r m i n e d level in the e x p a n s i o n t a n k , a
shutdown, the turbine oil pressure pump operates warning light comes on and alarm will sound.
for 25 minutes to maintain turbo oil pressure. A
pressure below 69 kPa (10 psi), will light a warning C I R C U L A T I N G OIL P R E S S S U R E (Optional)
light and sound an alarm.
Provided with immersion heater (optional). When
OVERSPEED TRIPPED engine is at standstill, immersion heater heats engine
c o o l a n t w h i c h heats the l u b r i c a t i n g oil being
If engine R P M should exceed the specified limit, a circulated. If circulating oil pressure drops below
warning light comes on, alarm will sound and 117 kPa (17 psi), a warning light will come on, alarm
engine will shut down. will sound, and the starting system will be interrupted
to prevent an engine start.
HI-OIL T E M P .
S T A R T F A I L U R E (Optional)
Lube oil temperature of 104 C (220 F) will light a
warning light and sound an alarm. Provided on engines with automatic start control
(optional). If engine fails to start within 15 seconds
LOW F U E L P R E S S U R E (Optional) after a start signal is received, a warning light comes
on, alarm will sound, and the starting circuit is
Fuel pressure below 62 kPa (9 psi) will light a interrupted to lockout another starting attempt.
warning light and sound an alarm.
LOW S T A R T AIR (Optional)
ENG. AIR F I L T E R (Optional)
When start air pressure drops below 862 kPa (125
Provided on engines equipped with disposable psi), a warning light comes on and alarm will sound.
pleated paper element air intake filters or disposable
bag-type fiberglass element air intake filters. When SYSTEM AND
air inlet depression at the engine air inlet is greater ANNUNCIATOR RELAYS
than 279 m m (11") H20 for pleated paper element
filters and 178 mm (7") HzO for fiberglass element
filters will light a warning light and sound an alarm. The generating unit has the same basic system and
annunciator relays as the propulsion unit with some
LOW OIL T E M P . (Optional) application variations. Refer to Section 15A for
description of these relays. Refer to Service Data in
Provided with immersion heater (optional). When Section 15A for relay specifications, operating
engine is at standstill, immersion heater heats engine voltages and hi-pot test data. See Troubleshooting
c o o l a n t , w h i c h h e a t s the l u b r i c a t i n g oil being Section of this manual for description of circuits
circulated to enable an immediate engine start. Lube involved in operation of these relays.
75E480 15B-7
SECTION 16 ',
TROUBLESHOOTING
STARTING SYSTEM ENGINE P E R F O R M A N C E
STARTER WILL NOT UNEXPECTED ENGINE

CRANK ENGINE AT ALL 16-3 SHUTDOWN 16-27
STARTER ENGAGES BUT CRANKCASE PRESSURE

CRANKING SPEED IS TOO SHUTDOWN 16-28
SLOW TO START ENGINE 16-6
OVERSPEED SHUTDOWN 16-30
ENGINE WILL NOT START WHEN
CRANKED AT PROPER SPEED 16-7 ENGINE SPEED HUNTING
(SPEED DEPARTURE) 16-31
FUEL SYSTEM
CYLINDER MISFIRE 16-32
LOW FUEL OIL PRESSURE 16-9
ENGINE KNOCKING 16-35
EXCESSIVE VIBRATION 16-35
LACK OF OIL DELIVERY FROM
THE SCAVENGING SYSTEM 16-12 LOSS OF POWER (WITH A
CLEAN STACK-NO SMOKE) 16-36
HIGH LUBRICATING OIL
TEMPERATURE 16-15 ENGINE EMITTING BLACK
OR GRAY SMOKE 16-39
EXCESSIVE USE OF
LUBRICATING OIL 16-16 ENGINE EMITTING BLUE SMOKE 16-43
LOW ENGINE OIL PRESSURE 16-19 TURBOCHARGER
DILUTED, CONTAMINATED, PRELIMINARY TROUBLESHOOTING

OR I M P R O P E R OIL 16-21 INSPECTION 16-44
T U R B O C H A R G E R PRELUBRICATION TROUBLESHOOTING RUNNING

(SOAK BACK) SYSTEM FAILURE 16-22 TURBOCHARGER 16-45
COOLING SYSTEM TROUBLESHOOTING ENGINE WITH

FAILED T U R B O C H A R G E R 16-49
LOW WATER PRESSURE
(PRESSURE COOLING "ONE REVOLUTION" INSPECTION
SYSTEMS ONLY) 16-23 SEQUENCE CHARTS 16-52
POOR COOLANT DELIVERY 16-23 LINER/PISTON VISUAL

INSPECTION GUIDE 16-58
EXCESSIVE COOLANT LOSS 16-24
PROPULSION SYSTEM
HIGH COOLANT T E M P E R A T U R E 16-24 TROUBLESHOOTING 16-65
GENERATING SYSTEM
TROUBLESHOOTING 16-79
75E480
SECTION
645E7C/F7B 16
TROUBLESHOOTING
INTRODUCTION
To derive maximum benefits from this section, it is recommended that the
reader refer to the section Table of Contents to locate the specific area of
interest.
All references made to other sections of this Engine Maintenance Manual, or

to applicable Maintenance Instructions should be reviewed for additional
information.
112El182 16-1/16-2
m STARTING SYSTEM
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FAULT POSSIBLE
CONDITION CAUSE RECOMMENDED CHECK OR CORRECTIVE ACTION
STARTER WILL U N K N O W N - Whether due to fault a. Note whether starter motors respond when starting switch is operated - If
NOT C R A N K in the starter system or a mechanical starters do not respond it is a starter malfunction.
ENGINE AT ALL obstruction in the engine.
b. Open all of the cylinder test valves and attempt to rotate crankshaft by
engaging the manual barring tool in the flywheel.
If the engine can be barred over one complete revolution, it is a starter

system problem - See possible cause "Starter Malfunction."
If the engine can not be barred over one complete revolution - See
possible cause "Cranking Prevented By Mechanical Obstruction."
STARTER MALFUNCTION
1. S t a r t e r c o n t r o l b a t t e r i e s are Test for proper battery charge and inspect cable connections of control
q~ inoperative. circuit batteries.
ta,a
2. Starter controls are incorrectly a. If the equipment has an isolation switch, make sure it is in the " S T A R T "
set. position.
b. Check that all switches and circuit breakers in the engine control and
protective circuits are properly positioned.
On a turbocharged engine, make sure that the turbocharger lube pump

circuit breaker is closed.
c. On engines with electric starting, make sure that the battery knife switch is
closed and the starting fuse still has continuity.
d. On engines with air starting, check that the starting reservoirs are fully
charged to the proper pressure and are free of water accumulation. Check
that all valves in the air line to the starter motors are open.
rat]
If the starters still do not respond, check the following (depending on the
system) while the start switch is in the start position: b-*.
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Establish whether or not there is voltage across the starter motors (on O~
units with separate electric start motors).
r/l
FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION
o
Establish whether or not there is a voltage potential across the gener-
ator start winding terminals (on units using main generator for
starting).
Establish if there is air pressure available at the starters (on units with
air start).
3. Starter motors inoperative. If voltage or air pressure is being supplied to the starter motors, remove the
starter motors and bench test in accordance with instructions in the Engine
Maintenance Manual.
On main generator starting systems, examine the generator itself for damage
to the bus bars connecting the starter windings, or possible loose connections
to this circuit.
. Starter control circuit is inoper- a. On engines with separate electrical starting motors, check whether or not
ative. (No power or air is being the ST and STA (if so equipped) contactors have picked up.
supplied to starter.)
If the starting contactor(s) has picked up, then check its internal con-
4~ tacts for damage, and check for loose starting cables.
If the starting contactor(s) has not picked up, trace the starting control
circuit for open interlocks, or loose or broken wiring.
b. On engines using the main generator for starting, check whether or not the
GS contactor has picked up.
If the GS contactor has picked up, check its internal contacts for
damage, and check for loose starting cables.
If the GS contactor has not picked up, trace the starting control circuit
for possible open interlocks or broken wiring.
C. On engines using air starters, check the air start control valve for failure to
pick up, and check for restrictions in the starter air supply lines. If the
engine is equipped with a turbo pump or priming pump security interlock,
make certain that the pump has been activated and the interlock functions
',,d
con
properly.
CO
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03
13"1 5. Starter m o t o r pinions do not a. Check gear teeth on pinion and flywheel gear for damage or debris.
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engage properly.
b. On air start systems, check air lines to engagement mechanism, the sole-
noid valve and the control valve for proper operation.
c. Check that starter motors are mounted and aligned properly.
d. Bench test starter motors for proper engagement operation (See Engine
Maintenance Manual).
MECHANICAL
OBSTRUCTION
1. Damaged engine assemblies or a. Remove all air box handhole covers and perform a complete visual
debris. inspection. Look at all assemblies for broken or damaged components.
Check for debris in the airbox and liner port area.
b. Remove all oil pan handhole covers and inspect for:
Damaged or bent connecting rods.

5~
Damaged counterweights.
Evidence of overheated main bearings and supporting "A" frames.
Damage to the lower liner skirt of any cylinder liner.
C. Check that all piston cooling pipes are in place and intact. If a damaged
piston cooling oil pipe is found, the related power assembly should be
inspected closely for damage.
d. If the engine was recently overhauled, then inspect all fork rod power
assemblies for proper matching of serial numbers on the basket assem-
blies. (A mismatched basket could result in a pinched connecting rod
bearing shell.)
If these steps have not disclosed any evidence of a failure, attempt to rock the
crankshaft back and forth. If it is not possible to rock the crankshaft, perform
a main bearing inspection. If it is possible, proceed to next possible cause.
2. Accessory, e q u i p m e n t or gear a. Check the air compressor for mechanical damage or loss of lubricant.
train failure.
FAULT POSSIBLE
b. Check the main generator (where applicable) for signs of bearing over
heating or rotor to stator contact.
C. Inspect the front (accessory) and rear (auxiliary) gear trains of the engine.
A failed component or gear bushing could cause the gear train to bind
which might prevent the engine from cranking.
3. Turbocharger failure. On turbocharged engines that can not be barred over in the direction of
normal rotation, reverse the direction of the engine barring by installing the
barring tool on the opposite side of the engine. If the engine can be barred
over in the reverse rotation direction, then carefully inspect the turbocharger
for rotor shaft binding.
If the rotation of the turbocharger rotor is obstructed or the shaft has failed,
the one-way clutch will engage, preventing engine rotation in the normal
turning direction. By reversing the direction of rotation, the clutch is disen-
gaged, which takes the turbocharger out of the system.
STARTER ENGAGES On electric starting systems:

O~ BUT CRANKING
SPEED IS TOO 1. Inadequate power to starters a. Check for proper battery charge, preferably by testing with a hydrometer.
SLOW TO S T A R T (or main generator).
ENGINE b. Check battery cabling for loose connections or broken cable.
2. Incorrect starter motor applica- Check that the starter motors are of the proper voltage, and are connected
tion (if applicable). correctly for the battery voltage in use. Installations with starter motors con-
nected in parallel across the battery require that the starters have a voltage
rating equivalent to battery voltage. Installations with starter motors con-
nected in series across the battery (two motors) require motors which have an
individual voltage rating 1/2 that of the battery. Starter motors with different
operating voltage ratings are never mixed in the same installation.
On air starting systems:
1. Inadequate air supply to starters. Check that there is adequate air pressure in the reservoirs and that they are
free of water.
.,q 2. Restrictions in air lines. a. Check that air line valves are fully open.
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b. Check that there are no restrictions or damaged components in the air
CO supply lines to the starters.
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c. Check that there are no restrictions in the starter exhaust connections.
Engine mechanical binding. See the preceding section on "Mechanical Obstructions." Some components
may be binding without totally restricting engine rotation.
ENGINE WILL 1. Engine protective devices tripped. Check that governor low oil button is not out. Also check low water/crank-
NOT S T A R T WHEN case pressure detector and overspeed trip mechanism to make sure they have
C R A N K E D AT not tripped. Reset if necessary.
PROPER SPEED
2. I m p r o p e r starting procedure. Check that the engine was assisted in starting by advancing the injector
control lever approximately 1/4 of the total rack travel. If no advance of the
injector control lever was made, it takes about 30 seconds of engine cranking
for the governor to move the injector rack from fuel off to idle position
resulting in engine start. (On some units, the governor is equipped with an oil
booster pump which eliminates the need to manually advance the lever.)
If the previous steps have not solved the problem, check the fuel supply to the
cylinders by opening each cylinder test valve and cranking the engine with the
,o, injector control lever advanced. A dense spray of fuel should be emitted from
--4
each cylinder. If a dense spray of fuel is observed, proceed to possible cause
#3, if not see #4.
3. Cylinders are not firing with a. Check for correct injector timing and rack setting.
fuel applied.
b. Inspect the airbox for evidence of broken rings or cylinder scoring, either
one can cause compression loss which could prevent starting.
c. Qualify the engine valve timing by performing an exhaust valve timing
check (See instructions in the Engine Maintenance Manual). Only one
power assembly in each bank of cylinders needs to be checked. If the
engine is out of time, check the condition of the timing gear train by per-
forming an idler gear check in accordance with instructions in the Engine
Maintenance Manual.
4. No fuel is reaching cylinders. a. On units with an electrical fuel pump, make certain that the control and
fuel pump switch is on and that fuel flow can be seen in the return sight
glass when the pump switch is in the "FUEL P R I M E " position. If no fuel
flow is seen, check for adequate fuel level in the fuel tank, possible suction b..i.
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leaks or a plugged suction strainer. If fuel flow is seen in the bypass fuel
sight glass, change the engine mounted filters. See "Fuel System." o~
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FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D CHECK OR CORRECTIVE ACTION
O
b. On engine driven/manual prime fuel pump installations, make sure the
system was properly primed with the hand priming pump prior to starting.
If no resistance was noted while using the hand pump, check for adequate
fuel level in the fuel tank, suction leaks, a plugged suction strainer or a
jammed fuel line check valve. If extreme resistance was noticed while
using the hand pump, check for plugged fuel filters. See "Fuel System."
5. Lack of fresh air supply to the a. Check engine air filters for plugging or air restrictions. See appropriate
cylinders. service manual for instructions.
b. Check air ducts for any mechanical damage or flow restrictions. Replace,
repair or clean as required.
C. Remove air box handhole covers as required to check for any air intake
restrictions.
d. On blower type engines, check roots blower mechanisms for any damage
or air flow restrictions. Repair or replace as necessary.
e. On turbocharged engines:
Inspect aftercooler cores for restriction of air flow. Remove and clean
if necessary.
Check turbocharger mechanism for failure. See "Turbocharger."
6. Exhaust system plugging. Check for any major plugging of exhaust flow. It is possible that a major
exhaust restriction could cause enough of a misfire condition to prevent
engine starting. On turbocharged engines, check for exhaust inlet screen
plugging.
7. Engine performance causes Consult appropriate sections in "Engine Performance."

shutdown.
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FUEL SYSTEM
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FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D CHECK OR C O R R E C T I V E A C T I O N
LOW F U E L 1. Inadequate fuel supply. Check for adequate fuel supply in main or day tank.
OIL P R E S S U R E
2. Stuck pressure relief valve. a. On locomotive installations and installations with engine mounted fuel
sight glasses, observe the 60 psi bypass sight glass to make certain that the
relief valve on the sight glass assembly is not stuck open.
b. On installations that have a bypass or pressure relief valve on the sight

glass from the inlet side of the fuel filters to a tank return, check that the
bypass or relief valve is not open.
3. Fuel filters need to be replaced. Observe the pressure drop across the fuel filters. If pressure drop is near or
above the changeout value given for the filters, replace the filter elements and
again observe fuel pressure. Use only recommended filter elements.
. F u e l oil leak i n t o l u b r i c a t i n g Check engine oil level to determine if fuel oil might be leaking into the engine
system. lubricating oil system. Inspect the top deck area of both cylinder banks for
leakage from injectors, injector j u m p e r lines, or top deck fuel manifolds.
5. Suction leak or restriction. a. On installations with no return fuel sight glass or with engine driven fuel
pump:
Inspect all suction lines for air leaks into the lines.
Check pipe connections and unions for proper tightness.
Remove and inspect the screen in the suction strainer. Clean if

necessary.
Check that all suction piping is the recommended diameter or larger.
b. On installations with a return fuel sight glass and electric fuel pump:
NOTE
A slight burst of bubbles during transient injector rack movements is
normal. b.io
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FAULT POSSIBLE O

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If bubbles are seen in the fuel sight glass while the engine is running, then w.i
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shut the engine down, hold the fuel prime/engine start switch in " F U E L
P R I M E , " and continue to observe the sight glass. If the bubbles disappear
after the engine is shut down, then the probable cause of the bubbles was
an injector with tip leakage. If the bubbles continue after the engine is shut
down, then the probable cause is afuel suction leak. This fuel suction leak
may cause air binding in the system and loss of fuel pressure. The following
steps should eliminate this fuel suction leak:
Inspect all pipe connections and unions in the fuel suction line for
proper tightness.
On l o c o m o t i v e installations, inspect the c o n d i t i o n and check for

tightness of all piping leading in or out of the fuel tank.
Clean the screen or element of the fuel suction strainer if necessary.
C. If no leak has been found, or the fuel system needs to be qualified, pressure
test the system. A p p l y a static air p r e s s u r e (414 k P a [60 psi] for
c~
installations with sight glasses and 621 kPa [90 psi] for installations with
duplex filters) to system after fully charging with fuel. Check for the
amount of pressure loss in 15 minutes. A pressure loss of 4 psi or greater
i n d i c a t e s a leak in the engine. If this occurs, c h e c k the fuel s y s t e m
thoroughly for leaks.
WARNING
A pressure of greater than 60 psi might fracture fuel sight glasses. Beware
of possible fire hazards due to fuel spillage.
6. Fuel p u m p malfunction. a. Inspect the fuel pump for leaks.
b. On installations with an engine driven fuel pump:
Inspect the pump drive coupling and check drive shaft keying or lock
screws.
R e m o v e p u m p and qualify p u m p o p e r a t i o n . See an a p p r o p r i a t e

-.L
f~ Maintenance Instruction.
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c. On installations using electric fuel pumps:
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Check for an interruption or fault in the fuel pump control circuit. Use
an a p p r o p r i a t e wiring d i a g r a m to q u a l i f y s w i t c h g e a r and wiring
connections. Check for continuity through electrical interlocks.
R e m o v e p u m p a n d qualify p u m p o p e r a t i o n . See an a p p r o p r i a t e
Maintenance Instruction.
. F o r e i g n m a t e r i a l in the fuel Foreign material may be intermittently obstructing the pick up of fuel. Drain
tank. the fuel tank. If that doesn't solve the problem, then it may be necessary to
open the fuel tank and inspect for foreign material.
. Fuel line restrictions in the fuel a. Inspect the preheater supply and bypass circuits in the fuel suction lines for
preheater (if applicable). partially closed valves.
b. If problem seems to be within the heater itself, shut off all fuel and water
supply to the preheater. This can be done via cutoff and bypass valves.
C. Remove the body and end caps and inspect the internal header bends to
!
possible trapped material obstructing the flow of fuel through the heater.
Clean or repair as required.
t~
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Many oil system problems, as well as overall engine troubleshooting problems
can be easily indentified t h r o u g h lube oil analysis. Refer to applicable o~
Maintenance Instruction for interpretation of the analysis statement.
Use only EMD oil filter elements or an equivalent in the Michiana oil filter
tank.
FAULT POSSIBLE
LACK OF OIL . Restriction in oil system such as The preliminary setup for troubleshooting the scavenging oil system should
DELIVERY FROM plugged f'dters or plugged coolers. include the installation of a pressure gauge (0-50 psi) at the quick disconnect
T H E SCAVENGING fitting on the Michiana filter tank. Follow engine prelube procedures if
SYSTEM necessary to ensure that engine bearings have an adequate supply of clean
lube oil during troubleshooting.
Follow one of the following procedures based on specific application.
F O R ALL I N S T A L L A T I O N S E X C E P T M A R I N E E N G I N E S WITH
ENGINE MOUNTED RAW W A T E R PUMP:
Before starting the engine:
a. Check for adequate supply of oil in the oil pan.
b. Make sure the strainer housing is full of oil to within about 51 mm (2")
of the screen under the large cover.
c. Also under the large cover, make sure that the Michiana tank drain
valve (with the "T" handle) is fully closed.
d. Remove the scavenging pump coarse strainer element which is held

into the strainer box by three bolts. Inspect the interior of the strainer
box for foreign material and clean if necessary. Make certain that the
clean strainer is installed with a gasket and tighten securely.
e. Remove several oil pan handhole covers and inspect the entire length
of the oil suction line leading from the governor end of the engine into
the oil sump. Any mechanical damage to this line must be repaired
before operating the engine.
h~ Start the engine. Check whether the oil level in the strainer box returns to
m
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approximately 51 m m (2") of the screen within 45 seconds.
Oi
If it does not, take a pressure reading at the Michiana tank with the engine at
idle. Shut the engine down by either pulling out the governor low oil pressure
button or tripping the overspeed shutdown lever.
If the pressure reading was low or zero, then the scavenging oil pump
and its suction line to the strainer box should be inspected. If neces-
sary, the scavenging oil pump should be removed and overhauled.
If the pressure reading was higher than 69 kPa (10 psi), then change the
oil filter elements and repeat the procedure. If the pressure is still high,
remove and clean the oil cooler core.
If it does, operate the engine and slowly increase the speed. Observe the oil
level in the strainer box at all speeds. At m a x i m u m operating speed take a
reading of the Michiana tank pressure.
If the pressure reading is above 172 kPa (25 psi), change filter elements.
(On switcher locomotives and industrial engines with tube bundle
and shell [heat exchanger] type oil coolers, the applicable value is
345 kPa [50 psi].)
If the pressure reading is 69 kPa (10 psi) or more after changing filter
elements, temperature test the oil cooler core as discussed in the "High
Lube Oil Temperature" section. If necessary, remove and clean the oil
cooler. (On switcher locomotives and industrial engines with tube
bundle and shell [heat exchange] type oil coolers, the applicable value
is 138 k P a [20 psi].)
If pressure reading is 21 kPa (3 psi) or less, check the Michiana tank

b y p a s s valve to d e t e r m i n e if it is j a m m e d open. ( O n switcher
locomotives and industrial engines with tube bundle and shell [heat
exchange] type oil coolers, the applicable value is 69 kPa (10 psi].)
FOR ALL MARINE INSTALLATIONS WITH ENGINE MOUNTED

R A W W A T E R PUMP:
These engines are considerably different from other E M D engines in that

much of the oil system and piping is installed by outside contractors. These
variations cause the normal pressure characteristics of the oil system to be c)
altered.
FAULT POSSIBLE t~
Q
Due to greater oil system capacity and in-line strainer, the scavenging oil
pump on 20-cylinder engines occasionally exhibits a non-linear oil pressure U,
response (oil pressure does not follow engine RPM).
Before starting the engine:
a. Check for an adequate supply of oil in the oil pan.
b. Remove the strainer(s) and check for any obstructions of oil flow.
Clean strainers if necessary. Reinstall strainers with a good gasket
and tighten securely.
c. Check scavenging pump suction line in the oil pan. Any mechanical
damage to this line must be repaired before starting the engine.
d. Make sure that the lube oil system is primed (hand pump) and the
drain valve is fully closed.
Start the engine, set at idle, and observe the pressure output of the scavenging
pump. If the pressure is less than 69 kPa (10 psi), qualify the following com-
ponents (in the order listed) and specifically check the valves to make certain
they are not stuck open:
Main lube pump suction relief valve.
Filter bypass relief valve.
Lube oil cooler bypass relief valve.
Scavenging oil pump.
If the pressure output is greater than 276 kPa (40 psi), perform the following
checks:
Check pressure differential across the lube oil filter elements. If the pres-
sure differential exceeds 69 kPa (10 psi), then change filters and retest.
Check the pressure differential across the oil cooler. If the differential
exceeds 69 kPa (10 psi), temperature test the oil cooler as discussed in the
"High Lube Oil Temperature" section.
01 Bring the engine up to full speed and check the following:
i1"1
CO
0 Check the pressure differential across lube oil filter elements. The pressure
differential must not exceed 138 kPa (20 psi). Change filter elements if
necessary.
Check the pressure differential across the oil cooler. The pressure differen-
tial must not exceed 138 kPa (20 psi). If the differential does exceed this
value, temperature test the oil cooler core as described in "High Lube Oil
Temperature" section. Remove and clean if necessary.
2. Oil Leakage. See fault condition "Excessive Use Of Lubricating Oil."

HIGH LUBRI- WARNING
CATING OIL When engine shuts down due to hot oil, wait two hours before attempting to
TEMPERATURE inspect the engine. This will preclude the entry of fresh air which could ignite
hot oil vapor.
1. Inadequate oil supply. Check oil level in the oil pan and monitor main oil pump pressure.
2. Oil scavenging system/oil filters See section on "Lack Of Oil Delivery From The Scavenging System." Poor
malfunctioning. oil flow could cause this problem.
3. Oil cooler not functioning a. Determine if the engine has had high water temperature problems. (High
properly. water temperature reduces the efficiency of the oil cooler thereby causing
a higher oil temperature.) If the engine has an above normal water temper-
ature, see "Coolant System."
b. Marine and stationary power installations are frequently equipped with a
temperature control (thermostatic) valve. If the engine has this equip-
ment, then qualify the opening of the valve. On some installations, failure
of the valve to function can deprive the oil cooler of coolant.
c. Temperature test the oil cooler as follows:
1. P u t inline thermometers or temporary t h e r m o m e t e r s in the wells

provided in the engine cooling water piping.
2. Monitor temperatures in and out of both the oil and water sides of the
oil cooler.
. Compare these readings with a standard chart (locomotive installa-

tions) or with installation records to determine oil cooler efficiency. O
( R e d u c e d efficiency is c a u s e d by oil c o o l e r p l u g g i n g , scale or
corrosion.)
FAULT POSSIBLE
O
4. Ifoil temperature drop or coolant temperature rise through the cooler
are not adequate, then remove the cooler for inspection or cleaning.
4. Engine component overheating. Inspect the interior of the oil pan for evidence of overheated metal surfaces or
extruded metal around the main and connecting rod bearings. Inspect under
the lower end of both gear trains for debris.
EXCESSIVE USE OF OIL LOSS OUT OF T H E

LUBRICATING OIL EXHAUST STACK.
(See specific condition)
I. Worn power pack assemblies. a. Perform air box inspection and pay particular attention to the condition
of the piston, rings and liner.
b. If ring wear exceeds the recommended limits, renew or replace power[

assembly. If rings are b r o k e n , r e n e w or r e p l a c e p o w e r a s s e m b l y
immediately, regardless of their wear state, i
c. Cheek the piston crown and port area for signs of oil problems in a specific
cylinder. Excessively wet crowns and oil or sludge throw off from the inlet
ports may point out cylinders with oil control problems.
2. Piston rings installed improperly. See possible cause "Piston Rings Installed Improperly."
3. Oil separator screen missing. Disassemble the lube oil separator and check for a missing or disintegrated
screen element. On the turbocharged engine, the absence of this screen can
cause excessive oil consumption and oil out the stack.
Oil passage through the separator can occur when the flow rate through the
separator exceeds design capacity. This is usually caused by combustion gases,
ambient air, or pressurized air box air entering the crankcase. This condition is
characterized by a reduction of crankcase vacuum, and can be detected by
measurement with a manometer at the oil dipstick tube.
4. Blower r o t o r end seals failed Inspect the air ducts from the blower to the air box. If oil is found running
(on blower type engines). down the ducts, the blower should be removed and the blower rotor end seals
replaced.
Ill
5. Turbocharger seal failure (on a. Remove the screen and taper joint in the exhaust manifold assembly.
t.O
turbocharged engines).
O1
b. Inspect the manifold interior to determine if oil loss is originating from the
m
engine or the turbocharger. In many instances, this inspection will reveal a
CA)
O0 specific cylinder responsible for oil loss.
c. If the e x h a u s t m a n i f o l d inspection indicates that the p r o b l e m is

originating in the turbocharger, then inspect the air inlet system for
plugged filters. (Plugged filters could cause a high inlet vacuum and drain
oil past the turbocharger labyrinth seals.)
d. If the external systems are found to be in good condition, then changeout

of the turbocharger may be necessary. See "Turbocharger."
Engines which are operated for extended periods of time under light or no load
6. Cylinder wall varnishing.
may experience varnishing of the cylinder walls. This varnishing greatly
reduces the effectiveness of the oil rings and may in some cases cause a
condition known as oil "souping" (which can result in an oil loss through the
exhaust stack). Varnishing can be characterized by light brown or tan deposits
on cylinder liner walls. If light load operation is continued, then these varnish
deposits may interfere with ring to liner seal effectiveness. In extreme instances
of light load operation it may be necessary to load the engine either through
temporary change of service or through use of a load box in order to remove
these deposits and restore the efficiency of the ring set.
Cylinder head retainer surfaces and head seat rings are subject to wear during
. Excessively worn head retainer normal operation. Excessive wear or clearance due to "pounding" of seat rings
surfaees, w o r n o r p o u n d e d
from improperly torqued head crab nuts will allow oil to be drawn past the seat
head seat rings. rings into the exhaust. These conditions can be minimized by following the
Scheduled Maintenance Program for in-service tightness checks of head crab
nuts on new engines with non-plate type crabs or by assuring that correct
torque is applied when installing new or rebuilt power assemblies in engines
with either plate or non-plate type crabs.
On E M D engines, piston rings in the No. 4, No. 5, and No. 6 grooves are
PISTON RINGS INSTALLED directionally sensitive at installation and all six rings in the set must be
IMPROPERLY.
properly oriented in the correct groove.
NO. 1 RING - Labled "Top Groove Only" and stamped with a part
number. It may be installed with either side up. CO
NO. 2, 3 RING - Both rings are identical. They are both stamped with a O
part number and may be installed with either side up.

FAULT POSSIBLE
O
NO. 4 RING - Labled "Top" and has a part number stamped on it. It must
be installed with the top label upward and only in the No. 4 groove. If this
ring is installed upside down, its tapered face will tend to pump oil past the
upper compression rings.
NO. 5 RING - This is a double hook scraper and must be installed with the
hooks pointed down. If this ring is installed upside down, it will cause
heavy oil loss through the air ports and considerable oil loss into the
airbox.
NO. 6 RING - This is a special spring loaded scalloped oil control ring and
must be installed with the scallops downward. If this ring is installed
upside down, its oil control efficiency will be greatly reduced and may
result in excessive oil loss.
At the time of overhaul or if rings are removed while troubleshooting excessive

use of lube oil, make certain that the oil drain holes under the oil control rings
are not clogged.
ot~ LOSS OF OIL FROM AIR BOX
DRAIN
1. Worn power pack assemblies. See possible cause "Oil Loss Out Of The Exhaust Stack," Part 1.
2. Piston rings installed improperly. See possible cause "Piston Rings Installed Improperly."
3. Turbocharger or blower seal See possible cause "Oil Loss Out Of The Exhaust Stack," Parts 4 and 5.
malfunction.
4. Failed power pack assembly Inspect for excessive oil leakage from around the power pack assemblies or
External seal. from the center gallery of the air box. Leakage here might indicate a failed or
absent seal, a failed component, or an oil gallery structure failure.
5. Damaged air box drain piping. Inspect the air box drain piping in the oil pan for any evidence of leakage or
external damage to the piping which could cause oil loss.
BAD OIL
1. Oil in water expansion tank. This indication is usually seen on installations with shell and tube type oil
Ill coolers because in these coolers the local oil pressure is sometimes higher than
t~ the cooling water pressure.
m
On installations with fin type oil coolers and pressure cooling systems, the
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water pressure is higher than the oil pressure in the cooler. Because of these
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pressure differences inside the cooler, an internal leak usually results in water
contamination of the lube oil. Pressure test and qualify the oil cooler core for
leakage.
2. I m p r o p e r viscosity and oil See fault condition "Diluted, Contaminated Or Improper Oil."
contamination.
OIL LEAKAGE
1. External engine leaks. Leakage of oil from component connections will generally require tightening
the affected part or replacement of gaskets.
2. Loss of oil into the governor. This condition will be evidenced by rising or overflowing oil from the governor
oil level sight glass. Check the governor drive seal and replace if necessary.
Cheek the low oil pressure actuating diaphragm of the governor and replace if
necessary.
3. Load regulator or vane motor Tighten or replace as necessary.
leaking (if applicable).
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4. Pedestal or generator bearing Replace the bearing seals and check return lines for continuity. Check that the
leakage (Marine). orifice is in place on the supply line.
LOW ENGINE 1. Inadequate oil supply. Check for adequate oil level in engine oil pan.
OIL P R E S S U R E
2. Diluted oil supply. See fault condition "Diluted, Contaminated Or Improper Oil."
3. Clogged turbocharger filter (ff Change the turbocharger oil filter element. (Make sure that the element isn't
applicable). installed upside down because this can cause low oil pressure.)
4. Malfunction in lubricating oil See fault condition "Lack Of Oil Delivery From Scavenging System."
scavenging system.
If the oil supply to the main pump is found to be adequate, install test oil
pressure gauge (0-150 psi) on the outlet elbow of the main lube oil pump using
the 3/4" NPT plug hole. If the pump pressure indicated on the gauge is
adequate, proceed to possible cause #10. If not, proceed to possible cause #5.
5. Clogged strainers or debris in a. Remove the two fine screen strainers in the strainer housing. Clean the
strainer box. strainers and inspect the seals for possible suction leaks.
b. Drain the strainer box and inspect the chamber for any foreign material.
O
c. Remove and blow compressed air through the seal vent line to make
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certain that it is not obstructed.
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FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D CHECK OR CORRECTIVE ACTION ,..J.
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6. Fault in bearing oil supply lines. Remove all oil pan handhole covers. Visually inspect the piston pins, the
external surfaces of the main and connecting rod bearings for evidence of
over heating and look for missing or loose components.
7. Stuck pressure relief valve. Operate the engine at idle speed. Remove the low water/crankcase pressure
detector leaving oil lines intact, and swing the detector away from the
accessory housing hole. (On older models without flexible oil line connec-
tions on the detector, some oil lines may have to be capped or plugged.)
Check the pressure relief valve (located directly behind the detector), for
excessive oil loss. If the valve is found to be stuck in the open position, it
should be removed and replaced with a qualified valve.
8. Oil line leakage and suction Check for suction leaks at the main pump inlet elbow where it mates to the
leaks. main p u m p and to the strainer housing (if applicable). Replace gasket if
necessary. See "Excessive Use Of Lubricating Oil."
9. Main lube oil pump malfunction. Remove and qualify the main lube oil pump per instructions in the Engine
9, Maintenance Manual.
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10. Main oil pressure gauge malfunc- a. Qualify the main engine oil pressure gauge.
tion.
b. Check for any closed valves in the supply line to the gauge.
C. Inspect the 1/8" diameter line leading through the right bank top deck of
the engine to the pressure gauge. Inspect this line carefully for damage. If
necessary, blow air through it to make certain it is clear of obstructions.
11. Defective engine protective a. Disconnect and block the connecting line from the oil pressure sensing
device. line to the low water/crankcase pressure detector and the hot oil shut
down device (if so equipped). If this results in restoration of normal oil
pressure reading on the main engine gauge, it indicates that either:
The "O" ring seals in the low water/crankcase pressure detector may
have failed.
The activating section of the hot oil detector may be jammed open.
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12. Rear gear train oil line malfunc- a. Use the recommended tool to check the clearance in the No. 1 idler stub-
I"11
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tion. shaft bushing. Inspect the interior of the end housing for debris under the
o gear train.
b. On turbocharged engines, remove the auxiliary generator drive (if so

equipped) or the cover plate on the rear right bank. Inspect the mani-
folding to the turbocharger filter for loose or missing components or seals.
Make sure that the upper pipe plug is installed in the gauge line connecting
block and inspect the camshaft manifolds.
c. On blower engines, remove the auxiliary generator drive (if so equipped)

or the engine oil separator housing. Inspect the oil jumper lines to the
camshaft bearing brackets for loose or missing components or seals.
DILUTED, Check for this condition as follows:

CONTAMINATED,
OR I M P R O P E R OIL a. The brand name and viscosity of the lubricating oil should be compared to
E M D standards. Use of oils should be confined to those that meet qualifi-
cations published by EMD.
b. Immediately take a lube oil sample for analysis. Follow the specified cor-
5~ rective action as indicated in applicable Maintenance Instruction.
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1. Fuel leakage into lubricating oil. a. Check all fuel jumper tubes to the injectors for cracks and proper seating.
b. Inspect all brazed joints in the top deck fuel manifold and check all
manifold pipe plugs for leakage.
c. Check injectors and injector filter cap gaskets for leaks.
d. Check for piston rings which are not free to rotate in the piston groove.
e. Pressure fuel system as required to isolate the source of leak. See "Fuel
System."
2. Water contamination of lube oil. a. Visually inspect for water in the oil pan and on top of the cylinder heads.
b. Visually check for leaks in water manifolds and piping.
c. Pressure test as required to isolate the source of the leak. See "Coolant ~
Q
System."
FAULT POSSIBLE t'0
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TURBOCHARGER If the soak back pump fails to operate when the engine is shut down, then
7x
PRELUBRICATION immediately restart the engine and allow it to idle for 15 minutes. This allows
(Soak Back) SYSTEM the oil temperature to drop which cools the turbocharger bearings. The
FAILURE engine can then be shut down and the electrical control and soak back pump
circuits can be investigated to determine the cause of the malfunction.
CAUTION
If the engine can not be restarted within 2 minutes of shutdown, then do not
restart the engine until the operation of the soak back pump has been
restored and the engine has been allowed to cool down.
1. Open lube oil check valve. Inspect the camshaft bearings on the engine top deck while the soak back
pump is operating. If oil flow is observed around the bearings, it is an
indication that the check valve (located in the turbocharger filter housing) is
j a m m e d open. Remove the housing and inspect the check valve. (This
condition will allow oil contaminants to be backflushed into the main oil
gallery.)
9, 2. Oil bypassing soak back filters. On most engine applications, the soak back pump filter is mounted in a small
bo
I,O canister close to the pump. There is no backup filtration system, if the filter
clogs, the bypass valve will allow dirty oil to reach the turbocharger bearings.
Replace soak back pump filter. Use only EMD recommended filter elements.
3. Clogged turbocharger oil filter. The turbocharger oil filter is in the large canister on the back of the right bank
of the engine. There is no bypass valve for the turbocharger oil filter so
clogging of the filter may result in a low oil pressure shut down. Replace the
filter element using only EMD recommended elements.
. Lack of oil delivery from soak a. Remove the rear oil pan handhole cover on the left bank of the engine.
back pump. Inspect under the gear train for oil return draining from the turbocharger.
b. If oil drainage is not evident, check the following for failure or restriction
of oil delivery: The motor to pump coupling, the pump, and the motor.
(See Engine Maintenance Manual instructions.)
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FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D C H E C K OR C O R R E C T I V E ACTION
LOW W A T E R Install a pressure gauge in the cooling system and monitor the pressure rise at
P R E S S U R E (ON the expansion tank as the engine heats up to normal operating temperature.
PRESSURE COOL- Check to see that the pressure reading matches the system or cap specifications.
ING SYSTEMS See an applicable service manual for pressure testing details. If pressure is
ONLY). low check for:
I. Failed expansion tank vent valve. Place a bucket of water so that the end of the vent line extends several inches
below the surface of the water. The release of bubbles or coolant inhibitor
through the water indicates that the vent valve is not seating properly and
must be replaced.
WARNING
Do not get hands or face close to the water bucket while performing this test.
2. Damaged filler components. a. Shut the engine down. Blow down the tank pressure by opening the
manual vent valve.
5~
b. When the tank pressure is completely dissipated, remove and inspect the
expansion tank fill valve.
c. Check the filler neck condition for any type of damage.
d. Check for proper seating of the snifter valve (metal disc) in the center of
the cap and check the condition of the gasket. Make certain the pressure
range marked on the cap is correct for the installation. If there is any
indication of a faulty filler cap, remove and check it on an external pressure
tester. Replace cap if necessary.
On installations with m a n u a l vent (blowdown) valves, use only the

expansion tank caps with the crosswise bar. This is a protective system
designed to prevent injury of personnel from expansion of hot coolant,
but its purpose is defeated if a plain expansion tank cap is used.
3. Poor coolant delivery. See fault conditions "Poor Coolant Delivery" and "Excessive Coolant Loss."
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POOR COOLANT 1. Inadequate coolant supply. Check coolant level in expansion or supply tank.
DELIVERY
FAULT POSSIBLE t~
CONDITION CAUSE R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION i..~
i
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2. Coolant piping damage or flow a. Check all coolant manifolds and piping for mechanical damage which
restrictions. might restrict flow. O~
b. Verify coolant flow in various locations of the coolant system in order to

pinpoint any hidden flow restrictions.
3. Coolant piping leakage. See fault condition "Excessive Coolant Loss."
4. Water pump failure. Remove and qualify the water pump(s) per instructions in the Engine Main-
tenance Manual.
EXCESSIVE 1. Open drain valves. Check that all drain valves and plugs are not leaking. Check that all vent
COOLANT LOSS valves on the expansion tank (if so equipped) are in the proper position.
Check that coolant expansion or supply tank is adequately capped. On loco-
motives, check that all cab heater drains are closed.
2. Missing or loose pipe connec- Check that all coolant system piping connections are tight and that all
tions. gaskets are in good condition. Leakage on the pressure or output side of the
water pump will cause coolant loss and decreased coolant pressure throughout
5~
the system. (Leakage on the suction or output side of the water pump will
draw air into the system which results in cavitation at the pump.)
3. Coolant system leaks. Hydro-Test the cooling system for leaks. Do not exceed 172 kPa (25 psi)
during the hydro-test. This limit is notably conservative to account for older
equipment that might have some long service deterioration. The engine alone
can be blanked off and tested with air and water at 620 kPa (90 psi).
HIGH COOLANT ON INSTALLATIONS WITH

TEMPERATURE RADIATORS:
1. Inadequate coolant supply. Check the coolant level in the expansion or supply tank.
2. Low coolant pressure. See fault condition "Low Coolant Pressure." (Applicable to pressure cooling
systems only.)
3. Coolant is not flowing through See fault condition "Poor Coolant Delivery."
system.
'M
O1
133
4. Inoperative radiator shutters a. Cycle the shutters with the temperature switch test button or the shutter
O0
O (if applicable). test valve. Check that the shutters are opening completely.
"-4
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b. Check the temperature at which the temperature switch operates. This can
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O0 be done by either operating the engine until it reaches the temperature at
0
which the shutters open or by removing the temperature switch and
testing it separately. Place the heat sensing element in a pan of hot water
and check the operating point with a thermometer.
5. Inoperative cooling fans. a. On installations with electric cooling fans, check for proper operation of
all fan motors and temperature control switches. Check all the fan fuses
for continuity and proper rating.
b. On installations with belt driven cooling fans, inspect the belts and make
certain that they are properly tensioned.
6. Poor air flow through radiators. Inspect the exterior of the radiators for clogging and restriction of air flow.
Clean radiator baffles (fins) if necessary. Carefully check cores for leaks.
7. Improperly connected radiator Make certain that all radiator and water pump vent lines are in place and not
and water pump vent lines. obstructed. Poorly connected radiator vent lines can cause air binding in the
radiators which results in a loss of cooling efficiency. Water pump vent lines
that are loose or an incorrect size can cause cavitation of the water pump
(which results in a loss of coolant delivery pressure).
bo
ON INSTALLATIONS WITH
HEAT EXCHANGERS, KEEL
COOLERS, OR RAW WATER
COOLING:
1. Inadequate coolant supply. Check coolant level in expansion or supply tank.
2. Low coolant pressure. See fault condition "Low Coolant Pressure." (Applicable to pressure cooling
systems only.)
3. Poor coolant delivery. See fault condition "Poor Coolant Delivery."
4. Inoperative temperature control Check the operation of the temperature control (thermostatic) valve (if so
valve. equipped). See instructions in the Engine Maintenance Manual.
5. Poor raw water delivery. a. Check that all valves are open in the suction and discharge circuits of the
pump.
i..*.
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b. Make certain that piping connections are properly sealed and tightened
and that gaskets are in good condition. o~
FAULT POSSIBLE t'0
CONDITION CAUSE R E C O M M E N D E D C H E C K OR C O R R E C T I V E A C T I O N
O
c. On installations with belt or shaft driven raw water pumps, check the shaft
couplings and belt tension.
d. If none of the above steps have located the problem, remove and qualify
the raw water pump per instructions in the Engine Maintenance Manual.
6. Clogged heat exchanger. Monitor the temperature change across the engine cooling side of the heat
exchanger and, if possible, across the raw water pump from suction to the
discharge side. If the temperature change is too small across the cooling side
of the heat exchanger (this is a temperature drop) or raw water pump (this
should be a temperature rise), then clean the radiating surfaces. It may be
necessary to rod out the exchanger (shell and tube types).
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ENGINE PERFORMANCE
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FAULT POSSIBLE
UNEXPECTED 1. Engine was stopped. a. Check that emergency fuel cutoff or the engine stop switch was not
ENGINE activated.
SHUTDOWN
b. On locomotive installations, check that the engine was not inadvertently
shut down by moving the throttle handle beyond the detent to the "STOP"
position. This will also shut down all other locomotive units connected in
tandem.
Before proceeding with any further troubleshooting steps, check annunciator

panel (if so equipped) for fault indications.
2. Overspeed trip lever was Check the position of the overspeed trip lever. If it has tripped, see fault
activated. condition "Overspeed Shutdown."
3. Inadequate fuel supply. a. Check the fuel level in the supply or day tank.
tJ
b. See "Fuel System."
4. Crankcase pressure detector See fault condition "Crankcase Pressure Shutdown."

trips.
. Low water detector trips (if See the appropriate sections in "Cooling System."
applicable).
NOTE
Quite often on startup and occassionally on shutdown, the engine protector
buttons may be activated by pressure differential transients. These may cause
a false indication of engine problems during routine startup and shutdown.
. Hot oil detector tripped (if See fault condition "High Lubricating Oil Temperature" in "Lubricating Oil
applicableL System."
WARNING
When engine shuts down due to hot oil, wait two hours before attempting to
inspect the engine. This will preclude the entry of fresh air which could ignite
hot oil vapor.
FAULT POSSIBLE
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7. Low oil pressure shutdown. This type of shutdown is either indicated by a governor low oil button which
has popped out or an annunciator indication, depending on the installation.
In either case, perform the following:
a. Check that the shutdown was not caused by another protective device.
The other detectors function by dropping all oil pressure to the governor.
See the appropriate possible cause.
WARNING
If the low oil button is popped and the hot engine condition is suspected, wait
two hours before attempting to inspect the engine. This will preclude the
entry of fresh air which could ignite hot oil vapor.
b. See the "Low Engine Oil Pressure" section of"Lubricating Oil System."
C. If none of the above inspections disclose any reason for the low oil pres-
sure shutdown on an installation with a hot oil detector, load the engine
and watch the engine temperature gauge closely for possible overheating.
The oil detector might have shut the engine down and then reset itself
during cool off.
8. Turbocharger clutch failure. If the engine unexpectedly shut down when the throttle was reduced, accom-
panied by bogging of the engine and heavy smoke, the turbocharger clutch
may be failing to engage properly.
9. Severe air intake plugging. It may be possible in an extreme case of filter plugging, that the air supply
could be cut off to the engine and shut it down. Check air intake filters for
plugging. Check all air intake ducts for air flow restrictions. (This condition
should be indicated by an annunciator light.)
CRANKCASE WARNING
PRESSURE Following an engine shutdown because the engine pressure detector has been
SHUTDOWN actuated, do not open any handhole or top deck covers to make an inspection
until the engine has been stopped and allowed to cool off for at least two
hours. Do not attempt to restart the engine until the cause of this trip has
been determined and corrected. The action of the pressure detector indicates
the possibility of a condition within the engine such as an overheated bearing
that may ignite the hot oil vapors with an explosive force, if air is allowed to
O1
I"11 enter. If crankcase pressure detector can not be reset, do not operate the engine
CO
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until the pressure detector has been replaced, since the diaphram backup
plates may be damaged.
01
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m 1. Aspirator system malfunction. a. Check for a plugged screen in the lube oil separator.
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b. Check for plugged or damaged aspirator piping. Repair or replace as
required.
NOTE
Do not remove any of the calibrating orifices that are part of the total
crankcase aspirator system installed at the factory.
2. High engine oil level. Check oil level. High oil can cause a shutdown due to foaming action.
3. Plugged eductor tube (if On turbocharged units, check if there is carbon blocking the angled end of the
applicable). eductor tube which projects into the exhaust stack riser.
4. Engine component failure. After the engine has been shut down for two hours, remove the oil pan and
air box handhole covers. Check for:
Cracked pistons.
Broken and unseated cylinder crab bolts, and loose crab bolt retainers.
1",9
Cracked cylinder head.
Badly worn valve guides.
Hardened or broken lower liner seals.
Inadequate injector crab nut torque.
Extreme cylinder scoring which could cause air box blowdown past oil
control rings.
Improperly installed or broken rings.
Evidence of carbon combustion in the air box which could cause seal
hardening and component failure.
Any indication of overheated metal surfaces.

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Debris under the gear trains at both ends of the engine.
O
FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D CHECK OR C O R R E C T I V E ACTION ~o
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5. Incorrectly installed oil pressure a. Remove the detector from the accessory drive housing.
relief valve.
b. Check that the port on the oil pressure relief valve (located directly behind
the detector) is facing downward and 90 away from the end sheet of
the engine. If the relief valve is installed either facing the end sheet or at
180 to the end sheet, then the oil discharge may hit the actuating dia-
phragm of the engine protector causing a false crankcase pressure
indication.
OVERSPEED 1. Engine load dropped. a. Check the possibility that engine load was dropped. Look for annunciator
SHUTDOWN or engine control cabinet indications.
b. Check the operation of overcurrent protective relays and excitation

limiting relays. Check for other electrical malfunctions which might cause
this problem. See an appropriate service manual.
c. Marine operations in extremely rough or shallow water may cause consid-

q, erable load fluctuations.
2. Overspeed mechanism failure. a. Run the engine to m a x i m u m speed with no load and check the engine
speed with a hand held tachometer. This can be done via the access cover on
the camshaft counterweight cover.
b. Increase fuel injection with the injector control layshaft lever until the
overspeed device trips. Note the speed at which the device trips.
If the overspeed does not trip when the engine R P M reaches 10% over
rated speed, back off the injector control lever and shut the engine
down. Remove the front cam counterweight cover and readjust the over-
speed mechanism. See the Engine Maintenance Manual for instructions.
If the overspeed tripped at an RPM that was too low, remove the front
cam counterweight cover and readjust the overspeed mechanism. See
the Engine Maintenance Manual for instructions.
Retest until proper R P M trip value is obtained.

",4
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1"13 3. Engine speed hunting. See fault condition "Engine Speed Hunting."
o
m ENGINE SPEED . Malfunctioning injector control Check that the injector control linkage is working properly. Replace any
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6-1
HUNTING (SPEED linkage. injector which shows evidence of rack binding.
DEPARTURE)
2. Fuel supply problems. If bubbles are evident in fuel return sight glass (if so equipped), see "Fuel
System." On other installations, check for proper flow through the fuel lines.
3. Incorrect governor oil level. Check the governor for correct oil level. Either too high or too low oil level in
the governor may cause engine hunting. If the governor "manufactures" oil
(constantly rising oil) or if the governor oil becomes excessively dirty after a
short operating time, then engine lube oil is getting into the governor oil.
Check for the following failure conditions:
a. The governor oil pressure sensing diaphragm may have ruptured:
b. The governor drive seal may have failed.
c. The load control pilot valve seal may have failed.
4. Trapped air in governor. With the engine running, vent the air bleed screw in the governor body to
o!h remove any trapped air from the governor control passages. Adjust the
compensating needle valve to limit the hunting condition as much as possible.
. Incorrect governor compensation On locomotive installations, with engine at idle, turn adjustment screw inward
adjustment. until hunting stops or is lessened. Set locomotive brakes and put unit on
self-load, then advance throttle to notch #1 - engine should not bog down
excessively. Turn screw outward to decrease bog, if necessary, or position to
minimize both hunting and bogging conditions.
6. Electrical control malfunction. a. On locomotive installations, the operation of protective devices such as
current overload relays and excitation limiting may be causing hunting.
Check the electrical system to make certain that the excitation circuits are
functioning properly.
b. On drill rig a n d D C p o w e r g e n e r a t i n g i n s t a l l a t i o n s , the cycling of

calibrating and overload relays may cause hunting. Check the circuits for
proper operation.
(,/3
7. Load fluctuation. In some cases, a load fluctuation condition may cause an apparent hunting t~
condition. Marine engine gear box installations may exhibit a load fluctuation O
in rough or shallow water which should not be confused with hunting.
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FAULT POSSIBLE
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CYLINDER M E T H O D S OF LOCATING A M I S F I R I N G CYLINDER:
MISFIRE
1. Exhaust temperature check.
a, On engine installations with exhaust stack pyrometers, check the

readings between cylinders with the engine running under load. Do not
use only one set of pyrometer readings as a basis for an exploratory
teardown of a power assembly. Always c o m p a r e the readings of
individual pyrometers by switching the sensing bulbs between the
suspected defective cylinder and one cylinder that is indicating
properly.
b. On engine i n s t a l l a t i o n s w i t h o u t e x h a u s t stack p y r o m e t e r s , an
approximation of individual cylinder exhaust temperature can be
obtained with a hand-held pyrometer. Take a comparison reading at
each riser leg while the engine is under load. Because the pyrometer is
being positioned outside the manifold, the readings alone should not
be used as a basis for power assembly teardown. Only the range
relationship between cylinders is meaningful to detect a suspicious
cylinder.
2. Stack sound check.
a, Using a four foot length of 1/2" to 3/4" pipe held against the riser leg,
listen to the sound of the exhaust in each stack riser. Excessive or
abnormal noise indicates the possibility of a misfiring cylinder or a
defective exhaust valve.
b. Disconnect the injector rack link on the suspect cylinder. With the
engine at idle speed, slowly open the rack for that cylinder and then
return it to idle position. If the injector is functioning properly, a pro-
nounced laboring of the cylinder will be evident with the rack
advanced.
3. Cylinder pressure check.
A cylinder with a pressure leak can be caused by a badly leaking exhaust

",4
O1 valve, excessive ring blow-by, a cracked piston, etc. An exhaust valve can
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be detected, when standing beside an engine, by a pronounced blow in the
O
exhaust stack, with engine idling.
m
To locate the leaking cylinder, shut down the engine and remove the
cylinder test valve from the cylinder to be checked. Using an exhaust valve
o
tester, shown in Fig. 1, install the adapter and air gauge assembly in the
cylinder test valve hole. Before attaching the air line to the adapter,
turn on the air valve and regulate the air pressure to read 414 kPa
(60 psi) on the line air gauge. Rotate the crankshaft until the piston of the
cylinder being checked is at approximately top dead center. Attach the air
line coupling to the adapter and note the adapter gauge pressure. Valve
leakage is indicated if the gauge reads below 386 kPa (56 psi). Repeat the
check on the remaining cylinders.
14362
Fig.1 - E x h a u s t V a l v e T e s t e r
NOTE
5~ Details for construction of the exhaust valve tester can be obtained from
the Electro-Motive Service Department by requesting a copy of file draw-
ing No. 695.
. Injector pressure check.
(See the Engine Maintenance Manual for testing injectors on a test stand
set up.)
Special tool 8414877 is used to pressure test injectors for leakage while
they are installed in the engine. Pressure test injectors as follows:
a. Ensure that engine fuel lines are fully charged.
b. Place a straightedge across the exhaust and injector cam rollers. If the
injector cam roller is higher than the exhaust cam rollers, bar the
engine over until the injector roller is below the exhaust rollers.
e. Apply the test tool to the injector rocker arm of the injector being
tested. The tool should straddle the rocker arm with the lower end of O
the tines under the rocker arm shaft and the top end of the tool cover- =
ing the rocker arm adjusting screw lock nut.

FAULT POSSIBLE t~
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d. Remove the retainer spring and clevis pin securing the injector control
o~
lever to the adjusting link.
e. Place the injector rack in the full fuel position.
f. Apply 1/2" drive torque wrench to the pressure test tool and apply 107
N.m (80 ft-lb) of torque. Hold the torque for a minimum of five
seconds. If the torque indication drops off, or if the wrench must be
moved to maintain torque, the injector is leaking and must be re-
placed. If the torque remains constant for five seconds without move-
ment of the wrench, the injector is acceptable.
5. Air box inspection.
Heavy cylinder scoring and badly worn or broken compression rings can
cause s m o k i n g , high oil c o n s u m p t i o n , k n o c k i n g or l o a d i n g and
operational problems. Remove all airbox handhole covers and inspect
each power assembly through the liner air intake ports. (Consult the
appropriate "One Revolution" inspection sequence charts provided.)
Check for excessive component "sludge" deposits and any port blockage.
1. Wrong injectors. Inspect the part numbers on the bodies of all injectors to verify that the entire
engine set is correct for the installation.
CAUTION
EMD does not make hollow rack injectors. Hollow rack injectors can not be
set correctly with an E M D injector rack tool. If they are mixed in an EMD
engine set with EMD injectors, and set with an E M D tool, these cylinders will
be too light on fuel volume (rack too long). This can result in misfire,
vibration, poor overall fuel economy, and possible engine damage.
Do not rely on body grooves or any other superficial means of identifying

injectors. Check the injectors only by the part number and then make certain,
through the appropriate E M D Parts Catalog, that all of the injectors in an
engine are correct for that installation.
2. Low fuel oil pressure. a. On installations with fuel sight glasses, check for adequate fuel flow
through the return sight glass. If the fuel flow is inadequate or bubbles are
evident in the return fuel sight glass, see "Fuel System."
",,d
O1 b. On installations with fuel block and duplex filters, check for adequate fuel
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supply pressure. If the fuel pressure is inadequate, see "Fuel System".
o
3. Injector timing is off. See instructions in the Engine Maintenance Manual.
4. Incorrect exhaust valve lash a. Check exhaust valve lash adjustment as described in the Engine Main-
adjustment. tenance Manual.
b. Remove and test any valve bridge which shows inadequate lash adjuster
tension or which operates loudly when the engine is running.
5. Injector malfunction. Pressure test all injectors as described in "Methods Of Locating A Misfiring
Cylinder" (in this section).
6. Power assembly damage (rings, a. Pressure test suspect cylinders as described in "Methods Of Locating A
valves, piston, etc). Misfiring Cylinder."
b. Perform an airbox inspection of all power assemblies as described in

"Methods Of Locating A Misfiring Cylinder." Check closely for any sign
of liner scoring.
7. Exhaust valve timing is off. See instructions in the Engine Maintenance Manual.
8. Mixed power assembly In some cases, mixing components, such as between 567 and 645 engines or
components. between blower and turbocharged type engines, may cause misfire or knock-
ing condition. This may range from having no effect to rapid component
destruction.
ENGINE KNOCKING 1. Engine overloading. Check for engine overloading or overheating problems. Observe load and
temperature gauges with the engine in operation. If necessary, refer to an
applicable section of the troubleshooting guides for corrective action.
2. Cylinder misfiring. See fault condition "Cylinder Misfire."
3. Damaged connecting rods. If none of the steps above provided a solution to knocking problems, take
lead wire readings to check for bent rods or piston pin insert distress.
EXCESSIVE 1. Rotating equipment If the installation has been subjected to any shock loadings, check engine to
VIBRATION misalignment. generator or engine to gearbox alignment.
O
FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D CHECK OR CORRECTIVE ACTION b..J.
O
2. Injector or fuel system Open top deck covers and perform .a visual inspection of all injectors, racks,
malfunction. rocker arms, and rocker arm shaft mounting studs. Check that all injector
racks are engaged to the transfer arms and that all pins and linkages are in
place and properly tightened. See sections pertaining to injectors and the
fuel system in the "Cylinder Misfire" fault condition.
3. Engine coupling failure. Inspect the engine to generator or gearbox couplings and coupling discs for
any sign of failure. Replace if necessary.
On marine installations, inspect torque tube couplings for evidence of failure.
4. Drive shaft failure. Inspect all drive shafts for failure. Replace if necessary.
5. Crankshaft component Remove all oil pan handhole covers. Visually inspect the crankshaft area for
malfunction. loose or damaged main bearing caps and connecting rod baskets. Look for
signs of overheated or extruded metal.
6. Gear train component failure. Inspect for debris under the gear trains at both ends of the engine. Visually
qualify the crankshaft damper. Check engine records to make certain that the
crankshaft damper is not past its changeout date.
. Camshaft counterweights are a. Check that counterweight size application is correct. Compare part
misapplied. numbers or weights to those listed in an appropriate EMD parts catalog.
b. Check counterweight timing as shown in the Engine Maintenance Manual.
8. Broken generator pole bolts. Check for broken bolts on generator poles (if applicable). Replace if
necessary.
9. Loose mounting bolts. Check engine and base mounting bolts for any damage or improper torque.
LOSS OF POWER 1. Top deck component failure. With engine shut down, open all top deck covers and visually inspect the
(WITH A CLEAN injectors, racks, and followers. Make certain that all injector racks are
STACK - - NO engaged to the transfer arms and that all pins and linkages are in place and
SMOKE) properly tightened. Check fuel jumpers, rocker arms and exhaust valve
bridges for any abnormal conditions.
".4
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2. Fuel supply system failure. With top deck covers closed and engine prepared for normal startup, per-
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form the following:
0
a. Check fuel level in supply or day tank.
b. Prime engine fuel system and check for adequate return fuel flow (on
installations with sight glasses) or fuel supply pressure (on installations
with duplex filters).
c. Start the engine and allow it to reach normal operating temperature.

Check fuel system delivery or pressure.
If the fuel system shows any indication of inadequate operation, see "Fuel
System."
. Governor malfunction or load NOTE

regulator system malfunction. The following procedures apply only to engines with notched or continuous
throttles; and Woodward PG, P G R or PGA governors.
With the engine not under load, attempt to slowly increase engine speed from
idle to maximum RPM. On installations with PG or P G R governors, check
that all assigned engine speeds are properly activated. On installations with a
PGA governor, check that the engine responds evenly to increased throttle
throughout the operating range, from idle to maximum RPM. Use a hand
tachometer to check that the engine has reached maximum speed. If the
engine failed to reach maximum RPM, check the governor solenoids on PG
or P G R governors and the control air supply and pressure settings on PGA
governors. Check for a worn solenoid fulcrum plate mechanism.
Return engine speed to idle and attempt to load the engine. Advance the
throttle slowly and smoothly from minimum to maximum speed. Qualify the
maximum speed of the engine with a hand tachometer. If the engine can not
reach its maximum speed rating under load, examine the position of the rack
as indicated by the quadrant on the governor and refer to the following
instructions as applicable.
If the governor rack is shorter than the specified maximum position on the
governor nameplate (while under full load), and the engine is running at or
below maximum rated R P M then:
O
a. On locomotive installations, check the position of the load regulator. =
FAULT POSSIBLE
o
If the load regulator has moved to minimum field position, the
problem is most likely of a mechanical nature. Carefully inspect the
mechanical condition of the injectors and check them for correct part
numbers. Pressure test the injectors as described under fault condition
"Cylinder Misfire." The governor part number should be checked to
make sure it is correct for the installation. If necessary, the governor
should be removed to check the load control pilot valve.
If the load regulator has moved to maximum field position, the

problem could be of a mechanical or an electrical nature. Injectors
should be checked for proper part number and pressure tested as
described under fault condition "Cylinder Misfire." The electrical
excitation system should be qualified according to the procedures
established in the appropriate Locomotive Service Manual.
b. On marine or power generating installations, an overload condition or a

mechanical problem with the fuel injectors is most likely. Check the
injectors for correct part numbers and pressure test them as described
under fault condition "Cylinder Misfire." Check that the governor part
O0 number is correct for the installation. If these checks have not solved the
problem, an electrical or mechanical overload condition is probable. On
power generating installations, refer to load rating conditions in the
applicable manuals. On marine gear box installations, refer to applicable
propeller cube curves to determine if an overload condition has been
caused by incorrect propeller pitch.
If the governor rack is longer than the specified maximum position on the
governor nameplate, and the engine is operating below its maximum speed,
attempt to increase fuel injection (shorten rack dimension) by manually
advancing the injector rack layshaft lever.
a. If increased resistance prevented the injector control lever from being

manually advanced to the specified maximum position, then suspect
either an engine injector rack is binding or the governor stop adjustment
on the power piston is improperly set.
b. If it was possible to manually advance the injector control lever to the

',4
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maximum fuel position, and the engine speed increased, then suspect:
GO
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Improper governor setting (high speed unloader limit).
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Deliberate speed limiting setting (marine only).
Improper governor adjustment (locomotive only).
PG and PGR governors (rail and drill rig installations) should be removed
from the engine and operated on a governor test stand to make adjustments.
ENGINE EMITTING 1. Top deck component With the engine shut down, open the top deck covers and perform a visual
BLACK OR GRAY malfunction. inspection of all injectors, racks, and followers. Check that all injector racks
SMOKE (MAY BE are engaged to the transfer arms and that all pins and linkages are in place
ACCOMPANIED BY and properly tightened. Check fuel jumpers, rocker arms and exhaust valve
A LOSS OF POWER) bridges for any abnormal conditions.
2. Faulty injectors. a. Check all injector part numbers to make certain that they are correct for
the installation.
b. Pressure test all injectors as described under fault condition "Cylinder

Misfire" in "Methods Of Locating A Misfiring Cylinder."
3. Broken rings or failed power Perform a complete airbox inspection. Check closely for broken compres-
assembly component. sion rings. Consult the appropriate "One Revolution" inspection sequence
charts.
4. Air flow restrictions in the air Check for excessive airbox accumulations blocking liner air intake ports.
box. Check air duct and airbox areas for major air restrictions. On turbocharged
units, make sure that the aftercoolers air passages are not blocked or plugged.
5. Failed roots blower (if On blower-type engines, inspect for leaking shaft end seals by checking
applicable). whether there is oil flow or leakage on the air box end of the air ducts. Leak-
ing end seals can be an indication of impending bearing failure with possible
rotor damage.
6. Turbocharger malfunction. On turbocharged engines, remove the inlet boot and inspect the inlet impeller
for damage. Remove the section of the exhaust manifold adjacent to the
turbocharger. (If the engine is equipped with an exhaust screen inspection
port, the manifold section does not have to be removed.) Examine the
condition of the exhaust inlet screen and clean if necessary. Inspect the
interior of the exhaust mainfold for debris. Inspect the turbine exhaust
o
blades and qualify the turbocharger per instructions in "Turbocharger."
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FAULT POSSIBLE
O
NOTE
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A plugged turbocharger exhaust inlet screen may have been caused by a
coolant leak. See "Coolant System."
7. Fuel system failure. With top deck covers closed and engine prepared for normal startup, per-
form the following:
a. Check fuel level in supply or day tank.
b. Prime the engine fuel system and check for adequate return fuel flow
(on installations with sight glasses) or fuel supply pressure (on instal-
lations with duplex filters).
c. Start the engine and allow it to reach normal operating temperature.

Check fuel system delivery or pressure.
If the fuel system shows any indication of inadequate operation, see "Fuel
System."
8. Governor malfunction. With the engine at normal operating temperature and not under load, slowly
advance the throttle from idle to maximum speed. Check that all engine
speeds are reached smoothly and verify maximum engine speed with a hand
tachometer. If performance is inadequate, see probable cause #3. under "Loss
Of Power (with a clean stack - no smoke)."
9. Engine overloading. Check the governor rack quadrant with the engine at m a x i m u m speed and
full load. If the governor rack dimension is shorter than the limit on the
governor identification plate, then the engine is either overloaded or lacking
fuel. See preceding checks for solving fuel problems.
Check the maximum R P M with a hand tachometer on the end of the cam-
shaft. If the engine is running below its maximum rated R P M and short on
rack, perform the following steps:
a. On locomotive and power generating installations, set the system to

rated horsepower output and check all calibrating and load control
adjustments.
b. On marine gearbox installations, it may be necessary to adjust pitch or

diameter of the propeller if continual overloading is experienced.
',,4
10. Plugged air filters. With the engine at maximum speed, with no load applied, use a water
m
manometer to check engine air inlet depression. If air inlet depression
o0
o exceeds the value provided in the "Air Filter Pressure Drop" table, either
change or clean filters.
NOTE
All air filter pressure drops are measured in clean air plenum down-
stream of the filter elements.
Application Turbocharged Engines Blower-Type Engines

Pa 9er Fiberglass Oil Pa 3er Fiberglass Oil
mm In. mm In. mm In. mm In. mm In. mm In.
Marine 356* 14" 178 7 406* 16* 4 5 7 * " 18"* 178 7 508** 20**
Marine Drill 356* 14" 178 7 406* 16* 4 5 7 * " 18"* 178 7 508** 20**
Stationary 356* 14" 178 7 406* 16* 4 5 7 * " 18"* 178 7 508** 20**
Drill Rig 508** 20**
Inertial + Inertial + Inertial + Inertial + Inertial + Inertial +
Paper Fiberglass Oil Paper Fiberglass Oil
Locomotive
mm
356
I 14In. mm
356
I In.
14
mm
406
In.
16
mm | In.
4 5 7 118
mm | In.
4 5 7 // 18
mm
368
I 14.5
In.
NOTE
Inertial filter readings should not exceed 1 4 0 mm (5.5").
*For remote mounted filter applications, subtract 76 mm (3") of water.

**For remote mounted filter application, subtract 2 5 4 mm (10") of water.
Air Filter Pressure Drop 24886
11. High exhaust back pressure. With the engine at maximum speed, with full load applied, use a water
manometer to check exhaust back pressure. Take readings as follows:
On turbocharged engines, a 1/16" diameter hole should be drilled into

the turbocharger exhaust duct on the engine side of the turbocharger as
shown in Fig. 2. This hole should be free of all burrs after drilling. A 1/8"
NPT coupling can then be welded over the hole and a 1/8" NPT pipe
plug used for sealing of the tap. (Only this location should be used when
measuring back pressure). The m a x i m u m allowable exhaust back
pressure is 127 mm (5") of water.
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FAULT POSSIBLE
CONDITION CAUSE R E C O M M E N D E D C H E C K OR C O R R E C T I V E ACTION
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,, A
1 / 1 6 " Dia.
Free Of Burr
Weld 1/8" NPT Coupling At ~] " ~SECTIOB

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bo Location Shown. Plug With \ A-A
1/8" NPT Pipe Plug After Use. \
\ v
21618
Fig.2 - Pressure Tap Location
On blower-type engines without an external e x h a u s t ducting system

(locomotive and some other installations), drill a 4 m m (0.159") diameter
hole (#21 drill size) in the center of each exhaust leg 230 mm (4") above
the manifolds engine mounting flange. Using a static pressure pick up,
shown in Fig. 3, read the static pressure in each leg - the probe is insert-
ed through the hole in the leg and rotated slowly until the m a x i m u m
p r e s s u r e is o b t a i n e d . A f t e r r e a d i n g s are t a k e n , the holes s h o u l d be
p l u g g e d with 10-32 self t a p p i n g screws (with the screw head t a c k
welded to the exhaust leg). The average of all of the readings should not
exceed 1 208 mm (47.5") of water. No individual reading should exceed
oa
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1 381 mm (54.4") of water.
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1/8" O.D. Stainless Steel 1/8" Compression
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Tube With Closed End Fitting
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-4-3/4" /1_ -,, ,
TI \TTwoNo. 7O Drilled Holes I

/ Oia.) /
/1' 17" "1 /
/ 1/4" O.D. Copper
/ Tube Pick-Up
/ For 1/4 I.D.
/ Rubber Tubing
/ B r a z e (Two No. 70 Holes To Be
Deburred Before Brazing End
Of Tube Closed) 24165
Fig.3 - Static P r e s s u r e Pickup
On blower-type engine installations with an external exhaust ducting

4~ system (mostly marine installations), drill a 4 mm (0.159") diameter hole
(#21 drill size) in the exhaust ducting at a point close to where the ducts
join to the engine exhaust manifolds. Insert the static pressure pickup,
shown in Fig. 3, into the hole and rotate until the m a x i m u m pressure
reading is obtained. After readings are taken, the holes should be plug-
ged with 10-32 self tapping screws (with the screw head tack welded to
the duct). The measured back pressure should not exceed 559 mm (22")
of water.
If back pressure readings are too high, then check for obstructions in the
exhaust risers, stack extensions, or manifolds downstream of the point
where readings were taken.
12. Faulty exhaust valve timing. Check exhaust valve timing on both cylinder banks as described in the
Engine Maintenance Manual.
ENGINE E M I T T I N G Oil leaks or burning oil. See fault condition "Excessive Use Of Lubricating Oil" in "Lubricating
BLUE S M O K E Oil System."
O
TURBOCHARGER
o
More than 50% of all t u r b o c h a r g e r failures are caused by conditions external to the o~
turbocharger. If these conditions are not corrected, the replacement turbocharger may also
fail in a very short time. In other cases, an engine problem is attributed to a failed turbocharger
while in fact nothing is w r o n g with the turbocharger. Therefore, t r o u b l e s h o o t i n g a
turbocharger requires two decisions.
1. Whether or not the turbocharger has actually failed and requires replacement.
2. The actual cause of the failure.
Any turbocharger suspected of being defective should be inspected for obvious damage.
Perform the following inspections before proceeding to any further steps:
PRELIMINARY TROUBLESHOOTING INSPECTION

. Inspect the entire housing for cracks and oil leaks. Some oil leaks can be repaired merely
by tightening a pipe plug or by applying silastic rubber sealant. An excessive leak from a
?, crack or from an inaccessible area requires turbocharger changeout.
4~
4~
2. Remove the rubber air intake boot and flange.
. Inspect the impeller for broken or nicked vanes or any visible signs or rubbing. On Unit
Exchange turbochargers, do not confuse smooth blends in the impeller surface or on the
vane with sharp nicks caused by foreign material.
4. Turn the impeller by hand to check for a locked-up condition or a badly damaged clutch.
It should turn freely in the counter-clockwise direction, but engage when turned
clockwise.
5. Displace the impeller laterally, vertically, fore and aft to determine excessiVe radial or end
thrust clearance.
6. Inspect the clearance between the impeller and the cover to reveal any impeller contact.
7. If any defective condition was found in the preceding steps, the turbocharger must be
replaced. If no defective condition is found, reinstall the flange and t h e boot.
"-4
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t'n . Bar the engine over to determine if it is damaged before a starting attempt is made and
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inspection continued. (Often a reported turbocharger failure is actually a failure of some
other engine component.)
m TROUBLESHOOTING RUNNING TURBOCHARGER
C0
0
FAULT POSSIBLE
TURBOCHARGER Identical turbocharger components can make varied sounds due to the
MAKING UNUSUAL tolerances within which the components are manufactured. The sum of these
NOISE individual sounds results in a wide range of noises such as whining, chirping,
singing and humming. A different sounding turbocharger is not necessarily
defective. Obvious exceptions are severe humming or the loud screech of
distressed metal associated with gear failures or bearing failures. Normally
these noises are accompanied by visual damage, leaving little doubt about the
failure.
When a turbocharger is reported defective because of noise, the following

should be checked:
1. Impeller damage. Perform the "Preliminary Troubleshooting Inspection."
2. Gear train failure. Remove a handhole cover and check for metallic debris under the crankshaft
gear. Such debris is indicative of a gear train problem.
4~
TURBOCHARGER Inspect the exhaust stack to ensure that the oil is actually coming out of the
THROWING OIL stack.
OUT OF EXHAUST
STACK A plugged and leaking turbocharger seal can not be found through external
inspection so it must be determined by process of elimination only if no other
faulty condition is discovered.
Troubleshooting steps for this fault condition can be found in the "Oil Loss
Out Of The Exhaust Stack" cause under fault condition "Excessive Use Of
Lubricating Oil," in the "Lubricating Oil System."
TURBOCHARGER Start the engine and determine if it is actually leaking exhaust. Some turbo-
EXHAUST LEAK chargers look sooty because of exhaust leaks at expansion joints or manifold
gaskets. Most turbocharger exhaust leaks occur at cracks in the exhaust inlet
scroll or at the sealing areas on either side of the exhaust duct. These types of
leaks can not be repaired in the field and require turbocharger changeout.
Improper application of lifting chains (allowing them to press against the
exhaust duct while the turbocharger is suspended) can lead to bending of the
O
lap joint between the exhaust duct and the compressor bearing support. Once
this joint is deformed, a permanent exhaust leak may result.
FAULT POSSIBLE

TURBOCHARGER UNKNOWN - preliminary check. C o m p a r e the air box pressure to that of engines that are operating
BURPING(HONK- satisfactorily. Using the same gauge (0-270 kPa [0-30 psi]), take an air box
ING) AND SMOKING pressure reading at full speed and no load on the engine being inspected and
EXCESSIVELY the reference engines. Ideally, the readings should not vary more than
6.9 kPa (1 psi) if everything is in good condition. Based on the pressure
results, make the following checks, after inspecting the impeller per
"Preliminary Troubleshooting Inspection" instructions:
HIGH AIR BOX P R E S S U R E -
Gas flow restriction downstream of
the airbox causing momentary air
flow reverses through the compressor.
1. Cylinder air intake. Check for heavy air box deposits around the cylinder intake ports. Clean if
necessary.
2. Poor exhaust valve timing. Check exhaust valve timing as described in the Engine M a i n t e n a n c e
Manual. Adjust if necessary.
3. Plugged t u r b o c h a r g e r exhaust Remove the section of the exhaust manifold adjacent to the turbocharger.
inlet screen. (If the engine is equipped with an exhaust screen inspection port, the
manifold section does not have to be removed.) Examine the condition of
the exhaust inlet screen and clean if necessary.
NOTE
A common cause of exhaust screen plugging is extended operation
under light load. This plugging is due to "souping", which is the
tendency of relatively cold, viscous engine lube oil to bypass the oil
control rings on the pistons. Under light load operation, frequent
exhaust screen inspection and cleaning may be necessary.
4. Turbocharger damage. Examine the nozzles and the leading edges of the turbine blades for foreign
material damage or deposits. This may be done by viewing through the
turbine inlet scroll. The leading edges of the blades can be viewed through
the nozzles located between the 1:00 and 2:00 o'clock positions, and all
blades can be viewed by rotating the impeller. Examine for nicked blades,
broken blades, and blades that have stretched and are rubbing on the
shroud, Figs. 4 and 5. These conditions require turbocharger changeout.
NOTE
On U nit Exchange turbochargers, do not confuse smooth blends with
sharp nicks caused by foreign material.
",4
01
20972
Fig.4 - V i e w Of Blades Through The Nozzles

Between The 1:00 And 2:00 O'Clock Positions
'3
Fig.5 - Stretched, Broken, A n d Nicked Blades
LOW A I R BOX P R E S S U R E -
pressure leak or air intake
restriction.
1. Impeller damage. This should have been found in previous impeller inspections.
2. Air filter plugging. Check engine air filters for restrictions or a plugged condition. See the air
t~
filter section under "Engine Emitting Black Smoke" in "Engine Performance."
O
3. Air box leak. Check for any signs of air box leaks at handhole covers at crankcase
o~
structural members, and at the turbocharger discharge scroll gaskets.
FAULT POSSIBLE
O
4. Aftercooler plugging. Inspect aftercooler air passages for plugging or debris accumulation. Check
the pressure drop across the aftercoolers and correct if necessary.
5. Exhaust leaks. Check for exhaust leaks at manifold mounting flanges, manifold joints, and
expansion joints. Check for leaky gaskets or a leaking pipe plug on top of the
turbocharger exhaust inlet scroll.
6. Failed turbocharger clutch. A low pressure reading can occur when a clutch is in extremely bad condition
so that it will slip when the turbocharger is driven by the gear train. This
condition may cause poor starting as well as smoking or burping. Take off
the rubber boot and clear the area around the turbocharger inlet of all foreign
material. Observe the impeller while attempting to start the engine. A badly
damaged clutch will slip consistently. A failed clutch requires turbocharger
changeout.
N O R M A L AIR BOX P R E S S U R E -
failed turbocharger clutch.
It is usual for a malfunctioning clutch to slip only intermittently, therefore

OO
only occasionally causing burping and smoking by its failure to engage.
Check for clutch failure by performing the following:
a. Idle the engine.
b. Operate the injector rack manual control lever to increase engine speed
to about 700 RPM. Then pull the manual control lever to the "NO
FUEL" position. This action will allow the turbocharger to spin free
from the decelerating engine and disengage the clutch.
C. When the engine has almost stopped, return the injector rack manual
control lever to the idle position. The engine will accelerate and the
clutch should disengage.
d. Repeat the procedure until the clutch fails to engage. A worn clutch
may fail to engage only once in as many as 30 attempts. When it fails to
engage, the injector racks will move toward "FULL FUEL" position and
the engine will produce heavy black smoke and rumbling noises.
dn
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Q
Section 16
TROUBLESHOOTING ENGINE . Loose Material In The Air Filter Housing -

WITH FAILED TURBOCHARGER Material left in the housing can enter the
impeller.
After turboeharger failure has been verified, it is
very important to determine the cause of the failure If an impeller has rubbed the cover or has pieces
and take preventative measures to ensure that the broken out, the air filter housing, ducts, and
replacement turbocharger will not fail. After the filters should be inspected. Paper or fiberglass
turbocharger is removed from the engine, inspect elements should be scrapped if the inspection
the turbocharger areas. reveals aluminum in the air duct, filter housing,
or in the filters.
1. Impeller.
As the turbocharger rotating assembly slows
2. Exhaust duct. down during a failure, pieces of the impeller
may enter the air duct and damage the after-
3. Inlet scroll (nozzles and turbine blades). coolers. The aftercooler area should be in-
spected following damage to the impeller.
4. Gear train (also inspect for debris at both turbo
oil drain passages). CAUTION
In many cases, rubbing and loss of pieces from
Any sign that failure was caused by an external the impeller are caused by an unbalanced
source should be investigated and corrective action condition within the turbocharger. Therefore,
taken before the unit is returned to service. The the turbocharger should be inspected for other
following paragraphs list some c o m m o n failures. defects which cause imbalance when impeller
rubbing and loss of pieces are found.
FOREIGN MATERIAL DAMAGE
TO T H E I M P E L L E R FOREIGN MATERIAL DAMAGE
TO T U R B I N E BLADES
This failure, Fig. 6, usually results from one of the
following: Foreign material damage can be found by inspect-
ing blades and nozzles as detailed in the section
under "Turbocharger Reported Burping And
Smoking Excessively." The nozzles may be dented
or closed, and at times, larger pieces of foreign
material may be stuck in them. If the rotating
assembly is not frozen, inspect the leading edges of
all the blades by turning the impeller. The leading
edges of some or all of the blades will be nicked and,
in some cases, a blade may break at a nick, Fig. 7.
Fig.6 - Impeller Damaged By Foreign Material
1. P r e v i o u s T u r b o c h a r g e r F a i l u r e - W h e n a
turbocharger is operating and pieces are broken
off the impeller, the force drives the pieces into
the air filter. Later, they may be pulled loose
and damage the new impeller. Fig.7 - Nicked Blades
2. Misapplication Of The Compressor Inlet Boot The mechanical breakup of any part of the power
- If the boot travels, a clamp may enter the assemblies or the exhaust system may result in
impeller and destroy it. foreign material damage to the turbine blades and
75E480 16-49
Section 16
nozzles. The most c o m m o n sources are b r o k e n

e x h a u s t valves a n d b r o k e n p i s t o n rings. T h e
turbocharger is protected from this material by the
inlet screen, but the screen is not 100% effective,
since it is designed to pass a large volume of air while
inducing only a small drop in pressure. It will,
however, stop and hold most pieces of material.
This material must be removed at the earliest
opportunity, or it will break up and pass through the
screen, causing turbine blade damage.
A newly designed screen with a trap at the bottom is

now available. The trap collects foreign material
and prevents it from continuously hitting the screen,
breaking up, and entering the turboeharger. The
screen assembly is now applied to new engines and is Fig.8 - Stretched Blades That Have
available from Electro-Motive Parts Centers. Rubbed The Shroud
Failures can be reduced by performing preventive

maintenance to:
1. Preclude ring breakage. Top ring side clearance

m e a s u r e m e n t can be used as a m e t h o d to
determine when the ring is entering a dangerous
stage.
2. Prevent valve blow from progressing to valve

breakage. Maintain valve and injector timing as
specified in the Engine Maintenance Manual.
3. Determine if power assembly or exhaust system

pieces are missing, and locating and removing
them from the exhaust system.
20976
OVERHEAT/OVERSPEED Fig.9 - V i e w D o w n The Exhaust Stack -

Warped Diffuser
O v e r h e a t / o v e r s p e e d is the most destructive and
costly type of failure and may result in almost total
destruction of the turbocharger. Since it is caused by
excessive heat energy in the exhaust system which
increases turbine wheel speed to an unacceptable
level, the only cure is to remove the source of the
heat energy.
An overheat/overspeed failure can be recognized

by:
1. Turbine blades that are stretched and have

rubbed the shroud; some of the blades may have
pulled apart. Often the turbocharger is frozen
and the impeller cannot be rotated, therefore,
only a limited view of the blades is available,
Fig. 8.
20977
2. Viewing down the exhaust duct; the exhaust
diffuser may be warped and the shroud may be Fig.lO - V i e w D o w n The Exhaust Stack Of A
bulged. Both may be torn by broken blades, Warped Diffuser A n d Damage
Figs. 9 and 10. From Broken Blades
16-50 75E480
Section 16
3. An impeller that rubs the cover; the over- 4. No sign of t u r b i n e o v e r h e a t / o v e r s p e e d or

h e a t / o v e r s p e e d c o n d i t i o n m a y result in a foreign material damage.
bearing failure that allows the impeller to move
forward, or an unbalanced condition may occur Some bearing failures are avoidable. Starting or
when blades are pulled apart. stopping the engine with no turbo lube pump oil
flow can result in a bearing failure. The turbo lube
The usual sources of excess heat are: p u m p provides oil to the turbocharger's hydro-
dynamic bearings when the engine is started or
1. Air box fire. White ash should be visible in the stopped. At engine start, the oil lubricates the
inner air box, on the stress plates, end plates, or bearing and, after engine shutdown, the oil cools the
liners. The paint on the handhole covers may be bearing and protects against residual heat in the
blistered. Clean if necessary. turbocharger.
Any condition that increases either the air box Scheduled m o n t h l y inspections should include
temperatures or the amount of deposit forma- visual inspection through a rear oil pan handhole
tion in the air box should be corrected. These cover to verify oil flow down the gear train after the
conditions are: engine is shut down. A check at the top deck should
also be made to ensure that oil is not flowing from
a. Dirty aftercoolers. the camshaft bearings, indicating an inoperative
check valve that is allowing oil from the turbo lube
b. Broken compression rings. pump to backflush the turbocharger filter into the
engine bearings. Also, when an engine is shut down,
c. Late injector timing. any battery switch, fuse, or circuit breaker that de-
activates the turbo lube pump must remain closed
d. Incorrect valve timing. until the bearing has cooled.
e. Plugged turbocharger exhaust inlet screen. Bearing failures can also occur due to turbocharger
h o u s i n g d i s t o r t i o n f r o m m i s a l i g n m e n t of the
f. Plugged air filters or other restrictions in a f t e r c o o l e r air ducts. F o l l o w the p r o c e d u r e s
the air intake system. outlined in the Engine Maintenance Manual when
installing the air ducts.
2. Damaged injectors.
GEAR TRAIN FAILURE
3. Broken valves (sometimes causing d a m a g e d
injectors). When turbocharger gear train damage is evident,
the following should be performed:
4. Mis-timed engine, valves, and injectors.
1. Check for debris in the lube oil system, oil pan,
5. Exhaust manifold fire. strainers, and filters.
6. Excessive electrical overload. 2. Inspect the timing gear housing for debris.
BEARING F A I L U R E . Inspect the entire engine gear train to determine

when gears require replacement. For engines
A bearing failure is characterized by: using spring drive gears, the gear retaining bolts
should be checked for tightness. Discard any
1. Heavy rubbing of the impeller vanes. loose bolts and apply new bolts.
2. Excessive rotor end thrust. NOTE

The eight bolts holding the turbocharger drive
3. Possible excessive up and down play in the gear to the spider should be 31.8 mm (1-1/4")
rotor bearings. long, with hardened washers between the gear
and bolt heads.
75E480 16-51
Section 16
"ONE REVOLUTION" INSPECTION

SEQUENCE CHARTS
The following engine "One Revolution" inspection sequence charts are
designed to speed up air box inspection of power assembly components and
minimize required engine manual barring. The charts show the power
assembly checks that can be made during one revolution of the crankshaft.
Select the chart which is applicable to the number of cylinders and the
direction of rotation of the engine to be inspected. (The right-hand rotation
charts are applicable only to right-hand rotation marine engines.)
The column headings can be interpreted as follows:
FLYWHEEL DEGREES - - Flywheel location as indicated by the flywheel

pointer.
BLOWER - - Indicates the flywheel setting required on a blower-type engine

to perform the applicable inspections.
T U R B O C H A R G E D - - Indicates the flywheel setting r e q u i r e d on a

turbocharged engine to perform the applicable inspections.
SET INJECTOR - - The number appearing in this column opposite "flywheel

degrees" indicates that the injector of that cylinder can be timed.
NO. 1 RING - - This indicates that the top compression ring of that cylinder
can be inspected.
UP - - The number appearing in this column indicates that the compression

rings in that cylinder are moving upward past the ports of the liner, and can be
inspected.
D O W N - - The n u m b e r a p p e a r i n g in this c o l u m n indicates that the

compression rings in that cylinder are moving downward past the ports of the
liner, and can be inspected.
PISTON COOLING OIL PIPE - - The number appearing in this column

indicates that the clearance between the piston cooling oil pipe and the piston
carrier can be observed and the alignment gauge can be used.
PISTON - - The number appearing in this column indicates that the skirt of
the piston in that cylinder can be inspected through the liner ports.
LINER - The number appearing in this column indicates that the piston in
-
that cylinder is at or near bottom dead center, which allows inspection of the
liner bore through the liner ports.
16-52 75E480
Section 16
8-CYLINDER ENGINE (LEFT-HAND ROTATION)
"ONE R E V O L U T I O N " INSPECTION SEQUENCE
FLYWHEEL DEGREES
NO. 1 R I N G
STD. FB PISTON
TURBO- TURBO- SET COOLING
BLOWER CHARGED CHARGED INJECTOR UP DOWN OIL PIPE PISTON LINER
356 0 2 1 4
181/2 22 241/2 7 2
41 45 47 5 8
63 671/2 691/2 4 6 4-6 1-7
86 90 92 3 2
108.=/2 1121/2 1141/2 8 1
131 135 137 7 6
1531/2 1571/2 1591/2 2 5 2-5 3-8
176 180 1 82 4 1
1981/2 2021/2 2041/2 6 3
221 225 227 8 5
2431/2 247 2491/2 1 7 1-7 4-6
266 270 272 2 3
288"=/2 2921/2 2941/2 5 4
311 315 317 6 7
3331/2 337 3391/2 3 8 3-8 2-5
28556
FLYWHEEL DEGREES
NO. 1 R I N G
STD. FB PISTON
356 0 2 1 3 2 3-2 8
15 19 21 12 10 11 10-11 4
5
41 45 47 7 9 8 9-8 3-6
2
66 70 72 10-1
11
90 94 96 4 5 6 5-6 9-12
8
116 120 122 3 2 1 2-1 7
135 139 141 10 11 12 11-12 5
6
161 165 167 8 7 8-7 2-4
1
186 190 192 11-3
12
210 214 216 5 8 4 8-4 8-10
7
236 240 242 1 3 1-3 9
255 259 261 11 12 10 12-10 6
4
281 285 287 7 7-9 1-5
306 310 31 2 12-2

10
330 334 336 6 4 5 4-5 7-11
9
356 0 2 1 3 2 3-2 8
28557
112E385 16-53
Section 16
16-CYLINDER ENGINE (LEFT-HAND R O T A T I O N )

FLYWHEEL D E G R E E S
NO. 1 RING
STD. FB PISTON
TURBO- SET COOLING
TURBO-
356 6 13 6-13 7-16 4
181/2 22V2 24V2 8 11 2 5
41 45 47 9 14 7 12
63V2 67V~ 69V2 16 4 10 4-10 1-11 13
86 90 92 5 15 5-15 8-14 2
108V2 1121/2 114V2 12 1 7
131 135 137 11 13 8 10
153'/2 1 571/2 1 59V2 14 2 9 2-9 3-12 15
176 180 182 4 7 16 7-16 6-13 1
198Y~ 2021/2 2041/~ 10 3 8
221 225 227 12 15 6 9
243'/2 247V2 249V2 13 1 11 1-11 4-10 16
266 270 272 8 14 8-14 5-15 3
288V2 292V2 2941/~ 9 4 6
311 315 317 10 16 5 11
3331/~ 3371/2 339V~ 15 3 12 3-12 2-9 14
28558

FLYWHEEL D E G R E E S
NO. 1 RING
STD. FB PISTON
CHARGED CHARGED INJECTOR UP DOWN OIL PIPE PISTON LINER
0 2 1 15 3 15-6 4 10
9 11 19 17 6 15-6 16 12
36 38 8 17 6 17-4 9 3
45 47 11 12 4 17-4 14 20
72 74 5 12 4 12-9 1 6
81 83 18 2O 9 12-9 19 13
108 110 7 20 9 20-1 8 4
117 119 15 13 1 20-1 11 16
144 146 2 13 1 13-8 5 9
153 155 17 16 8 13-8 18 14
180 182 10 16 8 16-5 7 1
189 191 12 14 5 16-5 15 19
216 218 3 14 5 14-7 2 8
225 227 20 19 7 14-7 17 11
252 254 6 19 7 19-2 10 5
261 263 13 11 2 19-2 12 18
288 290 4 11 2 11-10 3 7
297 299 16 18 10 11-10 20 15
324 326 9 18 10 18-3 6 2
333 335 14 15 3 18-3 13 17
360 362 1 15 3 15-6 4 10
28559
16-54 112E385
Se~ion 16
(MARINE ONLY) 8-CYLINDER ENGINE (RIGHT-HAND ROTATION)
FLYWHEEL
DEGREES NO. 1 RING
STD. FB PISTON
356 0 2 1 4
18 22 24 8 3
41 45 47 6 7
63 67 69 4 5 4-5 1-8
86 90 92 2 3
108 112 114~ 7 1
131 135 137 5
153 157 159 3 6 3-6 2-7
176 180 182 4 1
198 202 204 5 2
221 225 227 7 6
243 247 2491/2 1 8 1-8 4-5
266 270 272 3 2
228 292 294,/2 6 4
311 315 317 5 8
333 3371/2 3391/2 2 7 2-7 3-6
356 1 4
28560
FLYWHEEL
DEGREES NO. 1 RING
PISTON
STD. FB
B LOWE R CHARGED CHARGED INJECTOR UP DOWN OIL PIPE PISTON LINER
356 0 2 1 2 3 2-3 8
9
22 26 28 6 5 4 5-4 7-11
10
46 50 52 2-12
71 75 77 8 9 7 9-7 1-5
4
97 101 103 11 10 12 10-12 6
116 120 1 22 2 3 1 3-1 9
7
142 146 148 5 4 6 4-6 8-10
12
166 170 172 11-3
1
191 195 197 9 7 8 7-8 2-4
6
217 221 223 10 12 11 12-11 5
236 240 242 3 1 2 1-2 7
8
262 266 268 4 6 5 6-5 9-12
11
286 290 292 10-1
2
311 315 317 7 8 9 8-9 3-6
5
337 341 343 12 11 10 11-10 4
356 0 2 1 2 3 2-3 8
28561
112E385 16-55
Section 16

FLYWHEEL DEGREES NO. 1 RING

STD. PISTON
FB
356 0 2 1 13 6 4
18 221/2 241/2 15 12 3 14
41 45 47 10 5 16 5-16 8-13 11
63 67 691/2 7 4 9 4-9 1-12 6
86 90 92 14 8 3
1081/2 1121/2 1 14'/2 13 11 1 16
131 135 137 12 6 15 6-15 7-14 9
153 1571/~ 1591/2 5 3 10 3-10 2-11 8
176 180 182 4 16 7 1
1981/2 2021/2 2041/2 14 9 2 15
221 225 227 11 8 13 8-13 5-16 10
243 247 2491/2 6 1 12 1-12 4-9 7
266 270 272 3 15 5 2
288 292 2941/2 16 10 4 13
311 315 317 9 7 14 7-14 6-15 12
333 3371/2 3391/2 8 2 11 2-11 3-10 5
356 0 2 1 13 6 4
28562
FLYWHEEL DEGREES
NO. 1 R I N G
PISTON
STD. FB
CHARGED CHARGED INJECTOR UP DOWN OIL PIPE PISTON LINER
0 2 1 20 7 13-7 5 10
27 29 14 20 7 20-5 11 17
36 38 9 12 5 20-5 8 2
63 65 16 12 5 12-8 19 15
72 74 17 8 12-8 1 7
99 101 13 17 8 17-1 14 18
108 110 6 15 1 17-1 9 5
135 137 20 15 1 15-9 16 11
144 146 3 18 9 15-9 4 8
171 173 12 18 9 18-4 13 19
180 182 10 11 4 18-4 6 1
207 209 17 11 4 11-6 20 14
216 218 2 19 11-6 3
243 245 15 19 19-3 12 16
252 254 7 14 19-3 10
279 281 18 14 3 14-10 17 13
288 290 5 16 10 14-10 2 6
315 317 11 16 10 16-2 15 20
324 326 13 2 16-2 7 3
351 353 19 13 2 13-7 18 12
0 2 1 13 13-7 10
28563
16-56 112E385
Section 16
FIRING ORDER AND TOP DEAD CENTER FOR 645 ENGINES

LEFT-HAND ROTATION ENGINE RIGHT-HAND ROTATION ENGINE
8-CYLINDER 8-CYLINDER
FIRING ORDER TOP DEAD CENTER FIRING ORDER TOP DEAD CENTER
0 0o
1 1
5 45 6 45
3 90 2 90
7 135 8 135
4 180 4 180
8 225 7 225
2 270 3 270
6 315 5 315
1 0 o 1 0 o
12 19 6 26
7 45 8 75
4 94 11 101
3 120 2 120
10 139 5 146
9 165 9 195
5 214 10 221 o
2 240 3 240
11 259 4 266
8 285 7 315
6 334 12 341 o
FIRING ORDER TOP DEAD CENTER FIRING ORDER TOP DEAD CENTER NOTE
0 o 0o L o c o m o t i v e , d r i l l i n g rig, a n d
1 1
power generating installations
8 22-1/2 15 22-I/2
are available only with left-
9 45 10 45
hand rotating engines.
16 67-1/2 7 67-1/2
3 90 2 90 Only marine and industrial
6 112-1/2 13 112-1/2 installations are available
11 135 12 135 with either a left or right-
14 157-1/2 5 157-1/2 hand rotating engine.
4 180 4 180
5 202-1/2 14 202-1/2
12 225 11 225
13 247-1/2 6 247-1/2
2 270 3 270
7 292-1/2 16 292-1/2
10 315 9 315
15 337-1/2 8 337-1/2
0 0 o
1 1
19 9 14 27
8 36 9 36
11 45 16 63
5 72 4 72
18 81 13 99
7 108 6 108
15 117 20 135
2 144 3 144
17 153 12 171
10 180 10 180
12 189 17 207
3 216 2 216
20 225 15 243
6 252 7 252
13 261 o 18 279
4 288 5 288
16 297 11 315
9 324 8 324
14 333 19 351
24174
75E480 16-57
Section 16
L I N E R / P I S T O N VISUAL INSPECTION GUIDE

During an "in engine"liner/piston inspection, a correct diagnosis is important
to prevent the unnecessary removal of still serviceable parts, or the continued
operation of a non-serviceable part, possibly resulting in a complete failure.
The illustrations show the conditions most likely to be observed, and the
captions give the correct terms to define them. Consistent use of these terms,
w h e n describing liner and piston c o n d i t i o n s , will p e r m i t an a c c u r a t e
evaluation of the problem at hand, and be understandable to anyone familiar
with such conditions.
When liner bores are inspected and abnormal conditions are observed, check
piston ring and piston skirt conditions BEFORE changing out a power
assembly. Do not remove an assembly based on liner appearance only. Refer
to the applicable illustration in the guide for the action to be taken based on the
observed conditions.
Continued usage or replacement of the liner a n d / o r piston, based on the

r e c o m m e n d e d " A C T I O N , " can c o n t r i b u t e significantly to e x t e n d e d
component service life and the prevention of engine damage.
NOTE
Pistons used in late model EMD turbocharged engines have a tin
plate skirt treatment, the color of which turns from silver matte to a
dull flat pewter gray during service. This pewter gray coloring may
be mistaken for scuffing during inspections. Scuffing indications
that are valid include distressed skirt surfaces where obvious metal
tearing can be seen and felt, and similar liner distress is apparent
when viewed through the ports.
16-58 112E385
Section 16
SCUFFING
iiii:,iii!!iii!!iii!i!ii\
!
CONDITION- Extensive scuffmg on liner bore. Most
certain to involve piston skirt.
ACTION- Extent o f s c u f f i n g indicates that

piston skirt is most likely excessively
scuffed. Replace power assembly if
inspection of piston confirms this.
?.4175
75E480 16-59
Section 16
16-60 75E480
Section 16
75E480 16-61
Section 16
16-62 75E480
Section 16
Port
i 7
i~~i
!~iiiiiii!!!!
PORT STREAKING
CONDITION- Vertical marks starting at the port

edges, but hone marks in liner bore
are not disturbed. Also shows signs of
port milling.
ACTION -- Continue in service.

2417g
75E480 16-63
Section 16
i High Polish |
Hone Marks J
Not Visible
CARBON DRAG
CONDITION -- Highly polished area in liner bore. As

v i e w e d through the ports, it may
appear black, blue, brown, or tan in
color. Also shows light "port framing"
or squaring off of port comers.
ACTION -- Continue in service.
24180
16-64 75E480
Section 16
PROPULSION SYSTEM TROUBLESHOOTING

GENERAL LOS. LOS is normally closed and opens at 83 kPa
(12 psi) during low speed (under 475 RPM) and 193
Since most operating difficulties will be signaled by kPa (28 psi) during high speed (over 475 RPM). A
the engine control cabinet a n n u n c i a t o r alarms, time delay of 50-60 seconds at low engine speed is
troubleshooting will usually start by observing the provided before the alarm switch trips to allow
annunciator indications. operating pressure to be reached after starting the
engine. At high speed, the alarm will be tripped in
This portion of the section contains a description of approximately 2 seconds. A description of the low
each alarm circuit of a propulsion unit. Each alarm oil pressure alarm and shutdown circuit follows.
monitors a respective system. In describing the
alarm circuit, mechanical or electrical malfunctions
have been assumed to describe the relays and NOTE
switches which would be involved. Oil pressure switch OPS in the starting circuit
is not in this alarm circuit.
The alarm sequence and point by point description
of each alarm circuit is presented as an aid to OPS contact 1B remains closed, completing circuit
troubleshooting. to the starting magnet valve SM coil until engine
lube oil pressure reaches 145 kPa (21 psi). At 145
LOW OIL PRESSURE A L A R M kPa, OPS opens contact 2B to disable starting
circuit while engine is running to prevent damage to
A N D S H U T D O W N CIRCUIT starting c o m p o n e n t s in case ENGINE S T A R T
pushbutton is accidentally pressed.
The low oil pressure alarm is inkiated by a low oil
p r e s s u r e alarm device of the g o v e r n o r . F o r a OPS contact 1A remains open, interrupting circuit
detailed description of this device, refer to Protective to elapsed time indicator ETI until engine lube oil
Devices Section of this manual. The device controls pressure reaches 145 kPa (21 psi). at 145 kPa, OPS
contacts of the governor low oil pressure switch closes contact 1A to complete circuit to ETI.
Step Procedure Or Condition Result
1 Governor oil pressure above 83 kPa Governor lube oil pressure switch LOS normally open
(12 psi) at engine low speed or over contacts are closed, which keeps oil pressure relay OP
131 kPa (28 psi) at engine high speed. coil energized. Energized OP coil holds OP normally
closed contacts open to prevent a warning light and
alarm.
. - - B
O L A,arm
__i_ ; TestJO.;,. l
-7" -- IOP ....
TNO -~cI(K 1)
",1 f"__ ' I'-'- -
!1c 1__
/ ' I AR
SD
"]']NO
- LOSTN C LOS'
,
r -q6 ~.
CIN (K13)
,,_,J 24149
75E480 16-65
Section 16
2 Governor oil pressure not up to 83 LOS normally open contacts open, OP de-energized.
kPa (12 psi) at engine low speed or up LOS n o r m a l l y closed c o n t a c t s close, e n e r g i z i n g
to 193 kPa (28 psi) at engine high shutdown SD coil.
speed.
3 OP de-energized. OP normally closed contacts close.
a. OP normally closed contacts close. LOW OIL PRESS warning light comes on.
Provides a feed to alarm relay AR coil which sounds

alarm.
b. SD energized. SD contacts 1C and 1NO close, governor solenoid GS

energizes.
GS energized. Stops engine by causing governor to move fuel injector

rack to no-fuel position.
16-66 75E480
Section 16
CRANKCASE PRESSURE W h e n a positive pressure o f f r o m 20-46 m m

ALARM AND SHUTDOWN (0.8"-1.8") H20 is developed in the crankcase, CPS
changes position, C'CASE PRESSURE light comes
CIRCUIT on, alarm sounds, and the engine shuts down.
The crankcase pressure alarm and shutdown circuit

is initiated by the crankcase pressure switch CPS. The crankcase pressure switch must be manually
For a detailed description of CPS, refer to Protective reset after tripping. A description of the crankcase
Devices Section of this manual. pressure alarm and shutdown circuit follows.
1 Crankcase Pressure at normal nega- Crankcase pressure switch CPS contacts C-D closed,
tive pressure. which keeps crankcase pressure relay CP coil energized.
Energized CP coil holds CP normally closed contacts
open to prevent a warning light and alarm.
,_~ ALARM __ ~ -
i T E S T / O F F '~ ~ ',
I
lj ,I,~ :lli
CP L _ ~J_J
I y _ _ _ , (K2)
I
No Nc i
I. . . . I
I
|_ . I I AR
- - , (K13)
1C
Y:l - I
SD
-]-iNO |
I o
m .
I r-
LE__ ' Il ..J ~r)uj

,- -
-i (jr)
C.) I ~ . 23951
2 Crankcase pressure builds up over CPS contacts C-D open, closing contacts C-E.
20 mm (0.8") H20.
3 CPS contacts C-D open. CP coil de-energized. CP normally closed contacts close.
4 CP normally closed contacts close. C'CASE PRESSURE warning light comes on.

alarm.
75E480 16-67
Section 16
5 CPS contacts C-E close. Shutdown SD coil energized. SD contacts IC and INO
close.
6 SD contacts IC and 1NO close. Governor solenoid GS energized.
7 GS energized. Stops engine by causing governor to move to no-fuel

position.
16-68 75E480
Section 16
OVERSPEED TRIPPED overspeed trip m e c h a n i s m , refer to Protective

ALARM CIRCUIT Devices Section of this manual.
OTLS is closed when overspeed trip mechanism is in

the latched position. The overspeed trip mechanism
The overspeed tripped alarm is initiated by the opens when engine speed increases to the specified
overspeed trip limit switch OTLS. The unit also has limits and engages OTLS. OTLS opens, OVER-
an overspeed trip shutdown mechanism which is S P E E D T R I P P E D light comes on, and alarm
provided as a safety feature to stop injection of fuel sounds. The overspeed trip mechanism must be
into the cylinders, causing engine shutdown. The manually reset before the enginecan be restarted. A
overspeed trip mechanism is a mechanical device. description of the overspeed tripped alarm circuit
For a detailed description of OTLS and the follows.
1 Engine at desired speed. Overspeed trip limit switch OTLS contact B closed,
which keeps overspeed trip relay OT coil energized.
Energized OT coil holds normally closed contacts open
to prevent an alarm and ho!ds normally open contacts
closed to allow engine start.
. . . . . . .
ALARM "
~ ,-- . . . . ~TEST/OFF i
N I I I
: 38
$1 ~ .- t T ,. . . . . I i ~_40T (Held Closed)
u~ ', /~NO nc (K9)
~l ~, j
L~I I iI IAR
I (K13)
i0TL,c f~
w
~rnl
I
', ~ hol l Starting
Magnet Valve
,,Bh k / o~t.u I
~: --- -- - I
I
SM
23950
2 Engine exceeds specified speed limit. Overspeed trip mechanism trips; engine shuts down.
OTLS opens contact B, OT de-energized.
OT de-energized. OT normally closed contacts close, normally open

contacts 38-43 open.
OT normally closed contacts close. OVERSPEED TRIP warning light comes on.
Provides a feed through closed contacts to alarm relay

AR coil which sounds alarm.
OT normally open contacts 38-43 Interrupts circuit to starting magnet valve SM,
open. preventing another starting attempt until overspeed
mechanism is reset.
75E480 16-69
Section 16
HOT ENGINE ALARM manual. ETS is normally closed and opens at 98 C

CIRCUIT (208 F). When engine water temperature reaches
98 C (208 F), ETS opens, H O T E N G I N E light
comes on, and alarm sounds. The hot engine alarm
The hot engine alarm is initiated by the engine can only be c o r r e c t e d by r e d u c i n g the e n g i n e
temperature switch ETS. For a detailed description temperature to below 92 C (198 F). A description
of ETS, refer to Protective Devices Section of this of the hot engine alarm circuit follows.
1 Engine water temperature normal (or Engine temperature switch ETS contact 1B is closed
below 98 C [208 F]). which keeps hot engine relay HE coil energized.
Energized HE coil holds HE normally closed contacts
open to prevent a warning light and alarm bell.
A
I
ALARM '-----~-,
I
Z, I HE " "'-"
'l N (K3)
Ill
I ~ I I
1"
I. . . . . . . . I I I AR
I (K13)
I _~t__ J
ETS ,I
' L' ---I
ho,i
1B I i ~ (z. ' 9 I_ i I
O -- i
-r.,
I 23953
2 Engine water t e m p e r a t u r e reaches ETS opens contact 1B, HE de-energized.

98 C (208 F).
HE de-energized. HE normally closed contacts close.
HE normally closed contacts close. HOT ENGINE warning light comes on.
Provides a feed to alarm relay A R coil, which sounds

the alarm.
16-70 75E480
Section 16
LUBE OIL LEVEL level indicator, refer to Protectiye Devices Section

A L A R M CIRCUIT of this manual. LLS is closed when oil level is
acceptable and opens when oil level reaches a
predetermined level. When oil is at this level, LLS
The lube oil level alarm circuit is initiated by the opens, LUB OIL LEVEL warning light comes on,
lube oil level switch LLS located in the low oil level and alarm sounds. A description of the low oil level
indicator. For a detailed description of the low oil alarm follows.
1 Oil at acceptable level. Lube oil level switch LLS is closed, which keeps oil level
relay OL coil energized. Energized OL coil holds OL
normally closed contacts open to prevent a warning
light and alarm.
ALARM I-L~
i TEST/OFF
I OL
~1 C (K4)
!
-JI i. . . . . i--I
01_ I
i
I I AR
- I --J- I(K13)
LLS J I -/~lC'~NO,
i (~) -I
uJua I ! I
I I m> L i
= l
t
::::) uJ . . . . .
._l.J
I_ 23954
2 Oil below acceptable level. LLS opens, OL coil de-energized.
3 OL de-energized. OL normally closed contacts close.
OL normally closed contacts close. LUBE OIL LEVEL warning light comes on.

alarm.
75E480 | 6-7 |
Section 16
LOW TURBO OIL PRESSURE while turbo lube oil pressure builds up. The turbo
A L A R M CIRCUIT lube pump operates until main lube oil pressure
reaches 145 kPa (21 psi). At engine shutdown, the
turbo lube p u m p starts when the main lube oil
The low turbo oil pressure alarm is initiated by the pressure falls below 145 kPa (21 psi) and operates
t u r b o oil pressure switch TOS. F o r a detailed for 25 minutes.
description of TOS, refer to Protective Devices
Section of this manual. TOS is normally open and
closes at 69 kPa (10 psi). If turbo oil pressure drops to below 69 kPa (10 psi),
TOS opens, LOW TURBO OIL PRESS warning
A turbo lube pump operates at engine start and at light comes on, and alarm bell rings. A description
engine shutdown. At engine start there is a 10 of the turbo lube pump circuit and low turbo oil
second delay in the alarm circuit to prevent an alarm pressure alarm follows.
I--
!
I
I
I
1
) OPS f . . . . . R "liE--
R~
,
I
TOS
I UJ
L
i 11,
NO
--_
I
NClq
Alar
_ i ' ~ l Test/,
;Tf 2C ~ R 5IPT .,.I..
,NOL BI .
2N() 3T TOSX
1d -
~ r
= 13)
X
r
_#_ OL
I 1 I
I 0
..J
24148
16-72 75E480
Section 16
TURBO LUBE PUMP CIRCUIT
1 ENGINE S T A R T pushbutton pres- ENGINE S T A R T pushbutton energizes engine start

sed momentarily. relay STR and engine start auxiliary relay STRX.
a. STR contacts close. Energizes turbo lube p u m p contactor M coil. M

contactor closes, turbo lube pump operates.
b. STRX contacts close. Energizes engine run relay ER coil. ER doses contacts
N-P. Energizes turbo pump timer relay PT coil. PT
contacts 5-3 close and start 25 minute timing period.
ER contacts Q-R open, PT stops timing.
ENGINE START pushbutton ENGINE S T A R T pushbutton contacts open, STR and

released. STRX relays de-energize.
a. STRX contacts open. ER de-energized. ER contacts N-P open. PT de-

energized. ER contacts Q-R dose. PT contacts 5-3
close and start 25 minute timing period. Turbo lube
pump operates.
b. STR contacts open. Interrupts a circuit to M contactor coil, but circuit

through ER contacts Q-R and PT contacts 5-3 keeps
M contactor energized and turbo lube pump continues
to operate,
ENGINE S T A R T pushbutton pres- Refer to Steps 1 and 2.

sed, engine starts, and E N G I N E
S T A R T pushbutton is released.
Engine oil pressure reaches 145 kPa Oil pressure switch OPS contact 1A closes. ER relay
(21 psi). coil energized. ER contacts Q-R open, interrupting
circuit to PT contacts 3-5. PT contacts 3-5 stop timing.
M contactor coil de-energized, turbo lube pump stops.
At engine shutdown, oil pressure O P S contact 1A opens. ER coil de-energized. ER

drops to below 145 k P a (21 psi). contacts N-P open. PT de-energized. ER contacts Q-R
close. PT contacts 5-3 close and start 25 minute timing
period. Turbo lube pump operates.
75E480 16-73
Section 16
ALARM CIRCUIT
1 ENGINE START pushbutton Engine run relay ER energized. ER closes contact B

pressed. which times for 10 seconds.
ER contact B closed for 10 seconds. Turbo oil pressure relay TP coil energized. Energized
TP coil holds TP normally closed contacts open to
prevent a warning light and alarm.
The 10 second delay prevents an alarm while turbo oil

pressure builds up to 69 kPa (10 psi).
Turbine oil pressure above 69 kPa Turbo oil pressure switch TOS contact A closes which
(10 psi). ER contact B opened after keeps turbo oil pressure auxiliary TOSX coil energized.
10 seconds. Energized T O S X coil closes contacts IC-1NO to
energize TP coil. Energized TP coil holds TP normally
closed contacts open to prevent alarm.
4 Turbine oil pressure drops below 69 TOS c o n t a c t A opens. T O S X coil de-energized.

kPa (10 psi). Contacts IC-1NO open to de-energize TP coil. TP
normally closed contacts close.
TP normally closed contacts close. LOW TURBO OIL PRESS warning light comes on.
Provides a circuit through closed contacts to alarm

relay AR coil which sounds alarm.
At operation of turbo lube pump PT contacts 3-5 are closed for the 25 minute timing
prior to engine start and at engine period turbo lube pump operates. PT contacts 2-6 are
shutdown. held open during this period.
6 Turbine oil pressure above 69 kPa Turbine oil pressure switch TOS contact A closes.
(I0 psi). Refer to Step 3.
Turbine oil pressure drops below 69 TOS contact A opens. Refer to Step 4.
kPa (10 psi).
16-74 75E480
Section 16
HIGH OIL T E M P E R A T U R E to Protective Devices Section of this manual. HOS

is normally closed and opens at 104 C (220 F).
ALARM CIRCUIT When oil temperature reaches 104 C (220 F).
HOS opens, HI-OIL TEMP warning light comes
on, and alarm sounds. The high oil temperature
The high oil temperature alarm circuit is initiated by alarm can only be corrected by reducing the oil
the high oil temperature switch HOS. For a detailed temperature to below 99 C (210 F). A description
description of the high oil temperature switch, refer of the high oil temperature alarm circuit follows.
1 Oil t e m p e r a t u r e below 104 C High oil temperature switch HOS contact 1B is closed,
(220 F). which keeps high oil temperature HO coil energized.
Energized HO coil holds normally closed contacts open
to prevent a warning light and alarm.
1
AI
"o
i TEST/OFF ' .... Ofl't
N
==l
7~-NO - ~ l C I (K7) I---
ol I
1- I i I
I o AR
I (K13)
I -L -- I
HO~
F(,; -, kEi oL I
1B a h,,.. I i
o~ __ _ J .... !
L _J
23957
2 Oil t e m p e r a t u r e reaches 104 C HOS opens, HO coil de-energized.

(220 F).
3 HO coil de-energized. HO normally closed contacts close.
HO normally closed contacts close. HI-OIL T E M P warning light comes on.

A R coil which sounds alarm.
75E480 1 (7-'75
Section 16
WATER LEVEL ALARM WLS is normally closed and opens when water level
CIRCUIT recedes to a predetermined level. When water is at
this level, WLS opens, WATER LEVEL warning
The water level alarm circuit is initiated by the water light comes on, and alarm sounds. A description of
level switch WLS. For a detailed description of the water level alarm circuit follows.
WLS, refer to Protective Devices Section of this
manual.
l Water at acceptable level. Water level switch WLS is closed, which keeps water
level relay WL coil energized. Energized WL coil holds
WL normally closed contacts open to prevent an alarm.
ALARM i- -~
- - - - I
TEST/OFF tI ~,,,"11 ! '
_/_ Ij WL :'-'QL]-I
"/~NO -hlC (K6) ,
'> ": I I
_1
I
t-
I..U
L __ AR
WL,C; I--
~IC- ~1Oi (K13)
J ~I I
a I , !
i_ __1
23956
2 Water below acceptable level. WLS opens contact, WL de-energized.
3 WL de-energized. WL normally closed contacts close.
4 WL normally closed contacts close. LOW WATER LEVEL warning light comes on.

alarm.
16-76 75E480
Section 16
LOW CLUTCH AIR PRESSURE Protective Devices Section of this manual. CAS is
closed when clutch air pressure is above 931 kPa
ALARM CIRCUIT (135 psi) and opens when clutch air pressure drops
below 862 kPa (125 psi). When clutch air pressure is
below 862 k P a (125 psi), C A S opens, L O W
The low clutch air pressure alarm circuit is initiated C L U T C H AIR warning light comes on, and alarm
by the clutch air pressure switch CAS. For a detailed sounds. A description of the low clutch air pressure
description of the clutch air pressure switch, refer to alarm follows.
1 C l u t c h air pressure n o r m a l (or Clutch air pressure switch CAS contact 1A is closed
above 931 kPa [135 psi]). which keeps clutch air relay CA coil energized.
Energized CA coil holds CA normally closed contacts
open to prevent a warning light and alarm.
Alarm
: Test/Off
._Ni ..~---i I ~ _
iI
,CA
i i'%.I li
L_ ~.%i
<1 I
I. . . . ,AR
I ~ ____ I(K13)
CAS t- I ./__, I
C(. -I I NC NOI
tj~_ I I
< I. . . . . . I
1-!iS ' 24150
Clutch air pressure below 862 kPa CAS opens, CA coil de-energized.
(125 psi).
CA coil de-energized. CA normally closed contacts close.
CA normally closed contacts close. LOW C L U T C H AIR warning light comes on.

75E480 16-77/16-78
Section 16
GENERATING SYSTEM TROUBLESHOOTING

GENERAL The alarm sequence and point by point description
of each alarm circuit is presented as an aid to
Since most operating difficulties will be signaled by troubleshooting.
the engine control cabinet a n n u n c i a t o r alarms,
troubleshooting will usually start by observation of
the annunciator indications. Because of individual LUBE OIL PRESSURE ALARM
options and customer supplied equipment, the
engine control cabinet furnished on a generating AND SHUTDOWN CIRCUIT
unit can vary. If the unit is equipped with annunciator
alarm circuits-common to both propulsion and
generating control cabinets described in Section The lube oil pressure alarm and shutdown circuit is
15A, refer to Propulsion System Troubleshooting. initiated by the oil pressure switch OPS. F o r a
detailed description of the OPS switch, refer to
This section contains descriptions of alarm circuits Protective Devices Section of this manual. OPS
specified primarily for generating unit control closes at 145 kPa (21 psi). If the oil pressure of the
systems. engine does not reach 145 kPa (21 psi) within 1
minute after engine fuel pressure reaches 83 kPa (12
Each alarm m o n i t o r s a respective system. In psi), LUBE OIL P R E S S U R E warning light comes
describing the alarm circuit, mechanical or electrical on, the alarm sounds, and the engine is shut down. A
malfunctions have been assumed to describe the description of the lube oil pressure alarm and
relays and switches which would be involved. shutdown circuit follows.
1 Engine fuel pressure reaches 83 kPa Fuel pressure switch F P S opens contact B. Fuel
(12 psi): pressure relay F P R de-energizes.
2 F P R de-energizes. F P R times for 60 seconds then opens contact B,

interrupting circuit to OP annunciator relay coil.
Engine oil pressure reaches 145 kPa Oil pressure switch OPS contact 2A closes energizing
(21 psi) within 1 minute. oil pressure auxiliary relay OPSX. OPSX provides
circuit to OP annunciator relay coil to prevent alarm.
4 Engine oil pressure not up to 145 kPa OPS contact 2A open, OPSX de-energized.
(21 psi).
OPSX de-energized. OP annunciator relay coil de-energizes, OP normally

closed contacts close.
OP normally closed contacts close. LUBE OIL P R E S S U R E warning light comes on.

the alarm.
OPSX normally dosed contacts close. Shutdown SD coil energized, SD contacts 1C and
INO close.
6 SD contacts IC and 1NO close. Energizes governor solenoid GS.
7 GS energized. Stops engine by causing governor to move fuel injector

75E480 16-79
Section 16
LOW WATER PRESSURE kPa (17 psi) and picksup at 145 kPa (21 psi). If the
A L A R M CIRCUIT engine water pressure does not reach 145 kPa (21
psi) when the engine speed reaches 870 R P M or if
The low water pressure alarm circuit is initiated by water pressure drops below 117 kPa (17 psi) during
the low water pressure switch LWS. For a detailed operation at 870 RPM, the LOW WATER warning
description of the LWS switch, refer to Protective light comes on and alarm will sound. A description
Devices Section of this manual. LWS is open at 117 of the low water pressure alarm circuit follows.
1 Engine starts. Engine speed relay VSR normally closed contacts

closed provide circuit to hold low water relay LW coil
energized to prevent an alarm.
Engine running, engine water pressure Low water pressure switch LWS picks up. LWS contact
b u i l d s up to 145 k P a (21 psi). A closes providing circuit to hold LW coil energized.
3 Engine speed reaches 870 R P M . Engine speed relay VSR energized. VSR normally
closed contacts open.
Water pressure does not reach 145 L W S c o n t a c t A o p e n . LW relay d e - e n e r g i z e d .

kPa (21 psi) before VSR energizes or
drops below 117 kPa (17 psi) during
engine operation at 870 RPM.
a. LW de-energized. LW normally closed contacts close.
b. LW normally closed contacts close. WATER LEVEL warning light comes on.
Provides circuit to alarm relay AR to sound alarm.
- - D
- ALARM --L
~.~ II. . . . . . . , TEST/OFF,,-=~_~
I- -
_,,6
vsT- 8
~,,=, ,, ~NO--J- LW
- - N~^1I (K6) '-"~:
~ 1
I. . . . .
' ' ~ '
~_ _1
J. . . .
I
I
I
n- I AR I
/ LWS -NCq~1OI (K13)
VSR __
NC
I. . . . . i
. . . . __.]. / I
I
'---I---_' __ _ ___l_~-'_ .....

-- . 2 3 9 5 8
16-80 75E480
Section 16
,3.
LOW OIL TEMPERATURE controlled by the low oil temperature switch LTS.
For a detailed description of the LTS switch, refer to
A L A R M CIRCUIT Protective Devices Section of this manual. LTS
closes if lube oil temperature decreases to 29 C (85
The low oil temperature alarm is installed to ensure F), LOW OIL T E M P light comes on, and alarm
the immersion heater (where applicable) is operating sounds. A description of the low oil temperature
properly. The low oil temperature alarm circuit is alarm circuit follows.
1 Engine oil temperature decreases to L o w oil temperature switch LTS opens contact A.
29 C (85 F). LTR relay coil de-energizes, circuit to LO annunciator
relay opens.
LTR coil de-energized. Circuit to LO LO de-energized. LO normally closed contacts close.

annunciator relay opens.
LO normally dosed contacts close. LOW OIL T E M P warning light comes on.
Energizes alarm relay AR coil which sounds the alarm.
AIR FILTER A L A R M CIRCUIT the air intake filters become clogged. FVS senses a
pressure drop through the filters and opens at 279
The air filter alarm is initiated by the filter vacuum m m (11") H20 when using pleated paper filters or
switch FVS. For a detailed description of the FVS 178 m m (7") H20 when using fiberglass filters. A I R
switch, refer to Protective Devices Section of this F I L T E R warning light comes on and the alarm
manual. FVS is normally closed, and opens when sounds. A description of the air filter alarm follows.
1 Engine running.
Air intake filters clogged. Filter vacuum switch FVS contact B opens at 279 mm
(11") H20 when using pleated paper filters or 178 mm
(7") H20 when using fiberglass filters. FV de-energized.
FV normally closed contacts close.
FV normally closed contacts close. AIR F I L T E R warning light comes on.
75E480 16-81
Section 16
START FAILURE ALARM energized for 15 seconds after a start signal is

CIRCUIT received. If the engine does not start within 15
seconds, the SF relay drops out, the S T A R T
FAILURE warning light comes on and the alarm
sounds. The SF relay also locks out another start
The start failure alarm circuit is initiated by the start attempt. A description of the start failure alarm
relay STR which holds the start failure relay SF circuit follows.
1 Start signal is received. Start relay STR picks up and times for i5 seconds.
2 Engine does not start or does not

reach 200 RPM.
STR times out. STR opens contact B. SF de-energizes. SF normally

closed contacts close, normally open contacts 17-22
open.
4 SF normally closed contacts close. START FAILURE warning light comes on.
SF contacts 17-22 open. Interrupts starting circuit, locking out another starting
attempt.
NOTE
After the starting malfunction is corrected, the
ALARM OFF pushbutton must be pressed to set
up the starting circuit for the next starting
attempt.
16-82 75E480
Section 16
LOW FUEL PRESSURE FPS switch picks up at 83 kPa (12 psi). If fuel
pressure does not reach 83 kPa (12 psi) when the
ALARM AND SHUTDOWN engine speed reaches 870 RPM or falls below 62 kPa
CIRCUIT (9 psi) during engine operation at 870 RPM, FUEL
PRESSURE warning light comes on, alarm sounds,
The low fuel pressure alarm and shutdown circuit is and the engine shuts down. A description of the low
initiated by the fuel pressure switch FPS. For a fuel pressure alarm and shutdown circuit follows.
detailed description of the fuel pressure switch, refer
to Protective Devices Section of this manual.
1 Engine speed reaches 870 RPM. Engine speed relay VSR normally closed contacts open.
Fuel pressure switch FPS contact A is normally open,

and doses at 83 kPa (12 psi). If fuel pressure has not
reached 83 kPa (12 psi) before VSR dosed contacts
open, FPS contact A will remain open, breaking circuit
to annunciator relay FP coil. FP normally closed
contacts close.
Alarm
FPS
~ m - - Test/Off
1C
I
, I i OU I 8 SDZ_
D
L_! I 1NO
~NO ~
- - -' -] II(FP
K5)
~J
I
u- I I i ._ I
I AR
t. i I(K13)
I
2NC ..... I ,8 F P R -A
I 0_
C9
L -~-I 24151
2 FP normally closed contacts close. Energizes alarm relay AR. Alarm bell rings.
FUEL PRESSURE warn.ing light comes on.
Fuel pressure drops to below 62 kPa Fuel pressure switch FPS contact B closes energizing
(9 psi). fuel pressure relay FPR coil.
4 FPR energized. FPR contact A closes, and energizes shutdown SD coil.

SD contacts 1C and 1NO close.
5 SD contacts 1C and 1NO close. Energizes governor solenoid GS.
6 GS energized. Stops engine by causing governor to move fuel injector

75E480 16-83
Section 16
LOW START AIR PRESSURE Protective Devices Section of this manual. SAS is
A L A R M CIRCUIT closed when start air pressure is above 931 kPa (135
psi) and opens when start air pressure drops below
862 kPa (125 psi). When start air pressure is below
862 kPa, (125 psi), SAS opens, LOW S T A R T AIR
The low start air pressure alarm circuit is initiated warning light comes on, and alarm sounds. A
by the start air pressure switch SAS. For a detailed description of the low start air pressure alarm
description of the start air pressure switch, refer to follows.
1 Start air pressure normal (or above Start air pressure switch SAS contact 1A is closed
931 kPa [135 psi]). which keeps start air relay SA coil energized. Energized
SA coil holds SA normally closed contacts open to
prevent a warning light and alarm.
Alarm
! I T e s t / O f f i'-
I I i
N 'I SA ,j ~ 1q~a
: i
I '(Kll)
I
: c I
< I I I
O9
I I
I AR
t
iAl
.
SAS
I
I
I
I
@1 ~,_ I__
' ~d
. .
-"
. .
"-
hol
I(K13)
I
i
24152
Start air pressure below 862 kPa SAS opens, SA coil de-energized.
(125 psi).
SA coil de-energized. SA normally closed contacts close.
SA normally closed contacts close. LOW S T A R T AIR warning light comes on.

16-84 75E480
Section 16
CIRCULATING OIL PRESSURE COPS is normally open and is held closed by 143
kPa (21 psi) oil pressure provided by the circulating
ALARM CIRCUIT (OPTIONAL) oil p u m p which operates in c o n j u n c t i o n with
immersion heater system to maintain engine oil at
The circulating oil pressure alarm circuit is initiated operating pressure and temperature while engine is
by the circulating oil pressure switch COPS. For a shutdown. If circulating oil pressure drops below
detailed description of the COPS switch, refer to 117 kPa (17 psi), COPS opens, CIRCULATING
Section 13, Protective Devices. OIL P R E S S U R E warning light comes on, alarm
sounds, and starting circuit is interrupted. A
description of the circulating oil pressure alarm
circuit follows.
1 Circulating oil pressure above 145 Circulating oil pressure switch COPS contact 1A
kPa (21 psi). closed which keeps circulating oil pressure relay CO
coil energized to prevent an alarm.
COPS contact 2A closed in circuit to starting magnet

valve SM enables engine start.
Circulating oil pressure drops below COPS opens contacts 1A and 2A.
117 kPa (17 psi).
COPS contact IA open. CO de-energized. CO normally closed contacts close.
COl. CO normally closed contacts C I R C U L A T I N G OIL P R E S S U R E warning light

close. comes on.
COPS contact 2A open. Interrupts circuit to starting magnet valve SM, locking
out starting attempt.
75E480 10--85

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645E7C/F7B

TURBOCHARGED MARINE ENGINE/SYSTEMS

Revised December 2005

A Service Department Publication @

Electro-Motive Division Of General Motors La Grange, Illinois 60525

This information was compiled for a typical marine propulsion unit or a

References, specifications, and a list of service equipment are presented as

. M i n i m u m , m a x i m u m , a n d tolerance m e a s u r e m e n t s are provided as

Gear Lube Reluctin/~/~x-"~. ~ ~ ~ - ~ ~ ~ ~ L ~ ~ ' ~ - ' ~ ' / L ~ I b Z r Oil

.'~ '.;....."-,.... i ~i~J~-D ~ u b e O,1 Strainer I - - - \ q Fresh Water

Typical Model GMB8E7C/F7B, GMB12E7C/F7B, GMB16E7C/F7B,

Model MGB20E7C/F7B Marine Generating Unit

{I Generator l ~1~<~ ((23) ~::~J ItVI LubeO'~ill] /

Typical Model MGB8E7C/F7B, MGB12E7C/F7B, MGB16E7C/F7B,

TABLE OF FREQUENTLY USED UNITS

/ The comparative dimensions of an inch

, ,, I, II ,,, I, , , , , I , , , ,,I,, ,, ,! ,, , , , I,,

CYLINDER HEAD AND ACCESSORIES 2

PISTON ASSEMBLY AND CONNECTING RODS 3

CYLINDER POWER ASSEMBLY 5

CRANKSHAFT ASSEMBLY AND ACCESSORY 6

CAMSHAFT GEAR TRAIN, AUXILIARY DRIVE, 7

PROTECTIVE DEVICES AND A L A R M S 13

AIR STARTING SYSTEM 14

ENGINE CONTROL CABINETS 15

TURNING ENGINE MANUALLY B-1

ENGINE ADJ USTMENTS A F T E R

PRELUBRICATION OF ENGINE B-2

UNIT WITH ACCESSORY

UNIT WITHOUT ACCESSORY

2. Engage the pinion gears with the engine ring

a. Attach a j u m p e r wire at the rear of the

b. Open the manual "T" handle override valve,

end plug opening (barring hole). The allen P R E L U B R I C A T I O N OF

Main~Lube oii ~ ~ ~ Oil Pump~

Fig.B-4 - Solenoid Valve Override

. On new or overhauled engines remove the pipe

"P7 s.uto,, . Disconnect external oil source and replace the

. Pour a liberal quantity of oil over the cylinder

. Check oil level in strainer housing and, if

. Replace and securely close all handhole covers

In some cases engines have been removed from

flow. Check for fluid discharge at the cylinder

112EI 182 B-3

Piston Cooling ~ ' -

Lube Oil Prelube Valves

Oil Pan Lube Oil System ] \#ypass

Fig.B-8 -Typical Model E7CA/F7BA Lube Oil System Piping

7. Check oil level in strainer housing and, if

8. Replace and securely close all handhole covers

In some cases engines have been removed from

up any sludge deposits and then drained, being

4. Check control air pressure. Should be between

5. Check lubricating oil level, Fig. B-9, and add oil

7. Ensure overspeed trip lever, Fig. B-11, is in NOTE