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ENGINE TYPE: All Engines

DOCUMENT GROUP: 0199
DEUTZ SA GROUP 43
CORPORATION DOCUMENT NUMBER : 239
ATLANTA DATE: Feb. 25, 2004 PAGE: 1 OF 10

REMARKS: THIS DOCUMENT WILL NOT BE UPDATED PREPARED BY:

REGARDING SPARE PART NUMBERS. David Johnson
May be reproduced for dealers \ end-users.
PSI.DOC.001.D.H.

High Speed Engines: Schwitzer Turbochargers (ATL) – Bearing Play

Schwitzer turbochargers have been replaced many times due to service providers
determining that the larger bearing clearances in the ATL turbo, as compare to the
3k turbo, as a symptom of a defective or worn turbocharger.

To assist in diagnosis, and prevent replacement of turbochargers with perceived

excessive bearing clearance, the following table of clearance values has been
created.

If a turbocharger is replaced under warranty, the values measure in testing are to

be included in the warranty claim. Missing data will result in the rejection of the
claim.

Replacement of turbochargers with bearing clearances in tolerance will not

Be covered under warranty.

Use the following commercially available tools for gauging bearing play;
Magnetic indicator stand.
Dial Indicator
Test Indicator
PSI 239 Pg. 2

Engine Series / ATL assignment

ATL- Engine series

Type 1011 1011F 2011 912 913 914 1012 1013 2012 2013 1015

S1B X X X X
S 1 B (G) X
S2A X X X X X X
S2B X X X X X
S3B X
S 100 X X X X X X
S 200 X X
S 300 X
S 400 X

Allowable ATL Bearing Play

Compressor Turbine
end end
ATL- Radial play Axial play Notes
Type max. max. min. max.
(mm) (mm) (mm) (mm)

S1B 0,88 0,69 0,043 0,120

S2A 0,88 0,69 0,050 0,100
S2B 0,88 0,69 0,050 0,100 (1)
S2B 0,92 0,69 0,050 0,100 (2)
S3B 0,95 0,78 0,080 0,140
S 100 0,77 0,64 0,043 0,120
S 200 0,88 0,69 0,050 0,120
S 300 0,92 0,69 0,050 0,140
S 400 0,96 0,78 0,064 0,140 (3)
S 400 1,09 0,65 0,064 0,140 (4)

(1) Compressor wheel (76 mm), turbine wheel (70 mm)

(2) Compressor wheel (83 mm), turbine wheel (76 mm)
(3) Compressor wheel (96 mm), turbine wheel (87 mm)
(4) Compressor wheel (110 mm), turbine wheel (96 mm)
PSI 239 pg. 3

Gauging bearing play of turbocharger

+ Refer to photographs that illustrate method to secure the turbocharger for testing.

Gauging of axial play (Fig.1)

B A

1. Clamp flange of bearing housing (compressor end) in a securely mounted vice

between two soft jaws (Fig. 4)

2. Position the dial indicator parallel to the shaft (Fig. 3) putting the ball of the indicator against
the flat of the turbine wheel hub.

3. Push the turbine wheel into the bearing housing to the full extent of the play (Fig. 1 – A).

4. Zero the dial gauge in this position.

5. From the compressor end (Fig. 1 – B) push the shaft until it reaches the full extent of the
play in this direction.

+ Do not allow the shaft to move radially.

6. Record the dial indicator reading (axial play) at this point.

7. Repeat the exercise to validate the result and compare with the allowable values indicated
in the table (page 2).
PSI 239 pg. 4

Gauging bearing play of turbocharger

Gauging radial play (Fig. 2)

C C

D D

1. Clamp flange of ATL bearing housing (compressor end) in a securely mounted vice
between two soft jaws (Fig. 4).

Turbine end:

2. Reposition the dial indicator perpendicular to the shaft (Fig. 4) with the ball of the dial
indicator resting on the rounded surface of the turbine wheel hub (Fig. 8).

3. Press down the hub of the turbine wheel (Fig. 2 – C) until it is in its lowest position (turbine
radial play).

4. Zero the dial gauge in this position.

5. Lift the turbine wheel up until it reaches the full extent of the play (turbine radial play) is
reached (Fig. 2 – D).

+ Be careful not to rock the shaft in the radial plane.

6. Record the dial indicator reading at this point (turbine radial play).

7. Repeat the exercise to validate the result and compare your readings with the specified
values of the table (page 2).

Compressor end:

Repeat the exercise on the compressor end (Fig. 5), resting the ball of the dial indicator on the
rounded surface of the compressor locknut (Fig. 7), taking care not to rock shaft nor wheel in the
radial plane.
PSI 239 pg. 5

Gauging bearing play of turbocharger with housings removed

Fig. 3
Gauging axial play
on turbine end

Fig. 4
Gauging radial play
on turbine end

Fig. 5
Gauging radial play
on compressor end
PSI 239 pg. 6

Gauging bearing play of turbocharger with housings removed

Fig. 6
Gauging radial play
on compressor end

Fig. 7
Gauging radial play
on compressor end

Be sure to apply feeler tip

in correct position

Fig. 8
Gauging of radial play
on turbine end

Be sure to apply feeler tip

in correct position
PSI 239 pg. 7

Gauging bearing play o assembled turbocharger

Fig. 9
Gauging axial play
on turbine end

Fig. 10
Gauging radial play
on turbine end

Fig. 11
Gauging radial play
on compressor end
PSI 239 pg. 8

Gauging bearing play of assembled turbocharger

Fig. 12
Gauging radial play

Be sure to apply feeler tip

in correct position

Fig. 13
Gauging radial play
on turbine end

Be sure to apply feeler tip

in correct position

Fig. 14
Gauging axial play
on turbine end

Be sure to apply feeler tip

in correct position
PSI 239 pg. 9

Typical examples for defects:

Typical defects of exhaust gas turbochargers suggesting improper operation of the exhaust gas
turbocharger (e.g. coking caused by low quality lubricating oil, damage of ATL bearings due
operation at low lube oil levels) can be seen on the following photographs. In all cases marked
with an (*) exhaust gas turbochargers are excluded from warranty claims.

Fig. 15
Broken compressor blade
caused by faulty material of the
compressor.

Fig. 16
Broken compressor blade (*)
due to a FOD (Foreign Object
Damage), e.g. caused by poor
and/or no air filtering or faulty repair.

Fig. 17
Broken compressor blade (*)
caused by accumulation of chips in
the lube oil.
Chip pitting on the shaft causes
damage to the bearing and
subsequent damage to the turbine.
PSI 239 pg. 10

Typical examples for defects:

Fig. 18
Broken shaft (*),
caused by accumulation of chips in the
lube oil. Chip pitting on the shaft causes
damage to the bearing and
subsequent damage to the turbine.

Fig. 19
Damage of compressor blades (*),
caused by accumulation of chips in the
lube oil. Chip pitting on the shaft causes
damage to the bearing and
subsequent damage to the compressor.