DIESEL ENGINE MAINTENANCE MODEL 251-12 and 16 CYLINDER LOCOMOTIVE ML-1016-B Each section of the following instructions consists of description, removal disassembly, inspection and maintenance, reassembly, and installation of the ‘component parts of the Model 251V, 12 and 16 cylinder locomotive engines. Inmany cases, ttisnot necessary to completely disassemble a piece of equip- ment for inspection. However, complete disassembly instructions are con— tainedherein in the event complete disassembly is required to remove damaged or worn parts, Inorder toadequately cover all details on some equipment, particularly reconditioning, individual Maintenance Instruction Booklets (MI) and Equipment Bulletins (EB) have been prepared. Reference to these booklets is made in this manual and can be obtained In limited quantities upon customer's request. ‘The instructions referred to are: EB-1 Lubricating Oils EB-35 Fool Oil Specifications ‘MI-1003 ‘Turbosupercharger Maintenance ‘MI-1034 Engine Final Inspection, Pre-Run and Break-In, Information furnished Is based on engine construction as of date of publi- cation. Some minor differences between the engine and these instructions may be encountered because of refinemonts in specifications after publication of the manual. Ulustrations included in the text are for reference only and shouldnot be used for ordering spare parts. ALCO ALCO PRODUCTS, INC. TECHNICAL PUBLICATIONS DEPARTMENT 7 November 1982 Copyright 18, ALCO PRODUCTS, HICORPORATEDCONTENTS Diesel Engine Data - ‘Table of Clearances. Weights for Lifting - Explanation of Terms - Engine Base Crankshaft Explosion Cover - Crankease Exhauster ~~ Cylinder Block - - ‘Turbosupercharger Support - Aftercooler Crankshaft Crankshaft Split Gear -— Crankshaft Gear, Vibration Damper and ‘Bxtension Shaft — ‘Main Bearings — Oil Catcher (Generator End) --- ~~ Oil Seal (Free End) ~~~ ‘Traction Generator --- Crankshaft Deflection - - : Engine Turning Arrangement an ‘and Thining Pointer ~~ Camshafts - Fuel Injection Pump Drive - Valve Lever Mechanism ‘Water Outlet Header and Elbows — Cylinder Heads ~ Cylinder Head Test Stand Pistons, Piston Rings and Pins Connecting Rod and Bearings Cylinder Liner ~ Lubricating O Pump - - Water Pump ~. Fuel OM Inlet Header ~~ Fuel Drainage System - Fuel Pump Control Shaft. ‘Adjusting Fuel Pump Control Linkage Fuel Injection Pump - - ~ Fuel Injection Nozzle and Holder Overapeed Trip- ‘Turbosupercharger Models 500 and 710 Gear Spray Nozzles - ~~ Gear Teeth Inspection ~ Water Treatment Filling and Dratning Lube OU Sump ~ Exhaust Manifold ‘Tachometer Generator and Drive - Prectreulation of Lubricating Oit ~ Engine Installation. Lubricating Oils Fuel Oi Specifications - Final Inspection, Pre-Run and Break-In -880 Diese! Engine DIESEL ENGINE DATA Bue 1HVEIG Bo teow. Bore and Stroke 9 10-1/2" 9x 10-1/2" No. of Cylinders 2 16 Cu.to.Displacement 8016. 10888 Compression Ratio © 13tol AS toll Firing Order (Standard Crankshaft 12 Cylinder ~ 1-1 eR, MI-10168 16 Cylinder -1-R, 1-L, 5-R, 5: 3-R, S-L, 6-R, 6 2B, 2-L, 6-R, 6: L, TR, TL, L, 4-R, 4b, L ‘The engines covered by these Maintenance In- structions are single acting, turbosupercharged, four stroke cycle engines with open combustion chambers and solid fuel injection. The 1800 BHP and the 2400 BHP engine speeds ure 400 RPM Idie to 1000 RPM full spoed while the 2400 BHP engine speed, when used with four traction motors, is 400 RPM idle and 1025 RPM full speed. All engines are governed by an electro-hydraulie governor. ‘The diesel engine has an all welded steel frame. A positive displacement gear type pump provides fell pressure lubrication of all working parts. ‘The cooling water is circulated by an engine driven centrifugal pump.MI-1016B Diesel Engine 9) OSS 5) iE WW EE Cf 1) \ J ( f mS . Wr Bay RIGHT SIDE Peat FIG, 2 - LOCOMOTIVE DIESEL ENGINE CROSS SECTION 160160 Diese! Engine MI-1016B TABLE OF CLEARANCES MAIN BEARINGS Running Clearance ~~ Limit of Shell Wear - =~ 0.005-0,010 = When overlay wears through to show intermediate layer. = See Crankshaft Thrust ‘Thrust Bearing - Thrust Face - PANKPIN BEARINGS Running Clearance - Limit of Shell Wear =-+ 0.004-0.008 = When overlay wears through to show intormediate layer. : New Limit CAM FOLLOWER ASSEMBLIES Fuel Crosshead Body in Support - ~~~ = 0,002 - 0.004 0.007 Roller on Bushing - - = 0.0045 - 0.0065 0.009 Bushing oa Pin, "-- - = 0.004 - 0.005 0.007 Roller Pin in Lifter ------ ~~~ = 0.000 - 0.0015 90.003 Roller Side Clearance ------- = 0.010 - 0,023 0.030 Lifter Bushing in Lifter ------ = 0,005. - 0,007 0.010 Fulcrum Pin in Lifter Bushing -— = 0.0035 - 0.005 0.008 Folerum Pin in Bracket ------ = 0.0005 - 0.002 0.005 Lever Side Clearance at Fulerum = 0.016 - 0.036 0.050 Air and Bxhaust Vi Roller on Pin ~~~ - = 0.002 - 0.004 0.007 Roller Pin in Lifter . = 0.0005 - 0, 0025 0.005, Roller Side Clearance - - - == 01025 - 0.040 0.050 Fulcrum Pin in Bracket - = 0.0005 - 0.0025, 0.005 Fulcrum Pin in Lifter Bushing - - =~ 0.0015 - 0.0035, 0.007 Side Clearance - Botween Lifters and Spacers == 0,008 - 0.046 0.070 CAMSHAFT Bearings ~ Running Clearance ~ == 0.0045 - 0.011 Thrust Bushing - Running Clearance ~~ ++ 0011 = 0.015 Inspect Surface Total Thrust ~~~ == 0.006 - 0.012 0.022 CRANKSHAFT = Total Thrust (With Thrust Bearing) - == 0.010 - 0,017 0.035 Total Thrust (With Thrust Collars) — == 0.012 = 0.021 0.030 Journal Size . 7 ‘Main - sone cee eee ceeee => 8.500 - 8,498 See Page LI Crankpin = 7 - == 6.000 - 5.998 See Page 11 Out of Round (Crankpin and Main Journals) =-= 0.0005 0.002 Runout (See Page 1i)- senses 0.092 - 12 Cyl. 0,004 - 16 Cyl. Misalignment of 3 Consecutive Main Joureals (Bee Page 11) ------ 0.001 1 Slinger to Catcher Generator End (Radial) - Free End (Radial) ~ = 0.016 - 0,019 = 0,015 - 0.020MI-10165, Diesel Engine 160, New Limit - = 8.750 - 3.749 3.7415 In Bushing. = 0.0025 - 0.004 0.008 In Piston (At Room Temperature)- = 0.0005 - 0: 0025, 0.0035 Piston Pin Plug to Piston = 0.001 - 0.003 Int. 0.00c1, Piston to Connecting Rod Side Clearance = 0.013 - 0.024 0.030 PISTON RINGS - STANDARD OR OVERSIZE Compression (gap) 0,045 - 0.055 0.200 Compression (side) 0.006 - 0.0085, 0.012 Oli Scraper (gap) 0.030 - 0 0.125 Ol Seraper (side) 0.002 - 0.0045 0.008 GEAR BACKLASH : Crankshaft to Camshaft Gears =~ - 0.009 - 0.016 0.025 Gear Train - Free Bnd -~ - 0.008 - 0.009, o.o18 Water Pump ~ - 0.008 - 0.009, 0.018 Lube Ol Pump -----=~ - 0.008 - 0.009, 0.018 NOTE: Limit clearance satisfactory provided there is no scoring or bad pitting of gear teeth surfaces. LUBRICATING OIL PUMP 0.0085 - 0.007 0.008 ~ 0.007 0,082 - 0.015 0,012 - 0.019 Drive Shaft Bearing Clearance ~~ Idler Gear Bearing Clearance -~ Pump Gear Diametral Clearance ‘Pump Gear Lateral Clearance ~~ Pump Data Displacement - -- Speed = Maximum Operating Pressure- Lube Oil ~ ‘Temperature - WATER PUMP. Pump Data Capacity at 90 PST Speed - Discharge - Suction List Coolant Temperature ~~ VALVE GUIDES TO VALVE STEMS ‘Air and Exhaust - VALVE LEVER BUSHINGS TO SHAFT Air and Exhaust Valve Lever Shaft se++- 0.002 - 0.0035 | HALVE YOKE ON GUIDE Ale and Exhaust. =~ VALVE TAPPET CLEARANCE Air and Exhaust - ~~ (CYLINDER LINER DIAMETER 1985 ~ 9.0015 Plated or Unplated 0.012 0.012 0.020 0.027 314 GEM. 1180 RPM 90 PST SAE #40 180° F 650 GPM 1720 RPM 30 Pst 3" HG 180° F 0.008 : 007 0.008, See Page 50 ) “760 Diesel Engine WEIGHTS FOR LIFTING Pounds hem i2¢yl, 16 Cy. Diesel Engine (Dry): 32,300 40, 300 Governor - 130, 130 ‘Turbosupercharger 1,100 1,200 ‘Turbosupercharger Support -- "590 620 Cylinder Block ~ 10,100 12,300 Engine Base ~ 3,100 4,000, Crankshaft and Extension Shaft Assembly~ 2,800 3,800 Camshaft 400 535, Camshaft Gear - 160 160, Cylinder Head Assembly 245, 245, Piston and Connecting Rod Assembly. M45 145 Cylinder Liner 90 90 Exhaust Manifold-. 1,080 1,750 Lubricating Oil Pump ~~ 335 335, Water Pump 295 295, Turbo Air Aftercooler -. 300 350 EXPLANATION OF TERMS FREE END - The Turbosupercharger Sad of en- gine. GENERATOR END - The Power Take-Off End of the engine, RIGHT AND LEFT SIDE - The right or left side of the engine is determined by viewing the engine from the power take-off end. CYLINDER LOCATION - The engine eylinders are numbered from the free end. No. 1 right and left cylinders are the cylinders nearest the turbo. CRANKSHAFT ROTATION - During engine opera- tlon the crankshaft rotates counterclockwise 23 viewed from the power lake-off end or clockwise as viewed from the free end, ENGINE BASE DESCRIPTION ‘The engine base is awelded steel structure which provides thefollowing: amounting surface for the cylinder block, lubricating oll pump, water pump, and four engine mounting pads; in addition it acts, ag a lubricating oil reservoir. Screens are {fitted across the base at each cylinder location. _ Mi-1016B Openings on each side of the base give access to the connecting rod bearings, crankshaft and main ‘bearings; provides means for inspecting oil lines, piston skirts and cylinder liners. Covers enclose these openings. Also explosion covers are mounted fon the right and left side of the base at the power take-off end. Lubricating oll is carried in the base below the basesereens. ‘The lubricating oil drain plug is lo- cated in thebase at the No. 1 eylinder location (No. 5for 16 cylinder) while the bayonet gauge, with high and low level markings, is located on the right side between the No, 3 and No. 4 cylinder location (No. 4 and No, § for 16 cylinder). MAINTENANCE 1. Screw out lube off drain plug and drain the lubricating ofl. 2, Remove and clean base screens. 3. ‘Thoroughly clean and inspect interior and ex- terior of bas 4, Paintinterior, asnecessary, with Pittsburgh Glass Company Red Sealer #50031 or its equivalent when disassembled from engine, CRANKCASE EXPLOSION COVER DESCRIPTION Explosion covers are mounted on both sides of the tase at the power take-off end to protect the crankcase from damage. In case of an explosion, a diaphragm under the explosion cover blows out. to relieve the pressure. REMOVAL Remove capecrews andfive elements of explosion covers. INSPECTION AND MAINTENANCE Inspect gasket and diaphragm for deterioration and renew if necessary. INSTALLATION ‘Assemble cover on the base in the following order: 1. Gasket 2) Grid 3. Diaphragm 4. Split Metal Doors 8. Frame NOTE: Be'surodiaphragm is on the outside of the grid.Mt-10168. CRANKCASE EXHAUSTER DESCRIPTION The crankcase exhauster, driven by an electric motor, is a centrifugal blower which exhausts crankcase vapors to the atmosphere. The entire assembly is mounted on’ top of the cylinder block at the power take-off end of the engine. REMOVAL nos 1, Disconnect exhatist pipe from discharge side of blower. 2, Remove electrical connection from blower. 3. Remove lubricating oil drain, 4, Remove capscrews fastening exhauster uc- tion elbow to cylinder block and motor to cover. 5. Remove entire assembly from the cylinder block. INSPECTION AND MAINTENANCE 1, Clean blower impeller, housing, and fan Dlades. 2, Clean exhaust and drain piping 3. Checkclearance between impeller and easing, 4, Chock for impellor tightness on shaft. 5. Check gaskets. Renew if necessary. INSTALLATION 1, Bolt motor to cylinder block and suction elbow to cylinder block and cover. 2. Apply lubricating olf drain, 3. Apply electrical connection to motor. 4. Apply exhaust pipe todischarge side of blower. CYLINDER BLOCK DESCRIPTION ‘Te eyinder block, constructed from steel weld- iments, howtos ant siggera the major components ofthe engine: erator ana main bearings, &an~ Shaft, pushrod amiigitars,Jeonnecting rods and pistons, epinder tahauster, {uel by levers, and gover buntaces for thet Diesel Engine 760 ‘The crankshaft main bearing saddles, camshaft supports, and the alr Intake manifold are integral arts of the block. REMOVAL |. Pull the two block-to-base dowels. ‘These are Iocatedon the right side of the engine, one at thepower take-off endandone at the free end. 2. Remove the capscrews and lockwashers between the base and the block. Access to these capscrews is through the base openings. 3. Apply one hock to eyebolt at power take-off ‘ond of block and second hook to liftingplate, Catalog 2470562, bolted to block at free end. Litt block from base. INSPECTION AND MAINTENANCE Clean and inspect (by Magnaflux process if equip- ment is available) all saddles of the block. Paint interior of block with Pittsburgh Glass Company Red Sealer #50031 or ite equivalent, If the cylinder block is to be reapplied to the same bse: 1, Inspect, cleanandremove burrs from flanges to be mated, Apply a thin coating of joint sealer similar (0 Tite-Seal #4* on the base flange, Lift the block and place it on the base. 3. Drive the locating dowels into place. They ‘will properly position the block to the base. Check location, See instructions following. 4. Apply and tighten all lockwashers and cap- serews. Ia cylinder block and base, not previously mated, are to be joined, the following alignment procedure is necessary: 1. Cleanandtfite ightly both block and base ts. Do not break corners at junction of end plate and bloek ana base fits 2, ‘Lit the block and place it on the base. 3, Apply and snug up the first two capscrews on each corner of the base at the power take-off ond. 4. Measure the block overhang along the entire right side with a dial indicator and shift the block sideways until the block and base faces are vilhin plus or minus 0,008". + Manufactured by Radiator Specialty Company, Charlotte, North Carolina.760. Diesel Engine 5. Shift block forward or backward until the vertical end faces of the block and base are flush at the power take-off end. Check with dial indicator. 6. Apply andtighten several of the block-to-base capscrews. 7. Ream dowel hole with No. 11 reamer until thehole cleans up. Mark reamer as to posi- tlon of fit in dowel hole and "mike" reamer. Select dowel to fit. 8, Drive dowels with light coat of white lead. 8, Pull dowels out, Mftblock, wipe Joint sur- face clean, apply’ thin coating of joint sealer similar to Tite-Seal 44 on the base flange. 10. Let block down to within about 1/4” of the base; apply dowels and lower the block. 11, Drive locating dowels. Apply base-to-block lockwashers and capscrews. Tighten. 12, Recheck position as in Items #4 and 5 pre ceeding. TURBOSUPERCHARGER SUPPORT DESCRIPTION The turbosupercharger support of welded steel construction, encloses the free end of the cylinder block and base and provides a mounting surface for the turbosupercharger, aftercooler andoil catcher. REMOVAL To permit the turbosupercharger support to be removedfrom the engine base and block the follow~ ing items must be removed: 1, Turbosupercharger and aftercooler water and air connections after draining engine cooling water. 2, ‘Turbosupercharger and fittings. 3. OU catcher. 4. Governor control linkage. To remove the support from the engine, 1, Remove dowels from support with puller. 2, Removecapscrews holding support to engine block and base. Lift support free from ‘mounting with hoist. To remove aftercooler see "Aftercooler Re~ moval", MI-10168 INSPECTION AND MAINTENANCE Clean both interior and exterior of support with cleaning solution and surface inspect, INSTALLATION 1. Renew all gaskets using gasket dope. 2, Particular attention should be given to the reinstallation of the support to reduce the possibility of cutting or otherwise damaging the gaskets, 3, Reinsert dowel pins. If a new support; align ‘by centering with crankshaft extension bore of the engine base; and then dowel. 4, Secure with capserews and lockwashers. AFTERCOOLER DESCRIPTION The engine is equipped with an aftercooler to cool the inlet air to the engine after it is dis- charged from the turbosupercharger. ‘The cooler consists of a tube bundle mounted in the air intake passage of the turbosupercharger support. ‘The top header contains the inlet and outlet cooler connections. ‘The tube bundle consists of a series of finned tubes. Awater connectionat the base of the after~ cooler cavity asqures compicte draining of the tubes. Atell-talepipe is provided to indicate after- cooler tube water leaks. REMOVAL ‘Toremove the tube bundle from the turbosuper~ charger support the following must be removed: 1. ‘Turbosupercharger. 2, Turbosupercharger sipport bracket, ‘To remove the tube bundle. 1, Drain ongine cooling water system. 2. Disconnect water inlet and outlet pipes at aftercooler header. 3. Disconnect Aeroquip water drain hose. 4, Remove capscrews from centering plate at base of aftercooler. Pry plate down care- folly. The "O" sealing ring will offer some resistance.MI-10168. Remove the capscrews holding the top water header and tube sheet to turbosuperchargor support. On top of aftercooler header, remove the tw: outside capscrews, apply two 3/816 by 4" ‘eyebolts and hoist tube bundle free, INSPECTION AND MAINTENANCE Cleaning (Water Side) Flush with a hot solutfon containing 4 ounces ~ of TurcoTrec or Oakite Penetrant (or equiva lent) per gallon of water in reverse direction of normal flow for 1/2 hour to remove con- tamination. 2, Drain and flush with hot water. 3. To remove any seale, circulate a cold solu- 6 tion containing 5% (by volume) of Turco De~ scaler or 10% (by volume) of Oakite 32, or equivalent, for 10 minutes. Drain and flush with clear water, Neutralize any residual acid by filling tubes witha golution of warm water containing 1/2 ounce per gallon of Turco Trec, Oakite24 or equivalent. Drain. Test with alr at 40 PSI and chock for leaks. Clean (Air Side Clean fin and tube surfaces of dirt by spraying with a solution containing 2 ounces of Turco Trec or Oakite Penetrant or equivalent per gallon of water. Repair of Tubes Ir tube leaks are discovered during test, clean areaaroundholewith a wire brush. Reroll, braze or solder. ing material. Care must be exercised to avoid burn- Soak the repaired area with hot water todissolve any flux or Impurities. Dry Internally. ‘Test with 40 PSI air under water. INSTALLATION 10 If headers were removed to repair or re~ place tubes, reapply with new gaskets. With eyebolts installed in top header, lower tube bundle in place. Apply and tighten all capscrews. Apply new "O" sealing ring to centering plate. Install and tighten centering plate. Connectwater drain hose and toll-tale tubing. Connect inlet andoutlet water pipes (with new gaskets) to header. Diesel Engine 160 CRANKSHAFT DESCRIPTION ‘The crankshaft is a one piece forged alloy steel shaft. ‘The crankshaft for the 12 cylinder engine has six crankpins and seven main journals; the sixteen cylinder has eight and nine respectively, Two connecting rods, right and left bank of the same cylinder number, are mounted side by side on each erankpin, ‘The shaflforms an integral part of the Tubricating oll system. Oil asses under pressure from the main lubricating oil header in the base to the main bearings, through drilled passages in the shaft to the connecting rod bearings. ‘The camshaft earing is driven by the crankshaft, split gear situated between the power take-off flange and main bearing. ‘The crankshaft gear mounted on the free end of the crankshaft provides 2 drive for the cooling water and lubricating oi! pumps. ‘The shaft is underslung on the block. All bear- ings are of the lead tin overlay type suitably strengthened by a steel back. Oil slingers and catchors are provided at both ends of the shaft to prevent end leakage. REMOVAL 1 ‘The crankshaft and extension shaft assembly are removed with the cylinder block in the inverted position. Do not rest the block on the cylinder head studs. ‘The block can be placed on sultable wooden blocks or positioned by engine turning plates bolted to its ends. Remove all main bearing caps and lower shells. If thrust collars are used, remove the individual thrust collars which are applied to the sides of No. 4 main bearing saddle, (No, 5 for 16 cylinder). If thrust bearing (upper shell only) (No. 7 on 12 cylinder en- gineand No, 9on 16cylinder engine) is uscd, Toll out to prevent crushing the thrust face of the bearing shell. Using a suitable sling with-lifting blocks attached to No. 2 and No. § crankpine, (No. ‘ior 16 cylinder) lift the crankshaft slightly. Remove the upper bearing shells if adhering to the journals. Continue Liftand set the crankshaft in aclean, well protected spot with suitable blocking under the No, 2 and No. 6 (No. 3 and7 for 16 cylinder) main journals. Grease and wrap all journals and gears with a suitable protective noncorrosive material. a60 Diesel Engine Mi-10168 MAINTENANCE 1 Clean the main journals and erankpins with fuel oll and rags. Clean lubricating oll passages with suitable cleaning solution, Flush out passages to remove solution after cleaning. Inspect wearing surfaces and fillets for frac- tures. Magnaflux the crankshaft if neces- sary equipment {s available. Inspect main bearing journals and crankpins for excessive roughneas and for burrs. A surface finish of 20 RMS or belter (as indi- cated bya profilometer) is considered satis- factory. A surface finlsh above this value fs questionable, Slightly rough surfaces may be restored by polishing with crocus eloth or lapping with a cast iron lap. Burrs can be removed by stoning. Thoroughly clean any surfaces thathave been polishedor stoned. Check the shaft for wear, out-of-roundaess, runout and eccentricity according to instruc Hons below. If any of the indicated limits are exceeded, the shaft must not be continued inservice. Consult the engine manufacturer for available salvage methods, CRANKPIN WEAR AND OUT-OF-ROUND- NESS - Place the crankpin on top center. Measure the horizontal and vertical dia- meters. The horizontal diameter will be very cloge to the original diameter. ‘The vertical diameter will be the minimum dia- meter and must not be less than 5.996". ‘The difference between the horizontal and vertical diameters will be the out-of-round- ness and must not exceed 0, 002" NO. 4 (NO, 5 FOR 16 CYLINDER) MAIN JOURNAL WEAR AND OUT-OF-ROUND- NESS ~ Rotate shaft until crankpins No. 3 and 4 (Nos. 4 and for 16 cylinder) are on top center, Measure the horizontal and vertical diameters. The horizontal diameter will be very close to the original diameter. Tho vertical diameter will be the minimum dia~ meter and must not be less than 8.496". The difference between the horizontal and vertical diameters will be the out-of-round- ness and must not exceed 0,002". INTERMEDIATE MAIN JOURNAL WEAR AND OUT-OF-ROUNDNESS - Measure the journal diameter at several sets of two Points 90 degrees apart to determine maxi- mum difference, ‘These measurements must be taken at least one inch (1") to the leftor right of the journal center (oil groove path). The smaller diameter must not be less than 8.496", The difference between thetwo measurements will be the out-of-roundness: and must not exceed 0.002", CRANKSHAFT RUNOUT - Place No. 2 and No, 6 (No. 8 for 16 cylinder) journals in vee blocks. Check each journal by indicating in a horizontal plane at the journal center (oil groove path). The maximum runout for any ‘main journal must not exceed 0.002" (0. 004" total indicator reading) for the 12 cylinder engine or 0.004" (0.008" total indicator reading) for the 16 cylinder engine, ECCENTRICITY OF ANY THREE CONSECU- ‘TIVE MAIN JOURNALS - The eccentricity of any three consecutive main journals (1,2, 3) Is given by the distance between the center- Hine point of journal "2" and the mid-points of theline joining the center points of journal "LU" and "3". The eccentricity of any three consecutive main journals must not exceed 0.003". INSTALLATION 1, Check the bearing saddle bore by placing a straight edge along the bottom of the sovon saddles. Any three adjacent bores must be in horizontal alignment within 0.002" maxi- ‘mum. The maximum misalignment of any ‘two bores (providing they do not come within the category of three adjacent bores) must not exceed 0.004". 2. If the crankshaft Is straight and the bearing saddles in alignment, the crankshaft may be installed without making any further checks, With the cylinder block in the inverted position: 1, Clean all saddle bores. 2, Install all upper bearing shells in saddles except thrust bearing shell, if used. Make certain that all bearing locks are properly located In the saddle bearing lock recess. 3, Clean upper bearing shells and lubricate bearing surface. 4. Lift crankshaft with suitable stings and ift- {ng blocks attached to No. 2 and 5 (No. 1 for Icylinder) crankping and lower onto the vpper bearing shells. Rol! ja thrust bearing shell, if used, Install thrust collars in the receas provided {aNo. 4 (No. § for 16 cylinder) main bearing saddle, Fig. 3, if used, 6. Clean the lower bearing shells and caps. In- stall the shells in the caps, making certain that all bearing locks are properly located in the cap bearing lock recess. Lubricate bearing surface of the lower shells.MI-1016B. FIG, 3 - THRUST COLLARS INSTALLED 8. Apply caps to main bearing saddles. MAIN BEARING CAPS ARE NOT INTER- CHANGEABLE AND, THEREFORE, MUST ALWAYS BE REINSTALLED IN THE SAME LOCATION AS WHEN REMOVED AND POSITIONED USING THE MAIN BEARING CAP-TO-SADDLE LOCATING DOWEL. 9. Lubricate nut faces, nut seats, threads of stud bolts and nut seat on bearing cap with "Lubriplate™ or equivalent toprevent galling. 10. Snug up all bolt nuts. LL, Tighten nuts to about 100 foot-pounds torque (one man on a two-foot wrench), or with a Powerench. 12, Loosen one nut, measure the overall free length of the bolt. and tighten until the bolt elongation is 0.022 inches, using a dial in- dicator. If cotter pin hole does not line up, continue tightening untit the next cotter pis hole is reached, Fig. 4, 13, Tighten the remaining intermediate mains in the same manner. The four studs for the No. 4 (No. 8 for 16 cylinder) main should be tightened following a diagonal pattern. + Manufactured by Fiske Brothers Refining Com- pany, Newark, New Jersey. 2 FIG, 4 - MEASURING BOLT ELONGATION CRANKSHAFT SPLIT GEAR DESCRIPTION The crankshaftgear, made inhalves, is accurate- ly fitted and keyed to the crankshaft and held in place by four bolts. Locating dowels positi the two halves as they are assembled, Fig. 5. ‘This gear drives the camshaft gearing. REPLACING GEAR 1. After both camshaft gears are removed, turn crankshaft positioning No. 6 (No. 8 for 16 cylinder) crankpins vertically up: 2. Removefour crankshaftupper coupling bolts. 3. Turn crankshaft 190° and remove four more coupling bolts. (Four coupling bolts remain in crankshaft flange.)760 10. Diesel Engine FIG, § - CRANKSHAFT SPLIT GEAR ‘Turn crankshaft to olther 90” right or 90° left and loosen crankshaft split gear capscrews twoorthreeturns. Tap splitgear eapserews to loosen split gear from key and dowels. Remove capscrews. Set _cranlpin No. 6 (No. 8 for 16 cylinder) ‘ontop center. This locates the keyed half of the split gear with the locating dowels on top. Remove the lower half of the split gear. It may be necessary to use a coft hammer to free it from the locating dowels. Apply new lower half. Tap into place with a soft hammer. Rotate crankshaft 190°, This will p. the keyed half of the split gear with locating dowels on the bottom, Remove keyed half of gear using a soft hammer to free it from the key. Check key. Replace if necessary. Hand fit new key so that there 1s 0.000" - 0.008" in- terference fit between Key and shaft and be~ tween key and gear. Apply key to shaft. Apply new keyed half of gear. Tap Intoplace with a soft hammer. FIG. 6 - BOLT TIGHTENING SEQUENCE MI-10168 11, Check clearance between side of gear and flange toward No. 7 (No. 9 for 16 cylinder) ‘main bearing journal. ‘This clearance should be 0.007" - 0,023". If not, shift gear to obtain this clearance. 12, Lubricate all bolt faces, seats and threads with engine lubricating oll. 13, Apply and tighten all bolts to 50 foot-pounds torque and then to 210 foot-pounds torque following tho sequence illustrated in Fig. 6. 14. The two halves of the gear should be metal- to-metal at the split line. Check by trying to enter a 0.0015" feeler into the splitline between the teeth. It should not enter more than 1/4" CRANKSHAFT GEAR, VIBRATION DAMPER AND EXTENSION SHAFT DESCRIPTION ‘The crankshaft extension shaft, Fig. 7, located atthefree end of the engine is used as an auxiliary power take-off. The assembly consists of the shaft, gear and vibration damper. The extension shaft’ gear drives the engine lubricating oi! and water pumps. REMOVING EXTENSION AND VIBRATION DAMPER 1. Support the extension shaft with a hoist and rope looped around the shaft at the flange end. FIG. 7 - EXTENSION SHAFT, GEAR AND VIBRATION DAMPER,‘MI-10168 Apply eyebolt to lifting hole in the vibration damper and support the damper 3. Remove capscrews securing extension shaft to the crankshaft flang: Jack gear and shaft away from damper with jacking screws and lift out of base. ‘The gear and extension shaft will remain together. 5. Remove vibration damper by jacking {ree from crankshaft flange. REMOVING GEAR Remove gear from extension shaft, only when gear requires replacement, with jack screws applied in the tappedholes provided in the gear hub. INSPECTION AND MAINTENANCE OF VIBRATION DAMPER, EXTENSION SHAFT AND GEAR Clean and thoroughly inspect the extension shaft. Examine the key and keyway of the shaft, being sure that the key is tight in the shaft and that no burrs exist. Inspect the gear for pitting, broken or chipped teethand excessive wear. If magnaflux equipment iG available, examine gear by this method for cracks andsurface flaws. If the gear is defective, replace. No adjustment is required on the paddle -type damper. However, periodically check for free movement of the outer ring. ‘This may be done by removing the crankcase doors nearest the damper and oscillating the damper back and forth. “If the damper cannot be moved, it may have become scored or jammed. The damper must then be re- moved, dismantled and the trouble corrected. At engine overhaul disassemble the damper and ex- aminefor signs of excessive scratching or scoring and for dirt and sludge. ‘Check the four (4) vent holes for clogging by probing with a wire. APPLYING GEAR TO EXTENSION SHAFT 1. Lubricate gear fit of extension shaft with white lead.” 2. Insert straight dowel in dowol hole tn exten- sion shaft flange. 3. Align dowel hole in gear with dowel extending through extension shaftflange. Tap gear with soft hammer lo insure proper sealing on the shaft flango. ‘The goar fit on the shaft is metal-to-metal to 0.002" press. rr Diesel Engine 760 INSTALLING EXTENSION SHAFT AND VIBRATION DAMPER TO CRANKSHAFT ‘The vibration damper and crankshaft extension shaft assembly must be positioned on the engine crankshaftso that the keyway in the extension shaft Is In line with the No. 1 erankpin when on TDC, A dowel in the extension shaft flange positions the extension shaft keyway in relation to the vibra- tion damper when the shaft is connected to the damper. An eyebolt lifting hole in the damper is also in line with the dowel hole in the damper. Therefore, after setting the No. 1 crankpinon ‘TDCand then lifting the vibration damper inplace, the keyway in the extension shaft will be properly aligned with the engine crankshaft when the exten- sion shaftassembly is attached to the engine crank- shaft. 1. Position the No. 1 crankpin on TDC, 2. Apply eyebolt to lifting hole in the vibration ‘damper andposition the damper on the crank- shaft flange so that the bolt holes line up. It may be necessary to tap the damper in order toseat itagainst the crankshaft flange. Apply the extension shaft and gear assembly to the vibration damper. The dowel in the extension shaft flange will properly locate the assembly. 4. Apply capscrews to extension shaft gear, vibration damper and crankshaft flange. 5. Tighten capscrews to 450-500 foot-pounds following a diagonal pattern, 6. Using dial indicator, Fig. 8, check the shaft runout. It should’ not exceed 0,006" ata point just back of the tapered hub fit. If this condition is not satisfied, loosen capscrews. andtap extension shaft, Retighten and check. Recheck after coupling to any driven equip~ ment. ‘The runout should be the same. 7. Wire capscrews in pairs.760 Diesel Engine MAIN BEARINGS DESCRIPTION ‘The main bearings are steel backed shells in halves of ample thickness to prevent distortion, with a well-bonded lining. The bearings are pre- cision made and are fitted without shims. Each bearing is made up of upper and lower shells which are held in the saddle in the cylinder block by a forged steel bearing cap, Fig. 9. ‘The main bearings are seven (9 for 16 cylinder) in number. Crankshaft Iateral thrust is taken at the No. 4(12 cylinder), No. § (16 cylinder) bearing saddle by two thust collars or by an upper thrust bearing shell at the generator end of the engine. REMOVAL 1. Remove the crankease doors from each side of the diesel engine. 2. Disconnect lubricating oil food tinefrom lubricating oil header and bearing cap. 3. Remove cotter pins, cap nuts and lower the cap with its bearing shell, 4, Insert tool, Cat. 2471084, for removing upper half bearing shell into ofl hole in main journal. If the ofl hole ts not visible, rotate the crankshaft until It appears and then in- sert the tool. 5. Tarn engine crankshaft CLOCKWISE slowly, when facing the power take-off end, After the tool contacts the edge of the bearing shell, continue turning the crankshaft until the bearing has made a half turn. Remove the bearing. rea a eee : UAT Ae ia ail FIG, 9 - INTERMEDIATE MAIN BEARING AND CAP MI-10168 6. NEVER REMOVE MORE THAN ONE BEAR- ING CAP AT A TIME INSPECTION 1. Aflash coating is applied to the entire bear- Ing surface on all bearing shells. This is for the sole purpose of preventing corrosion while in transit or storage. 2. If any of the following conditions are noted the bearing should be discarded. Embedded dirt particles. b. Evidence of fatigue failures. c. Wear as determined by visual inspection of the overlay and by measuring shell thickness. IF_A BEARING IS REMOVED, EXAMINED AND FOUND SATISFACTORY FOR FURTHER USE: IT MUST BE REAPPLIED TO ITS ORIGINAL POSITION IN THE ENGINE. UNDER NO CIRCUMSTANCES SHOULD A USED BEARING EVER BE REAPPLIED TO OTHER THAN ITS ORIGINAL POSITION. ‘Thorough investigation has shown that most bearings which have lost free spread during engine operation will seat firmly against the backot the saddle when the bolts are proper- ly tightened to the recommended stretch or elongation values. This return of the shells to proper seating is brought about by the normal crush imposed on the shells in a Properly tightened saddle. ‘There will be occasional casos where a bearing has been abused by rough handling in such away as to kink the steel back. Ifa bearing has been kinked at any point it cannot be expected that this bearing will be restored to firm contact when properly tightened. Such a bearing cannot be used and no attempt at over-tight- ening or mechanical straightening can be tolerated. If there is any suspicion that pro- per contact will not be obtained, blue applied tothemain saddle and cap bore in a cylinder block on the floor will appear on the backs of the shells if satisfactory contact is made after bolis are tightened to thelr proper stretch. It is impossible to apply blue and check the bearings in any satisfactory manner in an assembled engine, 5. Examine the shells for nicks and burrs on back and inner surfaces of the bearings. 15M-10168 6. If a new bearing shell is to be installed, mark with an electric pencil on the new shell the same location as on the old shell. Since bearing shells are interchangeable when new, identification marks are stamped ‘onal shelis to determine proper location. A new bearing half shell may be Installed with an old half shell provided the old remains in its original position. Once shells have established their bearing surfaces DO NOT. ‘MIX THEM UP. MAIN BEARING INSTALLATION 1, Main bearing caps are not interchangeable. Do not mix them up. 2, Cleanand ofl main journals and bearing sur- face of upper bearing shell. 3. Enter the upper shell into the space betweon the main journal and eaddle in such a manner that tho bearing lock will be properly engaged in the saddle bearing lock recess when the bearing shell is in its normal operating posi tion, 4, Insert bearing removal tool in journal oll hole and turn the crankshaft COUNTER- CLOCKWISE slowly (when viewed from the power take-off end) untit the tool contaets the shell. Continue turning the crankshaft making sure not to spring the shell by allow~ ing the tool to force itself betwoen the Journal and shell. It may be necessary to hold the shell against the journal for this operation. 5. Place the lower bearing shell in the cap, oil and apply. ‘The dowel in the saddle will align the cap with the saddle 6. Lubricate all faces, seats and threads with “Lubriplate" or equivalent as a protection from galling. Tighten all nuts evenly to about 100 foot- pounds torque (one man on a two foot wrench). 8 Loosen one nut. Using elongation gauge, tighten until bolt elongation is 0.022", Fig. 4. Apply cotter pin, If holes are nof aligned, continue tightening until cotter pin canbe inserted. Donottighten more than necessary to Insert pin after proper stretch has been ‘obtained. 8, Tighten the remaining intermediate bearings in the same manner. No. 4 (No. 5 for 16 cylinder) main should be tightened follow- ing 2 diagonal pattern. 16 Diesel Engine 760 CRANKSHAFT THRUST There are two arrangements for crankshaft thrust. One uses separate thrust collars in the No. 4 main bearing saddle on the 12 cylinder engine (No. 5 on the 16 cylinder engine) while the other uses an upper thrust bearing shell at the generator end bearing. Refer to the Table of Clearances for Crankshaft ‘Thrust Clearance When applying the soparate thrust collars it is recommended that the shaft be pried forward and backward before the No. 4 (No. 5 for 16 cylinder) bearing cap is fully tightened. The movement of the shaft will seat the two thrust collars in the saddle recess, Fig. 3. The cap should then be fully tightened’ and the thrust clearance checked. Tocheck crankshaft thrust, first pry the erank- shaft toward the governor end and then toward the frecend. Usoa pinch bar between any of the main bearing caps other than at the location of the thrust collars or thrust bearing andthe crank web. Check the clearance between the face of the thrust collar and the shoulder of the crank web using a dial in~ dicator. Nevor pry ageinst the thrust bearing cap as the ‘thrust collar face may become damaged. ‘MAIN BEARING BREAK-IN After acomplete bearing changeout, chock bear- ings for excessive temperatures after running the engine for: 2 minutes at 400 RPM 5 minutes at 400 RPM 15 minutes at 400 RPM. 30 minutes at 400 RPM 30 minutes at 450 RPM 30 minutes at 550 RPM 30 minutes at 650 RPM. OIL CATCHER (GENERATOR END) DESCRIPTION Anollcatcher of cast aluminum, mounted on the cylinder block and base, surrounds the periphery of the crankshaft flange oil slinger at the power take-offend of the engine. Lubricating oll is pre- vented from escaping by centrifugal force which throws it away from the crankshaft flange to the oil collecting grooves in the oll catcher. The oll then drains from the grooves to the crankcase. c160. Diesel Engine REMOVAL, 1. Remove cotter pins, nuts and plain washers from the two half’ inch ream bolts. Tap bolts out with a brass drift pin and hammer. Ream bolts can be reached through the crank- case opening, 2. Remove lockwire from capscrews. 3. Remove the half inch capscrews and plain washers. 4. Remove oil catcher. Be sure not to nick Inner surfaces of catcher. MAINTENANCE, Inspect slinger and catcher portions of the oil seal. Clean with a sultable solvent, making certain that the oll catcher and slinger’ grooves and the oil return channel to the crankcase are clean, 2, Remove any gasket mater lal that maybe ‘stuck to the oll catcher. 3. Remove any gasket material that maybe stuck to block or base. INSTALLATION 1. Renew 1/32 inch sheet packing gasket. 2. If the oll catcher Is to be reused, place it in position and install the two ream bolts. Apply nuts with plain washers and tighten. Apply cotter pins and check position as in lem #3 below. 3. If a new oll catcher is to be used, itshould be applied with 0.016 to 0.019 inches radial clearance between the oil catcher and the crankshaft flange oll slinger. Drill through with a 7/16 inch drill. Ream to 0.4985 to 0.5005 inches for 1/2 inch diameter ream bolts. Replace all plain washers and cap- screws, tighten’ and lockwire. ae MI-10168 FIG, 10 - OIL SLINGER FIG, 11 - OIL CATCHER OWL CATCHER REMOVAL, OIL SEAL (FREE END) DESCRIPTION ‘The off soal, Fig. 10 and 11, provides a seal between the crankshaft extension shalt and the turbosupercharger support and base. The slinger portion of the seal is machined into the extension shaft. The aluminum catcher part of the seal, fitting closely around the slinger, Is mounted on the turbosupercharger support and base, Remove the capserews and lockwashers securing the oil catcher in place. ‘Tap oil catcher loose witha soft hammer until the tapered dowels are free from the base. Remove oil catcher. Remove tapered dowels from the oll catcher.MI-10168 OU. SEAL MAINTENANCE 1. Inspect slinger and catcher portions of the ofl seal. Clean with a suitable solvent, ‘making éortain that the oil catcher and slinger grooves and the oil return channel to the crankcase are clean. 2, Remove any gasket material that may be "" gtuck to the oil cateher. 3. Remove any gasket matertal from turbo- Supercharger support and base. Determine whether one or to gaskets are used. A 1/8" circular sheet packing gasket is always used. This gasket serves as a shim so that the oil catcher will bear against a flac sur- face. Sometimes it is necossary to use a partial 1/32" sheet packing gasket between = the turbosupercharger support and the 1/8" gasket, OWL CATCHER INSTALLATION 1 tho same oll catcher is to be reapplied: 1. Apply new 1/8" gasket and, if necessary, a partial 1/32" gasket. 2. Apply dowels to oll catcher and position it on engine. 3. Apply lockwashers and capscrews and tighten, 4. Check radial clearance between the oil ‘eatcher and the extension shaft. This clear- ‘ance should be 0.015" ~ 0.020", If a new ofl catcher is to be applied: 1. Apply new 1/8" gasket and a 1/32" gasket if necessary. # 2. Bolt ofl catcher in place. 8. Position oil catcher to obtain 0.015" - 0.020" radial clearance between the oll eatcher and the extension shaft, 4. Tighten capscrews. 5. Ream dowel holes for #9 taper dowels. Be sure chips do not fall between the oil catcher and extension shaft, 6. Apply #9 taper dowels. 18 Diesel_Engine 760 ‘TRACTION GENERATOR DESCRIPTION The traction generator, driven by the diesel engine, furnishes power to the locomotive traction motors. ‘The generator fans are dynamically balanced and may or may not have weights welded Inplace. Under no circumstances should welded weights be removed. Fans are therefore applicable to and interchangeable on all generators. ‘REMOVAL 1. Apply lifting hotst and take up slack, 2. Insert cardboard or similar material in alr space between armature and fleld poles to prevent damage to the armature whon the Generator spider flange is disengagedfrom crankshaft flange, 3. Remove generator coupling bolts through engine base, Fig. 12, 4. Remove capscrews, and dowels that secure the generator to the cylinder block and base 5. Pull generator from engine. 6. Remove upper shims and tag them so that they may be reapplied in their original posi- tion. CRANKSHAFT FLANGE. GENERATOR FLANGE ° WASHER CAPSCREW FIG. 12 - GENERATOR TO CRANKSHAFT CONNECTION760 Diesel Engine INSTALLATION Insert cardboard or similar material in air space belween generator armature and field poles. 2. Attach slings and mount generator on the ‘crankshaft flange fit, lining up the armature flange with the crankshaft flange dowel, ‘A couple of threaded studs screwed into two Eenerator flange holes help assembly con- siderably, Apply coupling bolts and washors, 4. Apply shims, dowels and capscrewe that secure the generator to the cylinder block. 5. Remove cardboard strips from space between armature and field poles. 6. Tighten the bolts securing the generator to the cylinder block and base to 1150 ft, Ibs, torque. 7. ‘Tighten coupling bolts to 850 ft. -Ibs. torque and lockwire. 8. Check crankshaft deflection, CRANKSHAFT DEFLECTION Check the crankshaft deflection at the generator ‘end of the engine. Position a deflection gauge (Cat. 2472164) between the webs of the crankshaft nearest the generator parallel to the axis of the shaft, in the plane through the center of both the erankpin and main journals, at the outer edge of the webs, Fig. 13. Present production crankshafts FIG, 13- CHECKING CRANKSHAFT DEFLECTION Mi-1016R are provided with punch marks al the point where gauge should be positioned. Rotate the shaft clock= wise and counterclockwise to limits determined by connecting rodinterference. ‘The maximum crank. shaft deflection must not exceed + 0.0008 (0. 0016" tolal indicated runout). = CORRECTING DEFLECTION Fixed shims are welded in place to the bottom bolting pads of the generator. Laminated shims are used at the top bolting pads. ‘The usually installed shim thickness is less than 0.090". If the readings on the dial indicator exceed the maximum allowable limits, apply or remove shims at the top generator pads until the deflection is within the Himits. The crankshaft deflection should be checked bofore and afte 1, Mounting the main generator. 2, Installation of engine in locomotive. ENGINE TURNING ARRANGEMENT AND TIMING POINTER DESCRIPTION ‘The engine turning arrangement consists of a plate or ring attached to the back of the generator fan, a barring bar and a pointer which indleates piston Top Dead Center and Fuel Injection when the ‘generator fan ring is properly positioned, Fig. 14. Ean Ring The ring 1s grooved around the entire etroum- ference for the application of the barring bar. Holes drilled in tho ring are marked 1-6, "3-4, 2-5 on the 12 cylinder engine and 1-8, 4-8, 2-7, 3-6 on the 16 cylinder engine. Barring Bar 7 ‘One end of the bar is designed as a clam portion of the arrangement fils into the ridge in ‘the fan ring while the rest of the clamp fits across the side face of the fan and ring. The pressure exerted on the side face tightens the clamp against the ridge and grips the fan allowing the engine to be barred over by upward or downward mavement of the barring bar. A treadle type barring tool is also available, Cat. 2290057. 0MI-10168, Diesel Engine 760 Polnter CAMSHAFTS ‘Thopoliter is attached to the cylinder block and extends over thefan ring. ‘Thereare to half holes Jn the pointer, the top one (marked TDC) being DESCRIPTION used to locate ‘piston ‘Top Dead Center while the lower one (marked INJ) used to determine the point of fuel injection. Bach bank of cylinders is operated through a It is important that the distance between the two «Separate camshaft, Fig. 16, located in the right half holes and aiso the location of the polater be and Loft sides of the cylinder block. ‘The shafte correct when making. adjustments to the engine Fe octional and aro holted together in maleand that require these of the timing pointer. To check female joints. A dowel positions the sections as the location of the pointer see "Locating TDC of __they are bolted togethes No. 1 Right Piston". Bearings are pressed into the camshaft supports 1m the eylindor block. ‘These bearings support the camshafts which extend the entire length of the engine. Each section of tho camshaft carries integral cams which actuate the inlet and exhaust valves and thefuel injection pumps. The inlet and exhaust valves are actuated by means of lifters, pushrods andvalvelevers. Thefuel injection pump is actuat- ed by a lever and crosshead, Loigitudinal movement of the camshafts are limited by thrust bushings located in the engine at the free end; right side in theoverspoed casing, left side in the camshaft end easing. ‘The camshaft gears, which mate directly with the crankshaft split gear, are installed on the camshafts with a tapered fit. Each goar is held fn place by @ heavy key, which is locked, and a camshaft gear nut. ‘The nut is prevented from Q = backing off by applying a clamp screw to the split A : retaining nut, Timing marks are stamped on the camshaft gears. REMOVAL AND DISASSEMBLY 1, Remove’ eylinder head covers, valvelevers and pushrods. ¢ 2. Remove fuel pump covers and fuel pumps. Remove fuel pump supports. - 3. Check camshaft thrust to determine whether or not it will be necessary to roplace the thrust bushing. 4, Remove overspeed trip and vibration damper (U6 cylinder engine only}, left eamshaftend casing and any Interfering piping. i i : Remove camshaft gear covers. If Woodward = FIG, 14 - TURNING ARRANGEMENT AND Governor is used, remove governor and 4 TIMING POINTER’ governor drive.FIG. 15 - CAMSHAFT 6. Loosen the clamp screw locking the gear nut, Fig. 16. The screw holding the key to the gear must not be touched until the gear is ‘out of the engine. 7. Support camshaft gear with sling. Hold gear from turning by pushing a bar through one hole in the Web and lotting bar contact side of cylinder block, Back off camshaft nut. Break, the gear loose from the shaft by sledging the end of the wrench, As the nut isturned, thepressure against the snap ring, which is inserted in a groove in the gear hub ahead of the nut collar, will force the shaft ‘away from the nut, Fig.’ 16, 8. Apply camshaft saddles as outlined in Item 2 of "Camshaft Installation". 9, Slide camshaft back to clear the gear and lift out camshaft gear, snap ring and nut. 10. Mf clearance permits, the entire camshaft may be slid out through the free end of the engine. However, approximately 9 feet clearance for 12 cylinder engine and14 feet clearance for a 16 cylinder engine is Tequired to remove tho camshaft without disconneeting the sections, To disconect the sections, remove the eight flange bolts. The sections may then be separated. If separated, do not mix thom up, ‘Tag each section to facilitate reinstallation. NOTE: Itis unnecessary to disassemble thecam- shafts for inspection. Disassembly is necessary only if 2 section requires replacement. Diese! Engine MiI-10168 INSPECTION AND MAINTENANCE Thrust Bushing Measure the length of the bushing. ‘The length new is 1.752 to 1.750 inches. If the length has: decreased 0.010 Inches, it 1s advisable to renew ‘the bushing. Inspect surfaces and renew {f neces- sary, The bushing shown in Fig. 17 1s for the right side and is pressed into the engine overspeed trip casing and bottomed against a shoulder in the casing. ‘The. bushing shown in Pig. 18 is for the left ‘side and is pressed into the bearing housing and bottomed against a shoulder in the housing, Camshaft Gear Examine the gear for wear,’pits or grooves on the teeth surfaces and for cracks or parts of teeth broken out. If magnaflux equipment is available, check gear teeth by this manner. Use gear Cat. 2351017 on the 12 cylinder engine and gear Cat. 2351016 on the 16 cylinder engine. Camshaft Examine cams of camshaft for cracks, grooves and score marks, ‘Shallow score marks may be toned, otherwise the camshaft must be replaced or reground. 2 aMa-10168, Diesel Engine 769 } ‘ere we | FIG, 16 - CAMSHAFT GEAR MOUNTING Camshaft Bearings ‘The camshaft bearings are lined with antifriction metal. Examine for pitting, shelling and wear. Bearings with slight pit marks may be reused but iffailure has progressed to any extent, they should be renewed. Aspectal arbor, Catalog 2471684, must be used when pressing in’a new bearing, ‘The edge of the No. 1 bearing should be approximately 3/8 inch from the end of the block, Fig. 19. REASSEMBLY Eachcamshaft section is stamped with a catalog number to identify itas to location in the assembled shaft. Align the proper camshaft sections with the dowel, bolt together and tighten equally. In the 12 cylinder engine, the section catalog numbers are as follows ight Side 21610610 - Cyl. 1 and 2 2161063 - Cyl. 3 and 4 2161078 - Cyl. 5 and 6 Left side 2161015 ~ Cyl. 1 and2 2161023 - Cyl. 3 and4 2161035 - Cyl. 5 andG In the 16 cylinder engine, the section catalog numbers are as follows: Right Side Left Side 2161059 - Cyl, fand2 2161014 - Cyl, 1 and. 2161082 - Cyl. 3and4 2161102 - Cyl. 3 and4 2161002 - Cyl, 5 and 6 2161077 - Cyl. 7 and & 2161112 - Cyl. 5 ands, 2161084 - Cyl. 7 andi 22, F x 3 1 3 y 0 CAMSHAFT WITH VIBRATION DAMPER 1. Cylinder Block .Shim for Alignment of 2; Camshatt Bearing ‘Camshaft Gear to 3. Camshaft CrankshaftSplitGear 4.011 Passage 8. Camshaft Thrust 5.Camshaft Thrust _9. Thrust Plate ‘Bearing 10: Camshaft Vibration - 6. Lower Housing, ‘Damper (eis Overspeed'Trip 11. Overspeed Device FIG. 17 - CAMSHAFT THRUST - RIGHT SIDE INSTALLATION 1. Apply nut and enap ring to gear hub, Apply gear key and locking screw, Fig. 16. 2. Apply camshaft saddles, Cat. 2470733 (in- cludes set of 4) (2470752, set of § for 16 cylinder), Apply saddles in position against the underside of the camshaft bearing exten-760 CAMSHAFT WITHOUT VIBRATION DAMPER 1, Bearing Housing 2. Camshaft Thrust Bearing 3. Thrust Washer 4. Capscrew 5. Bearing Housing Cover 6. Gasket ‘T. Capserew and Lockwasher 8. Gasket and Shims Diesel Engine Mi-1016p 1, Bearing Housing 2. Camshaft Thrust Bearing 3. Vibration Damper 4. Thrust Plate 5. Vibration Damper Cover 6. Slotted Nut 7. Special Stud 8. Capscrew 9. Bearing Housing Cover 10. Gasket 11. Capscrew 12. Gasket 13. Shims FIG, 18 - CAMSHAFT THRUST - LEFT SIDE sions with the point of the support against the base rail inside the camshaft: compartment. Adjust support so that saddles are secure against bearing extensions. CAUTION: Do not tighten excessively as bearings may become distorted. 3. Slide camshaft In through free end of engine. Time camshaft. The same crankshaft posi- tion is used for timing both right and left side camshafts, a. Set No. 1 right piston on top déad center, See "Locating TDC of No. 1 RightPiston”, b. Apply right camshaft gear so that the seribe line on the gear lines up with the side face of the eylinder block when erank- shaft and camshaft gears are meshed, Fig. 20, . On 16 cylinder engines; ‘due to gear geo- metry, the scribe mark on gear will de- viate slightly from side face of cylinder block. ‘Set the key in the camshaft gear keyway and ‘slide the camshaft into the gear hub. Pull the gear onto the camshaft by tightening the aut. 23MI-10165 Diesel Engine 760 Remove camshaft installation saddles. Checkgear backlash with dial indicator, Fig. 21. Apply gear nut locking setscrew and gear key lock screw. Lockwire. |. Check camshaft timing. a, Remove valve lever covers from No, 1R and 6R cylinders. (IR and 8R for16 cylinder). b, Rotate crankshaft until No. 1R piston 1s at TDC. ¢, Determine which cylinder, No. IR or No. GR (No. 1R or OR for 16 eylinder) haa its airand exhaust valves fully closed. This canbedone by cheelting which air pushrod isfree. On this cylinder's air valve lever, at thepushrodend, install a dial indicator. Set to zero. 4. Rotate crankshaftonefull turn in direction ofrotation until 1Rpiston is again at TDC. EE the engine is properly timed, the dial indicator should read 0. 429" to 0. 466", FIG. 24 - CHECKING CAMSHAFT GEAR BACKLASH C760 Diesel Engine LL, a. Apply lower overspeed trip housing on rightside camshaft and loft side camshaft thrust bearing housing with a nominal 1/8" shim and a gasket on both sides of the shim. Position gaskets and shim correct ly toprevent possible lubricating oi! leak- age or the blocking of the oil drainhole. Bar camshaft toward free end of engine against the thrust bearing. c. Check camshaft location with gauge, Cat. 2478755 (See Fig. 22). If sides of gauge projects beyond the edge of any fuel cam, adjustthe shim thickness between housing and cylinder block for correct alignment of fuel cams and rollers. Sides of gauge must_not_project beyond cam edges. If more thanrone shin is used, sealing com- ound is required between shims. 4. Camshaft Vibration Damper Application - Right Side 1, Inspectiree end of camshaft to be sure that pipe plug is removed. 2. Apply studs to end of camshaft, Studs should protrude 6-3/4". 3. Check free movement of vibration damper assembly before application by oscillating Inner spider. 4. Apply camshaft thrust plate, vibration damper assembly, overspeed trip carrier assembly, lockplate and nuts. ‘Tighten to 80 to 8§ ft-lbs. torque. 4937, -}—% acl ~e 4, 4 An, TSSI0eS OF cause MUST NOT PROJECT -STANP AS SHOWN aonb’ cam eoees L a4 209 | 10.994, 2 10.984 - 2 BREAK SHARP EDGES WOTH BEFORE BeNONG-62 LL cuT sunraces (exter [AS OTHERWISE NOTED, MI-1016n 5. Check free movement of vibration damper after application by oscillating outer ring. 6. Check camshaft thrust. See "Checking Camshaft Thrust" and "Table of Clear ances". 7. Check that maximum stud height is only 1/2" boyond lockplate and that clear ance between end of stud and lower hhous ing cover is 7/32". Apply lockwire 8. Make sure pipe plug is in lower hous- ing cover. Grind off if it protrudes beyond inner face of cover. Apply lower housing cover. Hold overspeed "Stop" lever in tripped position (against spring tension) and apply upper overspeed housing as- sembly. 10. Check overspeed trip mechanism by manually tripping and resetting several times. LL. Apply lubricating oi! inlet and drain Piping. Camshaft Vibration Damper Application Left Side 1, Ingpect free end of camshaft tobe sure ‘pipe plug is removed. 2. Apply studs to end of camshaft, should protrude 4-5/8". 7 studs ae] no%apPRox|| Nee FIG, 22 - CAMSHAFT LOCATION GAUGE 25Mi-1016B, 8. Check free movement of vibration damper assembly before application by oscillating inner spider. 4, Apply camshaft thrust plate, vibration damper assembly, end plate and nuts. Tighten to 80 to 85 ft. Ibs. torque. 5. Check free movement of vibration damper after application by oscillating outer ring. 6. Chockcamshalt thrust. See "Checking Camshaft Thrust" and “Table of Clear- ances". 7. Apply lubricating oll inlet and drain piping. Camshaft Thrust Housing Application (For_Engines not requiring camshaft ‘Vibration dampers) 1, Inspect free end of right side camshaft to be sure pipe plug is removed. Apply overspeed weight mechanism with Jockplate and bolts. Tighten to 80 to 85 ft. lbs. torque. - 3. Check camshaft thrust, See"Checking Camshaft Thrust" and “Table of Clear- ances". Hold overspeed "Stop" lever in tripped Position (against spring tension) and apply upper overspeed housing assemb- dy. Check overspeed trip mechanism by manually tripping and Fesetting several times, Inspect free end of left side camshaft to be sure pipe plug ts applied. Apply left camshaft thrust plate and bolts. Tighten to 80 to 85 ft. Ibs. torque. Applylockwire. Apply thrust bearing housing cover. Check camshaft thrust. See "Checking Camshaft Thrust" and"’Table of Clear- 8. Reapply lubricating ofl piping. 12. Reapply all fuel pump supports, fuel pumps and all related piping. Reapply all cylinder head valve levers assemblies and push rods, 26 Diesel Engine 760 13. Adjust fuel pump timing, fuel pump rack settings and valve clearance. 14. Reapply camshaft gear covers. 15. If gear driven governor is used, shim betweon governor and governor drive housing to obtain 0.006" to 0.009" gear backlash between the drive and driven governor bevel gears. CHECKING CAMSHAFT THRUST Tocheck aft thrust (right or Left side) 1, Remove camshaft gear cover. 2. Force the camshaft toward the power take- ‘off end of the engine by barring against the camshaft gear, 3. Place a dial indicator against the side of the camshaft gear and set the dial at zero, Fig. 23. 4. Force the camshaft toward the free end of ‘the engine until it contacts the thrust bushing. ‘The reading on the dial indicator will be the total camshaft thrust, ‘The thrust when new is 0.006" - 0.012", The Limit is 0.022 FIG. 23 - CHECKING CAMSHAFT THRUST %160 Diesel Engine LOCATING TDC OF NO. 1 RIGHT PISTON METHOD 1 - Using Trammel Tram between the center punch mark on the No. 6 (No. 8 for 16 cylinder) erank counterweight and the center punch mark on the No. 6R or 6L, (No. 8Ror BL for 16 cylinder) base door sill, Fig. 24. Knew crankshaft has been installed or the tram damaged, follow instructions under Method 2. METHOD 2 ~ Using Dial Indicator 1 4. Remove the cylinder head from No. IR cy- linder. Rotate crankshaft until No. IR piston is near top dead center on the upstroke. With the operating stem of a dial indicator resting on the piston crown, rotate crank- shaft observing dial indicator. It will be noted that the indicator will stop as the piston Passes through top dead center. Continue haft rotation until dial indicator shows ‘movement past top dead center. Mark a line across the generator fan which cuts the center of the top half hole, marked ‘TDC, in the timing pointer. FIG, 24 - TRAMMING FOR T.D.C. MI-10165 8. Reverse rotation of crankshaft until the diat indicator reads 0.100" past top dead center and again mark the fan with a line across the generator fan which cuts the center of the top hole, marked TDC, in the timing pointer. 6. Locate and mark a point midway between thetwomarks onthegenerator fan. if this mark cuts the hole permanently marked AR-6R (IR - SR for 16 cylinder) on the generator fan, the timing pointer is properly Tocated, 7. If this mark does not coincide with the hole in the fan, the timing pointer must be re- located, Rotate the crankshaft until the mark Tines up with the top half hole in the timing pointer marked TDC. No. 1R piston is now (on top dead center. Move the timing pointer until the hole marked TDC Lines up with the hole permanently inarked 1R - 6R (1R - 88 for 16 cylinder) on the generator fan. Tho timing pointer is now properly located, 8. While crankshaft ts in the same position as {in Item 7 above (No. 1R piston on top dead center), insert one end of the tram, Fig. 24, in the punch mark in the bottom of the No. 6 (8 for 16 cylinder) counterweight and mark the location of the other end of the tram at the base door opening on left side of thebase. If these locations donot correspond to the punch mark already at the base door, center punch the new locations 1/16" deep. ‘Remove the old punch mark. ‘The punch markatthe base door opening pro- ‘Vides location of TDC of the engine and also provides a means of checking the accuracy of the tram. Top dead center of No, IR piston may now be found by tramming between the two center punch marks, ‘To Chock For Bent Pointer ‘The cord distance between the half hole in the ‘PDC pointer and the half hole in the INJ pointer is 11-5/8" + 1/64", FUEL INJECTION PUMP. DRIVE DESCRIPTION Each fuel pump is actuated from the camshaft through a cam roller, lifter and crosshead, Fig. 25. The fuel pump and Hfters are mounted on a support which Is directly attac eylinder block. carry the valve pushrod’ lifters, An adjustable screw with lock nut is located in the fuel pump lifter to allow for pump timing. Full pressure lubrication of all moving parts is provided. sd to the side of the Inaddition, thefuel pump supports ”‘MI-10168 Diesel Engine 760 Is popossrexn 001 Lupe Sr METRINER pO. CU. Sch rane RETANER FIG. 25 ~ FUEL INJECTION PUMP DRIVE FUEL PUMP CROSSHEAD Inspection and Maintenance oval 1, Inspect spring for eracks and wear. Rotate engine until the pump timing mark 2, Tagpectupper and lower spring retainers for ts at the Lower ond of the pomp stro wear ‘where they come in contact with the spring. 2. Remove fuel pump. See “Fuel Pump Re- moval”, 3. Check clearance of crosshead to support. See “Table of Clearances". 3, Remove complete crosshead assembly. 4. Check ball of crosshead for pitting, scoring DISASSEMBLY and cracks. Replace parts if serious wear ' {is found. If found satisfactory, clean with 2 ; Place assembly on bench and remove spring sultable solvent (do not use a atrong solution retainer and spring from crosshead, such as caustic soda) and reassemble. 28760. Diesel Engine Reasgembly Apply spring wo crosshead. Apply upper spring roiainer. Installation 1 2. Insert crosshead assembly tn fuel pump support. Reapply pump. Set Installation". “Fuel Injection Pump FUEL PUMP AND PUSHROD LIFTERS Removal ‘Remove fuel pump and fuel pump erossheads. Remove valve levers and pushrods. Disconnect lube oll line from header to fuel ump support and fuel leak-off lines, Remove capscrews holding supportto cy- linder block (all outside capscrews andone under fuel pump adjustment cover) and jack support assembly from block using the two (2) jacking holes provided. Place assembly on bench. Remove locking plate holding fuel pump fulcrum pin fo support, Remove pin andre- ‘move Iifter from support. Removefloating bushing. Drive out split taper pin holding pushrod lifter fulcrum pin to support. Removeful- crum pin, lifters and spacer. Disassembly 1, Fuel Pump Lifter 2 ‘a, Remove fuel cam roller pin locking plate. Remove pin, roller and floating bushing, b, Remove adjusting screw. Pushrod Lifters a, Remove retaining ring from one end of cam roller pin. Remove pin and roller. b. Using jack screw hole provided, jack valve lover seat fromifter if necessary, MI-10163 Inspection and Maintenance 1, Inspect lifters, fulcrum and cam roller pins, cam rollers, floating bushings and valve lever seats for spalling, scoring and wear. See "Table of Clearances". Renew if neces sary. 2, Remove plugs rom ends of fuel pump fulcrum and cam roller pins. 3. Clean all parts in suitable solvent. Do not ‘use strong cleaning solution such as caustic. ‘soda. Replace plugs and lock. Reassembly Roverse disassembly procedure. Installation 1, Startpushrod lifter fulerum pin Into support. Place spacer between lifters and apply. “Apply split taper pia to support. 2, Place fuel pump lifter into support with float- ing bushing and apply fulcrum pin. Apply Iocking plate and lockwire capscrews. 3. Applya thin coat of cement, Minnesota Min- ing M-3 (EC #347) Cat, 2155931, around the fuel pump support opening in the block. 4. Apply fuel pump support to block. Dowels will properly locate it. Apply capscrows ‘and tighten to 140-150 foot-pounds torque. Attach lube oll line from header to support and fuel leak-off lines. Apply pushrods, valve levers, fuel pump crosshead and fuel pump. 6. Retime fuel pumpand adjust valve clearance. ‘1. Reapply fuel pump support cover. Ifa cover gasket has become loose reapply it with cement, samo as above, VALVE LEVER MECHANISM. DESCRIPTION ‘The air inlet and exhaust valves are operated from the camshaft by means of the Lifter, pushrod and valve lever assemblies, Fig 26. te 29‘MI-10168 Diesel Engine 760 feito wt, ze THRUST BALL, sur ae. VER SEAT os sore ahaha Loox oxen er RES AT ASSeMaLy cuives To Be PRESSED WITHIN RANGE. InoicareD sero ‘S207 asker ow. B.0cK—— FIG. 26 - VALVE LEVER MECHANISM Fach cylinder unit has a lifter assembly which consists of two pushrod lifters having a common shaft as a fulcrum, The shaft is supported by a bracket which is attached to the eylinder block. ‘The lifters have rollers which are forced to follow theprofiles of the cams by the valve and equalizing yoke springs. ‘The pushrod ends of the lifters are fitted with hardened steel seats into which the lower ends of the pushrods are fitted. The pushrod ends of the valve levers, Fig. 2%, carry hardened steel ad- justing screws which, havinga spherical head, ride In hardened seats fixed in the upper ends of the pushrods. ‘These screws are for the purpose of adjusting valve clearance. The other end of the 30 valve lever bears against the equalizing yokes throughaballandsocketjoint. Each yoke operates two air or bwo exhaust valves, each pair of valves being operated from a single cim, pushrod and valve lever. : ‘The equalizing yoke slides up and down on a guide rod. A valve clearance adjustment is pro- Vided at one end of the yoke to compensate for differences in vaive stem lengths. Pressure lubrication ts provided for the valve lever mechanism. Individual lines conduet the oil {rom a common header to the cylinder head. The oil then flows through drilled passages in the cylinder heads*and valve lever brackels to the t )160 Diesel Engine FIG, 27 - VALVE LEVERS valve lever shafts and bushings. ‘The shatt and bracket bolis are designed to keep the lube oll passages aligned. Drilled holes through ‘the valve lever lead the ofl from the bushing to the thrust ball joint; a drilled passage in the ball-jolnt and yoke lubricate the yoke guide and valve stems. In the othar direction the oil passes to the ball seat of the adjusting screw. All excess oil follows down the pushrods, lubricating the cams, cam rollers and lifters. REMOVAL Valve Levers and Equalizing Yoke Remove capscrews that secure valve lever bracket to the cylinder head and lift valve lever assembly from cylinder head. ‘The equalizing yoke is readily removed from its guide after the levers have been removed. DISASSEMBLY Valve Levers: 1, Side valve levers from shaft. 2, Remove snap ring, thrust ball and seatfrom fone end of the lever if necessary. 3. Remove adjusting screw from other ond of lever. INSPECTION AND MAINTENANCE Valve Levers 1, Clean and surface inspect valve levers. MI-10168 2. Clean and surface inspect valve lever bush- ings and cheek for woar, Seo "Table of Clearances". If necessary, press out lever bushings for replacement. 3. Surface inspect the ball seat of the valve adjusting screw. Clean and surface inspect the thrust ball and seat If renowal is necessary, remove the old seat by using a puller and press ina new one until it bottoms. 5. Clean and blow out valve lever ofl passages. Clean and surface inspect. Pushrods should be replaced if bent or the ends damaged in any way. REASSEMBLY Valve Levers Ul and apply thrust ball to valve lever seat, locking in place with snap ring. Smooth motion should exist between the thrust ball and seat. 2, Turn the valve clearance adjusting screws up into the valve levers as far as possible. DO NOT MOVE THE ADJUSTING SCREWS again until the valve lever mechanism has been mounted on the engine and the piston ‘has been properly positioned for the adjust- mentof valve clearance. ‘The position of the valve clearance adjusting screws in the valve lever, when the valve mechanism is applied to the cylinder head, is extremely tmportant. Should the adjusting screws be {in any other position than their upper limit, the piston and valves may be damaged when the crankshaft le rotated: 3, Mnowvalve lever bushings are to be applied, install them with the split at the top. ‘Then burnish to1.750to1.751 inch diameter. ‘The shaft-to-bushing clearance should be 0.002 to 0.0035". 4, Silde valve levers onto shaft. INSTALLATION 1, Setpushrods, equalizing yoke and equalizing yoke spring in place, 2. Position valve lever assembly on eylinder head dowel. Apply capscrews and tighten securely.‘MI-10168, Adjusting Valve Clearance With the clearance adjusting screws backed off to thelr upper limite bar the engine over until timing mark on fuel pump spring guide eup lines up with the mark on the fuel pump window on the up stroke. The cylinder on which the valves are botng set will then have both valve cai rollers on the base cirele of the camshaft. “Chock the timing mark on the fuel pump with the dining pointer and the timing hole in the fan ridg~ "Turn the adjusting screw at the pushrod "end of tie’ vi ve lever until g°0,034 feeler, canbe inserted petwoon the noi- fdjuouble endothe eqeizing yokp and ie val ston Figse20s Shenies this teeter “tr place an tighten the locket atthe pushrod end holdig the adjusting serow while lightentag thé locknut. Tura the adjusting serew on.the equalizing yoke until a 0.034 feeler can be inserted between the adjusting screw and valve stem, Fig. 29. With lie Teele? in place hold the adjusting screw with ga. Allon wrench whilé tightening the lockgut. FIG, 29 - EQUALIZING VALVE CLEARANCE Fd Diesel Engine 760 Recheck both clearances with feelers to make certain that the proper valve clearance exists on both valves. Continue through the firing order for checking valve clearance on subsequent cylinders. WATER OUTLET HEADER AND ELBOWS DESCRIPTION Individual water outlet elbows are attached to each cylinder head. The water outlet header, whichis asolfd pipe, isatiached to the water outlet elbows by means of "U" straps. A rubber gasket cut from flat stock is used betwoen the header and water outlet elbow. A gasket is also used where the water outlet elbow is secured to the cylinder head. REMOVAL 1. Drain water from ongine, 2. Disconnect piping at ends of header and re- move'"U" straps. Liftoutheader and remove gaskets. 3. Remove capscrews holding the water outlet elbows to the cylinder heads and lift off the elbows. Remove gasket. NOTE: When only one cylinder head is being re- moved, it is not necessary to remove the header. Remove only the water outlet elbow. INSPECTION AND MAINTENANCE 1. Surface inspect interior and exterior of header and elbows. 2. Checkheader and elbow connection joints for emoothness. 3. ‘Thoroughly clean header and elbow. INSTALLATION 1. Apply new gasket and bolt elbow to cylinder head, 2. Set header in place, apply new gaskets and attach the header to the elbows with"U" straps.760 Diesel Engine CYLINDER HEAD DESCRIPTION ‘The cylinder heads, Fig. 30, are of high strength cast iron and are secured to the cylinder blockby seven studs. Individual water jumpers from the cylinder block to each cylinder head conduct water from the cylinder block to water cooling passages in the cylinder heads. Cooling water discharge from the heads is carried to the water outlet header by individual elbow connections. The cylinder block is vented to the back of each head. Coredpassagespermit the admissionof scaveng- ing air and the expulsion of exhaust gases. Metal-to-metal joints of the flat lap type form the gas seal between the cylinder heads and cylinder liners and prevent the escape of gasos from the cylinders. Nogasket is required between cylinder head and liner. Each head has suttable chambers for two air Inlet valves, two exhaust valves and a fuel injection nozzle. The air and exhaust valves are identical. ‘The valve lever bracket assembly, consisting of bracket and. two valve levers mounted on a valve lever shait, is applied to the top of the cylinder head along ‘with the equalizing yokes. ‘The valve mechanism assembly and fuel injection nozzle on top of the head are enclosed by an aluminum alloy cover. MI-10168 REMOVAL 1. Drain engine water. 2. Remove valve lever casing. 3. Remove valve lever assembly from cylinder head. 4. Lift out pushrods. 5. Disconnect air inlet elbow and exhaust mani- fold. 6. Disconnect and remove fuel oil drain line. 7. Disconnectand remove lubricating of supply line to the valve operating mechanism. 8. Disconnect and remove high pressure fuel line and nozzle, 9. Remove water inlet jumper and water outlet elbow. 10. Remove the cylinder head auts and lift off the head using lifter, Cat. 2471282. DISASSEMBLY Valve and Valve Guides Rest the cylinder head on a wooden bench with 2 circular wooden plate positioned so as to keep the valves closed and to protect the cylinder head seat. Witha valve spring depressor, Cat. 2471412, compress the valve spring until the splitretainer lock holding the valve spring to the spring seat is free. Remove the split retainer lock, release the valve spring depressor and then remove the valve spring and seat. Turn head on side to remove the valves. FIG. 30 - CYLINDER HEAD - EXPLODED VIEW 33Mi-10168 ‘The valve guides can be removed by pressing or driving them out from the bottom of the head. Removal is necessary only when the guides are worn or damaged, In case it is desired to replace a valve spring without removing the cylinder head, the piston of the cylinder involved should be brought to top dead center. Remove valve lever assembly. Using the valve spring depressor, remove spring retainer Jock and spring. Apply new spring; compress and apply lock. Equalizing Yoke Guides Equalizing yoke guides are pressed into the heads and are threaded eo that they may be re- moved with a yoke guide puller, Cat. 2472021, if the clearance between the yoke and guide becomes excessive or If the yoke guide becomes bent. Nozzle Hole Sleev 1. Clean nozzle hole with cylinder head nozzle hole cleaning tool, Cat. 2473032. 2. I necessary to remove the nozzle hole ‘sleeve (see Inspection and Maintenance), use tool, Cat. 2471432. INSPECTION AND MAINTENANCE Water Test Hydrotest cylinder head for leaks at 70 PSI with water at180°F temperature. Crackedheads should be scrapped. Valves, Valve Seat Inserts and Valve Guides Valve seat checking and cracking may occur when grinding valve seat inserts unless extreme caution isused, Amajor cause for this condition tweither the use of improper stones or applying too much pressure on the driver when grinding the seat. If It ts necessary to remove a valve seat insert, use a valve seat extractor tool. After removal, inspect bore and spring ring groove for damage. Check bore diameter to determine if it is neces- sary to machine the bore for an oversize insert. If, the bore and spring ring groove is within the standard dimension of 3,1805-3. 1815", a new standard size insert may be applied without ad- ditional machining. Extractor tool, Cat. 2471034. The procedure for machining bores for an over size Insert is as follows: 1, Remove valve guide, yoke guides and studs. Pn Diesel Engine 260 2. The cylinder héad insert bore should be machined 3, 1905-3. 1915" for application of fan Insert with 3, 193-3. 194" 0.D. ‘The in- sort is applied with a 0.0015-0. 0035" inter- ference fit, 3. Blow out chips. 4. Applynew-valve guides. Although the guides are precision guides and do not require reaming after assembly, it is recommended a 0.626" reamer be inserted after guide in- stallation to assure a 0.626" minimum dia~ moter. 5, Press in new valve yoke guides or used ones if within Iimits. 6. Apply new nozzle studs or reapply old studs, if in good condition. ‘The tools required for the application of inserts areaninsertingsleeve, plugand guide as illustrat ed in tool catalog NT-2A. It is necessary that proper size inserting sleeve be used when apply- ing the different size inserts. 1. Assemble spring ring into groove in insert. 2. Place the insert in the inserting sleeve tool and cool in dry i 3. The cylinder head must be heated uniformly by gleam or hot water to approximately 20°F, 4, Almat a temperature difference between the hhoad and insert at assembly at 250°F. 5. Apply guide rod into bore of guide. 6. Remove insert and sleeve assembly from dry ice and enter squarely into insert bore. ‘Apply plug into inserting sleeve and on guide rod. 7, Holding the inserting sleeve firmly in place, push the insert into the bore of the head by using a press on the plug until the insert is, bottomed in the head. Do not hammer into Position. Keep pressure ‘on insert for 30 seconds. 8 After tools are removed, chock with a 0.0018" thickness gauge to’ determine that there is no clearance between insert and bottom ofbore. If the insert Is cocked in the bore, or not firmly seated, it should be re- moved and a new insert applied, In addition. to the apparatus required to grind valve seats as listed in the tool catalog NT-2A a supply of Turco "Dy-Check" fluid should be avail~ able for use in detecting surface cracks.760, Diesel Engine ‘The procedure for grinding valve seat inserts and reconditioning valves is as follows: 1, Removethe glazeon the valve seat by placing a piece of sandpaper under the grinding stone and then spin the stone, Should the seat be bad, use a reamer, turning it slowly with an air motor. 2, Grind the seat with a rough stone to within 0,002 of being true. Use dial indicator to check the trueness of the seat. The weight of the grinder should be the only pressure exertedonthe insert during grinding. Dress the stone frequently at 2 44-1/2° angle to ‘liminate the formation of glaze on the stone. 3. Use the finishing stone with the weight of the grinder boing the only pressure exerted on the valve seat insert during grinding. Dress the wheel at 44-1/2° as necessary. Check the yalve seat run-out. The concen tricity with the valve guide bore must be within 0;003"-indieated, Check surface of the valve seat insert with “Dy-Check" for cracks. Valve faces should be checked for cracks and any valves showing cracks should be scrapped. Valves should also be scrapped when the dise thickness measures 3/32", Valves should be faced at a 45° angle. MI-1016B To check valve with seat, blue the valve, insert in valve guide and bounce ‘against valve geat. A fine blue line must show around the entire circum— ference on the large diameter of the seat contacting Valve seat Limitations should be followed as recommended in Fig. 31. Compression Seal As the eylinder head to liner joint is metal-to- metal, the seating area must be in good condition, ‘These surfaces should be checked and if neces- sary, lapped using a lapping ring, See cylinder liner “Inspection and Maintenance". Sealing sur- faces must be smooth and in one plane. Using bluing, 2 continuous blue mark not less than 1/16" wide must show throughout the circumference. Nozzle Hole Sleeve A sleeve is applied in the nozzle hole of each cylinder head to provide a water Jacket for nozzle cooling and to furnish a seat for the nozzle. If a water leak should oceur between the sleeve and head, it is suggested that the old sleeve be first rerolled and the head water tested before applying a now sleeve. However, if it is neces- sary to install anew sleeve, it should be renewed according to instructions under "Disassembly and Reassembly", var rings In order for valve spring to give satisfactory service the spring load must not be tess than 85.5 pounds at a spring helght of 3-13/16 inches. COMENSIONS APPLY TO HEADS HAVING NORM OR NEW’ VALVES ANO INSERTS? vaLves' Gk WSERTS THAT ARE cence, ExcessivEly rirteo,on aeYonD oiweWSioNAL FIG, 91 - CYLINDER HEAD WEAR LIMITS1160 Diesel Engine MI-10165 REASSEMBLY Equalizing Yoke Guides Nozzle Hole Sleeve Valve and sorrow Fit GCEANEO UP T0723 nfo} 36 1. Coat seating surfaces of a new sleeve with "Tite-Seal"'or equivalentandenter the sleeve in the nozzle hole and tap down until the sleeve bottoms firmly in the head, Fig. 32. 2, Insert holding device, Cat. 2471433, and lighten nut until nozzle sleeve is held firmly ‘tn position at tho lower scat. 3. Using the nozzle hole sleeve tube expander, Cat, 2474153, roll in the upper portion of the sleove, 4. Removeholding device; withsleeve tube ex- pander, Cat. 2474164, roll in the lower por— tion of the sleeve. 5. Hydrotest cylinder head at 70 PSI with hot or cold water. e Guides 1. New guides must be pressed into the head using 2 guide sleeve, Cat, 2471382. 2. ‘Turn tho head on its side and insert the valves. ‘Then place the head on a block of wood to hold the valves up in place. 3. Place thevalve springs over the valve stems and set the spring retainers on top of the springs. 4. With the valve spring depressor, compress the valve spring until the grooves in the valve stom aro exposed. Apply new split locks and thon release the spring compressor. 2.000 EE eo eLeANED uF ~~ |-—sueeve, exranoco BY oor ExOS. ST FIG. 32 - NOZZLE HOLE SLEEVE Apply white lead to gulde and press into cylinder bead. INSTALLATION a Before installing a cylinder head, clean the ‘compression sea} joint faces of the cylinder head and liner. Clean the gasket seating surfaces of the head and block, Insert the grommets in the push rod holes in the cylinder block (if remaved). Apply water vent (if removed). The vent consists of an outer sleeve with its flange boltedto the cylinder block, a grommet which fits inside of the sleeve and an inside sleeve, Fig. 33. If the vent should leak after the application of the cylinder head, it is not necessary to remove the head in order to renew the water vent grommet. ‘Toremoveand reinstall the water vent with ut removing the cylinder hen ‘a. Remove the two eapserews. b. Pry out the vent. c. Disassemble the grommet from the outer sleeve and the inside sleeve from the grommet, d. Clean the sleeves making sure that there are no burrs or rust where the grommet makes contaet. e. Lubricate the grommet contact sleeve surfaces and assemble. {. Clean the vent contact surfaces on the bottom of the cylinder head and on the top of the cylinder block and lubricate. FIG, 33 - WATER VENT