WDM3D Locomotive Maintenance Manual Index

Alphabetical Index
INDEX
MAINTENANCE INSTRUCTION MANUAL

FOR
WDM 3D LOCOMOTIVE
SECTION NUMBER
GENERAL
Data Locomotive General MI-GLD-005-3D
Engine Trouble Shooting MI-GLD-078
Equipment Layout Drawing, Locomotive MI-SSM-001
ENGINE
After Cooler MI-ENG-057
Base, Engine MI-ENG-062

* Bearing, Camshaft MI-ENG-071-3D
* Bearings, Connecting Rod MI-ENG-015
* Bearing, Main MI-ENG-066
* Block, Cylinder MI-ENG-079
Bushing, Camshaft Thrust MI-ENG-071-3D
Bushing, Piston Pin MI-ENG-015
Cam Shaft with Gear MI-ENG-071-3D

Catcher, Oil Power Take Off MI-ENG-013
Collars, Crank Shaft Thrust MI-ENG-069
Cover, Crank Case Explosion MI-ENG-062
Crank Shaft MI-ENG-069
Cross Head, Fuel Pump MI-ENG-049-3D
Damper. Vibration MI-ENG-074

Data, Engine General MI-ENG-072-3D
* Deflection Crank Shaft MI-ENG-069
Elbow, Air MI-ENG-089

Elbow, Water Outlet MI-ENG-019
Exhauster, Crank Case MI-ENG-001
2005 1
Alphabetical Index
INDEX

FOR
WDM 3D LOCOMOTIVE
SECTION NUMBER
Extension Shaft, Crankshaft MI-ENG-074
Fuel Injection Pump, Support and Drive MI-ENG-0 4 9-3D

Fuel Injection Equipment MI-ENG- 243
Gear, Cam Shaft MI-ENG-0 7 1-3D

Gear, Crank Shaft Split MI-ENG-067
Gear, Extension Shaft MI-ENG-074
Gear, Teeth Inspection MI-ENG-030
Governor, Engine MI-ENG-248

Governor Traction Mounting and Removal MI-ENG-035
Head, Cylinder and Valves MI-ENG-020

Header, Fuel Oil Inlet MI-ENG-024
Header, Water Outl et MI-ENG-019
Inspection, Engine Final MI-ENG-000

Installation Engine MI-ENG-028
Levers, Valve MI-ENG-034

Lifters, Fuel Injection Pump MI-ENG-049-3D
Lifters, Push Rod MI-ENG-049-3D
Liner Cylinder MI-ENG-018
Linkage, Fuel Pump Control MI-ENG-025
2005 2
Alphabetical Index
INDEX

FOR
WDM 3D LOCOMOTIVE
SECTION NUMBER
Linkage, Governor Control MI-ENG-112
Linkage, Control and Governor Drive MI-ENG-081
Location TDC of No.1 Piston MI-ENG-071-3D
Manifold Exhaust, Single Pipe MI-ENG-097

Mechanism, Valve Lever MI-ENG-034
Nozzle and Holder, Fuel Injection MI-ENG-243

Nozzle, Gear Spray MI-ENG-029
Piston Rings and Pin MI-ENG-015

Pointer Timing MI-ENG-058
Pump and Nozzle Maintenance MI-ENG-2 43
Pump, Fuel Injection MI-ENG-243
Pump, Lubricating Oil MI-ENG-022
Pump, Water MI-ENG-026
Push Rod, Valve MI-ENG-034
Rod, Connecting MI-ENG-015
Seal, Free End Oil MI-ENG-074

Shaft, Fuel Pump Control MI-ENG-025
Sleeve, Nozzle Holder MI-ENG-020
Stand, Cylinder Head MI-ENG-023
Support, Turbo super Charger MI-ENG-063
Thrust, Camshaft MI-ENG-071-3D

Thrust, Crankshaft MI-ENG-069
Timing, Camshaft MI-ENG-071-3D
Timing, Fuel Injection Pump MI-ENG-243
Trip, Engine Over Speed MI-ENG-059
Turning Arrangement, Engine MI-ENG-058
Turbo Charger MI-ENG-210
2005 3
Alphabetical Index
INDEX
FOR
WDM 3D LOCOMOTIVE
SECTION NUMBER
Valve, Clearance, Adjustment MI-ENG-034
Valve, Snubber MI-ENG-243
SYSTEM LUBRICATING OIL

Lube Oil Cooler (Plate Type) MI-LOS-013
Filter MI-LOS-012
Oil, Lubricating MI-LOS-009
Strainer MI-LOS-003
System Lube Oil General Data MI-LOS-014
Valve, Relief and Regulating MI-LOS-010
SYSTEM, FUEL OIL

Fuel Oil Specification MI-FOS-001
Filter Primary and Secondary MI-FOS-006
Gauge, Liquid Level Glo Rod MI-FOS-013
Pump, Fuel MI-FOS-005
System, Fuel Oil General Data MI-FOS-011
Valve, Relief and Regulating MI-FOS-003
SYSTEM COOLING WATER

Cooling Water System MI-CWS-0 0 1
Maintenance, Radiators MI-CWS-0 0 2
Radiators MI-CWS-0 1 6
System Cooling Water, General Data MI-CWS-0 1 8
Cooling System Pressurization MI-CWS-0 2 2
SYSTEM AIR
Air Compressor MI-AIS-002-02
Governor, Air Compressor MI-AIS-003
2005 4
Alphabetical Index
INDEX

FOR
WDM 3D LOCOMOTIVE
SECTION NUMBER
Inertial Engine Air Filtrations System MI-AIS-001
Regulator, Pressure Control Air MI-AIS-025
System, Air MI-AIS-000
Horn and Push Button Switch es MI-AIS-008
Wiper, Wind Shield MI-AIS-007
Valve, Magnet MI-AIS-010
Trap, Sand MI-AIS-017
Electrical Sanding System MI-AIS-043
CHASSIS
Belt and Pulleys MI-CHS-003
Blower, Traction Motor MI-CHS-004
Coupling, Air Compressor Drive MI-CHS-008
Coupling, Radiator-Fan Drive MI-CHS-005
Drive Shaft, Radiator Fan MI-CHS-006
Filter, Panel MI-CHS-002
Truck, 6 Wheels, 3 Motor (High Adhesion Bogie) MI-CHS-025
2005 5
3300/2950 HP DIESEL ELECTRIC MAIN LINE LOCOMOTIVE
TYPE-WDM3D
FITTED WITH AIR BRAKE SYSTEM
2005-06
DIESEL LOCOMOTIVE WORKS

VARANASI – 221 004 (UP)
INDIA
PREFACE
This Instruction Manual contains descriptions and maintenance
procedure for the equipment as listed on the title page.
The Manual is divided into several sections shown as Data Engine, Lube
Oil, Fuel Oil, Water Cooling, Air System and Chasis.
Information furnished is based on manufacture as on date of publication.

Some minor differances may be encountered between these instructions
and the actual equipments due to refinement in equipment engineering
after publication.
Revised pages will be forwarded to the Users of this manual in order to

provide the latest Maintenance Instructions.
Maintenance Instructions for purchased finished vendor items are those

supplied by vendors.
Suggestions / corrections, if any, may kindly be forwarded to CDE / DLW

for necessary action due examination.
CDE
3300HP WDM3D CLASS DIESEL ELECTRIC LOCOMOTIVE
WDM3D class mixed ( freight & passenger) AC/DC diesel-electric locomotive

which is microprocessor controlled , was introduced on the Indian railways in 2003.
This locomotive is equipped with 16 cylinder up-rate d engine capable of producing
3300hp under standard conditions and uses high adhesion bogies. Thislocomotive
is a 19.5t axle load with 500mm shorter platform as compared to WDG3A. The
starting tractive effort of the locomotive is 38.6t against 30.5t of WDM3A/WDM3C.
The under-frame is a fabricated design using fabricated I -section & plates with
top plates for mounting major equipments. The frame section consists of a central
box section as the main load bearing member with side extensions at either end to
the full width of the l ocomotive for carrying under-fra me equipment. The box section
comprises of two side fabricated I -beam with 12mm top and 20mm bottom plates of
specification IS:2062. Suitable cross members have been provided to take bogie
pivot, draw gear equipments etc. to give required rigidity to the frame.
The locomotive is equipped with two high adhesion Co-Co bogies with two
stage suspension and has nominal axle load of 19.5t. Helical springs in the primary
stage and rubber s a n dwitch spring in th e secondary stage have been provided.
Vertical and lateral hydraulic dampers have been provided in the primary and
secondary stages respectively. All traction motors are arranged unidirectional to
reduce weight transfer.
The locomotive is powered with 3300hp DLW make 251B (updated) 16
cylinder fuel-efficient engine with ABB TPR-61 or GETS single discharge 7S-1716 or
Turbomeca HS5800 NGT model turbo-supercharger and a large after cooler for
better cooling of the engine inlet air commensurate with the increas ed flow and
better effectiveness.
The locomotive is equipped with AC/DC transmission consisting of a directly

coupled self-ventilated BHEL make traction alternator model TA 10102 EV with
alternator mounted rectifier of BHEL make type AR4500A driving 6 axle -hung nose
suspended BHEL make TM5002BY model traction motors.
Other electrical and mechanical systems are similar to WDG3A locomotive.
The locomotive is equipped with IRAB-1 panel mounted pure AIR brake system.
Dynamic brake has also been provided.
The lo comotive has two table top driver's control desks with left hand drive.
The locomotive is suitable for multiple operations up to a maximum of 3 locomotives.
Data subject to change without notice 2005
MI-GLD-005
GENERAL LOCOMOTIVE DATA FOR

WDM 3D LOCOMOTIVE
DESIGN DATA
AUXILIARY HORSE POWER
Model No. WDM3D
Type Co.Co REQUIREMENTS
Horse Power 3300/2950HP Aux. Gen. Max. 75V/160A, 950
Max. Speed 120 Kmph. TO 2 380 RPM
Gear Ratio 18/6 5
Exciter Max. 75V/250A,
Max. Radius of Curvature 73.2 m.
2380 RPM
Traction Motor 310 KW
WHEEL BASE
Blowers (2) at Full 52.5 KW
Total Locomotive 14190 mm Speed
Each Truck (Right) 3800 mm Radiator Fan 1000 80 HP
Wheel Dia 1092 mm RPM
Journal Size 150 mm
Compressor Unloaded 13 HP
Traction Motor TM 5002 BY
at 1000 RPM
Track Gauge 1676 mm
Brake Equipment AIR Brake Loaded at 1000 RPM 80.5 HP
System IRAB-1
APPROXIMATE WEIGHTS IN KG.

MAXIMUM OVERALL DIMENSIONS Locomotive with Supplies 123600
Height 4162 mm Locomotive Light 114645
Width 3016 mm Truck, Complete 25,000
Length (Overall) 18632 m m Truck Frame 5600
with BK. Rigging
Traction Motor 3680
CAPACITIES
(with Pinion)
Fuel 5 000 Liters Traction Motor Pinion 24
Cooling Water 1210 Liters Wheel and Axle Assy. with 2150
Water Expansion 155 Liters
Gear
Lube Oil 1025 Liters
Sand 0.40 Cu. m. Traction Motor Blower 81.6
Hood Over Engine 2019
Compressor 1089
Radiator (I) 788
Radiator Fan, Right Angle
Box and Eddy Current Clutch 360
Radiator Fan 53.5
2005
GENERAL MI-GLD-078
TROUBLE SHOOTING CHART
CHART NO. 1 OPEARTING DIFFICULTY
Engine not assume or maintain
High Cylinder Exhaust

Engine over-speeds X
Engine will not start
speed under load

Engine Hunting
White Exhaust
Black Exhaust
Temperature
POSSIBLE CAUSES
∆ Low starting air pressure g
∆ Starting air strainer dirty g

Over-speed mechanism tripped g
Fuel injection pumps cut out g
No fuel supply g
Fuel filters dirty + g g
Booster pump relief valve not
functioning properly + g g
Fuel booster pump inoperative + g g

Rack booster not functioning properly g
Governor not functioning properly g g g g
Over-speed trip not adjusted properly g
Low governor oil level g
Air or dirt in governor oil g
Air or water in fuel g
Fuel pumps controls sticking g g
Governor control mechanism* not
functioning properly g g g
2005 1
GENERAL MI-GLD-078
Engine not assume or maintain
High Cylinder Exhaust

Engine over-speeds X
Engine will not start
speed under load

Engine Hunting
White Exhaust
Black Exhaust
Temperature
POSSIBLE CAUSES
Engine Overloaded g g g
Restricted Air Intake ≠ g g g
Excessive Exhaust Back Pressure ≠ g g g
Leak at Air Discharge Connection ≠ g g g
Leak at Air Manifold Connection ≠ g g g
After cooler Dirty ≠ g g g
Faulty Exhaust Manifold ≠ g g g
Turbo supercharger not Functioning
Properly ≠ g g g
Faulty Injection Equipment g g g
Fuel Pumps not Timed Properly g g
Improper Valve Clearance g g
Improper Rack Adjustment g g
Broken or Stuck Piston Rings g g
Improper Grade of Fuel g
Damaged or Worn Valves or Seats g g
Sticking Valves g g
Abnormally Low Engine Temperature g
Water in Combustion Air g
+ Indicated by Low Fuel Oil Pressure
≠ Indicated by Low Air Manifold Pressure
At full rated load and speed the maximum difference bet ween cylinder exhaust temperatures
X should not exceed 1250 F for the 6 and 12 cylinder engine and 3000 F for the 16 cylinder
engine.
* Not used in all installations
∆ Applicable for ‘Air Starting System’ in D.G. Sets.
2005 2
GENERAL MI-GLD-078
High Jacket Water Temperature
Low Compression Pressure φ
Abnormal Firing Pressure π

Abnormal Noises in Engine
High Lube Oil Temperature
Blue-White Exhaust
POSSIBLE CAUSES
L.O. pump relief valve not adjusted or g
functioning properly
L.O. filter by-pass control valve not g

adjusted or functioning properly
Temperature control valve not g g

L.O. strainer dirty and pressure control g

valve not functioning properly
Restricted or lack of cooling water g g

supply
∆ Dirty raw water strainer* g g
∆ Raw water flow control orifice* restricted g g
∆ Improper setting of raw water flow g g

control valve*
∆ Raw water circulating pump* or fan* not g g

∆ Fouled heat exchanger g g
Excessive cooling water temperature g g

Load exceeds rated g g
Jacket water circulating pump not g
2005 3
GENERAL MI-GLD-078

Blue-White Exhaust
POSSIBLE CAUSES
Restricted jacket water flow control g
orifice
Insufficient jacket water supply g
Faulty Injection Equipment g g
Fuel pumps not timed properly g g
Improper rack adjustment g g
Mechanical interference due to g
improper adjustment
Improper running clearances of rotating g
equipment due to excessive wear of
improper assembly
Extended light or not load operation g
Stuck or excessively worn oil control g
rings
Oil control ring slots and/or oil return g
holes in piston restricted
Excessive worn valve guides g
Oil l eak in turbo supercharger g
Piston rings not seated properly g g g
Excessive cylinder liner wear g g
Excessive ring or ring groove wear g g
Damaged cylinder head to liner seat g g
Damaged or worn valves or seats g g
2005 4
GENERAL MI-GLD-078

Blue-White Exhaust
POSSIBLE CAUSES
Sticking valves g g
Improper valve clearance g g
Broken or stuck piston rings g g
φ At ¾ rated load and full speed the maximum difference between cylinder compression
pressure should not exceed 100 psi.
π At full rated load and speed the maximum difference between cylinder firing pressures
should not exceed 100 psi.
* Not used in all installations.
∆ Applicable for Air Starting System in D.G. Sets.
2005 5
Diesel Engine MI-ENG-000
ENGINE FINAL INSPECTION

PRE-RUN AND BREAK -IN
GENERAL INSTRUCTIONS 3. All external equipment and lubricating
Prior to starting a new or factory oil cooling water, fuel oil, air intake and
rebuilt engine, an overhauled engine, or exhaust piping must be thoroughly
an engine which has been out of service cleaned internally and connected.
for an extended period of time, the
following inspection pre-run and break in 4. Rust preventive and protective
procedure should be followed. If the slushing compound must be removed
proper precautions are not taken, engine for external surfaces of engine and
parts specially the bearing and crankshaft, other equipment with a petroleum
may be extensively damaged during the solvent.
first few minutes of engine operation.
5. All electrical connections, including
When engine lubricating oil, fuel alarm and protective devices, must be
oil, governor oil and cooling water systems securely mace and verified.
are factory treated to prevent corrosion
during shipment and storage, the PROCEDURE
preservatives remain effective from six to
eight months and are soluble in their 1. Check crankshaft according to
respective systems. Flushing to remove instructions in “crankshaft”
the preservatives, therefore, is not publications.
necessary.
2. Fill engine cooling water system with
FINAL INSPECTION AND PRE-RUN clean treated water. Treated water
must be used at all times, using
The following instructions apply to untreated water will cause corrosion or
all engines. cavitations erosion to begin
immediately and progress rapidly. For
PRELIMINARY recommended water treatment see,
“Water Treatment” publication.
1. Before engine crankshaft is rotated,
any possible internal or external 3. Fill fuel tank (see “Fuel Oil
obstructions to engine operation must Specifications” publication) and prime
be observed and corrected. system. If fuel is supplied by a
Obstructions can be detected by separately driven pump, set external
removing all cylinder head fuel pressure regulating valve to
compression plugs (or opening all maintain 40-45 psi on the fuel injection
indicator cocks) and barring engine pump headers, if fuel is supplied by an
crankshaft manually at least two engine driven pump make this setting
revolutions. after engine is started.
4. Drain, flush and fill engine governor to

2. Engine and all engine driven operating mark with governor oil. (For
equipment must be properly aligned, specification see “Governor Engine-
coupled and secured to their PGEV” publication).
foundations. Engine crankshaft must
not be rotated more than necessary to 5. Drain the crankcase sump and, if no
couple engine driven equipment. pre-lube pump is built into system,
2005 1
connect the suction of a portable cooling oil drain of each piston, all
lubricating oil pump, with a magnetic main and connecting rod bearings,
trap, to drain connection. Connect gear train sprays, valve mechanism
discharge of portable pump at a and turbocharger drains. Check all
convenient location after engine internal and external pipes for
lubricating oil pump, but at point which tightness.
will completely flush entire external
lubricating oil system. 13. Replace crankcase inspection covers,
valve lever casing and all compression
6. Strainer must be equipped with clean plugs (or close indicator cocks).
120-mesh basket except for Disengage engine turning device and
installation using the duplex type. lock in running position.
Duplex type to be equipped with 150
mesh baskets. Following break in, and 14. If portable pre-lube pump is used,
after through cleaning, baskets should disconnect pump suction and
be reapplied for regular operation. discharge. Drain and discard flushing
oil from engine sump. Replace sump
7. Remove all piping between main drain plug and plug in discharge line.
bearing caps and main bearing oil Fill crankcase sump, to bayonet-gauge
header so that flushing oil does not high mark, with clean lubricating oil
reach crankshaft bearings but returns (see “lubricating Oils” publication).
directly to engine sump. Make certain all cooling water and
lubricating oil system drain valves are
8. Disconnect external oil piping that closed. Set all external valves in their
feeds valve levers, fuel pump levers, correct running position.
turbocharger and camshaft from main
bearing oil header and then plug 15. Check lubricating oil, governor oil,
header. cooling water and fuel oil levels. Start
engine according to standard starting
9. Flush system at approximately 15 gpm procedure and recheck lubricating oil,
(oil temperature at least 1000 F) until all governor oil and cooling water levers.
foreign material is removed. Run-in Check lube oil and cooling water
strainer basket should be removed pressure and temperatures.
periodically until no more foreign
material accumulates in it. BREAK-IN OR OPERATION TEST
10. Clean out magnetic trap on pre-lube After final inspection and pre-run is
pump. Remove paper filter and apply completed and engine started, run an
new paper filter to lube oil filter tank. operational test on new or re-built engine,
or break-in test on overhauled engine.
11. Connect all main bearing oil pipes at During test, inspect external lubricating oil
header and caps. Connect all external filters and run-in strainer; clean or renew
oil piping feeding valve levers, fuel as necessary.
pump levers, turbocharger and
camshaft. The following is a suggested
operational or break-in schedule:
12. Remove all valve lever casings (rocker
box cover) circulate lubricating oil with 1. Run no-load tests at idle engine speed
portable pump for an additional ten for tw o (2) minutes, five (5) minutes,
minutes for complete pre-lubrication. ten (10) minutes and then until engine
During pre-lubricating period bar water temperature reaches 1200 F.
engine crankshaft. Inspect oil flow at After each time interval, shut engine
2005 2
down, bar engine crankshaft, inspect After completing above tests,
all piston skirts and liners and check again check filters and strainer. If they are
temperature of bearings. still picking up foreign material continue to
operate engine until filters and run-in
2. Check speed control by bringing strainer are no longer picking up foreign
engine up to rated RPM. Check over- material.
speed RPM. When lube oil system is clean,
before engine is placed in regular service
3. Run engine at loads and for time tighten all connections, replace run-in
intervals listed in following table: strainer with standard strainer basket and
install new filters elements.
9Load Time
BREAK-IN AND FLUSHING
Operation Break-in
MATERIAL LIST
Test Test
Item Part No.
25% of Rated 30 minutes 1 Hour
Portable Lubricating Oil 10245339
50% of Rated 30 minutes 1 Hour Pump
75% of Rated 1 Hour 2 Hours Magnetic Trap 10245340
100% of Rated 1 Hour 2 Hrs. Min. Strainer Basket 120 Mesh 10240196
Strainer Basket 150 Mesh 10245352
2005 3
CRANKCASE EXHAUSTER
DESCRIPTION 4. Remove cap screws (9), washers (10),

and lock-washer (11) connecting
The crankcase exhauster driven by exhauster suction elbow to cylinder
an electric motor is a centrifugal blower, block.
which exhausts crankcase vapours to the
atmosphere. The entire assembly is 5. Remove cap screws (17), washers
mounted on top of the cylinder block at the (18), and lock-washers (19) holding
power take-off end of the engine. blower motor to bracket.
REMOVAL 6. Lift entire assembly off cylinder block.
1. Disconnect electrical connections to 7. Remove gasket (12).

blower motor.
8. Remove cap screws (2) and (5),
2. Remove lubricating oil drain pipe (13). washers (3) and (6) and lock-washers
(4) and (7). Separate motor blower
3. Remove mounting hardware and from suction elbow.
exhaust pipe from discharge side of
blower. 9. Remove gasket (1).
FIGURE 1
CRANKCASE EXHAUSTER
2005 1
INSPECTION AND MAINTENANCE 2. Install new gasket (12).
1. Clean blower impeller, housing, and 3. Place assembly on cylinder block and
fan blades. apply lock-w ashers (11), washers (10),
and cap screws (9) to exhauster
2. Clean exhaust and drain piping. suction elbow.
3. Check clearance between impeller and
casing. 4. Apply lock-washers (19), washers (18)
and cap screws (17) to blower motor.
4. Check for impeller tightness on shaft.
5. Replace gaskets. 5. Install lubricating oil drain.
INSTALLATION
6. Install exhaust pipe to discharge side
to blower.
1. Install new gasket (1) between suction
elbow and blower motor and reapply
lock washers (4) and (7) washer (3) 7. Apply electrical connections to blower
and (6) and cap screws (2) and (5). motor.
2005 2
OIL CATCHER, POWER TAKE-OFF END
DESCRIPTION 5. Slide-off catcher. Be sure not to nick

inner surfaces of catcher.
A cast aluminium oil catcher is
mounted on the cylinder block and base MAINTENANCE
and surrounds the periphery of the
crankshaft flange oil slinger at the power Clean with a suitable solvent,
take-off end of the engine. Centrifugal making certain that the oil catcher grooves
force throws the lubricating oil away from and the oil return channel to the
the crankshaft flange and into the oil crankcase are clean.
collecting grooves in the oil catcher, INSTALLATION
thereby preventing it from escaping. The
oil then drains from the grooves to the 1. Renew 1/32 inch sheet packing
engine base. gasket.
REMOVAL 2. If oil catcher is to be reused, place it in

position and install two ream bolts.
1. Remove generator (or other power Apply plain washers and nuts and
driven equipment) in accordance with tighten. Apply cotter pins and check
applicable maintenance instructions. positions as in step 3 below.
2. Remove cotter pins, nuts and plain 3. If new oil catcher is to be used, it
washers from the two ½ ″ ream bolts in should be applied with 0.013 to 0.016
engine base. Tap bolts out with brass inches radial clearance between oil
drift pin and hammer. (Ream bolt can catcher and crankshaft flange oil
be reached through the crankcase slinger.
opening).
4. Drill through with a 7/16 inch drill.
3. Remove lock-wire from cap screws. Ream to 0.4985 to 0.5005 inch for ½″
diameter rim bolts. Replace all plain
4. Remove the cap screws and plain washers and cap screws; tighten and
washers. lock-wire.
2005 1
PISTON AND CONNECTING ROD
PISTON, RINGS AND PISTON PIN Lubricating oil is delivered to the

piston cooling grooves from the crankshaft
Pistons (11.75 CR) are of positive by means of a hole through the
flow, oil cooled, valve pocket type made of connecting rod and the piston pin.
Aluminium body and steel crown.
1. Piston Body 6. Oil Inlet Hole

2. Piston Crown 7. Compression Ring (Barrel)
3. Piston Pin Sleeve 8. Conformable Oil Scrapper Ring
4. Snap Ring 9. Compression Rings Taper
5. Piston Pin 10. Connecting Rod Assembly
2005 1
PISTON PIN The crankshaft end of the rod is
provided with upper and lower precision-
The piston pin has a floating fit in type coated bearing shells, which are held
the piston and a running fit in the steel- in position by locking tabs. The lower shell
backed, bronze-lined connecting rod has a full groove for lubrication; the upper
bushing. A rolled sleeve is installed in the one has a partial one. Joining both ends of
pin bore to seal in the cooling oil. Spec ial the rod is a drilled passage for pressure
snap rings are provided at each end of the fed lubrication. The rod cap is aligned to
pin to hold it in place. the rod by a short and long dowel and is
secured by four bolts and nuts.
CONNECTING ROD
CRITERIA FOR INSPECTION OF
CON. ROD BOLTS
The connecting rod (shown in
Figure 2) is high strength alloy steel
forging with the conventional rod cap. Length of Connecting Rod Bolt is
Pressed into the piston end of the rod is a ground to 11″ ± 0.002″ by surface grinding
steel-backed, bronze lined, piston pin in the bolt head.
bushing.
FIGURE 2
CONNECTING ROD ASSEMBLY
1. Rod Bolts and Nut 5. Connecting Rod

2. Upper Bearing Shell 6. Lower Bearing Shell
3. Piston Pin Bushing 7. Connecting Rod Cap
4. Piston Pin
2005 2
During schedule inspection check

for dimension ‘B’ and reject if this exceeds
11.017″. 1. Remove crankcase doors on each
side of engine.
DISASSEMBLY
2. Bar engine over so that a crankpin
REMOVAL OF CONNECTING ROD journal for piston being removed is at
BEARING SHELLS ONLY bottom center and connecting rod
bolts and nuts are accessible from
1. Remove crankcase doors on each both sides of engine.
side of cylinder involved.
3. Remove cotter pins. Nuts and bolts
2. Position crankpin at about bottom from connecting rod. Remove
center. connecting rod cap.
3. Remove cotter pins, nuts and bearing

bolts on each side of connecting rod. 4. Rotate crankpin journal to about top
center.
4. Remove connecting rod cap with its
lower bearing shell. Tap cap from rod 5. Lift out piston several inches from
with soft hammer if necessary. cylinder, using piston-lifting device
mounted to piston crown and piston
5. Remove lower bearing shell from cap lifting hoist (see “Tool List”).
by tapping edge opposite locking tab.
6. After piston has been lifted several
6. Pry up connecting rod several inches inches, roll cut upper bearing shell
with wood and support. from connecting rod by tapping edge
of shell opposite locking tab.
7. Remove upper bearing shell from rod
by tapping edge opposite locking tab. 7. Remove piston and connecting rod
assembly completely, taking care to
guide and through cylinder liner to
prevent damage.
NOTE: As Shown in Figure 3, lower
bearing shell is identified by continuous oil NOTE: After removal, crankpin journals
groove; whereas upper shell has partial should be wrapped with paper for
grooves. protection.
2005 3
PISTON CLEANING TANK
FIGURE 3
UPPER AND LOWER CONNECTING The piston-cleaning tank, shown in
ROD DISASSEMBLY Figure 4, consists of a shallow steel tank
supported on legs at the corners to
produce a convenient, bench height
working unit. Designed to simultaneously
clean sixteen 9″×10.5″ oil cooled pistons,
it provides power washing of the internal
oil cooling passage as well as agitation
washing of the exterior surfaces with a
variety of cleaning compounds.
The tank, which is approximately

three by eight feet, holds about 235
gallons of cleaning solution. This is
1. Upper Bearing Shell
circulated by means of an electrically
2. Lower Bearing shell driven pump. The pump section is at a
large sump in the bottom center of the
tank. The cleaning solution is forced
PISTON AND CONNECTING ROD through a header running the length of the
DISASSEMBLY tank at its centerline and above the
surface of the solution.
1. Place piston and connecting rod
assemblies on support (see “Tool Sixteen pistons (eight on either
List”) so that rod hangs down between side of the centerline header) are
timbers and is supported at foot. suspended in a completely submerged
position by means of simple iron brackets
2. Remove snap rings from each side of attached to the piston crown.
piston pin with special pliers.
Cleaning fluid is carried from the
3. Push pin from piston. header to each piston by means of flexible
metal hoses. These are connected to the
4. Remove piston from connecting rod. header by quick-connector type couplings.
The piston end of the hose is connected to
5. Remove piston rings with ring a plug, which is fitted into the piston oil
expander (see “Tool List”). inlet hole where the oil-cooling channel
begins.
6. If required, remove bushing from
connecting rod by means of press or Some of the recommended
screw jack, using special arbor (see cleaning solutions are used cold (room
“Tool List”). temperature); some are used hot. For use
with hot solutions either of the two
7. Remove sleeve from piston pin by available types of tank, heaters can be
machining with lathe and driving out fitted inside the sump in the bottom of the
remainder. Care must be taken not to tank. This location heats the solutions that
mark pin with tool.
surround the circulating pump suction
thereby providing maximum temperature
of solution into the piston. One type of
heating unit consists of a steam coil; the
INSPECTION AND MAINTENANCE other an electrical resistance or “Calrod”
unit.
2005 4
The tank is also fitted with water NOTE: Plug in piston should face
sealed cover, which can be applied when centerline of tank. Brackets will properly
solutions, that give up objectionable or position pistons by dropping into notches
toxic vapours, are being used. in supporting rails.
6. If hot solution is being used, bring

solution up to proper temperature with
FIGURE 4 heating coil.
PISTON CLEANING TANK
NOTE: Forced circulation of solution
during heating is not necessary when
steam coil is used. Experience with
electric heater indicates that circulation is
desirable.
7. Check temperature by suspending

thermometer from header into solution.
8. If solution giving-off toxic vapours are

used, install tank cover and fill sealing
channel around its seat with water.
Keep covered as much possible.
9. Start circulation of solution and check

Steps for use of the tank are as follows: each piston to make sure that solution
1. If hot cleaning solution is used, tank is circulating through internal oil
must first be fitted with heating coils. passages.
2. Make sure drain cock is in closed or NOTE: This can be accomplished by

circulation position. Fill tank with fitting piston clear to solution and
inspecting oil drain hole.
approved cleaning solution.
10. Allow circulation to continue for length
NOTE: Tank can be used as mixing tank of time recommended by compound
for preparing certain types of compounds. supplier.
3. Insert plug (on piston end of flexible 11. Shut-off circulating pump and inspect
branch hose) into piston oil inlet hole, pistons. If further cleaning should be
desired, continue as necessary.
which connects with oil cooling groove.
Turn locking pin to secure plug to
piston. NOTE: Many cleaning solutions require
hot fresh water rinse following cleaning.
4. Apply support bracket to piston crown For this purpose, it may be necessary to
by means of two eyebolts supplied. provide small tank large enough to
Right angle side of bracket should be thoroughly submerge one piston at a time.
opposite feeder plug.
5. Place piston in tank making sure that

flexible hose has free and easy run
between header and piston.
2005 5
When a cleaning solution has been
exhausted, it can be drained from tank by
placing three-way cock into the drain
position. Short nipple has been provided
so that drain may be permanently piped
into waste disposal system.
PISTON PIN BORE
After the piston has been cleaned,

the piston-to-pin and piston-to-connecting
rod side clearance should be checked
(See Table 1 for clearances).
PISTON RING GROOVE WEAR Figure 3

been removed from the piston. This is
done by inserting the old ring into a new
After the piston has been cleaned,
liner (if available) and measuring the gap
check the ring groove clearance at the
with a feeler gauge.
compression ring grooves. This is done by
inserting the outside edge of a new
standard size compression ring into each After new rings have been applied,
groove in four different positions and it is not necessary to idle the engine to
measuring the clearance with a feeler FIGURE 6
gauge. PARALLELISM OF
CONNECTING RODS BORES
PISTON RINGS
Though it is mandatory, it is
generally recommended that the old
compression rings be replaced from the
engine since this practice is more
economical.
However, if automatic replacement

of the ring is not desired, the rings should
be checked and condemned if they are
stuck or broken, if they show signs of
scuffing or feathering; or ring seat is not break-in the rings. Experience has shown
polished for the entire circumference, that there are no harmful effects resulting
indicating poor liner contact. These from placing the engine in normal service
checks can be made while the rings are immediately following the installation of
still in the piston. Once the ring has been new piston rings.
removed, it should not be reused as
expansion caused by removal and PISTON PIN
subsequent reinstallation distorts it;
prevent it from seating properly in the The piston pin should be cleaned
grooves and against the cylinder liner. For and its surface carefully inspected. If not
future reference and as an aid in already done, it is suggested that the
practicing the length of service for a new sleeve in the pin be removed so that both
ring, it is also recommended that the ring inside and outside surfaces can be
gap be checked once the old ring has
2005 6
magnafluxed for cracks. If cracks are Thorough investigation has shown
detected, the pin should be discarded. that most bearing shells which have lost
free spread through normal stress
CONNECTING ROD
relieving action during the engine
operation will set firmly against the back of
The connecting rods should be the rod bore, when the bolts are properly
cleaned and inspected or magnafluxed for
tightened to the recommended stretch or
cracks if the equipment is available. It is
elongation values (see Table 1). This
good practice to magnaflux the rods at
return of shells to proper seating is
each overhaul. Make sure the oil hole
brought about the normal crush imposed
drilled in the rod is clear. Use either an air
on the shells in a proper tightened rod.
blast or in thin metal rod in order to clear
it. There will be occasional cases,
where a bearing shell has been abused by
Careful surface inspections of the rough handling and as a result, has
rods, piston pins and bolts can be made at
become kinked. If this is the case, no
the same time. Whenever there is any
attempt should be made at correcting the
doubt, the parallelism between the
situation by over-tightening of mechanical
crankpin and piston pin bores should be straightening. Also bearing shells that
checked. This should not exceed the
have been subjected to excessive thermal
amount stated in Table 1. A dial indicator
or mechanical stresses should be
and surface plate should be used for this
purpose (see Figure 6). discarded.
If there is any question that the

BEARING SHELLS
proper bearing contact cannot be
obtained, the shells should be checked as
The bearing shells should be follows:
cleaned and inspected. If any of the
following conditions are noted, the shells
should be discarded: 1. Coat rod bore and cap with bluing.
1. Embedded dirt particles. 2. Assemble rod and cap (with shells) on

bench.
2. Evidence of fatigue failures.
3. Overlay worn through to point where 3. Apply bolts and nuts and tighten to
intermediate layer can be seen (see proper bolt elongation (see Tables 1
Table 1 for running clearance and and 14 of “Installation” in these
condemning limit). instructions).
4. If the bearing shell has been examined 4. Disassemble. If bluing was not
and found satisfactory, it must be transferred around entire back surface
returned to its original position in the of shells, complete contact is not being
engine during re-assembly. Under no made and shell should be discarded.
circumstances should a used shell be
reapplied to any other than its original If a new bearing shell is being
position. As shown in Figure 3, the installed, mark it with the same location as
lower bearing shell has a continuous was on the old shell, using an electric
oil groove; while the upper shell has pencil. Identification marks are made on
two short grooves on its sides. all shells to determine proper location. A
new shell may be installed as a mate to an
old one, provided the old one is not worn
2005 7
beyond its condemning limit and provided 2. Using spinning tool set (see “Tool
it remains in its original position. Once List”), apply sleeve to piston pin in the
shells have established their bearing following manner:
surfaces, do not mix them up.
(a) Place pin in holding fixture.
Examine and remove any nicks or
burns from the bearing shells before (b) Insert new sleeve in pin bore.
application; check for out-of-roundness in
the following manner: (c) Place depth plug in sleeve and press
until flange on plug contacts pin.
1. Assemble clean rod and cap (with
shells) on bench.
(d) Remove plug; insert expander in
sleeve and roll it until roller stop strikes
2. Apply nuts and bolts and tighten to
proper bolt elongation (see Table 1). sleeve.
3. Measure ID of rod bore across (e) Remove pin from fixture, invert and
horizontal and vertical planes. repeat steps ‘c’ and ‘d’ for other end of
sleeve.
4. If horizontal measurement exceeds
vertical by amount stated in Table 1, 3. If previously removed, press bushing
bearing shells are out-of-round. into connecting rod, using special
arbor (see “Tool List”).
PISTON PIN BUSHING NOTE: Be sure to align oil hole in bushing

with oil hold in rod before assembling.
The piston pin bushing is pressed Recheck alignment after bushing has
into the small end of the rod with the been applied.
bushing flush on both sides of the rod.
The overhaul periods the wear should
carefully be checked. The clearance 4. Place piston upside down on bench
between the piston pin and bushing and lower connecting into place,
should not exceed the limit specified in aligning rod bore with piston pinhole.
Table 1. If the clearance limit has been
reached, renew the bushing. NOTE: Oil plug in bottom of piston must
be on the same side as “O” stamped on
The piston pin bushing may be foot of rod when assembling.
installed as a replacement in any of the Arrangement is necessary to maintain
rods as they are completely inter- uniformity.
changeable. However, when a bushing is
installed as a replacement, it is 5. Apply piston pin to piston.
recommended that the piston pin be used
for checking clearance between the pin 6. Using special pliers, apply snap ring
and the bushing.
gaps are at bottom center.
REASSEMBLY
7. Using special lifting device mounted
on head of piston and rod assembly
PISTON AND CONNECTING ROD on to support so that rod hangs down
ASSEMBLING between timbers and is supported at
foot (see “Appendix”).
1. Thoroughly clean and coat all parts
with clean lubrication oil. 8. Apply new piston rings, using ring
expander.
2005 8
NOTE: Care should be taken to expand 7. With piston lifting tackle, lower piston
rings more than necessary as over- and rod assembly through ring
expansion may cause permanent compressor and into cylinder liner.
distortion. Guide connecting rod foot to prevent
damage to liner.
All compression rings should be
applied with identification marks up. NOTE: Piston and rod assembly should
Scraper rings (which have sharp edges to be installed in engine so that “O” marked
remove excess oil from cylinder liner on on foot of rod is towards outboard side on
downward stroke) should be applied with “V” type engines.
sharp edges facing down.
8. When piston and rod assembly is
On certain style pistons, lowered to within 4″ of crankpin, insert
uppermost oil ring is a conformable ring, upper bearing shell into connecting
which is equipped with coil spring rod, making sure locking tab in shell
expander to make it conform to liner fits into slot provided for it.
surface as it wears. Be sure that joint in
coil spring is 180 degrees from gap in ring. NOTE: Upper shell is identified by partial
FIGURE 7
INSTALLATION IN ENGINE ELONGATION GAUGE AND
SOCKET WRENCH IN TIGHTENING
1. Apply piston lifting device to piston POSITION IN ENGINE CRANKCASE
crown if not previously applied.
2. Arrange rings on piston so that

adjacent ring gaps are 180 degree
apart.
3. Coat piston and ring with lubricating

oil.
4. Remove paper covering from crankpin

journal, oil journal and insides of
bearing shells.
NOTE: Prior to installation, cylinder liner

must be first checked to see if top oil groove, whereas lower shell has full
compression ring has caused ridge to groove (see Figure 3).
form on liner. Breakage of new ring could
result if ridge is not removed (see 9. Continue to lower piston and rod
maintenance instructions on “Cylinder assembly until connecting rod
Liner” for correct ridge removal contracts crankpin.
procedure). Following removal of ridge, be
sure liner is cleaned and lubricated. 10. Apply lower bearing shell to
connecting rod cap, making sure
locking tab fits into slot provided.
5. Apply ring compressor to cylinder liner.
6. Bar engine over so that crankpin NOTE: Be sure markings on cap and
journal for piston being installed is at lower shell correspond with those on rod
bottom center. and upper shell. If new bearings are being
installed, marked it accordingly with
2005 9
electric pencil. Caps of different (c) Tighten nut to proper elongation, if
connecting rods are not inter-changeable. hole in nut for cotter pin is not aligned
Do not mix up shell or caps. with hole in bolt, continue to tighten
11. Apply cap (with shell) to rod, making until it is. Apply cotter pin.
sure that “O” marked on cap, is on (d) Repeat steps ‘b’ and ‘c’ for three
same side as “O” marked on rod. remaining nuts, following diagonal
pattern.
12. Lubricate all faces, seats and nut and
bolt threads w ith “Lubricate” or 15. Replace crankcase doors on each side
equivalent to prevent galling. of engine.
16. Replace cylinder head and refill engine
13. Apply bolts and nuts. Making sure bolt- with water in accordance with
heads are butted together. maintenance instruction publications
on “Water System-General Data” and
“Cylinder Head”.
14. Tighten nuts in following manner (see
Table 1 for torques and bolt
elongation):
(a) Tighten all nuts evenly to preliminary

torque. Then “snug up” all nuts,
following diagonal tightening order.
(b) Loosen one nut. Set dial indicator of

elongation gauge (see Figure 6 and
“Tool List”) to zero when nut is loose.
2005 10
APPENDIX I
LIFTING TACKLE FOR REMOVAL OF STEELCAP PISTON AND CONROD ASSEMBLY
STYLE-I
LIFTING RIGS
1. U BOLT
2. SUPPORT HOIST
3. HOIST
2005 11
2005 12
APPENDIX III
LIFTING TACKLE FOR STEEL CAP PISTON AND CONROD ASSEMBLY
(ALL DIMENSIONS ARE IN MM)
STYLE-2
2005 13
Diesel Engine MI -ENG-015
TABLE 1
PISTON AND CONNECTING ROD DATA
New (Inches) Limit (Inches)
COMPRESSION RING
(BARREL TAPER, TAPER)
Ring Thickness 0.1835-0.1850 
Ring End Gap 0.030 Min. (Barrel) 0.2000
0.047 Min (Taper)
Groove Width in Piston 0.1902-0.1921 0.1950
Clearance in Groove 0.0052-0.0088 0.0120
OIL SCRAPER RING

(Conformable & Non-conformable)
Ring Thickness 0.3105-0.3120 
Ring End Gap 0.015 Min. 0.1250
Groove Width (Fourth & Fifth) in Piston 0.3140-0.3150 0.3165
Clearance (Fourth & Fifth) 0.0020-0.0040 0.0060
PISTON PIN
Pin Diameter 3.7490-3.7500 3.7475
Pin-to-Bushing Clearance (Running) 0.0030-0.0070 0.0075
Pin-to-Piston Bore Clearance (Rm. Temp.) 0.0005-0.0025 0.0035
PIN-TO-SNAP RING (TOTAL CL.) 0.0760-0.1180
PISTON DIAMETER
(for reference only)
At Crown 8.9420-8.9405 
Below First Ring 8.9735-8.9753 
Below Bottom Most Ring 8.9789-8.9801 
At the Bottom 8.978-8.980 
BEARING SHELLS
(Big End)
Running Clearance 0.0040-0.0080 When overlay wears
(Measured in through to show
vertical direction) intermediate layer.
Horizontal  0.003
larger than vertical
2005 14
larger than vertical
dimension.
Out-of-Roundness  
Vertical ID 6.0035-6.0061 
Horizontal ID 6.0035-6.0086 
CONNECTING ROD
Parallelism Between Bores  
Horizontal Plane  0.0010
Vertical Plane  0.0020
Rod-to-Piston Lateral Clearance 0.0130-0.0240 0.034
ROD BOLT TIGHTENING

Preliminary Torque  20 ft. lbs.
“Snugging-up” Torque  100 ft. lbs.
Final Bolt Elongation  0.022″
TOOL LIST
Item Cat No.

Elongation Gauge Complete 15511169
Gauge 15515485
Indicator with Magnetic Base 15511420
Piston and Connecting Rod Lifter with Cap Screw 15513737
Piston Lifter (Mahle) 15514730
Piston Clearing Tank 15513713
Piston Pin Bushing Arbor 15511171
Piston Ring Compressor (Sleeve Type) for Compressing
Scraper and Compressing Ring 15513749
Piston Ring Expander 15513701
Piston and connecting Rod Support 15513695
Pliers for Snap Ring 15513725
Spinning Tool Set for Rolling in Piston Pin Sleeve consisting of:
Fixture for Holding Piston Pin 15513671
Expander 15513674
2005 15
2005 16
CYLINDER LINER
DESCRIPTION Pits deemed harmless may be
Cylinder liners fit in the cylinder covered with Cast Iron Cement and the
block with a metal-to-metal fit. Each liner liner reused.
has a collar on its upper end which seats The compression seal joint on top
in a counter-bore in the cylinder block. of the liner should be checked and, if a full
One seal ring in a groove near the top of bearing surface cannot be produced the
the liner and two seal rings in the grooves seat must be lapped with a lapping tool.
near the bottom of the liner, seal the fits Tw o tools are required. One should be
between the liner and cylinder block. retained for checking purposes and the
Metal-to-metal joints of the flat lap other for lapping.
type form the compression seal between
the liners and cylinder heads. Sealing surface must be smooth
and in one plane. Check with bluing. A
REMOVAL
continuous blue mark should show not
Jack liner free and remove from less than 1/16″ wide all round (see Figure
cylinder block using special liner removal 1 for liner wear limits).
tool (Puller Assembly).
INSPECTION AND MAINTENANCE INSTALLATION
When a piston is pulled, the liner
should be carefully inspected for scores Before installing a liner, first clean-
off any roughness on the liner fits (see
and deep scratches. Remove the ridge
“Cylinder Block” publication) in the
formed in the upper bore, by the top
cylinder block to prevent possible tear and
compression ring, with a ridge removal
rolling of the liner seal rings as they enter
tool. Measure the liner bore at several
points just below the ridge formed at the these fits.
upper end of the top piston ring travel
holding the micrometer parallel to the NOTE: The minimum interference at the
lower liner fit must be 0.0005″, whether or
surface of the block and perpendicular to
not a sleeve is used; therefore, it may be
the centerline of the engine.
necessary to apply cylinder liners
The exterior surface of the liner selectively to certain bores.
(the cooling water surface) should be
inspected for corrosion. Shallow, wide pits Install the red coloured seal, in the
in which the width of the pitted cavity is top ring groove (see Figure 1). Install the
from two to six times its depth can occur black coloured ring seal with the word
either as a general or local condition and “Viton” moulded on the ring, in the centre
still be harmless until they effectively and bottom ring grooves.
destroy the external surface of the liner.
Relatively narrow, deep crevices are Apply lubriplate to the bottom liner
considered harmful; these are seal rings and fit and to the block fit.
characterised by pits in which the depth is Lower the liner into the cylinder bore.
from one to several times the width of the Position the liner so that the marking “Fuel
pit and in some cases have even Pump Side” (or “FPS”) is on the centreline
penetrated to the bore. If these pits can be of the fuel pump. As the liner seal rings
probed and found to be more than enter the lower fit. Pressure will have to be
superficial over 3/32″ deep, the liner applied to force the liner down. To do this,
should be rejected as the crevices of pits either reverse the liner puller tool or pry
will progress rapidly resulting in failure. the liner down using block and a pry bar.
2005 1
FIGURE 1
LINER WEAR LIMITS
2005 2
CAUTION: Avoid twisting the liner seal 8. Place positioning arms in the outward
rings when applying them to the liner. The position and gently slip the ridge
life of a seal ring is greatly shortened remover into the cylinder liner until the
when twisted. If the rings should become positioning arm stop bars contact the
twisted during application to the liner, top of the liner. The ridge remover is
straighten them before the liner is lowered properly positioned when the
in the cylinder bore. positioning arms are fully extended.
OPERATION OF RIDGE REMOVER 9. Firmly lock ridge remover in place by

GRINDER turning the T-handle in Allen set
screws above positioning cam.
1. Clean all carbon from area of ridge
with solvent. 10. Rotate positioning arms in towards
ridge remover and drop them into
2. Install grinding drum and spacer from notches of housing.
adapter kit to ridge remover output
shaft. Spacer goes on output shaft 11. Adjust follower arm until grinding
before washers and grinding drum. sleeve touches cylinder liner wall.
3. Install abrasive sleeve on grinding
drum. To change abrasive sleeve, 12. Mount on the ridge remover spindle
loosen grinding drum by holding output any portable electric or air drill motor,
shaft on top with a wrench and turn nut which has a speed of 275 to 400 RPM.
The spindle is sized for a standard
on output shaft counter clockwise.
Remove old abrasive sleeve. Install ½″drill chuck.
new sleeve quarely on grinding drum, 13. When removing ridges from liners,
tighten nut firmly against grinding grinding head must always be locked
drum. Tightening drum until abrasive in down position to prevent up and
sleeve has a slightly rounded surface. down motion of grinding drum.
4. Install locating adapters from kit to 14. To change belts, lock grinding head in
ridge remover. down position. Tap up on spindle shaft
5. Install spacer on each positioning arm and separate the gears enough to
shaft. When installing or removing change belts.
spacers on positioning arm:
TOOL LIST
(a) Unscrew stop bars (horizontal piece)
from the positioning arms.
Item Cat No.
(b) Push positioning arm shafts out
bottom of housing. Puller Assembly 15512228
(c) Install or remove spaces from each Ring for checking distortion of 15510049
positioning arm shaft. cylinder head and for checking
and lapping cylinder head and
(d) Replace positioning arm shafts and liner seats
stop bars.
Ring for checking and lapping 15512216
6. 6. Push ridge remover head down and liner to cylinder block seat
tighten spindle lock screw in notch of
dowel pin guide. Lifter 15512204
7. Clean locating adapters.
2005 3
HEADER, WATER OUTLET AND ELBOWS
DESCRIPTION NOTE: When only one cylinder head is

being removed, it is not necessary to
Individual water outlet elbows are remove the header. Remove only the
attached to each cylinder head. The water water outlet elbow.
outlet header is attached to the water
outlet elbows by means of “U” straps. A INSPECTION AND MAINTENANCE
gasket is used between the header and
water outlet elbow. A gasket is also used 1. Surface inspect interior/exterior of
between the water outlet elbow and header and elbows.
cylinder head. 2. Check header and elbow connecting
joints for smoothness.
REMOVAL
3. Thoroughly clean header and elbow.
1. Drain water from engine.
INSTALLATION
2. Disconnect piping at ends of heads of
header and remove “U” straps. Lift out 1. Apply new gasket and bolt elbow
header and remove gaskets. cylinder head.
3. Remove cap screws holding the water 2. Set header in place, apply new
outlet elbows to the cylinder heads gaskets and attach the header to
and lift off the elbows. Remove gasket. elbows with “U” strap.
2005 1
CYLINDER HEAD (251 PLUS)
DESCRIPTION The valve mechanism assembly

and fuel injection nozzle on top of the
The cylinder head, shown in Figure head are enclosed by a aluminium cover.
1 is secured to the cylinder block by seven
studs. Individual water jumpers from the DISASSEMBLY
cylinder block to each cylinder head,
conduct water from the cylinder block to Removal from engine
water cooling passages in the cylinder 1. Drain engine water.
heads. The cooling water discharge from
each head is carried to the water outlet 2. Remove valve lever casing.
header by individual elbow connections.
3. Remove valve lever assembly from
Cored passage permit the cylinder head.
admission of scavenging air and the 4. Lift out push-rods.
expulsion of exhaust gases.
5. Disconnect air inlet and exhaust
Metal-to-metal joints of the flat lap elbows.
type from the gas seal between the
cylinder heads and cylinder liners and 6. Disconnect and remove fuel oil drain
prevent the escape of gases from the line
cylinder. No gasket is required between 7. Disconnect and remove lubricating oil
cylinder head and liner. Each head has supply line to valve operating
suitable chambers for two air inlet valves, mechanism.
tw o exhaust valves and a fuel injection
nozzle. The valve lever bracket assembly, 8. Disconnect and remove high-pressure
consisting of a bracket and two valve fuel line and nozzle.
levers mounted on a valve lever shaft, is
9. Remove water inlet jumper and water
applied to the top of the cylinder head
outlet elbow.
along with the equalising yokes.
10. Remove cylinder head nuts and lift-off
head using lifter.
FIGURE 1
CYLINDER HEAD-EXPLODED VIEW
2005 1
FIGURE 2
CYLINDER HEAD CROSS SECTION AND DIMENSIONS
TABLE OF CLEARANCE AND TORQUE VALVES

1. Valve guide to head 0.0020 to 0.0005 in. dia. Int.
2. Yoke guide to head 0.0005 to 0.0020 in. dia. Int. metal-to-metal
3. Yoke guide 3.210 to 3.272 in. (press into dimension)
4. Valve guide (press into 2.25 in.

dimension)
5. Valve to guide clearance new:
Top 0.0030 to 0.0045 in.
Bottom 0.0050 to 0.0065 in.
Condemning See Figure 9
6. After grinding valve seat, machine back this face as shown to give 1/32 in. minimum flat
7. Original dia.
Torque values:
Cylinder heads nuts 550 ft./ibs.
Water inlet elbow screws 75 ft./lbs.
2005 2
spring lock and spring. Apply a new
spring. Compress and apply lock.
FIGURE 3
EXHAUST VALVE EQUALISING YOKE GUIDES
Tw o equalising yoke guides are

pressed into the cylinder head. The guides
are threaded so that they may be removed
with a yoke guide puller, if the clearance
between the yoke and guide becomes
excessive, or if the guide becomes bent.
NOZZLE HOLE SLEEVE
1. Clean nozzle hole with cylinder head

nozzle hole cleaning tool.
2. If necessary remove nozzle hole

sleeve with sleeve extractor (see “Tool
VALVES AND VALVE GUIDES List”).
1. Rest cylinder head on a wooden

INSPECTION AND MAINTENANCE
bench with circular wooden plate
positioned so as to keep valves closed
WATER TEST
and to protect cylinder head seat.
Hydro test cylinder head for leaks
2. Using valve spring depressor,
at 70 psi with 190 0 F water temperature.
compress valve spring until spring lock
Cracked heads should be scrapped (see
holding valve spring to spring seat is
free. “Cylinder Head Test Stand” publication for
the correct method of testing).
3. Remove spring lock.
VALVES, VALVE SEAT INSERTS
4. Release valve spring depressor and AND VALVE GUIDES
remove valve spring and spring seat.
Unless extreme caution is used
5. Turn head on side to remove valves. while grinding the valve seat insert, valve
seat cracking may result. A major cause
NOTE: Valve guides can be removed by for this condition is either the use of
pressing or driving them out from bottom improper stones or the application of too
of head. Removal is necessary only when much pressure on the drive when grinding
guides are worn or damaged. the seat.
If it is necessary to remove a valve
VALVE SPRING REMOVAL WITH seat insert, use a valve seat extractor tool.
HEAD IN PLACE After removal, inspect bore and snap ring
groove for damage, check bore diameter
In case it is desirable to replace a to determine if it is necessary to machine
valve spring without removing the cylinder the bore for an over-size insert. If the bore
head, the piston of the cylinder involved is within the standard dimension (shown in
should be brought to top dead center. Table 1) and the snap ring groove is in
Remove the valve lever assembly. Using good condition, a new standard size insert
the valve spring depressor, remove the
2005 3
when applying the different size inserts.
FIGURE 4 Apply inserts as follows:
VALVE AND SEAT INSERT
TOLERANCE
(See Table 1 for Dimensions) 1. Place insert in inserting sleeve tool
and cool in dry ice.
2. Cylinder head must be heated

uniformly by steam or hot water to
approximately 2000 F.
3. At assembly, there should be 2500 F

temperature difference between the
head and valve seat insert.
4. Apply guide rod tool into bore of valve

A- Cylinder Head
B- Valve Seat Insert guide.
C- Valve
may be applied without additional 5. Remove insert and sleeve assembly

from dry ice and replace squarely into
machining.
insert bore. Apply plug into inserting
sleeve and around guide rod tool.
MACHINING INSERT BORES 6. Holding inserting sleeve firmly in

place, push valve seat insert into the
The procedure for machining bore bore of the head by using press on
for over-size inserts is as follows: plug until insert is bottomed against
head. Do not hammer into position.
1. Remove all valve guides, equalising Keep hand pressure on valve seat
yoke guides and studs. insert for 30 seconds while insert
2. For standard over-sized valve seat expands into places.
inserts, machine cylinder head bore to 7. After tools are removed, check with
dimension indicated in Table 1. 0.0015 in. thickness gauge to
determine that there is no clearance
3. Blow out chips. between insert and bottom bore. If
4. Press in new valve guides, using insert is cocked in bore, or not firmly
inserting tool. seated, it should be removed and new
insert applied.
5. Press in new valve equalizing yoke
guides (used once may be reinstalled APPLICATION OF VALVE GUIDES
if within limits as shown in Figure 1).
1. Press in new valve guides with
6. Apply new nozzle studs or reapply old inserting tool, valve guides have not
studs if in good condition. shoulder, therefore, press the guides
into the head in accordance with the
APPLICATION OF INSERTS dimension as shown in Figure 2.
The tools required for the 2. All valve guide bores should be
application of inserts are: an inserting cleaned using a 5/8 inch diameter wire
sleeve, a plug and a guide. It is necessary brush. The brush has a spindle, which
that proper size inserting sleeve be used
2005 4
frequently at angle 450 to eliminate
FIGURE 5 formation on glaze on stone.
APPLICATION OF WELTITE
VALVE SEAT INSERT 3. Check valve-seat run out. The
concentricity with valve guide bore
must be within tolerance indicated in
Table 1.
4. Check surface of valve seat insert

with “Dy-Check” for cracks.
5. Valve faces should be checked for

cracks. Valves showing cracks should
be scrapped.
may be attached to a hand drill or 6. Valves should also be scrapped when

some other hand machine. disc thickness is beyond limits stated
in Figure 3.
VALVE AND VALVE SEAT
GRINDING 7. Valves should be faced at 45 0 and 300
respectively.
Stellite insert may be prone to
grinding cracks. In such a case these
should be ground using a little machine 8. To check valve with seat, blue valve,
solvents. insert in valve guide and bounce
against valve seat. Fine blue line must
Details DLW Spec. Grinding
Part No. No. Wheel DLW show around entire circumference on
Drg. No. large diameter of seat contacting
Weltite 10240391 31PD5442 JT/SK 327 area.
In addition to the apparatus

required to grind valve seats, a supply of 9. Valve seat limitations should be
Turco “Dy-Check” fluid should be available followed as recommended in Table 1.
for use in detecting surface cracks.
COMPRESSION SEAL
The procedure for grinding valve
seat inserts and reconditioning valves is
as follows: Since the cylinder head to liner
joint is metal-to-metal, the seating area
1. Remove glaze on valve seat by must be in good condition. These surfaces
placing piece of sandpaper under should be checked if necessary, lapped
grinding stone and then spining stone. using a lapping ring. See “Inspection and
Should seat be bad, use a reamer. Maintenance” in “Cylinder Liner”
Turning it slowly with air motor. publication. Seating surface must be
smooth and in one plane. Using bluing, a
2. Grind seat. Use dial indicator to check continuous blue mark not less
the trueness. Weight of grinder should than1/16inch wide must show throughout
be only pressure exerted on insert the circumference.
during grinding. Dress stone
2005 5
NOZZLE HOLE SLEEVE VALVE AND VALVE GUIDES
A sleeve applied with Tite-Seal No. 1. Press in new guides.

2 (non-hardening) in the nozzle hole of
each cylinder head to provide a water 2. Turn head on its side and insert
jacket for nozzle cooling and to furnish a valves. Then place head on a block of
seat for the nozzle. wood to hold valves up in place.
3. Place valve springs over valve stems
If a water leak should occur
and set spring on top of springs.
between the sleeve and head, it is
suggested that the old sleeve be first 4. Using valve spring depressor,
rerolled and the head water tested before compress spring until grooves in valve
applying a new sleeve. However, it is stems are exposed. Apply spring locks
necessary to install a new sleeve, it and release valve spring depressor.
should be renewed according to
instructions under “Disassembly” and
EQUALISING YOKE GUIDES
“Reassembly”.
Apply white lead to guide and
VALVE SPRING press into cylinder head.
In order for a valve spring to give
satisfactory service, the spring load must
not be less than 118 pounds at a spring FIGURE 6
height of 3-13/16 inch for spring. CYLINDER HEAD TIGHTENING
SEQUENCE
REASSEMBLY
NOZZLE HOLE SLEEVE
1. Coat seating surfaces of new sleeve

with Tite-Seal or equivalent and enter
sleeve in nozzle hole tapping it dow n
until sleeve bottoms firmly in head
(See Figure 8).
2. Insert holding device and tighten nut

until nozzle sleeve is held firmly in
position at lower seat.
3. Using nozzle hole sleeve tube

expander, roll in upper portion of
sleeve.
4. Remove holding device. With sleeve INSTALLATION OF ENGINE

tube expander, roll in lower portion of
sleeve. 1. Before installing cylinder head,
clean compression seal joint faces
5. Hydro test cylinder head at 70 psi with of cylinder head and liner. Clean
hot or cold water. gasket seating of head and block.
2005 6
2. Insert grommets in pushrod holes 7. Connect air inlet and exhaust
in c ylinder block (if removed) elbows. Refer to “Exhaust
Manifold” and “Air Elbow”
3. Install the two push rod housing publications for instructions on
after applying silicon to their making connections.
seating surface.
8. Apply fuel oil drainpipe.
4. Set head in place and align with
straight edge. Squaring heads with
FIGURE 8
FIGURE 7 NOZZLE HOLE SLEEVE
CYLINDER HEAD WEAR LIMITS
9. Apply water inlet elbow. Gaskets are

a straight edge assure proper used at top and bottom. Water Inlet
alignment of bolt holes in air and Elbow Gasket (Sheet Packing). See
exhaust elbows. Figure 9. All cap screws are to be
tightened evenly. See Figure 2 for
5. Apply a light coating of graphite torque value.
grease to the threads of all studs.
Install all nuts and hand tighten.
Refer to Figure 6 (Cylinder Head FIGURE 9
Nut Tightening Sequence). WATER INLET ELBOW
Starting with No. 1 as per
illustration tighten nuts in
sequence shown; snugging each
nut to 40 ft. lbs. using a torque
wrench.
CAUTION: Do not use impact wrenches.

Check clearance between cylinder head
and liner at six points with thickness
gauge to determine if head is being drawn
down evenly.
6. Repeat tightening sequence as

called out above in steps to 100,
300 and 550 ft. lbs., making certain
that the final torque of 550 ft. lbs. is 10. Apply lubricating oil supply line to
not exceeded. valve operating mechanism.
2005 7
11. Apply water outlet elbow.
C. 0.618 inch minimum dia (field).
0.619 min. dia. (Rebuild)
12. Check mat injector stud height
taken from the top of the cylinder D. If valve guide I.D. exceeds
head in 4 5/16″ ± 1/16″. 0.626 in. (field) or 0.625 in.
(rebuild) measured 1 in. from
13. Apply fuel injection nozzle and either end, guide should be
holder assembly. Make sure that replaced.
pin in nozzle holders is in aligning
slot in cylinder head. E. Replace if stem is scored or if
wear step exceeds 0.0025 in.
14. Apply nozzle retaining clamp so
(field) and 0.0005 in. (rebuild).
that centre of clam bearing surface
is directly over centerline of nozzle
holder. Tighten clamp nuts hand TABLE 1
tight. VALVE SEAT DIMENSIONS
Welltite Stellite
15. Apply fuel injection pipe to nozzle
holder using snubber valve at 1. Valve seat 3.030″ 2.938″
pump. Make sure that mating diameter
surfaces between pipe and nozzle new (on
are absolutely clean and properly insert)
aligned. 2. Valve seat insert bore:
Standard size 3.1805″- 3.1805″-
NOTE: Refer to “Fuel Injection Nozzle and
3.1815″ 3.1815″
Holder” publication.
First standard 3.1905″- 3.1905″-
16. Apply pushrods and valve lever oversize 3.1915″ 3.1915″
mechanism.
NOTE: Concentricity of valve seat insert
CYLINDER HEAD ASSEMBLIES with valve guide must be within 0.002 in.
Manufactured after January 1982
will be identified by a simplified scheme.
FIGURE 10
TYPICAL EXAMPLE NOZZLE HOLE SLEEVE
C 12345 A1
Foundry Machining Assembly Date
Code Serial No. Code
In case may defect on a cylinder head

all the punched numbers must be
reported
FIGURE 10
A. 0.6205-0.6195 diameter (new).

B. 0.025-0.031 radius. Replace
valve if these radii are sharp or
stem is bent.
2005 8
TOOL LIST
Item Cat No. Item Cat No.
GUIDE VALVE
Brush 15510451
Brush Holder 15510463 HEAD, CYLINDER
Brush Holder Expander, Bolt Hole
15510475 15510335
Extension Sleeve
Cleaner 15510426
Puller 15510438 Indicator, Compression 15510013
Sleeve, Inserting 15510440 Pressure
Consists of:
SLEEVE NOZZLE
(i) Valve for Indicator 15510025
Expander, Bottom 15510332
Expander, Top 15510311 (ii) Adopter for Indicator 15510037
Extractor 15510384
Lifter Attachment 15510037
Holder 15510300
Reamer, Nozzle Seat Ring, Seat Lapping 15510049
15510348
Cleaning
Wrench, Power 15510232
(Reduction) Grinder
VALVES
Depressor, Spring,
15510670
Manual
PILOTS
INSERT, VALVE SEAT Pilot Diameter:
Extractor 15510840
Inserter 15511066 0.6225″ 15510542
Grinder (plus Special 15510566
15510050 0.6235″
Equipment as required)
Basic Set (110 Volts) 0.6245″ 15510645
(plus Special 15512630
0.6255″ 15510657
Equipment as required)
2005 9
PUMP, LUBRICATING OIL

DESCRIPTION 3. Measure diametral clearance between
drive shaft (1) and front flanged
The lubricating oil circulating bushing (20). For proper clearance,
pump. Figure 1 is of the positive refer to A.
displacement gear type. It is mounted on
the free end of the base and is driven by 4. Measure diametral clearance between
the diesel engine crankshaft extension drive shaft (1) and inner flanged
gear. The oil suction line from the sump is bushing (8). For proper clearance,
built into the engine base and lines up with refer to D.
the inlet passage cast into the pump
casing. The pump discharges into external
piping through a flange on the pump 5. Remove front flanged bushing (20)
casing. and flanged bushings (18).
REMOVAL
NOTE: Numerals will be found stamped
1. Removal discharge pipe and any on the inner surface of both the face plate
interfering piping. (2) and the back plate (7). Corresponding
numerals will be found stamped on the
flanges of the front and inner flanged
2. Attach chain hoist to eyebolt at top of bushing bushings (20& 8) as well as on
pump housing and take up slack. the front and inner (18 & 13). At
reassembly, these numerals must be
3. Remove cap screws holding pump matched to assure installation of the
back plate to engine base and pull bushings and wear plates so that the
pump assembly directly forward. The proper circulation of lubricating oil is
spacer, which is doweled to engine established.
base to maintain correct drive gear
backlash, remains on engine. 6. Measure lateral clearance of impeller
(4) and follower gear (15).
4. Further disassembly of pump should
be performed on bench.
TO MEASURE LATERAL
CLEARANCE OF IMPELLER
DISASSEMBLY
Refer to Figure 1 for references Lateral clearance is the distance

and clearances. from faceplate gasket (3) to impeller
gear (4), minus the thickness of flanged
1. Remove locking nut clamp screw (11),
bushing (20) with impeller pressed
locking nut (10), drive gear (12) and
against flange .of inner bushing (8). For
key (9). proper clearance, refer to C. Replace
faceplate gasket (3). if clearance is less
2. Mount pump in vice with soft shims
than the specified limit. If clearance
protecting machined surfaces.
exceeds specified limit, replace flanged
Remove locknuts (16) and face plate bushing (8 & 20).
(2).
2005 1
Figure 1
2005 2
FIGURE 1
NOMENCLATURE
1. Drive Shaft 11. Locking nut Clamp Screw and
Lock-wire
2. Face Plate 12. Pump Drive Gear
3. Gasket, Face Plate to Casing 13. Flanged Bushing
4. Impeller Gear 14. Casing
5. Straight Dowel 15. Follower Gear
6. Gasket, Back Plate to Casing 16. Lock-nut
7. Back Plate 17. Stud
8. Inner Flanged Bushing 18. Flanged Bushing
9. Key, Drive Gear to Drive Shaft 19. Gear Shaft
10. Locking Nut 20. Front Flanged Bushing
CLEARANCES / INTERFERENCES
(All dimensions are in inches)
NEW LIMIT
A. Drive Shaft to Front 0.0060 0.0075 Dia. Cl. 0.012
Flanged Bushing
B. Impeller Gear to Casing 0.012 0.015 Dia. Cl. 0.020
C. Impeller Gear to Front and 0.012 0.019 Lat. Cl. 0.027
Inner Bushing Faces and
wear plate faces
D. Drive Shaft to Inner 0.0060 0.0075 Dia. Cl. 0.012
Flanged Bushing
E. Pump Drive Gear and 0.006 0.009 Backlash 0.013
Crankshaft Gear
F. Inner Flanged Bushing to 0.001 0.004 Dia. Cl. 0.004
Back Plate
G. Follower Gear Shaft to 0.0060 0.0075 Dia. Cl. 0.0015
Back Plate
H. Follower Gear to Casing 0.012 0.015 Dia. Cl. 0.020
I1 Follower gear shaft to Idler 0.001 0.002 Dia. Int
gear (Back plate side)
I2 Follower gear shaft to Idler 0.005 0.0015 Dia. Cl.
gear (Face plate side)
I3 Driver gear shaft to driver 0.001 0.002 Dia. Int
gear
J. Flanged bushing 0.001 0.004 Dia. Cl. 0.004
K. Face Plate Front Flanged 0.001 0.004 Dia. Cl. 0.004
bushing
2005 3
TO MEASURE LATERAL 5. Examine inner surfaces of casing for
CLEARANCE OF FOLLOWER GEAR signs of wear caused by impeller or
idler gear teeth.
The clearance is the distance
from face-plate gasket (3) to the idler REASSEMBLY
gear (15) minus the thickness of the front
flanged bushing (18) with the follower
gear pressed against inner flanged 1. Apply inner flanged bushing and inner
busing (13). For proper clearance, refer wear plate to back, noting that
to C. Replace faceplate gasket (3) if numeral are correctly matched. For
clearance is less than the specified limit. proper clearance between bushing
If clearance exceeds specified limit, and back plate, refer to F.
replace flanged bushing (13 & 18).
2. Apply follower gear to gear shaft. For
7. Remove drive shaft and impeller proper diametral clearance, refer to I.
assembly from casing (14).
8. Measure diametral clearance between 3. Replace drive shaft and impeller

impeller and casing by subtracting assembly in casing. For proper
outside diameter of impeller from diametral clearance between shaft
inside diameter of casing. For proper and inner bushing, refer to D.
clearance, refer to B.
4. Apply front flanged and front to
9. Measure diametral clearance between impeller and follower gear shafts. For
idler gear and pump casing with feeler proper diametral clearance between
gauge. For proper clearance, refer to flanged bushing and casing, refer to
H. J. For proper diametral clearance
between flanged bushing and drive
10. Remove follower gear from casing. shaft, refer to A.
11. Remove inner flanged bushing (8) and
(13) from casing. 5. Apply faceplate with gasket. (Refer to
Item 7, "Disassembly"). For proper
12. Unless it is necessary to replace studs diametral clearance between flanged
(17), casing (14) or back plate (7), no bushing and faceplate, refer to L.
further disassembly is required.
6. Apply locknuts and draw faceplate
INSPECTION AND MAINTENANCE down to casing by tightening locknuts
evenly in diagonal sequence.
1. Clean and thoroughly inspect all parts.
2. Examine keys and key ways of shafts, 7. Make certain that the impeller and
being sure that keys are tight in shaft follower gears rotate freely by turning
and that no burrs exist. driveshaft by hand.
3. Inspect impeller and idler gears for 8. Apply drive gear key (9) to shaft and
pitting, broken or chipped teeth. Slight apply pump drive gear (12).
burrs or feather edges may be
removed with a fine hand stone.
9. Apply locking nut (10) and tighten.
4. Examine flanged bushings. Renew if Apply locking nut clamp screw (11)
necessary. and lock-wire.
2005 4
INSTALLATION 2. Apply pump with gasket and snug up
cap screws.
1. Supporting weight of pump with hoist,
slide pump into position against
3. Check drive gear backlash with dial
engine base with pump drive gear indicator. For backlash, refer to E. Fig
engaged with crankshaft gear.
1. Shift pump and spacer until proper
2. Replace cap screws holding back backlash has been obtained.
plate to base and tighten.
3. Reconnect all piping. 4. Securely tighten spacer and pump cap
screws.
RELOCATING SPACER
5. Drill two 31/64″ holes 5/8″ deep
A spacer is bolted and doweled to the through pump back plate clearance
engine base to establish proper pump holes into base. Ream and apply No. 9
drive gear backlash and should not be taper dowels.
removed. However, if a new base has
been applied the location of spacer should TOOL LIST
be checked as follows:
Item Cat No.
1. Mount spacer and gasket to base with
two cap screws applied to holes in Puller for Drive Gear 15512368
spacer projections.
2005 5
STAND, CYLINDER HEAD TEST
FIGURE 1
CYLINDER TEST STAND
The cylinder head test stand as storage tank and centrifugal water
shown in Figure 1, provides a means of pump. The water is drawn from the tank
testing the cylinder heads for water and discharged from the pump into the
leaks. head and then back to the tank.
By means of a spring hook, the The pump discharge pressure is

head to be tested can easily be regulated by a relief valve. A make-up
positioned on the stand. By applying air water line is provided and need only be
to an air cylinder the head will be connected to any convenient source of
positively located making all water fresh water for filling the system.
connections automatically. In addition,
the clamping operation compresses the It has been found that many
valve springs allowing removal of the water leaks will appear under hot water
spring locks. The valves can then be conditions but not under cold. Therefore
removed for inspection of the port area. means of heating the water, either
electrically or by steam, has been
The test stand has closed water provided. A water heater is located in
system comprising water the base of the storage tank.
2005 1
Automatic temperature control is provided However, it is desirable to have
in electrical heating is used. In the event it sufficient water so that no make-up
is desired to heat the water by steam, the water is necessary before the testing
thermostat connection serves as the is completed.
steam inlet.
2. Heat the water in the tank either
In order to check for proper operation electrically or by low -pressure steam
of the stand, pressure gauges and to 190°F. Heating should be started
thermometers are provided. enough in advance of testing to insure
proper water temperature when
INSTALLATION testing is stated. If the water is heated
electrically, the temperature will be
The cylinder head test stand requires maintained automatically be a
air pressure of 30 psi or greater, (standard temperature switch.
shop air suitable), a fresh water supply,
and a 220 volt, 60 cycle 3 phase source of
electrical current. A truck type hoist or If steam heating is used, no
small overhead crane, possibly of the automatic temperature control is provided.
monorail type, with a minimum capacity of A thermometer is located at the bottom of
270 pounds is a necessity. the storage tank.
The stand should be securely bolted 3. Using special lifting hook, position
to a solid foundation and should be cylinder head on stand as shown in
leveled to insure proper drainage of water Figure 2.
back to the storage tank.
4. Slowly open angle valve in the inlet
The air supply line is 1/2" and the line to the air cylinder until the thrust
water make up line 3/8". Provision should slide begins to move.
be made to drain the water tank. A 1"
drain connection with valve is supplied at 5. Advance slide against head. Align
the base of the tank. cylinder head, valve stems and guides
with holes in slide. Continue to
DATA advance slide until slide stops come in
Electrical Current 200 Volt., 60 cycle, 3 contact with head.
phase
Water Pressure 70 psi 6. Continue to open angle valve. If the
Air Pressure 30 psi reducing valve is adjusted correctly for
Pump Capacity 358 GPM (US) the air supply, approximately 30 psi
Storage Tank 30 Gals. should register on the cylinder
Capacity pressure gauge.
Steam Heating ½″ Pipe Tap in Tank
Air Connection ½″
7. Remove spring locks from valve
Make-up Water 3/8″
stems and remove valves through
Connection circular opening in stand.
8. Referring to Figure 2, assemble the

OPERATION WITH 251 HEADS water inlet jumper to the 251 cylinder
head.
1. Before testing a cylinder head, the
water level should be checked. If 9. In a likewise manner assemble and
water is showing in the tank sight install the water outlet jumper to the
glass, the unit may be operated. 251 cylinder head.
2005 2
10. Make certain that the vent valve is 15. Shut off water pump and vent off
open and the make-up waterline valve pressure.
is closed.
16. Replace valves and spring locks.
11. Start the pump and allow the air to
vent until a solid stream of water is
present at the vent valve. 17. Shut off air supply.
12. Close the vent valve and allow the 18. Remove the water inlet and outlet
water pressure to build up to at least jumpers.
100 psi on the gauge. Allow a slight
flow from the vent valve at all times.
19. Open air cylinder exhaust valve
13. Check to see that water is flowing located below the safety valve at the
through the water glass located at the air cylinder. This will relieve the
cylinder head end of the test stand. cylinder pressure causing the slide to
move back.
14. Wipe head dry. Check entire head,
including valve ports and nozzle tube,
20. Remove the cylinder head.
for leaks.
2005 3
HEADER, FUEL OIL INLET
FIGURE 1
HEADER SUSPENSION POINTS
DESCRIPTION The header is suspended at three points

from the cylinder block at the free end, at
The fuel oil inlet header supplies the center and at the generator end.
fuel to the injection pumps and is located Disconnect header from the block and
in the control shaft compartment of the remove fuel oil header as a unit.
cylinder block. Fuel is drawn from the
supply tank by a fuel booster pump,
filtered, and discharged under pressure INSPECTION AND MAINTENANCE
through a secondary filter into the header
at the free end. From the header the fuel Thoroughly clean and examine for
is distributed to the individual fuel cracks around bosses.
injection pumps. Excess fuel drains to the
supply tank. INSTALLATION
REMOVAL
Set header in place and attach to the
Remove fuel pump control shaft. block at the three suspension points.
See "Fuel Pump Control Shaft" Connect header to fuel pump supply and
publication. Disconnect the header supply return lines. Install fuel pump control
and return lines and header connections shaft. See "Fuel Pump Control Shaft"
publication.
to the pumps.
2005 1
Dies el Engine MI-ENG-025
FUEL PUMP CONTROL SHAFT

AND CROSSOVER LINKAGE
FIGURE 1
TYPICAL FUEL PUMP CONTROL SHAFT
Crossover linkage between the

DESCRIPTION
right and left side pump control shaft is
The fuel pump control shaft is required on Vee type engines.
located in a compartment extending the
full length of the cylinder block. (Two are REMOVAL
required on Vee type engines). It is made
up of sections of shafting on which are
mounted spring levers, bearing brackets VEE TYPE ENGINES
and section couplings. Figure 1 illustrates (RIGHT SIDE SHAFT)
a typical fuel pump control shaft.
Located at the power take-off end 1. Remove over-speed trip upper
of the shaft is an oil seal, oil seal retainer housing. See “Trip-engine Over-
with a special nut and governor link (right speed” publication.
side shaft Vee engine).
Located at the free end of the
shaft are shaft thrust collars with spiral 2. Disconnect cross-over linkage on Vee
pins to lock the collars to the shaft and a type engines.
control shaft compartment cover with
bushing and gasket between the cover
3. Loosen clamping screw on governor
and cylinder block. arm at the power take-off end of the
Rotation of the shaft controls the shaft and slide governor arm from
fuel pump rack settings through spring shaft.
loaded control levers mounted on the
shaft. Individual levers permit any fuel
pump to be manually cut out without 4. There is a seal between the control
affecting the control of the governor over shaft and control shaft compartment
at the power take-off and remove the
the remaining fuel pumps. They also
two cap screws holding the seal to the
permit the engine to be shut down with
one pump rack stuck in the open position. cylinder block.
2005 1
FIGURE 2
FUEL INJECTION PUMP TO SPRING LEVER
1. Fuel Pump Control Shaft 4. Eccentric Adjustment Lever 7. Fuel Injection Pump Rock
2. Spring Lever 5. Fuel Pump Rack to Eccentric 8. Allen Head Bolt Lockout
3. Eccentric Adjustment Lever Adjustment Lever Connection (See Detail) 9. Ball
Locking Capscrew 6. Fuel Injection Pump 10. Allen Head Bolt
NOTE: In cleaning the shaft, do not use a

ALL ENGINES strong cleaning solution such as caustic
soda, which will be harmful to bearings
1. Disconnect fuel injection pump racks and springs.
from shaft, Figure 2.
DISASSEMBLY
2. Remove cap screws, which secure If it should become necessary to
control shaft compartment cover to
disassemble the control shaft by reason of
cylinder block. replacing parts:
3. Disconnect control shaft bearing 1. Before disassembly, match mark the

bearing brackets and spring levers
brackets from cylinder block. with shaft position so that, in re-
assembly, the parts will be replaced in
4. Side shaft with cover and thrust coller the same position from which they
toward free end until shaft coupling is were removed. The component parts
visible at the end of the cylinder block. of the spring levers should not be
Drive out split taper pin and loosen interchanged. This is important in
clamp screws. Figure 3. Separate the order to have equal rack readings in
sections and continue removal. response to governor action after re-
assembly.
2. Remove pins from spring lever dog (1)
INSPECTION AND MAINTENANCE and spring retainer (5), Fig. 4, and
slide component parts of lever from
Clean shaft. Inspect shaft bearings shaft, remove bearing brackets and oil
for obvious wear. Check springs for proper seal.
operation by rotating and releasing lever REASSEMBLY
on shaft. Lever should snap back to
original position. There should be no "lost
motion". Replace all worn or broken parts. To reassemble the control shaft, if
is has been disassembled:
2005 2
1. Slide oil seal onto power take-off end section with coupling and continue to
section of shaft, if required. slide shaft into position.
2. Slide bearing brackets and spring, 2. Align bearing brackets to cylinder

ever components on shaft making sure block with aligning dowels and apply
that they return to their original cap screws. Connect oil seal to
positions. Refer to Fig. 4 for proper cylinder block, if required.
assembly sequence of spring lever.
NOTE: Eccentric to be assembled down 3. On right side shaft of Vee-type

for all fuel pumps. engines, apply inside collar, cover
with gasket and outside collar. At
assembly, to centre clearance
3. Apply spiral pin (6) in spring retainer between control shaft assembly and
(5). fuel pump levers, add or subtract
gaskets between cover and block.
4. Insert spring ends in sleeve (7) and The tighten and dowel cover. Adjust
retainer (5). the outside collar to give 0.010"-
0.020" longitudinal clearance at shaft.
Re-drill pin hole, if necessary, and
5. Insert spring ends in lever (4) and apply spiral pin.
sleeve (7). Slide dog (1) against
sleeve.
On left side shaft of Vee-type
6. Wind sleeve counterclockwise, as engines, apply inside collar and cover
viewed from "A" end of lever, to tighten with gasket. At assembly, to centre
1/8 revolution, snapping dog and in clearances between control shaft
sleeve and lever in sleeve. assembly and fuel pump levers, add up
subtract gaskets between cover and
block. Then tighten and dowel cover.
7. Holding dog against sleeve, turn dog Apply cross over link with 0.010"-0.020"
clockwise as viewed from the "B" end
longitudinal clearance between link and
of the lever until pin holes in dog and
cover.
shaft line up. Tighten setscrew in dog.
Apply split taper pin and spread ends
to lock. 4. On right side shaft of Vee-type
engines, slide governor arm on shaft
8. Repeat steps 2-7 successfully on all and tighten clamp screw.
levers.
5. Connect fuel pump racks and control

9. All bearing must be aligned so that linkage between governor and control
shaft turns freely. Apply lube oil rust
shaft.
preventative to inside of bronze oilite
bearings and on shaft.
6. Apply over-speed trip upper housing.
INSTALLATION
1. Slide power take-off end section of

the shaft into cylinder block
compartment. Connect subsequent
2005 3
FIGURE 3
FUEL PUMP CONTROL SHAFT COUPLING
ADJUSTMENTS NOTE: On some 12 cylinder engines a

rack acceleration device is installed.
Disconnect mechanism to permit racks to
Refer to "Linkage-Governor move to full fuel. See "Linkage
Control" publication when making these Acceleration Control" publication.
adjustments.
ADJUSTING FUEL PUMP CONTROL VEE-TYPE ENGINES (RIGHT SIDE

LINKAGE SHAFT)
If the governor is replaced, or if the 1. Equalize fuel pump rack settings as

shims under the governor and/or the follows:
gasket between housing and block are
changed, or if any of the component parts
of the control linkage are renewed, it will (a) At pump nearest the governor, set fuel
be necessary to adjust the control system pump rack eccentric adjustment at
as follows:
approximately its mid-position.
1. Equalize pump rack readings. See Before alternating pump

below. CAUTION:
eccentrics, be sure 1/4"-20 Allen head bolt
2. Set governor to full fuel position. This (10), Fig. 2 in linkage clevis is tightened
is done by using a power position jack enough to securely clamp ball (9) between
to position the power piston to
specified full load gap. arms of clevis. Failure to do this will result
in lost motion between racks and linkage.
2005 4
1. Loosen cap-screw (3). Figure 2 locking 3. Allow governor to return to shutdown
pump lever to eccentric in spring lever. position and check position of fuel
pump racks. If racks are less than
2. Turn eccentric pin (8), Figure 4 with
zero m/m, the length of the link
wrench to either increase or decrease
rack position. between governor and control shaft
must be changed.
3. Tighten locking cap screw.
4. Final adjustments to link, if necessary,
(b) Secure the control shaft so that it should be made when setting
cannot move during adjustment of specified load at engine test. After
other pumps. engine test, drill and/or ream link for
dowels and apply dowels. (On Vee
FIGURE 4
SPRING LEVEL ASSEMBLY
1. Spring Lever Dog

2. Split Taper Pin 7. Sleeve
3. Spring 8. Eccentric Adjustment Pin
4. Spring Lever 9. Eccentric Adjustment Lever
5. Spring Retainer 10. Eccentric
6. Spiral Pin 11. Fuel Pump Control Shaft
(c) Adjust all pumps so that they type engines, apply and adjust left
side control linkage before doweling).
correspond exactly to pump set in step
1 a.
VEE- TYPE ENGINES (LEFT SIDE)
(d) Release control shaft, after all pumps
are adjusted. 1. Connect crossover link between right
side and left side control shafts at free
2. Rotate control shaft until specified full end of engine. Figure 5.
rack travel is obtained. Apply and
adjust link between control shaft and
(a) Set levers "A" and "B" dimensions
the governor, which has been set for shown.
full fuel position. Lock but do not pin
at this time. (b) Adjust crossover link to suit and clamp
lever "A" only.
2005 5
2. Adjust left side control shaft. (a) Set governor to full load position.
(a) Set No. 1 left side fuel pump rack
eccentric adjustment at approximately (b) Check rack readings on both banks,
middle of range or off the cam. they should be equal.
(b) Turn left side control shaft until the

NO.1 L pump rack is at shutdown (c) If rack readings on both banks are not
m/m. Clamp lever "B", Figure 5, with equal, readjust levers "A" and "B",
end play clearance as shown. and crossover link until they are
equal.
(c) Adjust, by means of the eccentric
adjustment, all remaining left side fuel
pumps to shutdown m/m. (d) Drill and/or ram shafts, levers and
crossover link and apply dowels.
3. Check linkage at full load conditions.
FIGURE 5
FUEL PUMP CONTROL CROSSOVER LINK
2005 6
WATER PUMP
DESCRIPTION 4. Further disassembly should be done

on bench. A small hydraulic press of
The cooling water circulating pump, approximately 10 tons capacity should
Figure 1, is located on the free end of the be available.
engine as is driven by the crankshaft
extension shaft gear. The pump frame is
DISASSEMBLY
connected to the engine through a
flanged connection and suction and
REMOVAL OF IMPELLER
discharge piping are connected directly to
suction and discharge flanges of the
1. Remove the nuts (9) from bearing and
pump.
remove pump casing (11).
In order to eliminate packing and its 2. Remove cotter pin, nut (14) and
inherent maintenance problem, a washer (13) from impeller end of shaft.
mechanical seal has been installed in the
pump. The pump is lubricated by oil 3. The impeller (15) is mounted on end of
thrown off the lube oil pump gear into the shaft (7) with tapered split sleeve (12)
water pump-bearing frame. and key (shown in Fig. 1). Tapered
split sleeve must be removed before
In order to remove any possibility of pulling impeller. Use sleeve puller
(See "Tool List") to remove tapered
the circulating water contaminating the
split sleeve. Remove key and impeller.
lubricating oil because of water seal
failure, a slinger and oil seal are used.
Should either water or oil by- pass the IMPORTANT: DO NOT attempt to
respective seals, the slinger immediately remove impeller by using an impeller
passes the fluid out of the tell-tale hole puller designed for a different type of
opening in the bottom of the slinger cavity. water pump.
Do not plug the tell-tale hole.
REMOVAL OF WATER SEAL
REMOVAL AND DISASSEMBLY
The water seal, shown in Figure 1, is
located immediately behind the impeller
REMOVAL and shoulders against it.
1. Remove inlet and discharge piping. 1. Remove locking wire and nuts (10),
which secure seal plate (17) and
2. Apply chain hoist to eyebolt (8) on top gasket (19) to pump frame.
of pump hous ing and take up slack.
2. Using 1/4-20 bolts, jack seal plate (17)
3. Remove cap screws on frame of pump out of pump frame, remove seal plate
and pull pump assembly directly (17) and gasket (19).
forward. The spacer, which is doweled
to engine to maintain correct gear 3. Remove water seal assembly (16) by
backlash, remains on engine. pressing it out of seal plate.
2005 1
FIGURE 1
WATER PUMP
2005 2
REMOVAL OF GEAR 2. Examine bearings and see that there
are no damaged walls or chattered
1. Loosen clamp screw (2) locking gear races.
nut (1), and remove nut.
3. Examine impeller and remove any
slight burrs and feather edges.
2. Using gear puller (See "Tool List") pull
gear (4) from shaft.
4. Renew oil and water seals, if
necessary.
3. Remove gear key (3)
5. If bearings, shaft and impeller are in
REMOVAL OF ROTATING ELEMENT good condition, thoroughly clean
before reapplying. Lubricate ball
1. Remove thrust bearing retainer (5) by bearings with a light grease before
removing lock-wire and cap-screws assembly.
(24) holding retainer to bearing frame.
6. Bearings run in bath of engine
2. Remove remainder of rotating element lubricating oil thrown off by lube oil
by lifting shaft vertically. Slinger (20) pump gear. Oil enters pump housing
will press off shaft as shaft is removed through drilled passage from top of
from bearing frame. support.
7. Examine seal plate for erosion and

3. With rotating element out of pump, tap
cavitation damage.
oil seal (21) out bearing frame.
REASSEMBLY
REMOVAL OF BEARINGS
Radial bearing on water pump
Thrust and radial bearings have been uses and standard bearing to SKF 6311
pressed on shaft with a load from 2000 to (or equivalent) PL 10150262 with an
5000 pound and at least as much force additional sleeve 10212693. Bearings to
will be required to remove bearings. PL 10150262 are available indigenously.
Pressure should be applied only against
Inner race.
ASSEMBLING BEARINGS
SHAFT SLEEVE
1. Radial bearing is pressed on shaft
Remaining assembled part of pump is with force of from 2000 to 5000
shaft sleeve. This is pressed on shaft with pounds on end opposite gear.
a force of from 3 to 6 tons. Sleeve should Pressure should be applied only
be left on shaft until renewal is necessary. against inner race. The press the
If shaft sleeve wars and must be renewed, sleeve (23) with 2000 to 5000 pounds
it should be removed by means which will towards impeller end.
not damage or distort shaft.
INSPECTION AND MAINTENANCE 2. Thrust bearing is pressed on gear end
shaft with a force of from 2000 to 5000
1. Examine impeller shaft for wear or pounds. Pressure should be applied
score mark. only against inner race.
2005 3
3. With seal plate removed from pump,
FIGURE 2 carefully press water seal assembly
WATER PUMP DETAILS (16) into seal plate bore by exerting
even static pressure on back of seat
near I.D. Water seal assembly must
bottom in seal plate bore.
4. Lubricate shaft with light machine oil

and carefully install water seal
assembly on shaft. Use new seal plate
gasket (19).
5. Apply even finger pressure on back of

seat near I.D. Avoid pressing on seal
case or using sharp blows on seal.
6. Apply seal plate nuts and block with

locking wire.
ASSEMBLING IMPELLER
REASSEMBLING ROTATING 1. Apply a thin coating of lubricant such
ELEMENT as Lubriplate or equivalent to outside
and inside of tapered split sleeve (12).
1. With bearing frame in vertical position
(drive end up) place shaft with
bearings into housing, radial bearing 2. Install key, tapered split sleeve (12),
down. Hand push bearings into and impeller (15) on shaft.
housing. Place bearing retainer (5)
over end of shaft onto bearing frame. IMPORTANT: Impeller must be clamped
Apply cap-screws (25) and lock-wire. in place axially with clamping bar against
seal ring of water seal assembly before
2. Turn bearing frame over with gear end tightening impeller nut (14). When
of shaft down. Press new oil seal (21) impeller is pulled tight, check that back
into housing, using oil seal insertion face of impeller hub is flush against shaft
tool, against bearing inner race. sleeve and water seal.
Check that steel spring in seal is on
bearing side, or facing gear on shaft. 3. Apply washer (13) and impeller nut
(14). Torque nut to 125 ft. lbs and
3. Install oil slinger (20) on impeller end apply cotter pin. Remove clamping
of shaft. bar, if used.
ASSEMBLING WATER SEAL
ASSEMBLY GEAR
1. Polish O.D. of shaft (7) with fine emery
cloth. 1. Install key (3) to shaft and press on
gear (4).
2. Polish bore of seal plate (17) with fine
emery cloth and check bore
dimension. A slight radius should exist 2. Apply and tighten gear nut (1). Apply
at entrance. nut locking screw (2) and lock wire.
2005 4
ASSEMBLING PUMP CASING 4. Shift pump and spacer until gear
backlash is proper.
1. Apply pump casing (11) to bearing
frame (6) with gasket (18) in place. 5. Securely lighten spacer and pump
cap-screws.
2. Apply lock nuts (9), which hold pump
6. Drill two 31/64. holes 5/8. deep
casing to bearing frame. through pump flange clearance holes
into base. Ream and apply No.9 taper
INSTALLATION dowels.
1. Before installing pump on engine,

bearing housing should be filled with FIGURE 3
clean engine lubricating oil through CHECKING WATER PUMP
inlet oil passage of housing. BACKLASH
2. Apply chain hoist to eyebolt on top of

pump housing; lilt pump and enter it
onto pilot fit of spacer bolted and
doweled to base.
3. Install cap screws.
4. Check gear backlash as shown below

under Gear Backlash and Figure 2.
5. Install inlet and outlet piping.
RELOCATING SPACER CLEARANCES

New Limit
The spacer, which is bolted and Inch Inch
doweled to the engine base, is positioned
Drive Gear to Crankshaft
at the factory and should not be removed,
if, however, a new cylinder block has been Gear Backlash 0.006-0.009 0.018
installed, the spacer must be relocated as
follows: Seal Plate bore 2.7510 2.7515
1. Mount spacer and gasket to the base

with two cap screws applied to holes GEAR BACKLASH
in spacer projections.
1. Apply back lash check tool (see "Tool
List") to pump shall nut and fix dial
2. Apply pump with gasket and snug up
cap screws. indicator to pump housing and notch
in tool as shown in Figure 3.
3. Check gear backlash with dial 2. Rotate pump impeller in either

indicator as shown below under "Gear direction to take up gear clearance
Backlash" and Figure 2. care not to disturb indicating tools.
2005 5
3. Set dial indicator at zero. TOOL LIST
4. Rotate pump impeller in opposite Item Part No.
direction used in Step 2. Indicator
reading obtained is backlash. Taper Split Sleeve Puller 15512514
Drive Gear Puller 15512526

5. If correct black lash is not obtained,
adjustment is made as outlined under Impeller Clamping Bar 15512617
"Relocating Spacer" above.
Backlash Check Tool 15514419
6. Remove indicator tools before re-
Oil Seal Insertion Tool 15514456
assembly.
2005 6
INSTALLATION ENGINE
INSTALLATION
1. Remove tack welded liners from stop
blocks on locomotive chassis to 5. Re-install engine and again check
provide clearance when installing contact with feeler. There should be
engine. Carefully clean all mating complete contact between engine
surfaces of the engine mounting pads mounting pads and chassis leveling
and chassis leveling plates. plates at all four points of suspension.
2. Attach lifting rigging and carefully
lower engine to the locomotive 6. Apply and tighten foundation bolts
chassis, using two tapered and with washer, and bend locking plates.
threaded drift pin as guides. Figure 1,
in the chassis foundation bolt to locate 7. Apply liners to the lateral and
the engine. longitudinal stop blocks at all four
engine mounting pads, ground to
3. After setting the engine on the sufficient thickness to permit zero
locomotive chassis, check clearance clearance, Figure 2.
between mounting pads and leveling
plates with feeler gauge. 8. Check crankshaft deflection.
4. If clearance is found, determine
9. Align drives to engine. Refer to"
location and amount of clearance. Lift
engine and grind leveling plates Chassis" section for couplings and
alignment instructions.
accordingly.
10. Re-connect all piping wiring.
FIGURE 1
2005 1
FIGURE 2
ENGINE MOUNTING ARRANGEMENT
TOOL LIST
Item Use Cat No.
Lifting Rig Assembly For Lifting 16 cyl. 15512186
251 C Engine
2005 2
NOZZLES, GEAR SPRAY

INSTALLATION REMOVAL
Disconnect branch pipe to the'
The gear train at the power take- nozzle and screw out the nozzle from the
off end of the engine is lubricated through cylinder block.
tw o (2) spray nozzles. They are located INSPECTION AND MAINTENANCE
over the right and left side camshaft
gears. The left side nozzle is located in Examine nozzle and line for
the cylinder block while the nozzle on the cleanliness. Check nozzle spray.
right side is located in the camshaft gear
INSTALLATION
cover. Oil is piped to the nozzles from the
right and left side lube oil header. Screw nozzle into cylinder block
and attach piping.
2005 1
INSPECTION, GEAR TEETH

PITTING Figure 2 shows a particular form of
failure in that the damaged area is on one
Light pitting scattered over the side of the teeth only, thereby indicating
entire surface or at the base of the gear serious misalignment and calling for
teeth, shown in Figure 1, is a common careful inspection of the supporting
condition and need not cause undue
structures. When installing a replacement
alarm. gear after this type of failure, the gear
contact should be checked by bluing one
Gears should be scrapped if the of the two mating gears. The contact must
working surface of the teeth is severely be near the center of the gear; it will be
damaged by pitting or spalling to degree
short since all gear trains include crowned
shown in Figure 2
gears to minimize the effects of
misalignment.
FIGURE 1 SCUFFING
LIGHT PITTING AT BASE OF
GEAR TEETH Light scuffing, shown in Figure 3
and characterized by vertical root to tip
lines, is an indication of faulty lubrication
calling for review of oil filter maintenance
practice and inspection of the oil spray
nozzles. There are three nozzles, one at
the front end casing lubricating the pump
gears, and one each in the two camshaft
gear covers. The scuffing may have
resulted in raising sharp feather edges at
the tip of the teeth; these should be
removed with a file before reapplication of
the gear.
FIGURE 2
GEAR TEETH SEVERELY FIGURE 3
DAMAGED BY PITTING OR WORN GEAR SHOWING STEP
SPALLING SCUFFING LINES ON TEETH
2005 1
FATIGUE BREAKAGE
Gears with broken teeth should be FIGURE 5

scrapped. See Fig.4 Fatigue cracks GEAR WITH FATIGUE CRACKS
discovered by visual, magnaflux, or other AT END OF TEETH
similar means, as illustrated in Figure 5
are the beginning of a failure. Such gears
should be scrapped.
FIGURE 1
GEAR WITH TOOTH BROKEN
OFF AT END
2005 2
VALVE LEVER MECHANISM

WITHOUT VALVE ROTATORS
and valve stems. In the other direction the
DESCRIPTION oil passes to the ball the adjusting screw.
All excess oil flows down the pushrods,
The air inlet and exhaust valves
lubricating the pushrod lifters and
are operated from the camshafts by
camshaft lobes.
means of the lifter, pushrod and valve
lever assemblies. REMOVAL
VALVE LEVERS AND EQUALIZING
Each cylinder unit has a lifter YOKE
assembly, which consists of two pushrod
Remove cap screws that secure valve
lifter having a common shaft as a fulcrum.
lever bracket to the cylinder head and lift
The shaft is supported by a bracket, which
valve lever assembly from cylinder head.
is attached to the cylinder block. The
lifters have rollers which are forced to
follow the profiles of the cams by the valve
and equalizing yoke springs. FIGURE 1
VALVE LEVERS MECHANISM
The pushrod ends of the lifters are
fitted with hardened steel seats into which
the lower ends of the valve lever. Fig.1.
carry hardened steel adjusting. screws
which, having a spherical head, ride in
hardened seats fixed in the upper ends of
the pushrods. These screws are used to
adjust valve clearance. The other end of
valve lever bears against the equalizing
yokes through a ball and socket joint.
Each yoke operates two air or two exhaust
valve, each pair of valve being operated
from single cam, pushrod and valve lever.
The equalizing yoke slides up
down on a guide rod. A valve clearance
adjustment is provided at one of the yoke
to compensate for differences in valve 1. Valve Lever 4. Equalising
stem lengths. Yoke
Pressure lubrication is provided for
the valve Lever mechanism. Individual line 2. Valve Lever 5. Push Rod
conduct the oil from a common header to Shaft
the cylinder head. The oil then flows
through drilled passages in the cylinder 3. Valve Lever 6. Push Rod
heads and valve lever brackets to the Shaft Support Lifter
valve lever shafts and bushings. The shell
and bracket are designed to keep the lube
oil passage aligned. Drilled holes through
the valve lever lead the oil from the
bushing to the ball joint: a drilled passage
in the ball and yoke lubricate yoke guide
2005 1
FIGURE 2
VALVE LEVER MECHANISM AND CLEARANCES
2005 2
The equalizing yoke is ready REASSEMBLY
removed from its guide after the levers
have been removed. VALVE LEVERS
1. Oil and apply thrust ball to valve lever
DISASSEMBLY seat, locking in place with snap ring.
Smooth motion should exist between
VALVE LEVERS the thrust ball and seat.
1. Slide valve levers from shaft. 2. Turn the valve clearance adjusting
screws up into the valve levers as far
2. Remove if necessary, the snap ring as possible. Do not move the adjusting
thrust ball and seat from one end of screws again until the valve lever
the lever. mechanism has been mounted on the
engine and the piston has been
3. Remove adjusting screw from other properly positioned for the adjustment
end of lever. of valve clearance. The position of the
valve clearance adjusting screws in
INSPECTION AND MAINTENANCE the valve lever, when the valve
VALVE LEVERS mechanism is applied to the cylinder
head, is extremely important. Should
1. Clean and surface inspect valve the adjusting screws be in any other
levers. position than thei r upper limit, the
piston and valves may be damaged
2. Clean and surface inspect valve lever when the crankshaft is rotated.
bushings and check for wear. If 3. If new valve lever bushings are to be
necessary press out lever bushing for applied, install them with split at the
replacement. top. Then burnish to 1.750 to 1.751
inch diameter. Refer to Figure 2, Item
3. Surface inspect the ball seat of the 3, for clearance of shaft to bushing.
valve adjusting screw.
4. Slide valve levers onto shaft.
4. Clean and surface inspect the thrust
ball and seat. If renewal is necessary, INSTALLATION
remove the old seat by using a puller
and press in a new one until it 1. Place the push rods in position
bottoms. insuring that the ball seats are properly
seated in their sockets on the
camshaft followers.
5. Clean and blowout valve lever oil
passages.
NOTE: Fuel pump support must be
installed prior to application of pushrods
EQUALIZING YOKE
and valve lever equipment.
Clean, surface inspect and check
2. Place the valve equalizing yoke spring
alignment and yoke-to-guide clearance.
and yokes on their guides with the
See Figure 2, Item 4.
adjusting nut away from you toward
the exhaust manifold.
PUSH RODS
3. Apply valve lever assembly to cylinder
Pushrods should be replaced if heads making certain that the tongue
bent or the ends damaged in any way.
2005 3
on the end of the valve lever is inserted between the adjusting screw and
properly engaged in the slot in the valve stem, Figure 4, With the feeler in
valve equalizing yoke. Apply cap place hold the adjusting screw with an
screws and tighten securely. Allen wrench while tightening the lock-nut.
ADJUSTING VALVE CLEARANCE

Recheck both clearances with
With the clearance adjusting feelers to make certain that the proper
screws backed off to their upper limit, bar valve clearance exists on both valves.
the engine over until the timing mark on
the fuel pump spring guide cup lines up Continue through the firing order
with the mark on the fuel pump window on for checking valve clearance on
the up stroke. The cylinder on which the subsequent cylinders.
valves are being set will then have both its
cam rollers on the base circle of the
camshaft. Check the timing mark on the FIGURE 4
fuel pump with the timing pointer and EUQALIZING VALVE
timing hole in the ring or camshaft gear. CLEARANCE
For valve clearance with the
FIGURE 3
ADJUSTING VALVE
CLEARANCES
CLEARANCE
For clearance of various parts,
refer to Figure 2. For clearances of part
engine hot or cold, see Figure 2. Turn the cylinder head see "Cylinder Head"
adjusting screw at the pushrod end of the Publication.
valve lever until feeler of specified
clearance can be inserted between the
non-adjustable end of the equalizing yoke TOOL LIST
and the valve stem, Figure 3. Leave this
feeler in place and tighten the lock nut at Item Part No.
the push rod end holding the adjusting
screw while tightening the lock nut. Feeler Gauge (0.034″) (2 Standard
required)
Without removing the feeler
between the non-adjustable end of the Burnish Tool for Valve Lever 15510992
equalizing yoke and the valve stem, turn Bushing
the adjusting screw on the equalizing yoke
Timing Tramel “V” Engines 15511418
until feeler of specified clearance can be
2005 4
2005 5
TRACTION GENERATOR REMOVAL

AND MOUNTING
DESCRIPTION 2. Attach slings and mount generator on

crankshaft flange fit, lining up armature
The traction generator, driven by the flange with crankshaft flange dowel.
diesel engine, furnishes power to the
locomotive traction motors. NOTE: Use of threaded studs screws into
two generator flange will help assembly
The generator fans are dynamically considerably.
balanced and mayor may not have
weights welded in place. Under no 3. Apply crankshaft coupling bolts and
circumstances should welded weights be washers.
removed. Fans are therefore applicable to
and interchangeable on all generators. 4. Apply generator mounting shims and
cap screws that secure generator to
REMOVAL the cylinder block.
1. Apply hoist and take up slack. FIGURE 1

GENERATOR MOUNTING
2. Insert cardboard or similar material in ARRANGEMENT
space between armature and field
poles to prevent damage to armature
when generator spider flange is
disengaged from crankshaft flange
(see Figure 1 ).
3. Remove generator-coupling bolts at

crankshaft flange, working through
engine base.
4. Remove cap-screw and dowel that

secure generator to cylinder block and
engine base.
5. Pull generator from engine.
6. Remove upper generator mounting

shims and tag them so that they may
be reapplied in their original positions. 1. Generator Mounting Shims
2. Cylinder Blocks
3. Oil Catcher
MOUNTING 4. Crankshaft Flange
5. Split Gear
6. Generator Coupling Bolts
1. Insert cardboard or similar material in 7. Generator capscrew
8. Generator Flange
air space between generator armature
and field poles.
2005 1
5. Remove cardboard strips from space Ductile iron flanged generators should be
between armature and field poles. tightened to 660ft.lbs. torque (+75)(-0)
with 1-1/4-8 holes and bolts.
6. Tighten bolts securing generator to
cylinder block and engine base to
1150 ft. Ibs. torque. Lock-wire.
8. Check crankshaft deflection in
7. The coupling bolts for crankshaft to accordance with maintenance
generator flange should be tightened
instruction publication on "Crankshaft".
progressively to 1000 ft. Ibs. torque
(+150)(-0) and for steel flanged
generator with 1-1/4"-12 holes and
bolts.
2005 2
Diesel Engine MI-ENG-049-3D
FUEL INJECTION PUMP SUPPORT

AND DRIVE
DESCRIPTION FUEL PUMP SUPPORT ASSEMBLY
Each fuel pump on the Diesel 1. Remove items listed above, if not
engine is, actuated from the camshaft by previously done.
means of a cam roller, crosshead lifter
and crosshead body (see Figure 1). The 2. Remove valve levers and push rods
fuel pump and crosshead lifter is mounted from cylinder head (see "Valve Lever
on the fuel injection pump support, which
Mechanism" publication).
is directly mounted on the side of the
cylinder block. In addition, the fuel pump
support carries the engine's valve push- 3. Disconnect lube oil and fuel leak-off
rod lifters. A crosshead lifter adjusting lines.
screw is located at one end of the lifter
(concealed by its own cover) to permit fuel 4. Remove cap-screws, mounting
pump timing. Full lubrication of all moving support to cylinder bock (all outside
parts provided. cap-screws and are under cross head
lifter adjusting screw cover (15). Jack
support from block, using jacking holes
REMOVAL
provided, and place assembly on
bench.
FUEL PUMP CROSSHEAD
ASSEMBLY
NOTE: If more than one support is being
removed, identify each support to assure
1. Remove fuel pump support cover (1). correct location on engine.
2. Rotate engine until timing mark (in DISASSEMBLY

injection pump window) is at lower end
of pump stroke.
FUEL PUMP CROSSHEAD
ASSEMBLY
3. Remove fuel injection pump (22) in
accordance with maintenance
instruction publication on "Fuel 1. Remove upper spring retainer (5) and
Injection Pump". springs (6) and Cross Head outer
auxiliary spring (7) from crosshead.
4. Remove complete cross head
assembly from support (10) by lifting 2. Remove crosshead body (4) from
out crosshead body (4). Place lower spring retainer (8), if necessary
assembly on bench. (This is pressed fit).
NOTE: Crosshead body is tightly fitted

3. Remove and discard 'O' Ring (5A)
into lower spring retainer (8) and is part of
from upper spring retainer (if used).
assembly.
2005 1
FIGURE1
FUEL INJECTION PUMP SUPPORT AND DRIVE
2005 2
LEGEND FOR FIGURE 1

1. Support Cover 19. Crosshead Lifter Fulcrum Pin
2. Support Cover Washer 20. Fuel Cam Roller
3. Support Cover Knob 21. Push-rod Cam Roller
4. Crosshead Body 22. Fuel Injection Pump
5. Upper Spring Retainer (F.P. Crosshead) 23. Fulcrum -to-support Locking Plate
6. Crosshead Inner Aux. Spring 24. Oil Passage Plug
7. Crosshead Outer Aux. Spring 25. Fuel Cam Roller Pin Locking Plate
8. Lower Spring Retainer (F.P. Crosshead) 26. Fuel Cam Roller Bushing
9. Cover Stud 27. Fuel Cam Roller Pin
10. Fuel Pump Support 28. Fuel Cam Roller Plug
11. Crosshead Seat 29. Crosshead Lifter Floating Bushing
12. Crosshead Seat Snap Ring 30. Push-rod Lifter
13. Adjusting Screw Lock-nut 31. Push-rod Lifter Fulcrum Pin
14. Adjusting Screw Cover Gasket 32. Push-rod Lifter Bushing
15. Crosshead Lifter Adjusting Screw Cover 33. Push-rod Lifter Spacer
16. Crosshead Lifter Adjusting Screw 34. Push-rod Lifter Seat
17. Support Cover Gasket 35. Push-rod Lifter Cam Roller Pin
18. Crosshead Lifter 36. Push-rod Lifter Cam Roller Retaining Ring
37. Split Taper Pin
TABLE 1
CLEARANCES (SEE FIGURE 1)
(All Dimensions are in inches)
FUEL PUMP LIFTERS NEW LIMIT
A. Crosshead Body in Support 0.002 0.004 Dia. Cl. 0.007
B. Roller on Bushing 0.004 0.006 Dia. Cl. 0.009
C. Bushing on Pin 0.004 0.005 Dia. Cl. 0.009
D. Fuel Cam Roller Pin in Lifter:
For Roller Approx. 1-3/8″ 0.0000 Int. 0.0012 Cl. 0.002 Cl.
E. Roller Side Clearance 0.010 0.023 Tota l Cl. 0.030
F. Bushing to Lifter 0.005 0.007 Dia. Cl. 0.010
G . Fulcrum Pin to Lifter Bushing 0.0046 0.0061 Dia. Cl. 0.030
H . Fulcrum Pin to Lifter Bracket 0.0000 Int. 0.0015 Cl. 0.004
I. Side Clearance-Lifter-to-Bracket 0.016 0.036 Total Cl. 0.005
Bushing (Item 29) Wall Thickness 0.005
Variation
PUSHROD LIFTERS
J. Valve Pushrod Cam Roller on Pin 0.0040 0.0047 Dia. Cl. 0.007
K. Roller Pin in Lifter 0.0015 0.003 Dia. Cl. 0.005
L. Roller Side Clearance 0.022 0.033 Total Cl. 0.050
M. Fulcrum Pin in Bracket 0.0005 0.0025 Dia. Cl. 0.005
N. Fulcrum Pin in Lifter Bushing 0.0015 0.0035 Dia. Cl. 0.007
O. Side Clearance-Between Lifters 0.006 0.046 Total Cl. 0.070
and Bracket
TORQUE VALUES
P. Support Cap-screws 140-150 ft. lbs.
Q. Support Knob 40-50 ft. lbs.
R. Fuel Pump Mounting [Cap-screws 60 ft. lbs.
(not shown)]
2005 3
FUEL PUMP SUPPORT ASSEMBLY 3. Check clearance between crosshead
body and fuel pump support (see Item
FUEL PUMP CROSSHEAD LIFTER A, Table 1).
1. Remove locking plate (23), holding
crosshead lifter fulcrum pin (19), to 4. Replace parts if evidence of serious
support (10). wear is found.
2. Remove pin and crosshead lifter (18)

5. Clean satisfactory parts with suitable
from support.
solvent (do not use strong solution,
such as caustic soda).
3. Remove crosshead lifter floating
bushing (29).
FUEL PUMP SUPPORT ASSEMBLY
4. Remove fuel cam roller pin locking
plate (25). 1. Inspect cross-head and push-rod
lifters, fulcrum and cam roller pins,
5. Remove fuel cam roller pin (27), roller valve and fuel cam rollers, floating
(20) and roller bushing (26). bushings, push-rod lifter and cross-
head seats and ball of adjusting screw
6. Remove crosshead lifter adjusting for spalling, scoring and wear (See
screw (16) and lock-nut (13). Table 1 for clearance and condemning
limits).
7. Remove crosshead seat snap ring (12)
and crosshead seat (11) from
adjusting screw. 2. Replace parts if evidence of serious
wear is found.
VALVE PUSH ROD LIFTER
3. Clean satisfactory parts with suitable
1. Drive out split taper pin (37), holding solvent (do not use strong solution,
push lifter fulcrum pin (31) to support. such as caustic soda).
2. Remove fulcrum pin, both lifters (3),

4. Replace oil passage plugs and stake
spacer (33) and lifter bushing (32).
to lock.
3. Remove retaining ring (36) from one REASSEMBLY
end of cam roller pin (35). Remove pin
and valve push-rod cam roller (21). The fuel pump crosshead and fuel
pump support assemblies should be
4. Using jack screw hole provided, jack reassembled in the reverse order to which
push-rod lifter seat (34) from lifter, if they were disassembled.
necessary.
NOTES:
INSPECTION AND MAINTENANCE At re-assembly, a general purpose grease
should be applied to fuel cam roller pin
FUEL PUMP CROSSHEAD ASSEMBLY (27).
1. Inspect spring(s) for cracks and wear.

1. After application of locking plates (23)
and Fuel cam roller pin locking plate
2. Inspect upper and lower spring (25), be sure to lock-wire cap-screws.
retainers (where contact is made with
spring) for wear.
2005 4
2. Oil scraper rings on cross-head body 5. Reconnect lube oil and fuel leak-off
(4) should not be reapplied, since they lines.
no longer are applicable
6. Apply valve push rods and valve lever
3. Be sure to assemble correct size mechanisms to cylinder head in
floating bushing (29) and cross-head accordance w ith maintenance
lifter fulcrum pin (19) with respective instruction publication on "Valve Lever
fuel pump support (19) and cross-head Mechanism". Check and adjust valve
lifter (18) (Short bushing and pin clearances according to same
should be fitted into narrow lifter and instructions.
gap in support; vice versa for wide
ones). FUEL PUMP CROSSHEAD
ASSEMBLY
4. Be sure to assemble correct size fuel
cam roller (20), pin (27) and bushing 1. Insert fuel pump crosshead assembly
(26) with respective crosshead lifter into support.
(18) and camshaft (See Item D, Table
1).
2. Apply springs (6) and (7) and upper
5. When assembling the push-rod spring retainer (5).
fulcrum pin, if a new pin is installed,
you must drill the pin for the dowel pin 3. Apply fuel injection pump (22) to
as follows support, torque as shown in Table 1,
and re-time (see maintenance
(a) Drill through the pin at the dowel instruction publication on "Fuel
location using a 221 drill. Injection Pump" for these procedures).
(b) Ream the hole for a number 5 taper NOTE: After timing pump, check location
dowel pins. of timing lines at top and bottom of pump.
They must not disappear from sight inside
INSTALLATION timing window.
FUEL PUMP SUPPORT ASSEMBLY 4. Reapply crosshead lifter adjusting

screw cover (15) and gasket (14) after
1. Apply thin coat of cement around fuel timing.
pump support opening on cylinder
block.
5. Reapply support cover (1) and tighten
knob (3) to torque as shown in Table
2. Apply Molycote "Z" powder to all cams 1.
of camshaft.
NOTE: If cover gasket (17) has become
3. Mount Fuel pump support (10) at loose, apply it to cover with cement.
same cylinder block location from
which it was removed. Locating
dowels will align it properly. TOOL LIST
Item No. Cat No.
4. Apply all cap screws to support
(including one behind cross head lifter Wrench or Fuel Pump 15513385
adjusting screw) and tighten to torque Support Cover Knob
shown in Table 1.
2005 5
AFTER COOLER
DESCRIPTION INSPECTION AND MAINTENANCE
The engine is equipped with an CLEANING (WATER SIDE)

after cooler to cool inlet air to the engine
after it is discharged from the turbo- 1. Flush with a hot solution containing 4
supercharger. The cooler consists of tube ounces of Trec or Oakite penetrant (or
bundle mounted in the air intake passage equivalent) per gallon of water in
of the turbo-supercharger support. The reverse direction of normal flow for 1/2
top header contains the inlet and outlet hour to remove contamination.
cooler connections.
2. Drain and flush with hot water.
The tube bundle consists of a
series of finned tubes. A water connection 3. To remove any scare, circulate a cold
at the base of the after cooler cavity solution containing 5% (by volume) of
assures complete draining of the tubes. A Turco Descaler or 10% (by volume) of
tell-tale pipe is provided to indicate after Oakite 32, or equivalent for minutes.
cooler tube water leaks.
4. Drain and flush with clear water.
REMOVAL
5. Neutralize any residual acid by filling
To remove the Large After Cooler tubes with a solution of warm water
core Assembly with Top and Bottom containing 1/2 ounce per gallon of
Cover from Turbo support the following Turco Trec. Oakite 24 or equivalent.
must be renewed: Drain.
6. Test with air at 60 psi and check for

TO REMOVE THE LARGE AFTER leaks.
COOLER CORE ASSEMBLY
CLEANING (AIR SIDE)
1. Drain engine cooling water system.
Clean fin and tube surfaces or dirt
2. Disconnect water inlet and outlet pipes by spraying with a solution containing 2
at after cooler header. ounces of Turco Trec. or Oakite Penetrant
or equivalent per gallon of water.
3. Disconnect aeroquip water drain hose. REPAIR OF TUBES
4. Remove cap screws from centering If tubes leaks are discovered

plate at side of after cooler. Pry plate during test area around hole with a wire
down carefully. The "O" sealing ring brush.
will offer some resistance. Reroll, braze or solder. Care must
be exercised to avoid burning material to
5. Remove the cap screws holding the dissolve any flux or impurities. Dry
top cover After cooler assembled with internally. Test with 60 psi air under
Turbo support. water.
2005 1
INSTALLATION 4. Apply new “O” sealing ring into
centering plate.
1. If headers were removed to repair or
replace tubes, reapply with new 5. Install and tighten centering plate.
gaskets.
2. With eyebolts installed in top header, 6. Connect water drain hose and tell-tale
tubing.
lower large after cooler core assembly
in place.
7. Connect inlet and outlet water pipes
3. Apply and tighten all cap-screws. (with new gasket) to header.
2005 2
TURNING ARRANGEMENT, ENGINE

DESCRIPTION
FIGURE 1
The engine turning arrangement TURNING ARRANGEMENT AND
consists of a plate or ring attached to the
TIMING POINTER
back of the generator fan, a barring bar
and a pointer which indicates piston Top
Dead Center and Fuel Injection when the
generator fan ring is properly positioned,
Figure 1.
FAN RING
The ring is grooved around the
entire circumference for the application of
the barring bar. Holes drilled in the ring
are marked 1-8, 4-5, 2-7, 3-6 on the 16
cylinder engine.
BARRING BAR
One end of the bar is designed as

a clamp. A portion of the arrangement fits
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 movement of the barring bar.
A treadle barring tool is also

available
POINTER
The pointer is attached to the
cylinder block and extends over the fan
ring. There are two half holes to the
pointer, the top one (marked TDC) being
used to locate piston Top Dead Center
while the lower one (marked INJ) use to TOOL LIST
the determine the point of fuel injection.
It is important that the distance Item Cat No.
between the two half holes and also the
location of the pointer be correct when Treadle Type Barring 2290057
making adjustments to the engine that Tool
require the use of timing pointer. To check Barring Tool 15512149
the location of the pointer see "Location
TDC of No. 1. RIGHT PISTON".
2005 1
TRIP ENGINE OVERSPEED

DESCRIPTION DISASSEMBLY
LOWER HOUSING TRIP ASSEMBLY
The engine is equipped with an
automatic over-speed stopping device, Trip mechanism manually by
Figure 1 consisting of a spring loaded pulling trip lever handle (12) in direction of
plunger (25) which, during normal arrow.
operation, is held within the carrier (24).
However, when the centrifugal force is WITH CARRIER ONLY
great enough to overcome the spring
force (an over-speed condition) the
The trip assembly is built as a
plunger is instantly thrown outward.
separate unit and is installed in a carrier
(24), which is bolted to the free end of the
In the outward position, the camshaft (23). Figure 1, it also serves as
plunger strikes a trip lever (30), releasing a thrust face for the camshaft.
the spring loaded reset shaft (7). This
shaft is directly coupled to the fuel pump
CAUTION: Do not run the engine with
control shaft (2). As the spring (4)
unwinds, it causes rotation of the fuel carrier removed.
pump control shaft, which moves the fuel
pump racks to shut-off position. An over WITH VIBRATION DAMPER
travel mechanism of the governor end
allows the over-speed device to return the
Refer to Insert, Figure 1.
racks to "Off" even though the governor
may remain at full fuel.
The trip assembly is built as a
Accessories such as the vibration separate unit and is installed in a carrier
(24), which is attached to the camshaft
damper or flywheel may be attached
vibration damper. The carrier and
between the carrier assembly and the
vibration damper are then attached to the
camshaft to help eliminate camshaft free end of the camshaft.
vibrations.
1. Remove lower housing cover (18).
In some application a micro-switch
Note direction of arrow for re-
(46) is mounted on a plate attached to the
assembly.
over-speed trip upper housing (3). This
switch is operated by a cam attached to
the reset shaft (7) and gives either an 2. Remove lock-wired capscrew (33) and
audible or a visual indication that over lock-plate (13) which secure carrier
speed has tripped. (24) and damper to camshaft (23).
To reset, pull the reset handle (8) 3. Remove carrier (24) and vibration
until it latches. This rewinds the torsion damper assembly. Two capscrew
spring (4) and resets the trip lever (30). holes in carrier are tapped for insertion
of puller screws to facilitate removal.
To trip manually, pull the
emergency shutdown handle (12) in the WITH FLYWHEEL
direction of the arrow shown on the lower
housing cover (18). Refer to Insert, Figure 1.
2005 1
FIGURE 1
ENGINE OVERSPEED TRIP
2005 2
FIGURE 1
ENGINE OVER SPEED TRIP
1. Cylinder Block 26. Oil Seal

2. Fuel Pump Control Shaft 27. Split Taper Pin
3. Upper Housing 28. Dowel
4. Torsion Spring 29. Stop Screw
5. Spring Cover 30. Trip Lever
6. Dowel 31. Locating Dowel
7. Reset Shaft 32. Cap-screw, Lower Housing to
Cylinder Block
7A. Set-screw, Pin to Lower Housing 33. Cap-screws, Trip Assembly
8. Reset Handle 34. Bearing Location Dowel
9. Gasket, Upper to Lower Housing 35. Trip Latch Spring
10. Trip Level Shaft 35A. Trip Lever Spring Screw
11. Oil Seal 36. Stop Screw
12. Trip Handle 37. Trip Lever Arm
13. Lock-plate 38. Plug
14. Dowel Stop 38A. Special Cap-screw
15. Spring Seat VIBRATION DAMPER (If Used)
16. Spring 39. Thrust Bearing
17. Spring Retainer 40. Thrust Plate
18. Lower Housing Cover 41. Lock-wire Cap-screw
19. Gasket, Cover to Lower Housing 42. Retainer
20. Lower Housing 43. Outer Ring
21. Camshaft Thrust Bearing 44. Spider
22. Gasket and Shims, Lower housing FLY WHEEL (If Used)
to Cylinder Block
23. Camshaft 45. Flywheel
24. Carrier MICROSWITCH (If Used)
25. Plunger 46. Micro-switch
2005 3
The trip assembly is built as a 6. Remove spring cover (5). It is not
separate unit and is installed in a carrier necessary to remove spacer between
(24), which is attached to the flywheel cover and upper housing (3) if one is
(45). The carrier and flywheel are then used.
attached to the camshaft.
7. Remove torsion spring (4).
1. Remove lower housing cover (18).
Note direction of arrow for re- 8. Remove plug (38) from top of upper
assembly. housing (3), stop screw (36) and
remove taper pin (27) holding trip lever
2. Remove lock-wired cap screws (33), arm (37) to reset shaft (7).
which secure lock-plate (13) carrier
(24), and flywheel (45) to camshaft 9. Remove reset shaft (7) and trip lever
(23). arm (37) from upper housing.
3. Remove lock-plate (13), carrier (24) 10. Remove oil seal (26).
and flywheel (45) from camshaft (23).
LOWER HOUSING
CARRIER ASSEMBLY
1. Remove dowel (28) holding trip lever
Refer to Figure 1. (30), shaft (10).
1. Remove lock-nut from plunger (25). 2. Loosen trip lever spring screw (35A),
unfasten spring (35A) and trip lever
2. Remove spring retainer (17), spring (30).
(16) and sprint s eat (15).
3. Remove trip lever spring screw (35A).
3. Remove dowel stop (14) and plunger
(25). 4. Pull trip lever handle (8) outward
removing trip lever (30) and shaft (10)
UPPER HOUSING from lower housing.
Refer to Figure 1. 5. Remove oil seal (11).
1. Trip over-speed mechanism manually INSPECTION AND MAINTENANCE

by pulling trip lever handle (12) in
direction of arrow. Thoroughly clean all parts and
inspect for damage, wear and broken
2. Remove housing hold-down springs. Renew gaskets and oil seals if
capscrews. necessary.
3. Remove upper housing (3) and
housing gasket (9). CLEARANCES
4. Back off set screw (7A), remove dowel Plunger to Carrier 0.003-0.005 Dia. Cl.
(6) and reset handle (8) from shaft (7).
Spring Seat Fit to 0.002″
5. Insert a length of 1/2" dia. rod into the
radial hole drilled in the spring-cover Trip Lever Arm to 0.006-0.012″ Dia. Cl.
(5) and use rod as a bar to prevent the Upper Housing
spring (4) and cover (5) turning while
capscrews are removed. Removed Trip Level Arm to 0.00-0.004″ Dia. Cl.
capscrews and lock-w ashers from Rest Shaft
spring cover (5).
2005 4
REASSEMBLY 3. Insert reset shaft (7) and pin trip lever
arm' shaft using taper pin (27) tighten
CARRIER set-screw (7A) and install stop-screw
(36).
1. Slide plunger (25) into carrier (24) and
install dowel stop (14). 4. Insert one end of torsion spring (4)
into hole in trip lever arm (37).
2. Install spring seat (15) and spring (16)
5. Insert other end of torsion spring into
into carrier (24) and secure using hole in spring cover (5).
spring retainer (17) and lock nut.
6. Push spring cover (5) into bore of
3. Adjust spring retainer and lock nut until spacer.
bottom face of lock nut is 3/16" above
end of plunger. 7. Insert a length of 1/2" dia. rod into the
radial hole drilled in the spring cover
LOWER HOUSING (5) and use rod as a bar to turn spring
cover clockwise. Tighten torsion
NOTE: If either vibration damper or spring (4) until flats on cover and
flywheel is used, install with carrier next housing coincide. This operation
stop. requires a turn of approximately 120
degrees.
1. Install carrier (24) (and accessory if
used) on end of camshaft (23) in 8. Holding spring tension with rod, apply
position on end of carrier and secure capscrews to spring cover (5).
using four capscrews (33). Lock-wire 9. Install reset handle (8) in the up
(see Figure 2). position on "V" engines securing
using dowel (6) and set-screw (7A).
2. Install gasket (19) and lower housing
cover (18) correctly positioning arrow 10. Install gasket (9) on lower housing
on cover and apply capscrews. and position upper housing on lower
housing. Apply special capscrews
3. Replace oil seal (11). (38 A) for alignment, then install and
tighten other housing hold down
4. Install trip latch (30) on trip lever shaft capscrews, securing upper to lower
(10) and secure using dowel (28). housing.
5. Hook trip lever spring (35) into trip ADJUSTMENT
lever spring screw (35A) and secure
spring screw to lower housing. RESET SHAFT
UPPER HOUSING The end of the over speed shaft
(7) is machined as one tooth dog. This
Refer to Figure 1. dog engages a similar dog clamped and
doweled to the right side fuel pump control
1. Replace oil seal (26) and install and shaft (2). The position in which the dog is
lock-stop screw (29) if it was clamped and doweled must be such as to
removed. This stop prevent trip lever avoid any interference with the normal
and trip lever arm from over-travelling governor action on the fuel pump control
when resetting. shaft. Also the dog must rotate the control
shaft to give 0 to 2 mrn rack travel when
2. Insert trip lever arm (37) into upper the over-speed is tripped.
housing (3).
2005 5
TRIP ASSEMBLY Engine shutdown speed is

adjusted by varying the spring torsion on
After the engine is placed in the plunger. To make this adjustment
operation check the speed on which the proceed as follows:
over-speed trip shuts down the engines. If
the engine does not shut down at the
1. With engine stopped, remove lower
correct engine rpm, an adjustment is
housing cover (see Figure 2).
necessary for correct engine shutdown
rpm, refer to "Data Sheet" publication for
commercial engine applications or to 2. Bar engine crankshaft until trip
"Tests and Adjustment-Locomotive" assembly is visible.
publication.
3. Screw spring retainer is to increase
FIGURE 2 shutdown rpm and pull to decrease
TRIP ASSEMBLY INSTALLED shutdown rpm.
4. Replace end cover.
5. Start engine and recheck speed at

which over-speed device trips. If
necessary, again remove housing
cover and readjust retainer spring
tension.
6. Replace and cover after final

adjustment.
2005 6
ENGINE BASE
DESCRIPTION REMOVING DOOR
The engine base is a welded steel Loosen the two large capscrews
structure which provides the following a until the door clear the side of the base.
mounting surface for the cylinder block, Shift door to right or left until locking bar
lubricating oil pump, water pump and four clears opening and pull door out.
engine mounting pads, in addition it acts as
a lubricating oil reservoir.
DISASSEMBLY OF DOOR
Screens are fitted across the base at
each cylinder location.
1. Remove locking bar.
Openings on each side of the base
give access to the connecting rod bearings, 2. Remove the acorn nuts and
crankshaft and main bearings provides
capscrews from cover plate.
means for inspecting oil lines, piston skirts
and cylinder liners. Removable doors,
Figure 1, enclose these openings. Also 3. Remove springs and spacers from
explosion doors are mounted on the right capscrews.
and left side of the base at the power take -
off end.
Lubricating oil is carried in the base
below the base screens. A lubricating oil Inspect gaskets, stainless steel
drain plug, bayonet gauge with high and low springs and spacers for wear and renew, if
level markings and a filler pipe are located in necessary.
the base.
A crank case exhauster is used to ASSEMBLY
vent the base.
MAINTENANCE 1. Apply gasket to cover plate. Gasket is

to be cemented by the liquid cement.
1. Screw out lube oil drain plug and drain
the lubricating oil.
2. Assemble spacers and springs to
2. Remove and clean base screens. capscrews; apply capscrews and
acorn nuts to door and cover plate.
3. Thoroughly clean and inspect interior Tighten capscrews until they bottom in
and exterior of base. the acorn nuts.
4. D.O. Not Paint.
3. Assemble locking bar to cover with two
CRANKCASE EXPLOSION DOOR capscrews, spherical washers and
DESCRIPTION cotter pins.
In the event of a crankcase

4. Apply 3/16" gasket to cover.
explosion, a spring loaded cover plate on
the explosion door, Fig. 2, will blowout
relieving the pressure. With the pressure 5. Apply door to base by reversing
reduced the plate will snap shut. procedure of removing door.
2005 1
FIGURE 1
CRANKCASE INSPECTION DOOR
FIGURE 2
CRANKCASE EXPLOSION DOOR
2005 2
FIGURE 3
CRANKCASE EXPLOSION DOOR
1. Carrier 11. Washer, Spindle

2. Cover 12. Spider
3. Wire Screen 13. Knob Spindle
4. Spindle, Valve 14. Roll Pin, Knob
5. Spindle, Valve 15. Guide, Clamp Bar
6. Valve 16. Cap, Spring-Upper
7. Lock -nut Spindle 17. Clamp, Bar
8. Nut, Spindle 18. O Ring Spindle
9. Retainer Seal, Spindle 19. O Ring Spindle
10. Cap, Spring-Lower 20. Gasket, Door to Base
REASSEMBLY (FIGURE 3)
1. Place the spindle (4) through the wire 4. Insert the valve spring (5), upper
screen (3), the spider (12) and the spring cap (16), cover (2), washer (11)
carrier (1) and the hand wheel (13).
2. Thread the spindle (4) into the clamp

5. Align the hole in the hand wheel with
bar nut (8) being sure to position the
clamp bar (17) in the retainer (15) as the hole in the spindle and replace the
shown. roll pin (14).
3. Position the valve (6), the lower spring

cup (10), retainer (9) and spindle “O” 6. Thoroughly clean door carrier (1) and
apply new gasket (20).
rings (18, 19) as shown.
2005 3
SUPPORT, TURBOSUPERCHARGER
DESCRIPTION 2. Remove capscrews holding support to
engine block and base; lift support free
from mounting with hoist.
The turbo-supercharger support of
welded steel construction encloses the
free end of the cylinder block and base To remove after cooler see "After
and provides a mounting surface for the Cooler Removal".
turbo-supercharger, after cooler and oil
catcher.
REMOVAL
Clean both interior and exterior of
To permit the turbo-supercharger support with cleaning solution and surface
support to be removed from the engine inspect.
base and block the following items must
be removed.
INSTALLATION
1. Turbo-supercharger and after cooler

water and air connection after draining 1. Renew all gaskets using gasket dope.
engine cooling water.
2. Particular attention should be given to
2. Turbo-supercharger end fittings. the reinstallation of the support to
reduce the possibility of cutting or
otherwise damaging the gaskets.
3. Oil seal.
3. Reinsert dowel pins. If a new support;

4. Governor control linkage. align by centering with crankshaft
extension bore of the engine base;
and then dowel.
TO REMOVE THE SUPPORT FROM
THE ENGINE
4. Secure with capscrews and lock-
1. Remove dowels from support with washers.
puller.
2005 1
MAIN BEARINGS AND CAPS

bearing and beginning with all main
DESCRIPTION
bearing caps in place and properly
The main bearings for crankshaft tightened.
consist of two steel -backed, precision
fitted shell with well bonded linings. The 1. Mount dial indicator on saddle, main
upper one fits into a saddle on the cylinder bearing cap, or nut, using magnetic
block; the lower, into a forged steel base or clamp. Do not mount on
bearing cap (see Figure 1). No shims are engine base. Position indicator to read
used. vertical movement of crankshaft (see
Figure 2).
The number of main bearings for
the 16 cylinder engines are 9 Crank end
thrust is restricted either by the use of 2. Zero dial indicator.
thrust collars installed in each side of the
centre main bearing saddle, or by an 3. Position hydraulic jack under
upper thrust bearing shell at the crankshaft (web) adjacent to the main
crankshaft journal nearest the power take- bearing being measured. Lift
off end. crankshaft with jack. If crankshaft
rotates, move jack, towards centre of
FIELD CHECK OF MAIN BEARING gravity to prevent rotation. An
CLEARANCE indication of crankshaft rotation is dial
movement after jacking stroke is
Remove crankcase door as complete or a reading that does not to
required. zero when the jack is released.
4. Take reading on dial indicator. Check

for repeatability.
FIGURE 1
INTERMEDIATE MAIN BEARING
AND CAP (a) If dial indicator reading is less than
0.005" and 0.010", clearance is
satisfactory.
(b) If dial indicator reading is lessthan

0.005" further checks are necessary
as indicated in item 5 following.
5. Rotate crankshaft to put one of two

positions closest to the main bearing
being measured at T.D.C. Mount dial
indicator in position to read vertically
movement of crankshaft.
WARNING: Due to possibility of

crankshaft rotation, T.D.C. must be within
±1°.
The following procedure should be
performed after replacement of main
2005 1
6. Zero dial indicator. NOTE: Main bearing caps are to be
removed for inspection and measurement
7. Force crankshaft to bottom of bearing with plastigauge only if air pressure and
by applying 90 psi shop air to cylinder hydraulic jack tests fail to indicate
through the test valve. satisfactory bearing clearance.
8. Take reading on dial indicator. (a) If reading is between 0.005" and

Release air pressure on cylinder. 0.010", the clearance is satisfactory
Check for repeatability. and the bearing cap can be re-
assembled to the engine.
9. Lift crankshaft with hydraulic jack and
take reading on dial indicator. Check (b) If reading is greater than 0.010",
for repeatability. replace worn parts as required.
NOTE: Piston selected for air pressure
test should also permit positioning
(c) If reading is less than 0.005",
hydraulic jack under crankshaft web serrations are worn and block should
be rework.
adjacent to the main bearing being
measured. Counter-weight interference 11. Due to space limitation and the
may make it necessary to position possibility of the shaft being held by
hydraulic jack under next adjacent external restraints, difficulties may be
crankshaft web. If interference is still encountered in measuring the
present, it will be necessary to rotate
clearance of the main bearing on the
crankshaft between the air pressure
drive end of the engine. The following
measurement and the hydraulic should be noted.
measurement.
(a) Crankshaft deflection should be
(a) If combined air pressure and hydraulic checked and corrected as required,
jack dial indicator reading is between
per instructions in the "Crankshaft"
0.005" and 0.010", the clearance is publications, to ensure correct drive
satisfactory. and alignment.
(b) If combined reading is greater than (b) If sufficient bearing clearance is not
0.010", replace worn parts as
obtained with hydraulic jack and air
required. pressure test, the bearing cap should
be removed and the lower shell and
(c) If combined-reading is less than cap serrations inspected for excessive
0.005", remove the bearing cap, wear. Check bearing clearance with
leaving the crankshaft supported by plastiguage while the crankshaft is
the jack, and proceed with item 10. supported by the hydraulic jack.
10. Inspect lower shell and cap serrations. REMOVAL
If shell is in good condition, (reference
inspection section), apply plastigauge 1. Remove crankcase doors from each
and reassembly bearing, tighten nuts
side of engine.
to 0.040" bolt elongation. If there are
tolerance problems with the 2. Disconnect necessary lubrication
elongation gauge, tighten nuts to four piping at bearing cap.
or five flats, respectively, after tighten
to 100 ft. Ibs. Disassemble cap and 3. Remove cap nuts and washers and
check tightness of plastigauge. lower cap with its bearing shell.
2005 2
4. Insert tool for removing upper half 1. Embedded dirt particles.
bearing shell into oil hold in main 2. Evidence of fatigue failures.
journal (see "Tool List"). If oil hole is
not visible, rotate crankshaft until it 3. Lead-tin overlay and nickel barrier
appears, then insert tool. wear through and copper-lead
intermediate layer can be seen (refer to
5. Turn engine crankshaft clockwise Table 1 for running clearance and
slowly, when facing power take-off condemning limits).
end. After tool contacts edge of
bearing shell, continue turning If a bearing is removed, examined and
crankshaft until bearing has made half found satisfactory for further use, it must
turn. Remove bearing. be reapplied to its original position in the
NOTE: Main bearing caps are not engine. Under no circumstances should
interchangeable. DO NOT MIX THEM UP. be used bearing ever be applied to other
than its original position.
CAUTION: Never remove more than one
bearing cap at a time as it may result in Thorough investigation has shown
damage to crankshaft. that most bearings which have lost free
INSPECTION spread during engine operation will seat
firmly against the back of the saddle
MAIN BEARING SHELLS when the bolts are properly tightened to
the recommended stretch or elongation
The bearing shells should be
cleaned and inspected for wear. A flash values (see Table 1). This return of the
coating is applied to the entire shell for shell to proper sealing is brought about
sole purpose of shipping and storage. by the normal crush imposed on the shell
in a properly tightened saddle.
If any of the conditions listed below
exist, the shell should be replaced with a
new one:
FIGURE 2
FIELD CHECK METHOD FOR MAIN BEARINGS
2005 3
There will be occasional cases "ST 0.040" at Location-1 and/or
where a proper bearing has been abused painted instruction at Location-2.
by rough handling and, as a result, has
become kinked. If this is the case, no TO REUSE, EACH MUST BE
attempt should be made at correcting the
situation by mechanical straightening or 1. Straight with 0.020" TIR.
over-tightening. Also, bearings that have
been subjected to excessive thermal or 2. Free of crack, including in thread roots
mechanical stresses should be by magnaflux inspection.
discarded.
3. Free of thread galling. Distortion and
If there is any suspicion that handling damage. Mating nut should
proper contact will not be obtained, blue turn on freely by hand.
should be applied to the main saddle and
cap (bore) in a cylinder block when the INSTALLATION
engine is disassembled and on floor. The
blue will appear on the backs of the shells
if satisfactory contact is made after bolts 1. Clean and oil crankshaft main bearing
are tightened to their proper stretch. journals and bearing surfaces of all
upper shells.
It is impossible to apply blue and
check the bearings in any satisfactory 2. Enter upper shell into space between
manner in an assembled engine. main journal and saddle so that
bearing (Lock) will be properly
Examine the shells for nicks and engaged in saddle recess when shell
burrs on back and inner surfaces of the is in its normal operation position.
bearings.
3. Insert bearing removal tool in journal
If a new bearing shell is to be oil hole and turn crankshaft counter-
installed, mark with an electric pencil on clockwise slowly when viewed from
the new shell the same location as on the power take-off end when tool contacts
old shell. Since bearing shells are the shell, continue turning crankshaft,
interchangeable when new, identification making sure not to spring shell by
marks are stamped on all shells to allowing tool to force itself between
determine proper location. A new bearing journal and shell. It may be necessary
half shell may be installed with an old half to hold shell against journal for this
shell provided the old remains in its operation.
original position. Once shells have
established their bearing surface do not NOTE: Whenever main bearing caps are
mix them up. removed, possibility of entry of foreign
material should be eliminated by
MAIN BEARING STUDS thoroughly cleaning cap and saddle joint
surfaces at re-assembly. Also, care should
Following instructions to be be exercised in handling of main bearing
followed while tightening main bearing caps to avoid nicking of joint or entry of
studs: foreign material since either could proper
cap-to-saddle seating
16 CYL VEE ENGINES
4. Place lower bearing shell is cap-oil
a. Stretch main bearing studs to 0.040" and apply (Dowel in saddle will align
on cylinder blocks having punch mark cap with saddle).
2005 4
FIGURE 3
INSTRUCTION FOR TIGHTENING MAIN BEARING STUDS
5. Lubricate nut surfaces, washers, nut (f) Repeat procedure in steps for stud on
seats, threads of stud bolts and nut seat second side.
on cap with anti-seizing compound.
NOTE: When tightening center main
3. Apply stud bolts and nuts and bearing, follow above procedure in
tighten in manner described below: diagonal manner.
CAUTION: Failure to follow above

NOTE: Be sure winged nut is in locked instructions will result in improper
position against bearing saddle. elongation. If full elongation is obtained on
one stud before stretching opposite one,
(a) Tighten hex head nuts to preliminary elongation of first stud will be increased
by "seesaw" effect of cap on saddle.
torque shown in Table 1.
4. Reconnect lubricating oil piping to
(b) Loosen one nut, apply elongation bearing
gauge (see "Tool List") and adjust it to
zero. MAIN BEARING BREAK-IN
(c) Tighten nut to intermediate bolt After a complete bearing change
elongation shown in Table 1 and out, the following is a suggested break in-
record elongation actually obtained. schedule. After each time interval a
crankcase inspection of the bearings
(d) Repeat procedure in steps band c for should be made, with particular attention
opposite stud. given to any temperature increase.
(e) Return to first side and adjust dial LOCOMOTIVE ENGINE

setting of gauge to setting previously
recorded. Continue tightening until 2 minutes at Idle
final elongation shown in Table 1 is 5 minutes at Idle
obtained.
5 minutes at Idle
30 minutes at Notch 1
2005 5
TOOL LIST
TABLE 1
CLEARANCE AND TIGHTENING DATA
Item Cat No.
BEARING SHELL
Running 0.005″-0.010″ Elongation Gauge 15511595
Clearance
Limit to Wear When lead-tin over lay and
Adapter, Centre Main 15515370
Nickel barrier wear through
Bearings
and copper-lead
intermediate layer can be
seen. Adapter, Intermediate 15515369
Main Bearings Shell
Remover
BOLT TIGHTENING
Preliminary Torque 100 ft. lbs. Cap Nuts 15510959
Intermediate 0.015″-0.018″
Elongation
Final Elongation 0.040″±0.002″
NOTE: MBINT No. 2, 3, 4, 6, 7 and 8 are
more distressed location use of Rillenlager
type MB Shell is recommended.
2005 6
CRANKSHAFT SPLIT GEAR

DESCRIPTION 7. Inspect gear teeth in accordance with
maintenance instructions on "Gear
The crankshaft gear for the 251 Teeth Inspection".
type engine (see Figure 1) is mounted at
the power take-off end of the shaft and 8. Apply new lower half, if required. Tap
meshes with camshaft gear. It is made in into place with soft hammer.
tw o halves of hardened steel and is
accurately fitted and keyed to the shaft. 9. Rotate crankshaft 1800 and remove
The gear is held in place by four bolts and keyed half of gear, using a soft
has locating dowel to position the halves hammer.
as they are assembled. Depending on the
style used, the gear is a 4-pitch straight
spur, type.
FIGURE 1
NOTE: Split gears are statically balanced CRANKSHAFT SPLIT GEAR
and the halves are not interchangeable.
They must be replaced in matched pairs.
REPLACING GEAR
1. After camshaft gear have been

removed, rotate crankshaft until crank
pin nearest power take-off end is at
about top center
2. Remove four upper coupling bolts on

crankshaft flange. 10. Check key for damage or wear and
0
apply new one, if necessary.
3. Turn crankshaft 180 and remove four
more coupling bolts. (Two coupling
NOTE: New key should be hand-fitted so
bolts in each side of crankshaft flange that interference fit does not exceed that
should remain).
shown in Table 1.
4. Turn crankshaft 900 in either direction
and loosen split gear capscrews two or 11. Inspect gear teeth as per step 7.
three turns. Tap capscrews with soft
hammer to loosen gear from key and 12. Apply new keyed half of gear, if
dowels. Remove capscrews. required. Tap into place with soft
hammer.
5. Set crank pin nearest power take-off
end at about top center. This locates 13. Check clearance between side of gear
keyed half of split gear with locating and flange nearest main bearing
dowels on top. journal. If gear is not within limits
shown in Table 1, shift gear.
6. Remove lower half of split gear. It may
be necessary to use a soft hammer to 14. Lubricate all bolts faces, seats and
free it from locating dowels. threads with engine lubricating oil.
2005 1
17. Apply crankshaft bolt and tighten to
FIGURE 2 associated driven equipment in
accordance with applicable instruction
CAPSCREW TIGHTENING
publication.
SEQUENCE
18. Reinstall camshaft gears and check
backlash in accordance with
maintenance instruction publication on
"Camshaft"
TABLE 1
SPLIT GEAR CLEARANCE AND
TORQUE
15. Apply and tighten all capscrews to
Crankshaft Key 0.000″-0.005″
preliminary torque shown in Table 1.
Interference Fit
Then, using sequence illustrated in
Figure 2, tighten to final torque. Lock- Gear Side Clearance 0.007″-0.023″
wire. Split Line Clearance 0.0015″
16. Using feeler gauge, check metal-to- Gear Cap-screw 50 ft. lbs.
metal line formed by both halves of Torque Primary
gear. Line should not be the to be Final 300 ft. lbs
inserted more than 1/4".
2005 2
Crankshaft MI-ENG-069
CRANKSHAFT
DESCRIPTION The shaft is designed so that every two
symmetrically opposite pins have the
The crank shaft for the 16 cylinder same radial throw position.
"V" type engines (see Figure 1) is made of
one piece of forged steel alloy, with its A crankshaft gear, which drives the
main bearing journals and crank-pins shaft and right camshaft gears, is applied
machined to a high degree of to the power take-off end of the shaft. The
smoothness. The shaft is slung under the free end of the shaft provides the drive for
cylinder block and rotates on the main the engine's cooling water and lubricating
bearings (shells). It is supported by oil pumps.
bearings caps that are mounted to
saddles in the block with stud bolts and The crankshaft forms an integral
nuts. The shaft's main bearings and crank part of the engine's lubricating system. A
pins are joined by a series of crankshaft continuous flow of oil passes under
webs, to which counterbalances are pressure from the main lubricating oil
welded at intermittent locations for header in the engine's base to the bearing
balancing purposes. (See Table 1 for cases and bearing; through drilled
number of main bearings and crank pins passages in the shaft to the crank-pins,
used on shafts for each engine size). Two and on the connecting rod bearings, Oil
rods (right and left bank of the same slingers and catchers are provided at both
cylinder number) are mounted side by ends of the shaft to prevent oil leakage.
side on each of the shaft's crank pins.
FIGURE 1
ENGINE CRANKSHAFT MOUNTED ON
VEE BLOCKS
2005 1
TABLE 1
LOCATION DATA
16 Cylinder Number of Location of Number of Lift Support Crankshaft
Main Center Crank-pins Crankshaft at Main Journals
Bearings Journal at
Crankpins
9 5 8 2&7 3&7
The crankshaft end thrust is

restricted by the use of either: (a) 6. Check amount of crankshaft thrust in
individual thrust collars, installed in' both accordance with instructions further in
sides of the center main bearings saddle the publication to determine if
(see Figure 2) or (b) an upper main thrust replacement to thrust bearing is
bearing shell or upper and lower main required.
bearing thrust shells located at the journal
nearest to the power take-oft end of the 7. Remove nuts and washer from stud
shaft. All shells, thrust or otherwise, are of bolts and lift off bearing caps and
the lead-tin overlay and are suitably shells.
strengthened by a steel backing.
NOTE: Tag each cap and shell with

REMOVAL proper location since they are not
interchangeable.
1. Remove driven equipment and oil
catcher from power take-oft end of 8. If thrust collars are applied to each
engine in accordance with applicable side of main bearing saddle, remove. If
maintenance instructions. thrust bearing shell is used, remove in
accordance with applicable portions of
2. Drain engine and disconnect all "Main Bearings"
necessary piping.
NOTE: Removal of thrust bearing before
3. Referring to applicable maintenance lifting crankshaft is mandatory since
instructions, remove all engine parts, bearing face may be damaged otherwise.
which will facilitate removal of cylinder
block from base and crankshaft from 9. Using suitable sling and lifting blocks
cylinder block. (see "Tool List") attached to crank-
pins, lift out shaft and place in clean,
4. Disconnect cylinder block and lift from well protected area. (See Table 1 for
engine base in accordance with lifting and supporting location).
instructions in "Cylinder Block"
publication. 10. Remove split gear from shaft if
necessary.
5. Invert block and place on suitable
wooden supports. Do not rest the 11. Apply grease and wrap all journals and
block on the cylinder head studs. crank pins with suitable protective non-
corrosive material if shaft is not to be
reinstalled within short time.
2005 2
INSPECTION AND MAINTENANCE representative for available salvage
methods.
GENERAL
CRANKPIN WEAR AND OUT-OF-
1. Clean main bearing journals and crank ROUNDNESS
pins with fuel oil.
1. Place crank pin being checked at
about top center.
2. Clean lubricating oil passages with
suitable solution and flush.
2. Measure horizontal and vertical
diameters.
3. Inspect wearing surfaces and fillets for
fractures. Magnaflux or magnaglow 3. Horizontal diameters should be cause
crankshaft if equipment is available. to original size.
4. Inspect main bearing journals and 4. Vertical diameter should be smaller

crank pins for excessive roughness one and must not be less than limit
and burrs. shown in Table 2.
NOTE: Surface finish of 25 RMS or lower 5. Difference between horizontal and

(as indicated by a profilometer) is vertical measurement is crank pin out-
considered satisfactory. Finish above this of-roundness and must not exceed
value is considered questionable. Slightly limit.
rough surfaces may be restored by
polishing with crocus cloth. If crankshaft is 6. Repeat above procedure for each
not being removed from engine and crank crank pin.
pins require refinishing polish with tool
(see “Tool List”). CENTRE MAIN BEARING JOURNAL
WEAR AND OUT-OF-ROUNDNESS
5. Check alignment of main bearing
saddle bores by placing straight edge 1. Place crank pi ns on each side of
along bottom of all saddles in center main bearing journal at about
accordance with procedures on top center.
"Cylinder Block" maintenance
instructions. 2. Measure horizontal and vertical
diameters.
6. Examine thrust bearings for signs of
wear. If shaft thrust exceeded limits 3. Horizontal diameter should be close to
states in Table 2, bearing should be original size.
replaced. (See "Main Bearings.
publication for inspection procedure). 4. Vertical should be smaller one and
must not be less than limit shown in
7. Check crankshaft for wear, out-of- Table 2.
roundness, run out and eccentricity in
accordance with instructions below. If 5. Difference between horizontal and
limits indicated in Table 2 are vertical measurement is centre main
exceeded. Shaft must be condemned bearing journal out-of-roundness and
and replaced. Consult DLW must not exceed limit.
2005 3
TABLE 2
CRANKSHAFT CLEARANCE DATA
NEW LIMIT
MAIN BEARING JOURNAL
Diameter 8.498″-8.500″ 8.496″
Out-of -roundness  0.002″
Run-out  0.004″ (0.008″ Total Round)
Eccentricity  0.001″
CRANKPIN
Diameter 5.998″-6.000″ 5.996″
Out-of -roundness  0.002″
CRANKSHAFT THRUST
Using Bearing Shell 0.010″-0.017″ 0.035″
Using Thrust Collars 0.012″-0.021″ 0.030″
CRANKSHAFT DEFLECTION
Refer to “Data Sheet” Publication  
INTERMEDIATE MAIN BEARING CRANKSHAFT RUNOUT

JOURNAL WEAR AND OUT-OF-
ROUNDNESS 1. Support shaft on vee blocks on
surface plate.
1. Measure individual journal diameter
several times in sets of two points, 900 2. Using dial indicator on horizontal plane
apart. at centre of each journal (oil groove
path), check run out against limits
2. Smaller measurement in anyone set stated in Table 2.
must not be less than limit shown in
Table 2. ECCENTRICITY OF THREE
CONSECUTIVE MAIN BEARING
3. Difference between two JOURNALS
measurements in anyone set is journal
out-of-roundness and must not exceed 1. Support crankshaft on vee blocks and
limit. measure run out of middle one of three
consecutive journals, using dial
NOTE: These measurements must be indicator.
taken one inch (1") from centre of journal
(oil groove path) on both left and right 2. Eccentricity of three consecutive
sides of path. journals is measured as distance
between centerline point of middle
4. Repeat procedure for remaining (second) journal and mid point of
journals. imaginary line joining center points of
2005 4
first and third journals. This It is mandatory that thrust bearing
measurement should not exceed limit. be installed after crankshaft is in place to
prevent crushing of bearing face.
3. Moving dial indicator and vee blocks
accordingly, repeat procedure for next 7. Apply lower bearing shells and caps in
set of journals in line (Example: accordance with maintenance
bearing journal numbers 1,2 and 3; instruction publication on "Main
then numbers 2, 3 an 4, etc.) Bearings".
INSTALLATION 8. Check crankshaft thrust in accordance

with instructions under "Crankshaft
The crankshaft may be installed Thrust" below.
without further checks provided the
procedures listed above have been
followed. Clean and lubricate all wearing 9. Reapply cylinder block to base
surfaces prior to installation. according to applicable maintenance
instructions.
1. With cylinder block in inverted position
10. Reapply crankshaft extension shaft if
clean all saddle bores.
used, and all other parts previously
removed in accordance with applicable
2. Install all upper bearing shells in maintenance instructions.
saddles, except for thrust bearing
shell, if used. Be sure all bearing locks 11. Reconnect all piping, using DLW pipe
are properly located in saddle bearing
thread sealer at joints. Add water and
recesses.
lubricating oil.
3. If previously removed, apply split gear 12. Reapply oil catcher and driven
to crankshaft in accordance with equipment to power take-off end of the
applicable portions of "Crankshaft Split engine in accordance with applicable
Gear" publication. maintenance instructions
4. Using suitable slings and lifting blocks 13. Check crankshaft deflection in
(see "Tool List") attached to crank accordance with instructions following.
pins, lower shaft into cylinder block
saddles.
CHECKING CRANKSHAFT THRUST
5. If used, roll in thrust bearing shell in
accordance with applicable portions 1. At location other than thrust bearing,
maintenance instruction publication on use pinch bar between bearing cap
"Main Bearings". and crankshaft web to pry shaft
forward and backward.
6. If individual thrust collars are used
install in both sides of main bearing 2. Using dial indicator, measure
saddle (see Figure 2). clearance between thrust face and
crank web (see Table 2 for thrust
NOTE: When applying individual thrust limits).
collars, it is recommended that shaft be
pried forward and backward before NOTE: Do not pry against cap where
bearing cap is tightened in order to seat thrust bearing is located since this may
collars in saddle recesses. cause damage to thrust face.
2005 5
CORRECTING DEFLECTION
FIGURE 2 ENGINE DRIVING OVERHUNG
CKECKING CRANKSHAFT GENERATOR
DEFLECTION WITH GAUGE Fixed shims are welded in place to
the bottom bolting pads of the generator.
Laminated shims of less than 0.090″
thickness are used at the top bolting pads.
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 limits.
ENGINE DRIVING EQUIPMENT
OTHER THAN OVERHUNG
GENERATOR
Refer to "Alignment Instructions"
CRANKSHAFT DEFLECTION NOTE: Deflection should be checked
after:
MEASUREMENT DEFLECTION
1. Mounting of overhung generator on
1. Position deflection gauge (see "Tool engine and after bolting of equipment
on under-frame or skid.
List") at centre punch marks between
webs of crank-pin nearest power take- 2. Bolting of engine and driven
off end of shaft (see Figure 2) making equipment to skid.
sure gauge is parallel to shaft in
horizontal and vertical planes. TOOL LIST
2. Rotate clockwise and Item Part No.
counterclockwise to limit determine by
Lifting Block 15511510
connecting rod interference.
Lapping Tool 15511546
3. If deflection exceeds limit shown in
Table 2, correct. Deflection Gauge 15511492
2005 6
Camshaft MI -ENG-071
CAMSHAFT
DESCRIPTION The camshaft rotates on bearing,
which are pressed into supports in the
The camshaft on "V" type engines cylinder block. Lubrication is delivered to
(see Figure 1) is located on either side of the bearing through in oil hole, which runs
the cylinder block and extends the entire the length of the camshaft. This hole feeds
length of the engine. The camshaft is oil into smaller located at each bearing
divided into sections -one for every two journal.
cylinders and is joined at the section Each section of the camshaft has
flanges by studs or stud bolts and nuts. A three integral cams for each cylinder. As
locating dowel is used to position each the rollers for the fuel pump crosshead
section. and valve push rod lifters ride on the
cams, the rotation of the camshaft
CAMSHAFT actuates the engine's air inlet and exhaust
valves and fuel pumps.
DLW have modified Camshaft
Design and new version which is
(TORSIONALLY STIFF) shown below:
FIGURE 1
ENGINE CAMSHAFT
2004 1
FIGURE 2
CAMSHAFT THRUST BEARING  RIGHT SIDE
2004 2
FIGURE 3
CAMSHAFT THRUST BEARING END
2004 3
Lateral movement of the camshaft 7. On right side free end of engine (see
is restricted by a thrust bearing, located at Figure 2) remove over-speed trip in
the end of the engine (see Figures 2 and accordance with applicable
3). On the right side, the bearing is maintenance instructions on "Trip,
contained in the over-speed trip housing, Engine Over-speed" and steps below:
on the left in a thrust bearing housing.
CAUTION: Be sure over-speed
At the take-oil end of the engine, mechanisms has been tripped.
the camshaft gear located on each side, is
mounted on the tapered and of the a. Side over-speed adapter (or vibration
camshaft by means of a heavily, locked by damper if used) off mounting studs.
and split camshaft gear nut. This nut is
also locked in place by means of clap
screw. The gear means with crankshaft b. Remove studs from camshaft.
gear.
c. Remove capscrews and over-speed
REMOVAL AND DISASSEMBLY trip housing with camshaft thrust
bearing.
(Tag all parts as they are removed)
8. On left side on free end engine (see
1. Disconnect necessary lubricating oil Figure 3). Remove housing cover
inlet and drain piping. thrust plate and thrust bearing
housing. Remove vibration damper on
engines where applicable.
2. Remove cylinder head covers, valve
levers and push-rod (see Maintenance 9. Working at power take-off end of
instructions on "Valve Lever engine, locking clamp screw on
Mechanism" and "Cylinder Head"). camshaft gear (see Figure 4 and 4A).
Camshaft gear key locking screw must
3. Remove fuel pump covers, fuel pumps not be loosened at this time.
and pump supports (see maintenance
instructions on "Fuel Injection pump" 10. Using sling w ith bar placed through
and "Fuel Injection pump Drive"). hole in gear web, support gear and
back off gear nut. It may be necessary
to break nut loose from camshaft by
4. Remove left and right camshaft gear striking wrench with sledge hammer.
cover, tachometer generator and drive
is mounted on right cover, remove NOTE: As nut is backed off it presses
first. against snap ring in gear hub and forces
shaft towards free end of engine.
5. If Woodward governor is used, remove
governor and drive cylinder block (see 11. Apply camshaft installation saddle
instructions on "Governor Drive"). (see "Tool List") to underside of
camshaft bearing extension. Starting
from end of engine saddles should be
6. Check amount of camshaft thrust installed at every other cylinder and
against limit shown in Table 1 to also between last two extensions on
determine whether replacement of 12 cylinder engines. Point of saddle
camshaft thrust bearing is required support should be against engine base
(see "Checking Camshaft Thrust" rail, inside camshaft compartment (see
further in these instructions). Figure 5).
2004 4
FIGURE 4 FIGURE 5
CAMSHAFT GEAR MOUNTING INSTALLATION SADDLE
(POWER TAKE-OFF END)
WITHOUT OUTBOARD ARRANGEMENT
INSTALLATION SADDLE
CAMSHAFT GEAR
Examine the gear for wear: pits or

grooves and score marks. Shallow score
marks may be stoned; otherwise the
camshaft gear must be reground. See
"Gear Teeth Inspection" publication.
CAUTION: Do not tighten supports
excessively as camshaft bearings may
become distorted. CAMSHAFT BEARINGS
12. Slide camshaft out of engine and lift

out gear. The camshaft bearings are lined
with anti-friction metal. Examine them for
NOT E: If clearance permits, entire pitting, shelling and wear. Bearing with
camshaft should be slid out assembled. slight pit marks may be reused, but if
Disassembly is only required for failure has progressed to any extent, they
replacement of section-not for inspection. should be replaced.
The approximate clearance required to
remove camshaft without disconnecting is The inside diameter and the
14 ft. running clearance between the camshaft
INSPECTION AND MAINTENANCE journal and bearing should be carefully
checked against the condemning limits
THRUST BEARING stated in Table 1.
Examine the thrust bearing for wear: A special arbor tool (see "Tool
particularly at the camshaft thrust surface. List") must be used when pressing in a
The bearing should be replaced if during new bearing. It also should be noted that
disassembly, it was found that the the edge of the bearing at the No.1
camshaft thrust had exceeded the limit
stated in Table 1.
2004 5
2004 6
cylinder should be approximately 3/8" from To verify location of TDC for No.1
right cylinder refer to "locating TDC" at
end of these maintenance instructions.
FIGURE 6
INSTALLING NO. 1 CAMSHAFT 2. Apply camshaft installation saddles in
BEARING the same manner as Step 11 in
"Removal"
3. Slide camshaft (threaded end first)

through free end of engine (see Figure
7).
FIGURE 7
INSTALLING CAMSHAFT
the end of engine block (see Figure 6).
REASSEMBLY
1. Insert stud in camshaft section. The
studs on the right side camshaft
should extend from the face of the
camshaft section approximately 1-
11/32" and the studs on the left side
camshaft should extend approximately
1-25/32" from the face of camshaft NOTE: Be sure pipe plug is installed at
section. Align proper sections of threaded end of camshaft.
camshaft, apply lock nuts and tighten
equally (see Table 1 for torque). 4. Apply camshaft gear so that scribe
lines near ring of gear are aligned with
2. Apply gear nut and snap ring to face of cylinder block when gear is
camshaft gear. meshed with crankshaft split gear (see
Figure 8).
INSTALLATION
1. Rotate engine to top dead canter
(TDC) for No.1 right cylinder. Both FIGURE 8
right and left side camshafts and gears INSTALLING CAMSHAFT
are installed with same crankshaft GEAR
position.
NOTE: TDC for any cylinder is located by

aligning timing marks on camshaft gear,
ring gear or generator fan ring (which-ever
is used) with TDC pointer mounted on
right side, power take-off end of engine.
2004 7
NOTE: In certain engines, due to gear b. Set dial indicator at mid range and
geometry, scrib marks will deviate slightly mount on cylinder block near either
from face of cylinder block. pump with indicator pointer resting
against pump cross head (see Figure
5. Aligning key-way of sha ft with key in 10)
gear, push shaft in so that threads on
shaft and gear nut contact each other.
FIGURE 10
6. Tighten camshaft gear nut until
tapered fit of camshaft is completely CHECKING FUEL CAMP TIMING
flush with bore of gear (see Figure 4).
7. Apply gear nut locking screw, tighten

and lock-wir e.
8. Remove camshaft installation saddles.
9. Using dial indicator as shown in Figure

9. Check camshaft gear backlash
against limits shown in Table 1.
FIGURE 9
CHECKING CAMSHAFT GEAR
BLACKLASH
c. Rotate crankshaft in opposite normal

direction unit fuel cam roller is on base
circle (off cam lobe) of fuel cam.
(Movement of dial indictor hand will
stop when this happens).
d. Push fuel pump crosshead down to

make sure all play is taken out.
e. Set dial indicator at zero.
f. Rotate crankshaft in normal direction

until it is at TDC (on compression
stroke) for cylinder being checked.
(See Step 1 above for TDC).
10. Verify camshaft timing with

relationship to crankshaft position by g. Compare amount of crosshead lift with
performing following steps: limits stated in Table 1. If lift is not
within limits, check timing, using
a. Mount fuel injection pump support at Method 2 for locating TDC. Also make
No.1 right and left cylinders (see sure camshaft gear was installed in
maintenance instruction publication accordance with Step 4, above.
"Fuel Injection Pump Drive").
2004 8
h. Repeat Steps a, through, to verify e. If used, apply studs to camshaft
camshaft timing for other side of making sure they protrude 6-3/4",
engine.
f. Apply over-speed trip adapter (or
vibration damper if used) to camshaft.
FIGURE 11
CHECKING CAMPSHAFT NOTE: Check free movement of vibration
LOCATION WITH GAUGE damper by oscillating inner spider before
application, and outer ring after
application.
g. Apply over-speed trip as per

applicable maintenance instructions.
Tighten stud nuts (or cap-screws as
case may be) to torque specified in
Table 1 and lock-wire.
NOTE: If studs are used, they should not

protrude beyond over-speed trip lock plate
more than 1/2".
11. On right side, at free end of engine, On certain model over-speed trips,
apply over-speed trip (see Figure 2) in be sure pipe plug has been applied to
accordance with applicable housing cover before application. If plug
maintenance instructions on "Trip protrudes beyond inner surface of cover,
Engine Over-speed" and steps below: grind off.
a. Using normal 1/8" shim and gasket on h. Following application of over-speed

both side of shim, apply over-speed trip, check by manually tripping several
trip housing with: thrust bearing to times.
cylinder block.
12. Check camshaft thrust in accordance
NOTE: Position gaskets and shim with instructions under "Checking
correctly to (prevent possible oil leakage Camshaft Thrust" below. Refer to
or block of oil drain hole. Table 1 for thrust limit.
b. Inspect free end of camshaft to be 13. Apply thrust bearing housing on left
sure, pipe plug is removed. side (see Figure 3), in accordance with
applicable portion of Step 11, above. If
c. Using, wooden wedge, force camshaft studs are used, they should protrude
r against thrust bearing. 4~5/8" from end of camshaft.
d. Check lateral location of camshaft with NOTE: On engines without vibration

applicable camshaft location gauge dampers, be sure pipe plug is installed in
(see "Tool List"). As shown in Figure camshaft.
11, side of gauge must not project
beyond fuel cam edges. To adjust 14. Check left camshaft thrust as per Step
camshaft location, adjust shim 12.
thickness. If more than one shim is
used, sealing compound between 15. Reapply camshaft gear covers.
shim is required.
2004 9
16. If used, reapply Woodward governor, 4. Force camshaft towards free end of
tachometer generator and hydraulic engine until contact thrust bushing.
drives: referring to applicable
maintenance instructions for correct 5. Reading on indicator will be total
installation procedure and gear camshaft thrust, Refer to Table 1 for
backlash data. thrust limitation.
17. Reapply fuel pump supports, pumps, LOCATING TDC FOR NO.1 RIGHT
valve levers, push-rods, pump covers CYLINDER
and cylinder head covers in
accordance with applicable METHOD 1  USING TRAMMEL
maintenance instructions for each
item. 1. TDC is located when crankshaft is
rotated until trammel (see "Tool List"
18. Reconnect all necessary lubrication oil and Figure 13) can be fitted between
inlet and crane piping. center punch mark on engine base
inspection door sill and punch mark on
19. Check fuel pump timing, fuel pump crankshaft counter weight.
rack settings valve tolerance in
accordance with applicable maintenance FIGURE 13
instructions publications
TRAMMELING FOR TDC
CHECKING CAMSHAFT THRUST
1. Remove camshaft gear cover.
2. Force camshaft towards power take-

off end of engine by barring against
the camshaft gear.
3. Place dial indicator pointer against

side of camshaft gear as shown in
Figure 12 and set dial at zero.
2. Check alignment of TDC timing pointer
(mounted on right side, power take-off
FIGURE 12 end of engine with mark on camshaft,
CHECKING CAMSHAFT THRUST gear, ring rear or generator fan ring
(whichever used).
If pointer is not aligned or if there is

any doubt regarding trammel accuracy, or
if new crankshaft has installed, located
TDC in accordance with Method 2 below
and relocate timing pointer if necessary.
METHOD 2  USING DIAL

INDICATOR
1. 1. Rotate crankshaft until No, 1 ring
piston is almost at TDC (use pointer
marked "TDC").
2004 10
2. Remove cylinder head cover and fuel 6. Repeat Step 4 and 5 with reverse
injection nozzle from cylinder head rotation of crankshaft.
(see maintenance instruction
publication on "Fuel Injection Nozzle 7. Place third temporary mark, which
and Holder"). bisects list and second marks. This
third mark is TDC for No.1 right piston
3. Mount dial indicator on cylinder head and should coincide with permanent
with indicator extension rod inserted mark already on camshaft gear, ring
through nozzle hole and resting on gear or generator fan ring.
piston cross (see Figure 14).
8. It center mark does not coincide with
permanent TDC mark, move pointer
FIGURE 14 until its aligned with permanent mark.
LOCATING TDC USING DIAL
INDICATOR 9. Repeat steps 4 through 7 to check.
(As shown in Engine Cut-a-way)
10. While crankshaft is still in TDC position
fit trammel between center punch
marks in engine base door sill and
bottom of crankshaft counterweight.
11. Mark with center punch of there are no

marks do not coincide with location of
trammel. Be sure to remove old marks
if new are punched.
NOTE: In future. TDC of NO.1 right piston

may be located trammeling punch marks.
NOTE: If indicator extension tool is
unavailable, or tool cannot be made,
cylinder head should be removed and TOOL LIST
indicator pointer placed directly on piston
crown. Extension rod tool can be Item Part No.
fabricated, using rod proper 00 for nozzle Arbor 15512629
hole and collar to hole rod vertical.
Camshaft Location
4. Bar crankshaft over until indicator Gauge:
shows that piston has moved 0.100" For Narrow Cams (1-¼″) 15511233
beyond TDC when TDC is reached,
For Wide Cams (1-½″) 15511375
indicator hand will stop. It will move in
opposite direction when piston moves Indicator (with Magnetic 15511340
passed TDC. Count 0.100" from point Base)
where hand stopped. Installation Saddle 15511431
5. Directly opposite TDC pointer place Timing Trammel 15511418

temporary mark on camshaft gear, ring Thread Trammel 15519505
gear or generator fan ring (whichever
is used for timing). Stud Thread Lock 15519516
2004 11
TABLE 1
CAMSHAFT AND GEAR DATA
New Limit
Camshaft Thrust 0.006″-0.012″ 0.022″
Camshaft Bearing ID  4.511″
Running clearance between Bearing and 0.0045″-0.011″ 0.015″

Camshaft
Camshaft Gear Backlash 0.009″-0.016″ 0.028″
FUEL CAM LIFT WITH CRANKSHAFT AT TDC
Camshaft using 4 pitch Spur Gear (1400

Overlap Cams)
R.S. Camshaft, Standard Rotation (CCW) 0.405″-0.470″
L.S. Camshaft, Standard Rotation (CCW) 0.415″-0.480″
Torque for Special Stud Nuts and 80-85 ft. lbs.

Capscrew at Free End of Camshaft
Torque for Nuts at Camshaft Sections 90 ft. lbs.
2004 12
General Data Engine MI-ENG-072-3D
GENERAL ENGINE DATA
FIGURE 1
16 CYLINDER POWER PACKAGE ENGINE
The 16 cylinder, turbo compression stroke, fuel is injected into

supercharged engines are of the, four- the cylinder where it is ignited by the heat
stroke cycle designed with open of the compressed air. The resulting
combustion chambers and a solid fuel combustion increases the cylinder
injection system. The engines are pressure and on the third or power stroke,
governed by an electro-hydraulic this gas pressure forces the piston down,
governor/ electronic governor. on the fourth or exhaust stroke, the burnt
gases are excelled by the piston travelling
upwards, and by scavenging action of the
Each cylinder requires two engine inlet air made possible by a large intake
revolutions of four strokes of the piston to and exhaust valve overlap.
complete one working cycle. One
complete piston working cycle is as follow: The engine has an all welded steel
Air is blown into the cylinder on the down frame. A positive displacement gear type
or intake stroke; then on the compression pump provides full pressure lubrication of
stroke this air is compressed by the rising all working parts. The cooling water is
piston with a large increase in air circulated by an engine driven centrifugal
temperature. Just before the end of the pump.
2005 1
FIGURE 2
16 CYLINDER ENGINE CROSS-SECTION
2005 2
APPROXIMATE WEIGHTS FOR LIFTING
POUNDS 16 CYLINDER
Diesel Engine (Dry) 42,665
Governor 85-140
Turbo-supercharger 1350
Turbo-supercharger Support 620
Cylinder Block 12,300
Engine Base 4,000
Crankshaft and Extension Shaft 3,800

Assembly
Camshaft 1200
Camshaft Gear 160
Cylinder Head Assembly 225
Piston and Connecting Rod Assembly 120
Cylinder Liner 90
Exhaust Manifold (Single Pipe) 326
Lubricating Oil Pump 335
Water Pump 295
Turbo Air Aftercooler 300
Piston (11.75 CR) 51
2005 3
FIRING ORDER
1R-1L-4R- 4L-7R-7L-6R- 6L-8R-8L-5R-5L-2R-2L-3R-3L
VALVE CLEARANCE = 0.034″
2005 4
ENGINE DATA
16 CYLINDER
Bore and Stroke 9 ″ × 10-½ ″
Number of Cylinder 16
Cubic Inch Displacement 10947
Compression Ratio: 11.75:1
Valves, Number Per Cylinder: 4
Intake 2
Exhaust 2
Crankpin Diameter Inches 6
Main Bearing Journal Diameter inches 8-½
Number of Main Bearings 9
EXPLANATIONS OF TERMS
FREE END CYLINDER LOCATION
The turbo-charger end of engine. The engine cylinders are numbered from
the free end. No.1 right and left cylinders
are the cylinders nearest the
turbocharger.
GENERATOR END CRANKSHAFT ROTATION
The power take-off end of engine. During engine operation the
RIGHT AND LEFT SIDE crankshaft rotates counter clockwise as
viewed from the
The right or left of the engine is power take-off end or clockwise as
determined by viewing the engine viewed from the free end.
from the power take-off end.
2005 5
CRANKSHAFT DRIVE ASSEMBLY  FREE END

EXTENSION SHAFT, OIL SEAL, DRIVE GEAR AND VIBRATION DAMPER
DESCRIPTION The gear is of the spur type,

pressed on the extension shaft (or
The extension shaft assembly (see adapter) and held in place by capscrews
Figures 1 and 2) is located at the free end extending through the vibration damper
of the engine crankshaft and is used for and into the crankshaft flange.
an auxiliary power take-off. Its major
components consist of an extension shaft, VIBRATION DAMPER
an oil seal, a drive gear and a vibration
damper. The vibration damper is of the
hydraul ic, paddle wheel type in which
some of the vibration energy is absorbed
EXTENSION SHAFT by the work done in forcing engine
lubrication oil through narrow passages
The extension shafts, has oil (see Figure 3). A continuous circulation of
passages drilled in it to supply oil to the oil is provided to the damper, either by
vibration damper. passages through the oil seal and
extension shaft.
OIL SEAL The damper consists of a spider,
with external spur teeth (see Figure 4),
The oil seal portion of the and an intermediate ring, with internal
assembly consists of a slinger (grooves spur teeth (see Figure 5). Two outer rings
and peaks), machined into the extension (side plates) secure the parts with bolts
shaft, and an oil catcher, which fits closely and nuts.
around the shaft to collect the oil flowing Oil flows from the chamber in the
out of the free end of the engine and center of the damper through radial holes,
return it to the crankcase. In the assembly, beginning in the spider hub and ending at
the seal is used to supply oil to the
the passages at the spider hub is much
vibration damper. The crankshaft oil hole
smaller than the remainder; thus providing
is plugged and pressurized oil flows from
an oil flow restriction. The spider is
an inlet hole in the catcher, through a
designed so that each tooth is directly
floating bushing, into oil passages in the supplied with oil. An auxiliary
extension shaft, and into the chamber in circumferential oil groove is machined into
the center of the vibration damper.
each side face of the spider to supply oil
for the rubbing surfaces between the
DRIVE GEAR spider and outer ring. These grooves are
supplied by means of passage connecting
The drive gear is used to rotate the the grooves of the radial holes (see Figure
engine's lubricating oil and water pumps. 3).
2004 1
FIGURE 1
CRANKSHAFT EXTENSION SHAFT VIBRATION DAMPER ASSEMBLY
2004 2
FIGURE 2
SECTIONAL VIEW OF VIBRATION DAMPER
FIGURE 4
SPIDER AND INTERMEDIATE
FIGURE 3 RING ASSEMBLED
SPIDER
2004 3
The intermediate ring is ground on faces of the rings (adjacent to the spider)
both sides to a uniform thickness, slightly are covered with oil, which is continuously
thicker than the spider. This difference in flowing through the clearance and
thickness permits axial clearance escaping to the crankcase.
necessary for proper oil passage. The
intermediate ring "floats" on the tips of the REMOVAL
spider teeth.
1. Remove auxiliary power take-off
attachments from extension shaft in
FIGURE 5 accordance with applicable
CHECKING EXTENSION SHAFT maintenance instruction publications.
RUN-OUT
2. Remove key from shaft, using
threaded hole provided in key.
3. Remove capscrews and lock-washers,

securing oil catcher and disconnect oil
supply line.
4. Tap oil catcher loose with soft hammer

until tapered dowels are free from
engine base and remove catcher from
shaft.
5. Remove dowels from oil catcher.
6. Remove bushing retainer and float ring

catcher by first removing screws in
Four vent holes are drilled through retainer.
the rim of the intermediate ring to the
fillets of the internal spur teeth in order to 7. Remove turbo-supercharger and turbo
relieve oil pressure and re-adjust the ring support in accordance with applicable
to a central position when it becomes maintenance instruction publications.
displaced. The holes, which are equally
spaced around the ring, are normally NOTE: Where free end gear cover is used
covered by the tips of the spider teeth. in place of turbo support, applicable
However, oil is permitted to vent when the removal instructions apply.
intermediate ring becomes displaced and
the spider teeth no longer cover the holes; 8. Support extension shaft with hoist and
thereby reducing pressure. The higher rope looped around shaft at flanged
pressure on the opposite side of each end.
tooth then prevails and restores the
intermediate ring to its correct position. NOTE: If extension shaft is not used,
This design is used to prevent sudden support drive gear and vibration damper
bumping of the teeth. with hoist and rope looped around spacer.
Tw o identical outer rings (side 9. Apply eyebolt to lifting hole in vibration

plates) are secured to the intermediate damper for support.
ring by means of through bolts (see
section m-m, Figure 2). These rings have 10. Remove capscrews securing
been made fairly thick in order to add extension shaft and damper to
considerable flywheel effect. The inner crankshaft flange.
2004 4
11. Slide extension shaft forward; making DRIVE GEAR
sure that vibration damper does not
fall from crankshaft. Inspect the gear for pitting, broken
or chipped teeth and excessive wear (see
12. Lift extension shaft free from maintenance instruction publication on
crankshaft. "Gear Teeth Inspection"). Magnaflux gear,
if equipment is available, for cracks and
13. Remove vibration damper by jacking surface flaws. If it is defective, replace
free from crankshaft flange and with new gear.
disassemble.
VIBRATION DAMPER
14. Remove gear (or spacer if used) from
extension shaft by applying jacking No adjustment is required to the
screws to tapped holes in gear hub (or damper. However, while it is still installed
spacer) in the engine, periodically check the outer
ring for free movement. This may be done
INSPECTION AND MAINTENANCE by removing the crankcase doors nearest
OIL SEAL the damper and oscillating it about 10
degree each way by pressing against the
outer ringbolt heads. If the damper cannot
1. Inspect the slinger and catcher be moved, it may have become scored or
portions of oil seal. jammed. The damper should be over
hauled in the following manner, referring
2. Clean with suitable solvent, making to Figure 2 for condemning limits and
certain that oil catcher and slinger clearances:
grooves and oil passages are clean.
1. Clean and examine components of
3. Clean and inspect floating bushing and damper for signs of excessive
retainer, if used. scratching or scoring.
4. Remove any gasket material from 2. Using wire, or thin metal rod, probe
turbo-supercharger support (or free four vent holes in intermediate ring to
end gear cover where applicable) and dislodge dirt and sludge.
base, taking note whether one or two
gaskets have been used. 3. Clean oil holes in spider with wire or
rod.
NOTE: A 1/8" circular sheet packing
gasket is always used. This serves as a 4. Clean up high points caused by galling
shim so that oil catcher will bear against a and scoring.
flat surface. However, sometimes it is
necessary to use a partial 1/32" sheet 5. Surface grind spider faces (either or
packing gasket between turbo- both, if required). Faces at spider teeth
supercharger support (or cover) and must be parallel and square with
standard gasket. spider bore at 10" radius to within limit.
Faces at spider hub must be parallel at
11" diameter to within limit.
EXTENSION SHAFT
6. Surface grind intermediate ring faces
Clean and thoroughly inspect the (either or both sides) if necessary to
extension shaft, making sure that there is provide total side clearance between
a tight fit between the key and key way (if spider and inner face of both outer
used) and that there are no burrs present. rings. Intermediate ring faces must be
2004 5
parallel to each other at a 10" radius to 3. Align dowel hole in gear (or spacer)
within limits shown. with dowel extending through
extension shaft flange. Tap gear (or
7. Surface grind inner faces of outer rings spacer) with soft hammer to insure
(either or both if necessary). Inner face proper seating on shaft flange. Gear fit
must be flat to within 0.003". Check by on shaft is metal-to-metal press fit with
laying ground face on surface plate interference not exceeded that shown
and using a 0.003" feeler gauge. If in Figure 1.
gauge fits at any of three points
spaced 1200 apart, regrind. However, INSTALLATION
if more than the minimum thickness of
1.470" must be removed, the outer APPLYING SHAFT AND DAMPER
ring should be condemned. TO CRANKSHAFT
8. Clearance on assembly must not The extension shaft assembly
exceed the limits shown. must be positioned on the engine
crankshaft so that the key-way in the
9. All ream bolts used must have body extension shaft is in line with the No. 1
and threads in good condition. crank pin when it is on TDC.
10. Edges of oil grooves on spider faces CAUTION: The extension shaft has an oil
must be blended smooth. passage drilled in it to supply lubrication
oil to the vibration damper (Figure 1), the
11. Backlash between spider and hole in the center of the crankshaft should
intermediate ring should not exceed be plugged.
limit.
A dowel in the extension shaft
12. All reworked surfaces must be within flange positions the extension shaft key-
63 R.M.S. way in relation to the vibration damper
during assembly. An eyebolt lifting hole in
13. Localized damage at spider teeth the damper's intermediate ring is also in
should be removed with hand tools, if line with the dowel hole in the spider.
required. Therefore, after setting the No.1 crank pin
on TDC and then lifting the extension
14. Apply commercial "Molykote" solution, shaft and vibration damper in place, the
paste, or powder on clean cloth and key-way in the extension shaft will be
rub on all reworked surfaces. properly aligned with the engine
crankshaft.
15. Break all sharp edges.
1. Position No.1 crank pin on TDC.
REASSEMBLY 2. Assemble vibration damper, tightening
“A" bolts and remaining bolts (see
APPLYING GEAR TO SHAFT Figure 2) to their required torque
values. (Make certain that dowel hole
1. Lubricate gear fit of extension shaft (or in spider is in line with lifting hole in
spacer if no gear is used) with white intermediate ring).
lead.
3. Apply eyebolt to lifting hole in vibration
2. Insert straight dowel in holes in damper and position it on crankshaft
extension shaft flange. flange so that bolt holes line up.
2004 6
NOTE: It may be necessary to tap damper flange; otherwise, tap lightly at bolt
in order to seat it against crankshaft circle until it bottoms.
flange.
3. Apply drive gear to spacer, making
4. Apply drive gear (or spacer if no gear sure that dowel in spacer is aligned
is used) to extension shaft, making with hole in gear.
sure that dowel in shaft flange is
aligned with hole in gear. 4. Apply assembled gear and spacer to
vibration damper. Dowel protruding
5. Apply assembled extension shaft and through bolt sides of spacer will
drive gear (or spacer) to vibration properly locate assembly.
damper. Dowel protruding from both
sides of shaft flange will properly 5. Apply capscrews through assembled
locate assembly. unit. Tighten to torque shown in
Figures 1 and 2, following diagonal
6. Apply capscrews through assembled pattern, and lock-wire in pairs.
unit and into crankshaft flange. Tighten
to torque shown in Figure 1 following
OIL SEAL INSTALLATION
diagonal pattern.
IF SAME OIL CATCHER IS TO BE REAPPLIED
7. Using dial indicator (see Figure 5) on
straight portion of shaft at point 1. Install turbo-supercharger and turbo
farthest from flange, check extension support (or free end gear cover, if
shaft run out. This should not exceed used) on engine in accordance with
amount shown in Figure 1. If run out is applicable maintenance instruction
exceeded, loosen capscrews and tap publication.
shaft. Then re-tighten and check.
2. Apply new 1/8" gasket, and if
NOTE: After coupling to auxiliary power necessary, partial 1/32" gasket.
take off attachment, shaft should be
rechecked for run out. 3. Apply dowels to oil catcher and
position on engine.
8. Lock-wire cap-screws in pairs
4. Apply lock-washers and capscrews
APPLYING GEAR AND DAM PER and tighten.
(MINUS EXTENSION SHAFT) TO
5. Check clearance between oil catcher
CRANKSHAFT and extension shaft in accordance
with that shown in Figure 1.
When the extension shaft is not
required on certain engine applications, a
NOTE: If clearance exceeds limits,
spacer is substituted. Apply the drive gear,
reposition catcher and apply oversized
spacer and vibration damper to the
dowels to re-reamed dowel holes. New
crankshaft in the following manner:
dowel holes can be drilled at different
locations in catcher as alternate.
1. Assemble vibration damper as
described above.
6. Reconnect oil supply line to catcher, if
2. Lift vibration damper with eyebolt and used.
position it on crankshaft flange. Use
two capscrews, diametrically opposite 7. Reconnect auxiliary power take-off
each other, to press damper on to attachments in accordance with
2004 7
applicable maintenance instruction 4. Position oil catcher to obtain proper
publications. clearance between oil catcher and
extension shaft.
IF NEW CATCHER IS TO BE 5. Tighten capscrews.
APPLIED 6. Ream dowel holes for No.9 taper
dowels. Be sure chips do not fall
1. Repeat Step 1, above. between oil catcher and extension
shaft:
2. Apply new 1/8" gasket and a 1/32" 7. Apply No. 9 taper dowels.
gasket if necessary.
8. Repeat Steps 6 and 7 in application of
3. Bolt oil catcher in place. same oil catcher, above.
2004 8
CYLINDER BLOCK
DESCRIPTION 2. Remove two block to base dowels
located at each end on right side of
The cylinder block, constructed engine.
from steel weldments, houses and
supports the major components of the 3. Working through openings in base,
engine: crankshaft and main bearings, remove capscrews and lock-washers
camshaft, pushrods and lifters, connecting between base and block.
rods and pistons, cylinder liners, cylinder
heads, crankcase exhauster, fuel pump 4. Apply lifting hooks to eyebolt at power
cross heads and levers, and governor. It take-off end and lifting plate bolted to
also provides mounting surfaces for the free end and lift block from base.
turbo-supercharger support, exhaust
manifold, air intake elbows, water elbows
5. If main bearing bores are to be
and generator.
inspected, remove crankshaft in
accordance with maintenance
A replaceable liner sleeve is fitted
instruction publication on "Crankshaft".
into the lower liner bore of the cylinder
block. It provides a wear surface for the
lower fit of the liner. On salvaged blocks, a NOTE: If equipment is available, mount
replaceable upper liner sleeve, with an "O" block on turning plates.
ring (the same type used in the upper
portion of the cylinder liner itself), is also
REMOVAL OF CYLINDER LINER
fitted into the re-bored upper liner bore.
Dimensions of the liner bore, without the SLEEVE
upper sleeves, are shown in Figure1.
When the inside diameter of the
The crankshaft main bearing saddles, sleeve exceeds and maximum, the sleeve
camshaft bearing supports, and the air should be replaced (shown in Figure 1).
intake manifold are integral parts of the
block. Removal of the sleeve requires the
use of a liner sleeve tool specially
Cooling water, circulated by the constructed for this work (see "Tool list").
water pump, flows through the oil cooler, This tool consists of a press and puller
into a passage in the cylinder block. There assembly, and hydraulic jack assembly
it circulates around the cylinder liners. (see Figure 2).
Water from the block is conducted to the
cylinder heads by water jumpers. (See 1. Remove cylinder liner in accordance
with maintenance instructions on
"Cooling Water System General Data").
"Cylinder liner".
DISASSEMBL Y
2. Using Fig. 2 as guide set upper
REMOVAL OF CYLINDER BLOCK jacking plate (5) with adapter (7) in
upper bore of cylinder block (19).
1. Referring to applicable maintenance
instructions, drain engine and strip 3. Set hydraulic ram (9) with nose piece
block of all attaching parts, preparatory (8) in upper recess of upper jacking
to its removal from engine base. plate.
2005 1
FIGURE 1
LINER BORE  WITH SLEEVE
4. Apply jacking studs (16) with center

nuts (15) applied, through stud holes NOTE: Top and bottom jacking stud nuts
in upper jacking plate. must have full thread engagement.
5. Apply strong back (14) over jacking 8. Connect hydraulic pump slowly,
studs, properly, positioning strong- checking that lower jacking plate pilot
back receptacle over nosepiece. properly enters sleeve.
6. Apply top nuts (1) to jacking studs.

9. Operate hydraulic pump until sleeve
7. Working through crankcase door, clears cylinder block bore
apply lower jacking plate (11) over
jacking studs (entering jacking plate
pilot into lower sleeve and applying
bottom jacking stud nut (17).
2005 2
FIGURE 2
LINER SLEEVE TOOL
2005 3
FIGURE 3
CHECKING MAIN BEARING BORES OUT-OF-ROUNDNESS
MAINTENANCE AND INSPECTION MAIN BEARING BORES
With the original main bearing

Clean and inspect the cylinder caps installed and tightened in
block (by Magnaflux process if the accordance the maintenance instruction
equipment is available) for cracks, signs of publication on "Bearings and Caps", check
leaks and other damage; Paying particular the bores for wear and misalignment
attention to the crankshaft, camshaft and against the limits shown in Table 1.
cylinder block liner bores. If leaks in the
block are suspected, it should be hydro- OUT-OF-ROUNDNESS
statically tested. If cracks or any other
serious damage is detected, or if any of Check out-of-roundness at planes
the foregoing checks are not in A, Band C, and D, E and F as shown in
accordance with the limits stated in Table Fig. 3. Bore diameter must not exceed
1 or Figures 1 and 5, the manufacturer limit.
should be contacted regarding a decision
on w hether or not the block can be TAPER
salvaged.
Check vertical taper between
planes A and D (on Figure 3) and taper at
NOTE: Before the block is reinstalled, the 450 from vertical between planes Band F
interior should be painted with red sealer.
and C and E.
2005 4
HORIZONTAL MISALIGNMENT studs must be returned to their original
holes.
Check horizontal misalignment of
any adjacent bores and that of any two If there is damage to the hole
non-adjacent bores as shown in Figure 4; threads, re-tap and use oversize studs. If
using mandrel (see "Tool List"). there is looseness, but no thread damage,
also use oversize studs. Oversize studs
VERTICAL MISALIGNMENT are available in 0.003", 0.005" and 0.007"
oversize (see Applicable Renewal Parts
Check vertical misalignment of any Bulletin). If stud looseness is slight, the
three adjacent bores and any two non- pitch diameter interference may be
adjacent bores with mandrel as shown in restored by copper plating them to a
Figure 4. Limit is measured between maximum radial thickness of 0.003".
highest and lowest bores. No During installation, use white lead
compensation is allowed for out-of- compound or equivalent. Use driving
roundness, taper or difference in diameter. torque at full stud engagement as stated
in Table 1.
CYLINDER LINER BORES LINER
SEAT REASSEMBLY
Liner Seat should be square with APPLICATION OF LINER SLEEVES

cylinder block bore and within allowable
vertical limits, shown in Figures 5 and 6. LOWER LINER SLEEVE
LINER FITS 1. Apply Locktite "A" or equivalent to

cylinder block bore and sleeve O.D.
Liner Fits must be within limits. and set sleeve in bore.
See also "Cylinder Liner" publication.
CAMSHAFT BORE 2. Check relationship of sleeve to counter

bore to ensure that sleeve is entered
The camshaft bores should be squarely (see Figure 3).
checked for cracks. Whenever it is
necessary to remove the bushings; see 3. With lower liner sleeve tool in place,
maintenance instruction publication on set pilot fit of lower jacking plate (11) in
"Camshaft", the bore diameters should be sleeve (18).
checked against the limit shown in Table
1. On installation, the limit in the bushing
should be at a 900 angle to the cylinder 4. Set hydraulic ram (9), with nose piece
block liner bore and should be facing (8) attached, in lower jacking plate
outward. receptacle.
CYLINDER HEAD STUDS 5. Set upper jacking plate (5) with

adapter (7) in upper block bore,
The cylinder head studs should be positioning ram hose piece (8) in
removed only if it is absolutely necessary. upper jacking plate recess.
Any removal and re-application of the
studs will tend to increase their looseness.
However, if removal is required, examine 6. Apply three cylinder head stud sleeves
them and the limits for thread damage. Be (2) and nuts (1) and tighten nuts
sure to mark stud location, since reused evenly.
2005 5
FIGURE 4
CHECKING VERTICAL AND HORIZONTAL MISALIGNMENT OF MAIN
BEARING BORES
7. Connect hydraulic pump to ram (9) at 2. Apply Titeseal 1 to entire face of base.
hydraulic pump connection (10).
Operate pump slowly checking that 3. Lift block and place on base.
ram is correctly positioned in upper 4. Apply and snug up first two base-to-
and lower jacking plates. block capscrews with lock-washers on
each corner of base at power take-off.
8. Operate hydraulic pump until sleeve
seats solidly on lower liner counter- 5. Measure block overhang along entire
bore. During actual sleeve insertion, right side with dial indicator and shift
normal hydraulic pressure required is block side ways until block and base
3,000 to 5,000 psi. faces are within plus or minus 0.005"
6. Shift block forward or backward until
APPLICATION OF BLOCK TO BASE vertical end faces of the block and
base are flush at power take-off end.
Check with dial indicator.
If a cylinder block and base, not
previously mated, are to be joined, the 7. Apply and tighten several of block-to-
following alignment procedure is base capscrews near dowel holes.
necessary: 8. Ream dowel holes with No. 11 reamer
until hold cleans up. Mark reamer as to
1. Clean and file lightly both block and position of fit in dowel hole and 'mike'
base fits. Do not break corners at reamer. Select dowel to fit.
junction of end plate and block and
base fits. 9. Drive dowels with light coat of
lubriplate, white lead or equivalent.
2005 6
FIGURE 5
“V” TYPE OF BLOCK SHOWING LOCATION OF CAMSHAFT BORE AND
CYLINDER LINER SEAT
TABLE 1
CYLINDER BLOCK DATA
BORE CAMSHAFT
BUSHING LIMIT
10. Apply and tighten remaining lock- Diameter-New 4.7500″-4.7515″
washers and capscrews. Condemning Diameter 4.7525″
BORE, CYLINDER LINER (See Figure 1 & 5)
AND SLEEVE
NOTE: When same cylinder block is to be BORE, MAIN BEARING
reapplied to same base, above procedure Diameter-New 9.0355″-9.0370″
applied except that dowels may be driven Diameter-Worn 9.0350″-9.0385″
in existing holes; thereby positioning block Out-of-Roundness (Figure 3) 0.0035″
to base. TAPER (FIGURE 3)
Vertical Plate 0.001″
O
45 from Vertical 0.003″
HORIZONTAL
TOOL LIST MISALIGNMENT
(FIGURE 4)
Item Part No.
Two Adjacent Bores 0.002″
Two Non-adjacent Bores 0.004″
Turning Plate, Free End 15512162
VERTICAL
MISALIGNMENT
Turning Plate, Generator 15512150
(FIGURE 4)
End
Three Adjacent Bores 0.0015″
Two Non-adjacent Bores 0.003″
Lower Sleeve Tool 15512277
TORQUE
Cylinder Head Studs 100-120 ft. lbs.
Upper Sleeve Tool 15512265
(Minimum Lubricated
Driving Torque at Full Stud
Mandrel-Shaft Bores 15511698 Engagement)
2005 7
Governor Drive MI-ENG-081
GOVERNOR DRIVE
There are two models of governor 1. Remove end cover capscrews (4), end
used. Figure 1 illustrates the "Gear Drive" cover (3) and end cover gasket (2).
and Figure 2 illustrates the "Spline Drive".
2. Remove capscrews, bearing retainer
The governor shown in Figure 1 is plates (8) and (10), and bearing
supported by the bearing housing, while retainer shims (9).
the governor shown in Figure 2 is
supported by a separate bearing casing 3. Support governor drive gear, as shown
that fits into the bearing housing. Both in Figure 3, and remove pinion gear
models are mounted on the engine block nut (6).
over the camshaft gear. The governor is
driven by camshaft gear through a 4. Support governor drive gear (11) at
governor drive gear, a pinion gear and rim of housing and press out pinion
shaft and a bevel gear. The camshaft gear gear and shaft (12) and drive gear key
meshes with a governor drive gear (13). Lift out governor drive gear and
mounted on the pinion gear and shaft. The bearing spacer (5).
pinion gear meshes with a bevel gear,
which is pressed on to the vertical drive 5. Press out bearing (7), making sure
shaft. that force is not retained against the
bolts.
Governor action is transmitted to
the individual fuel pump racks through a INSPECTION AND MAINTENANCE
fuel pump control shaft and a system of
control linkages (see "Fuel Pump Control (See Inspection and Maintenance
Shaft" publication). procedure for Spline Drive  Figure 2 and
follow where applicable).
GEAR DRIVE  FIGURE 1
REASSEMBLY
REMOVAL
1. Apply drive gear key (13) at pinion
1. Disconnect linkage and piping to gear and shaft (12) and press on
governor. governor drive (11). See Figure 1 for
proper clearance. Nylon gear must be
2. Remove governor capscrews (16) and heated to boiling water temperature
lift off governor (17). (212 0 F/1000 C) before pressing on
shaft.
3. Remove shims.
2. Press outer ball bearing (7) into
4. Disconnect linkage, remove bearing bearing housing (1). Apply outside and
housing capscrews and lift bearing inside retainer plates (8) and (10) and
housing (1) with drive assembly off bearing retainer shims (9).
engine back.
2005 1
FIGURE 1
GOVERNOR GEAR DRIVE
2005 2
3. With bearing spacer (5) in place, press 9. Install bearing housing onto engine
inner bearing into bearing housing. block so that governor drive meshes
with camshaft gear. Tighten with
4. Press pinion gear and shaft into capscrews.
bearings, supporting outer bearing at
inner race. 10. Check backlash between gears, using
dial indicator while moving engine
5. Apply pinion gear nut (6). Center flywheel with barring device. See
spacer to run true with shaft, tighten Figure 1 for proper backlash
nut as shown in Fig. 3, and apply adjustment. Adjust by adding or
cotter pin. subtracting shims.
INSTALLATION AND ADJUSTMENT 11. Reinstall governor into bearing

housing using correct amount of
1. Using feeler gauges in place of shims shims.
at housing (1), mount governor (17) so
that bevel gear (15) meshes with 12. Mount end cover gasket (2),.end cover
piston gear and shaft (12). Make sure (3) and tighten and cover caps crews
outside edges of gear teeth are (4).
aligned with each other.
13. Reconnect governor linkage and
2. Using dial indicator as shown in Figure piping. (See "Governor Control
4, add or subtract feeler gauge until Linkage" publication)
Proper backlash between gears is
achieved. See Figure 1 proper 14. For fuel pump rack adjustment
backlash tolerances. procedures, see "Fuel Pump Control
Shaft" publication.
3. Substitute Correct amount of Shims for
feeler gauges. SPLINE DRIVE  FIGURE 2
4. Apply governor capscrews (16) and REMOVAL
tighten.
1. Disconnect governor linkage and
5. Recheck backlash. piping.
6. If proper backlash still cannot be 2. Remove capscrews (35) and lift

adjusted by either adding or governor (1) away from bearing casing
subtracting all shims, make further (3).
adjustment with bearing retainer shims
(15) at horizontal drive. Adjustment is 3. Remove drip pan (not illustrated).
made by adding shims to one side of
bearing housing saddle, while 4. Remove bearing casing capscrews
subtracting shims from the other. (33) and lift bearing casing from
bearing housing (7).
7. Following proper backlash adjustment,
remove governor from bearing
housing, retaining correct amount of
shims for re-assembly.
8. Apply shims (0.62 inch nominal

thickness) and gasket (if required) to
engine block.
2005 3
FIGURE 2
GOVERNOR SPLINE DRIVE
2005 4
5. Remove "O" ring (32) from bearing
casing. FIGURE 4
CHECKING BLACKLASH
6. Remove bearing casing shims (5). WITH DIAL INDICATOR
7. Detach bearing housing caps crews
and lift bearing housing from engine
block.
8. Remove bearing housing shims or

gasket (not illustrated).
DISASSEMBLY
HORIZONTAL DRIVE
1. Disconnect end cover capscrews (9),

and remove end cover (10) and gasket
(8).
2. Remove cotter pin piston gear nut (12) 3. Remove pinion gear and shaft (22) by
by supporting pinion gear and shaft driving against threaded end.
(22) at squared cut-out.
4. With pinion gear and shaft out of
NOTE: In models without squared cut-out, bearing housing (7), remove flanged
support governor drive gear (19) as shown washer (18).
in Figure 3.
5. Press off governor drive gear (19),
taking care not to damage gear
FIGURE 3 surface.
SUPPORTING GOVERNOR
DRIVE GEAR FOR 6. Remove recessed washer (21), and
INSTALLING-REMOVING OF key (20) from pinion gear and shaft.
SHAFT NUT
NOTE: In models where metal governor
drive gear is used, flanged and recessed
washers are not needed.
7. Remove lock-wire (11), retainer

capscrews (13), bearing retainer
outside plate (14) and shims (15) from
bearing housing.
8. Remove bearing spacer (17) bearing

inside retainer plate (16) and shims
(15) form bearing housing.
9. Knockout inner and outer ball bearings

(6), taking care not to drive against
balls.
2005 5
NOTE: Four identical sets of ball bearing 8. Supporting vertical shaft, press bevel,
are provided for governor drive assembly. gear (25) onto shaft and apply bevel
gear not (24) and cotter pin (23)
VERTICAL DRIVE
INSTALLATION AND ADJUSTMENT
1. Supporting bevel gear (26) remove
cotter pin (23) and bevel gear nut (24). 1. Install new "O" ring (32) on bearing
casing (31).
2. Press bevel gear of vertical shaft (31) 2. Using feeler gauges in place of
and remove lower spacer (27) and key bearing shims (5), install bearing
(25). casing and vertical drive into bearing
housing (7) so that bevel gear (26)
3. Remove vertical drive shaft from meshes with pinion gear and shaft
bearing casing (3) by driving against (22). Make sure outside edges of gear
threaded end. teeth are aligned with each other.
3. Using dial indicator as shown in Figure

4. Remove dowel (4) and disconnect 4, add or subtract feeler gauges until
coupling (34) from vertical drive shaft proper backlash between gears is
only if necessary. achieved. See Figure 1 for proper
backlash tolerances.
NOTE: In models without squared cut-out
in pinion gear, support governor drive gear 4. Substitute the correct amount of shim
as shown in Figure 3. for feeler gauges.
VERTICAL DRIVE NOTE: Bearing casing shim consists of 15

laminations, 0.002 inch thick.
1. I f previously removed, coupling (34)
and dowel (4) must be replaced on 5. Apply bearing casing capscrews (33)
vertical shaft (31). and tighten.
2. Replace upper snap ring (29) with Tru- 6. Recheck backlash between gears.
arc pliers
7. If proper backlash still cannot be
3. Press lower ball bearing (6) into achieved, either after all shim have
bearing casing (3), bottoming it against either been added or subtracted, make
upper snap ring. further adjustment by adding or
subtracting bearing retainer shims (15)
4. Replace lower (beveled) snap ring in horizontal drive.
(28).
NOTE: bearing retainer shims consist of
5. Press upper ball bearing (6) onto drive ten laminations on each side of the outer
shaft, bottoming it against shaft collar. ball bearing (6) in the horizontal drive-
each lamination is 0.003 inch thick. To
6. Place upper spacer (30) onto lower make adjustment, subtract laminations
bearing and press vertical shaft inner from one side and add to the other.
race of upper bearing against spacer.
8. Apply bearing proper backlash
7. Apply lower spacer (27) and key (25) adjustment between bevel and pinion
to vertical shaft. gears, remove bearing casing,
2005 6
retaining correct amount of shims for 13. Reinstall bearing casing into bearing
re-assembly. housing, using correct number of
shims.
9. Apply bearing housing shims (0.062
inch nominal thickness) and gasket to 14. Install end cover gasket (8) and end
engine block.
cover (10) and tighten with end cover
capscrews (9).
10. Install bearing housing on engine
block so that governor drive gear
meshes with camshaft gear tighten 15. Mount drip pan on bearing casing.
with capscrews.
16. Liberally coat spline end governor
11. Check backlash between camshaft drive shaft (2) with Molykote Type G
gear and governor drive gear with dial grease and mount governor (1) on
indicator and moving flywheel with bearing casing, joining spline end
barring device, See Figure 1 for proper governor shaft with coupling (34).
backlash adjustment. Tighten with capscrews (35).
NOTE: To obtain correct backlash, set
Fuel pump of cylinder nearest camshaft 17. Reconnect governor linkage and
gear at the bottom of it's stroke. This will piping. (See "Governor Control
eliminate camshaft deflection, which Linkage" publication)
would give a false backlash setting.
18. For fuel pump rack adjustment
12. Adjust backlash by adding or procedures, see "Fuel Pump Control
subtracting shims. Shaft" publication.
2005 7
AIR ELBOW
DESCRIPTION 2. Remove the strong-back cap-screw
holding the air inlet elbow and exhaust
Individual air elbows conduct air manifold elbow flange to the cylinder
from the air passage in the cylinder block head.
to the cylinder heads. A gasket, reinforced
by a metal liner around the inside opening 3. Remove capscrews attaching the air
is used between the air elbow and cylinder elbow to the cylinder block.
block, Figure 1. An assemble consisting of
a "Flexitallic" ring as the sealing element 4. Remove air elbow.
and held in place by a steel locating plate,
Figure 2, is used for the elbow to head MAINTENANCE AND ASSEMBLY
application.
1. Remove old gaskets and clean gasket
This type of arrangement not only surface on air inlet elbow, cylinder
ensures a positive seal at the elbow block and cylinder head.
connections but also eliminates the
possibility of the gasket working out of 2. Air inlet elbow to cylinder block metal
place. lined gasket, Figure 1.
REMOVAL a. Wipe gasket with solvent.
1. Remove the nuts and bolts used to b. Apply adhesive to bottom elbow face
attach the air inlet elbow to the and matching side of gasket and let
cylinder head flange. stand until tacky.
c. Apply gasket to bottom of elbow.
FIGURE 1
AIR ELBOW TO CYLINDER FIGURE 2
BLOCK GASKET AIR ELBOW TO CYLINDER
HEAD GASKET ARRANGEMENT
2005 1
NOTE: Do not slide gasket after Capscrew, 1/2", air elbow to block
application. -75 ft. lbs.
3. Air inlet elbow to cylinder head
flexitallic gasket, Figure 2. Capscrew, 5/8", air elbow to
special nut at cylinder head -150 ft. lbs.
Secure locking plate and gasket to
cylinder head using masking tape to hold
parts in position. Capscrew, 7/8", strong-back for air
4. Apply and tighten elbow. Capscrews and exhaust manifold elbows to cylinder
must be tightened alternately, head refer to maintenance instruction
gradually increasing torque to allow "Exhaust Manifold" for torque values.
the elbow to draw up squarely with
both block and head. Final tightening
should be made to the following torque
values.
2005 2
Exhaust Manifold MI-ENG-097
EXHAUST MANIFOLD SINGLE PIPE
DESCRIPTION 2. Place rope sling around the power

take-off end manifold section and take
The single pipe exhaust manifold up slack.
is made entirely of stainless steel tubing
3. Remove elbow to head capscrews and
and bellows joints. It consists of a number
strong-backs.
of identical sections, any single one of
which may be removed or replace by 4. Lift out manifold section.
unbolting the associated parts.
5. Remove one V-band clamp from
turbocharger connections.
No sliding joints are used. Instead,
a bellows connector is placed between 6. Place sling around the turbocharger
each section, which joints a pair of
end manifold section and take up
cylinders. This arrangement eliminates
slack.
wear and galling caused by sliding motion
of the parts. With ABB TPR 61 Turbo- 7. Remove elbow to head capscrews and
exhaust Elbows with tripple entry. strong-backs.
8. Lift out manifold section.

The manifold is not encased in an
insulated box. However, a heat shield is MANIFOLD SECTION
provided.
1. Remove V-band from both ends of
section.
REMOVAL 2. Remove elbow to head capscrews and

strong backs of section.
MANIFOLD BRACE 3. Loosen elbow to head capscrews and

strong backs on adjacent sections as
1. Remove nut (29), lock-washer (28) necessary in order to separate the
and clamp plate (27) male and female connection in the
section to be removed.
2. Remove bolt (23), locating foot (22)
and remainder of brace assembly. NOTE: It may be necessary to remove the
elbow to head capscrews and strong
COMPLETE MANIFOLD backs on the adjacent sections in order to
separate sections sufficiently for removal
1. Remove one V-band clamp between
of the individual section.
cylinders 4 and 5.
2005 1
4. Remove individual section. 9. Apply manifold gasket and V-band
clamp between the turbocharger end
INSTALLATION manifold section and the power take-
off end manifold section.
COMPLETE MANIFOLD
10. Check cylinder head exhaust gaskets
1. Check cylinder head alignment with a and exhaust manifold elbow bolting
straight edge, realigning any mis- flanges of cylinders 7R, 7L and 8R, 8L
aligned heads. for proper alignment.
2. Remove the V-band clamps from both 11. Align bolt holes and apply capscrews,
ends of the turbocharger and lock-washers, special nuts and strong-
manifolds section. backs.
3. Apply gaskets to the ends of the NOTE: When applying the manifold, coat
manifold elbow pipes using either all capscrews with anti -seizing compound
gasket cement or scotch tape to hold to DLW Part No. 84980047.
them in place.
Manifold to cylinder head bolting
4. Loosen All V-band clamps just enough must pull flanges down evenly and be
to permit each individual section of the torqued at final tightening to values
manifold to be rotated slightly if specified.
necessary.
5. Using a suitable rope sling Torque the exhaust manifold to

arrangement, first lift the turbocharger cylinder head capscrews to 60 ft. pounds
end manifold section into place on the torque and the strong-back o t cylinder
engine and then the power take-off head capscrews to 120 ft. pounds torque.
end manifold section.
12. Center manifold elbows between the
6. To ensure proper alignment between cylinder heads by rotating the
the exhaust manifold and the individual sections if necessary.
turbocharger, adjust shims between
the turbocharger and the turbocharger 13. Torque V-band clamps to 12.5 ft.
support so that turbocharger connector pounds.
flange is located approximately 1/16"
above the flange of exhaust manifold 14. Make certain that the turbocharger
spacer. gasket is in place between the
turbocharger connector and the gas
7. Loosen capscrews, which fasten the inlet casing bolting flange. Tighten
connector to the turbocharger main connector caps crews to 60 ft. pounds
casing sufficiently to obtain torque.
approximately 1/2" between the
connecting reinforcing ring and the gas 15. Check cylinder head exhausts and
inlet casing bolting flange. This will
exhaust manifold bolting flanges of
facilitate application of the manifold.
remaining cylinders for proper
alignment.
8. Apply manifold gasket and V-band
between the turbocharger connector
end manifold spacer. 16. Starting with cylinders 6R and 6L
follow steps 10 and 11, continue these
procedures with cylinders 5,4,3,2 and 1.
2005 2
MANIFOLD SECTION 5. Torque to 60ft. lbs.
1. Apply manifold section gaskets. 6. V-band Clamp.
2. Apply gaskets to the ends of the el bow 7. Manifold Gasket.

pipes using either cement or Scotch
tape to hold them in place. 8. Connector.
3. Place individual section in position in 9. Exhaust Manifold Flange.

the exhaust manifold and center the
elbows between the heads by rotating
10. Air Elbow.
the section if necessary.
4. Apply V-band clamps and tighten to 11. Torque to120 ft. lbs.
12.5 ft. pounds torque.
12. Strong-back.
5. Align bolt holes and apply cap-screws
lock-washers, special nuts and strong- 13. Cylinder Head.
back. Coat all cap-screws with anti-
seizing compound to DLW Part No. 14. Cylinder Head Gasket.
84980047
15. Special Nut.
MANIFOLD BRACE
16. Torque to 12.5 ft. lbs.
1. Loosen adjusting and lock-nuts (9).
17. Exhaust Manifold.
2. Position stop cup (20) against manifold
with bottom of spring (21) against 18. Cotter Pin.
lifting lug (26).
19. Stop Rod.
3. Replace clamp plate (27), locating foot
(22) and lock-washer on bolt (23) and
tighten with nut (29). 20. Stop Cup.
4. Tighten adjusting nut on "A" side by 21. Spring.

hand (without wrench).
22. Locating Foot.
5. Tighten adjusting nut on "B" side with
wrench. 23. Bolt.
6. Tighten lock-nuts on both sides with
wrench. 24. Spirol Pin.
REFER TO FIG. 1 25. Adjusting and Lock-nuts.
1. Reinforcing ring. 26. Lifting Lug.
2. Turbo-charger Gasket. 27. Clamp Plate.
3. Coat Threads with Anti Seizing 28. Lock-washer.

Compound.
29. Nut.
4. Capscrew.
2005 3
FIGURE 2
SINGLE PIPE EXHAUST MANIFOLD
2005 4
LINKAGE, GOVERNOR CONTROL

DESCRIPTION ASSEMBLY OF CONTROL
LINKAGES
The governor is located on the
right hand side of power take-off
(generator) end of the engine. The PG PREASSEMBLY OF TORSION OVER
type governors are gear-driven from the TRAVEL SPRING MECHANISM
engine camshaft. (PG GOVERNORS FIGURE 1)
Governor action is transmitted to The governor drive housing (27)

the individual fuel pump racks through a must be assembled to the end cover (26)
fuel pump control shaft and a system of in order to support the spring mechanism.
control linkages. A lever connects the (Refer to MI-ENG- 08 "Drive, Governor")
governor power piston (PG type), to a pre-
loaded torsion spring. This spring
transmits torque to a shaft that is 1. Assemble two spring levers (6 and 10)
connected to the fuel pump control shaft torsion spring (9) spring tube (8) and
through two levers and an adjustable link. spacer (5) if used.
This over-travel mechanism is needed to
allow the engine over-speed device to NOTE: In some applications of PG
return the racks to "Off," even though the governors, Figure 1, the spacer may be at
governor may remain at full fuel. the opposite end of the mechanism and
shaft may be extended to drive an
PERIODIC INSPECTION auxillary device, such as, an over-speed
governor etc.
Refer to "Guide Inspection,
Maintenance and Lubrication" suggested 2. Place the fulcrum shaft (3) through
inspection and lubrication schedules. spring assembly and into its baring on
the governor drive housing.
1. Check uniformity of rack setting.
3. Install end cover (26) and gasket (21)
2. Disconnect governor linkage and to governor drive housing. Line up
check for freedom of movement of all fulcrum shaft with bearing support in
racks, linkages and control shafts. end cover.
3. Check all linkage for lost motion, clevis 4. Install pin (7) through governor line
pin nuts should be securely tightened spring lever (6) and into fulcrum shaft,
against shoulders and cottered. spring lever shaft be free to move.
4. Check torsion spring shaft and bearing PRE-LOADING TORSION SPRING

assembly for wear, replace as
necessary.
1. Install and clamp fulcrum fever (15) to
shaft. Do not pin.
5. Check control shaft bearings for wear.
2004 1
FIGURE 1
TYPICAL PG GOVERNOR CONTROL LINKAGE
2004 2
2. Place drift pin through governor spring ASSEMBLY ON MECHANISM ON
lever (6) and rotate assembly against ENGINE
support. Using square jaw monkey
wrench, rotate spring lever (10) in 1. Install governor support (27) or drive
relation to shaft approximately 1/2 turn housing assembly to engine. Install
and clamp in place temporarily. gasket (29) and shim (28) if required.
On PG governors, backlash of drive
gears must be established, (see MI-
ENG-081, "Drive Governor").
FIGURE 2
2. Install governor link (13) with special
TORQUE WRENCH ADAPTING
pins, nuts and needle bearing. Do not
TOOL leave nuts loose, tighten securely
against shoulder on pin, then install
cotter pin.
3. Assemble vertical link (20), two yokes

and lock nuts (19) Adjust nominal
length to:
PG Governors 12-3/4 in.
These dimensions will bring the

levers at each end of the link
approximately parallel and provide
3. Bolt torquing toll Figure 2, to fulcrum maximum differential between shut down
lever such that the hex nut, is in line and full fuel position, Subsequent
with end of fulcrum shaft. adjustment may be needed, See,
"Adjusting Fuel Pump Control Linkage"
An alternate, although less below.
accurate method should be to use a
square jaw wrench and a "fish" scale. 4. Install adjustable link between fulcrum
lever (15) and fuel control shaft (23)
with special pins as in step 2.
4. Using a torque wrench (inch pound
scale) on adaptor tool installed in step NOTE: The fuel control shaft arm is keyed
2, check torque required just to begin to control shaft; therefore, no adjustment
to rotate shaft in governor spring lever, in linkage is possible at this point. Tighten
as evidenced by movement of pin (7),
arm securely to shaft.
in slot. Torque should be 109 inch
pounds.
ADJUSTMENT FUEL PUMP
CONTROL LINKAGE
If torque is incorrect, readjust
governor spring lever and recheck torque. If the governor is replaced, or if the
Repeat procedure until correct torque is shims under the governor and or the
obtained. gasket between housing and block are
changed, or if any of the component parts
5. Check that specified end play (see of the control linkage are renewed, it will
Figure 1) is established. Drill and pin be necessary to adjust the control system
governor spring lever to fulcrum shaft. as follows:
2004 3
1. Equalize pump rack readings. See 2. Secure the control shaft so it cannot
below. move during adjustment of other
pumps.
2. Set governor to full position:
3. Adjust all pumps so that they
NOTE: On some 16 cylinder engine a rack correspond exactly to pump set in step
acceleration device is installed. 1.
Disconnect mechanism to permit racks to
move to full fuel.
CAUTION: Before altering pump
PG GOVERNOR eccentrics, be sure 1/4-20 Allen head
screw in linkage clevis is tightened
Using power piston jack, position enough to securely clamp ball between
piston to specified full load gap. arms of clevis. Failure to do this will result
in lost motion between racks and linkage.
3. Using upper lever on torsion shaft},
rotate lever until specified full rack (a) Loosen cap-screw locking pump lever
travel is obtained clamp lever to to eccentric in spring lever.
torsion shaft. Do not pin at this time.
4. Allow governor to return to shut down (b) Turn eccentric pin with wrench to
position, and check position of fuel either increase or decrease rack
pump racks. If racks are at less than position.
zero, length of vertical link must be
reduced below nominal value and (c) Tighten locking screw.
steps 2 must repeated. When proper
full and shut down fuel rack travels are 4. Release control shaft after all pumps
obtained, pin lever to torsion shaft.
are adjusted.
5. Final adjustments, if needed may be
made with vertical link (20) at engine ADJUSTMENT OF RACK STOP (If
test. Used)
EQUALIZING FUEL PUMP
On some governor applications a
SETTINGS
maximum fuel rack stop device is applied.
If so, the stop screw should be adjusted to
1. At pump nearest to governor, set fuel
pump rack eccentric adjustment at just contact the fuel control shaft arm (23)
1 mm beyond full fuel (PG governors).
approximately its mid position.
2004 4
Fuel Injection Equipment MI -ENG-243
FUEL INJECTION EQUIPMENT

INSTALLATION, MAINTENANCE AND RECONDITIONING
FOR
DLW BUILT LOCOMOTIVES
2005 1
MI-ENG-210
GE TWIN DISCHARGE TURBOCHARGER

MODEL NO. 7S1716
REFER OEM
MAINTENANCE INSTRUCTION MANUAL GEK 80231

FOR
MAINTENANCE & RENEWAL PARTS
2005
Fuel Injection Pump MI -ENG-243
REFER OEM MANUAL
FIGURE 1
FUEL INJECTION PUMP
2005 1
Fuel Injection Pump MI -ENG-243
2005 2
Fuel Injection Equipment MI-ENG-243
SNUBBER VALVE
FUNCTION
A snubber valve assembly is fitted on

the fuel injection pump at the top of the
delivery valve holder using a tubing union
sleeve and nut.
It is basically a check valve which

restricts fuel flow in the reverse direction
through a small orifice. Its function is to
dampen shock waves traveling through the
high pressure line resulting from sudden
closure of the delivery valve and the nozzle
valve.
INSPECTION AND REPLACEMENT OF

SNUBBER VALVE
• Visually inspect for cracks.
• Check for free movement of disc by

shaking.
• Examine the disc to see that it is not

broken (by holding snubber valve SNUBBER VALVE
assembly near a light source and
looking through the snubber valve DLW Part No. 10050541
bore). Note that the orifice in the disc is
considerably smaller than the bore in
the snubber valve.
The snubber valve should be replaced if

male and female cones are damaged/worn out
and/or the valve disc is found broken.
Replace complete assembly as individual

parts are not marked.
2005
Engine Governor MI-ENG-248
PGEV GOVERNOR
(REFER OEM MANUAL)
2005 1
LUBRICATING OIL SYSTEM MI-LOS-003
STRAINER, LUBRICATION OIL
DESCRIPTION 2. Remove shell cover and lift out

strainer cage assembly
The lube oil strainer is of the
basket type with oil entering the strainer at 3. Unscrew wing nut on strainer cage
the bottom shell connection, the oil flows and remove cover.
up through a hollow tube and flows over
the top into the space between the tube 4. Lift strainer basket free from strainer
and strainer screen. The oil then passes tube, and bottom cover assembly.
through the fine mesh screen and out of
the strainer shell. The strainer screen is CLEANING
"star shaped" to provide maximum
straining area. The strainer cage assembly should
be thoroughly cleaned before inspection.
DISASSEMBLY The following two cleaning compounds
are recommended.
1. Before removing strainer cage
assembly, drain the strainer by TURCO MULSIREX
opening the drain valve between
Nos.1 and 2 base doors on the left Mix one (1) part of mulsirex with
side of the engine. eight (8) parts of distillate (kerosene or
solvent) in a cold immersion tank. Agitate
with air for 20 to 30 minutes, remove,
FIGURE 1 drain and immerse in a tank of clean
LUBRICATING OIL STRAINER distillate.
Carefully rinse with a spray of air

and kerosene making sure this operation
is not performed at close range as high
pressure rinsing may result in damage to
the wire mesh screening in the strainer.
OAKITE COMPOSITION NO. 9
Mix one (1) part of oakite 9 with

four (4) parts kerosene in a cold
immersion tank. Allow strainer to soak for
30 minutes, remove and carefully rinse
with a spray of air and kerosene. The
rinsing operation should not be performed
at close range as high pressure rinsing
may result in damage to the wire mesh
screening in the strainer.
1. Examine the strainer screen, shock

springs and inlet seat for breaks or
leaks.
2005 1
2. Thoroughly clean both inside and 4. Carefully lower cage assembly into
outside of strainer shell. strainer shell making sure it engages
properly with inlet connection.
REASSEMBLY
1. Supply new gasket to bottom cover.
2. Apply strainer basket over tube and 5. Apply shell cover gasket and cover
engage in bottom cover. with springs. Snug down cover evenly
with wrench. Gaskets on strainer unit
3. Insert new gasket in upper cage cover must be replaced with new ones after
and apply cover to cage. Tighten wing each cleaning.
nut securely.
FIGURE 2
LUBRICATING OIL STRAINER
ASSEMBLY
1. Capscrew, Housing Cover
2. Cover, Housing
3. Gasket, Housing Cover
4. Spring, Housing Cover
5. Gasket, Element Assembly

Cover
6. Tee Bolt and Spring
7. Element, Tube and Spool
8. Element, Strainer
9. Gasket, Bottom Cover
10. Drain, Strainer
11. Housing Strainer Seamless

Tube 7½″ OD ×1/8″ WT
12. Cover, Element Assembly
13. Nut, Wing
2005 2
LUBRICATING OIL SYSTEM MI -LOS-009
LUBRICATING OIL SPECIFICATIONS
(RECOMMENDED LUBRICANTS FOR USE IN DIESEL LOCOMOTIVES )
The bulletin recommends diesel engine covered condition. Use of dirty hands in
oil presently in use. handling lubricants should be avoided.
Brand names of various industrial IMPORTANT

lubricants (other than engine oil and
greases) listed herein are in lieu with Following points should also be kept in
International Organisation for the mind:
Standardisation (ISO) classification. The 1. Although different brands of lubricants
ISO viscosity grade number designates marketed by different oil companies
the mid point of kinematic viscosity range may have been recommended for the
in C s at 40°C. same application, these are not
necessarily compatible with each
A key to ISO viscosity grade numbers other.
and their viscosity limits is given for 2. At the time of change over from one
guidance. brand of lubricant to another, the
lubricated parts should be thoroughly
ISO Viscosity Kinematic Viscosity @ cleaned and the system flushed before
Grade 40°C charging the new brand.
ISO VG Min. Max. 3. Before using any branded lubricant, it
2 1.98 2.42 must be ensured that the specific
3 2.88 3.52 brand meets the specification
5 4.14 5.06 requirement. For this purpose, test for
7 6.12 7.48 physico-chemical properties must be
10 9.00 11.00 carried out for identification of the
15 13.50 16.50 product.
22 19.80 24.20 4. In case recommended lubricants are
32 28.80 35.20 not available, matter should be
46 41.40 50.60 reffered to RDSO (Motive Power
68 61.20 74.80 Directorate) for suitable advice.
100 90 110
150 135 165 Lubricating oil used in all engines
220 198 242 should be changed semi -annually or more
320 288 352 often if indicated by laboratory analysis.
460 414 506
680 612 748 Lubricating oil used in new or
100 900 1100 rebuilt engines should be changed after the
1500 1350 1650 first three months of service to remove
break-in wear products as well as to remove
HANDLING OF LUBRICANTS any foreign material that may have entered
the system.
Handling of lubricants must be done
carefully. It should be ensured that no two
lubricants are handled in the same service
container, even though these lubricants
may appear to be similar. Lubricants
container should also be kept under
2005 1
LUBRICATING OIL
Sl. Application IOC BPC HPC
No.
1. Governor Linkage
2. Fuel Injection Pump Rack
3. Electrical Control
Equipment
4. Reversal Air Cylinder
5. Braking Switch Cam Roller
6. Electro-pneumatic Servoprime 57 Turbinol 78 Turbinol 77
Equipment Piston
7. Governor (Woodward or
G.E.)
8. Traction Motor Suspension
Bearing
9. Centre Plate*
10. Loading Pad
11. Compressor Servo 150  
12. Traction Generator
Gear/Case
13. Radiator Fan Gear Unit Engine Oil Engine Oil Engine Oil
14. Oil Bath Air Intake Filters Engine Oil Engine Oil Engine Oil
15. Oil Bath Comp. Air Filter
16. Oil Bath Vac. Air Filters Servo Prime 57 Turbinol 78 Turbinol 77
Note: * For centre plate Molykote “A” grease an also be used.
17. Diesel Engine Crankcase SERVO RR-407 BP RR 940 HP-RR -613
in Areas with Sulphur in
fuel up to 0.5%
18. Diesel Engine Crankcase SERVO RR-408  -D O-
in Areas with Sulphur in
fuel above 0.5% up to
1.0%
19. Calibrating Oil for Fuel Servo Calib-5  
Injection Pump
20. Radiator Fan Drive- Servogem-3  Lithon 3
Splines and Universal
21. Traction Motor Gear Case Servocoat 170T  
22. Slack Adjuster Servogem-3 Bharat MP Lithon 3
Greease-3
23. Coupling between Engine Servocoat 170T  
and Expressor
24. Traction Motor Blower 
Bearing
25. Electrical Control 
Equipment, Gear
Segments and Cams
26. Crankcase Exhauster 
Motor Bearings
27. Fuel Booster Pump Motor Servogem-3  Lithon 3
Bearing
2005 2
28. Auxiliary Generator, 
Commutator End Bearing
(only WDM2 Locos)
29. Exciter Generator Slip-end 
Bearing (only WDS2
Locos)
30. Exciter Auxiliary Generator 
31. Braking Resistance Blower 
Motor Bearing
32. Axle Generator Bearing 
33. Radiator Fan Clutch Servogem-3  Lithon 3
34. Engine Governor Needle- 
Bearing (G.E. Governor
only)
35. Traction Generator 
Bearing of YDM4 and
YDM4 A Locos, WDM6 &
WDS6
36. Traction Motor Armature 
Bearing of all GE Make
Locos
37. Traction Motor Armature Servogem-3  Lithon 3
Bearing (Non-sealed
Type) BHEL Make
38. Traction Motor Armature  Lithon 3
Bearing (Sealed type)
BHEL Make
39. Traction Motor Armature  Lithon 3
AEI/GEC Make
40. Traction Motor Armature Servogem-3  Lithon 3
Bearing BHEL Make
41. Traction Motor Armature Lithon 3
Bearing GE Make
42. Axle Roller Bearing Servogem-3  Lithon 3
(Timken QUAD & SC
Types, SKF and NEI)
43. Impigment Type Car Body, *Servoneum  NU-Matic 220
Filter 181
Brake Equipment “O” No.2 Silione  NU-Matic 220
Rings Grease
Spool Valve Powdered 
Graphite or
Molybdenum
Disulphate
Packing Ring and Port Servo Prime 57  Turbinol 77
Gasket of Brake Valve and
Control Valve
Camand Cam Dog Graphite Graphite Graphite Grease
Surface in Brake Valve Grease Grease
and Control Valve
Cylinder Piston Servogem-3 Bharat MP Lithon 3
Grease
2005 3
RELIEF AND REGULATING VALVE

Refer Figure 1
The purpose of pressure relief and
pressure regulating valves is to protect 1. Remove two capscrews (3) and lock-
various components and regulate oil washers (4) from base for valve spring
pressure within the lubricating oil system. housing (1).
2. Back off nuts (12) on two studs (13) to
On many units, the pressure relief relieve valve spring tension. Remove
valve and the pressure regulating valves nuts (12) and lift spring housing (1)
are the same type of the valve but with from valve body.
different bodies and/or pressure setting.
3. Remove main stem (2), spring (15),
bottom spring plate (14), spacer (11)
OPERATION and shims (10).
The inner valve is an inverted cup, 4. Remove valve cup (8) and thrust ball
which slides over a stationary piston. (9).
Lifting of the inner valve is opposed by a
long spring, which is designed to give a 5. 5. Unscrew stationary valve and seat
constant regulation over full capacity bushing (7) from pump housing.
range as possible. Inlet pressure is
transmitted to the underside of the cup INSPECTION AND MAINTENANCE
disc through a small hole in the center of
the piston. 1. Thoroughly clean and inspect the
surface of all parts.
As the inner valve lifts, oil escapes 2. If the inner surface of the valve cup or
through the opening between the cup lip the stationary valve has been scored
and the seat bushing. Venturi effect of if the valve seat has been damaged,
(lowered pressure at the small opening lap the parts together with powdered
area caused by high velocity flow) is held emery and oil.
to a minimum by the narrow seating lip on
the cup. Because this venturi effect is not
REASSEMBLY
transmitted to the underside of the cup
Refer Figure 1
disc, the effective diameter of the inner
valve opposing the spring force remains
1. Screw stationary valve and seat
constant. Only the true effective pressure
in the centre of the inlet line is transmitted bushing (7) into valve body.
to the cup chamber.
2. Insert thrust ball (9) in valve cup (8)
and place cup on stationary valve (7),
The velocity of oil flow through the diametral clearance between cup and
inner valve, as it lifts, creates are valve is 0.0015- 0.0035 in.
increased pressure in the cup chamber to
compensate for the changing spring force 3. Set adjusting shims (10), spacer (11)
as the spring is compressed. and bottom spring plate (14) on main
stem (2). Place stem in valve cup.
2005 1
EXAMPLE: The pressure setting of the REGULATOR VALVE
valve is stamped at the top of the valve
spring housing. A valve having a pressure 1. Spring Housing
2. Main Stem
setting of 105-110 psi requires one 11/16"
spacer plus shim(s) necessary to obtain a 3. Cap-screw
measurement of 7/8" at "A", Figure 1. 4. Lock-washer
5. Gasket
4. Apply spring (15) to main stem (2), 6. Pump Housing
making sure that spring properly 7. Stationary Valve and Seat Bushing
engages bottom spring plate. 8. Valve Cup
9. Thrust Ball
5. Install a new gasket (5) and set spring 10. Shims
housing (1) on valve body. Diametral 11. Spacer
clearance between spring housing and 12. Nut, Lockwasher
valve base in pump is 0.003-0.007 in. 13. Stud
14. Spring Plate
15. Spring
FIGURE 1
PRESSURE RELIEF OR PRESSURE NOTE: Because of various body styles, which
REGULATOR VALVE may be used with this valve, the housing
portion has been omitted in this illustration.
6. Apply lock-washers and nuts (12) to

studs (13). Tighten until capscrews (3)
can be applied. Apply lock-washers (4)
and capscrews (3).
7. Complete tightening of nuts and
capscrews, drawing the valve spring
housing down to the surface of the
pump housing evenly
2005 2
FILTER LUBRICATING OIL

DESCRIPTION Thoroughly clean the interior of the
filter tank and wipe dry with clean rags. Be
The filter tank contains multiple sure all rags are removed after completion
elements. Each filter element may consist of the cleaning.
of a metal cage with a paper filter with no
cage and a baffle, Figure 1. Contained in REASSEMBLY
the filter sock are 6-1/2 pounds of long
strand cotton waste. 1. Apply the filter assemblies to locate
the tank and locate the bottom hole of
Tw o drain valves are provided in the assembly carefully over the stand
the filter tank as well as a vent line to pipe. The hairpin bends on the
eliminate any formation of air pockets. partition plate will guide the filter into
place.
REMOVAL
It is not usually necessary to FIGURE 1

remove the filter tank from the locomotive. FILTER
There is sufficient headroom to service it
in position. However, if it should become
necessary to remove, drain the tank,
disconnect piping and remove tank-
mounting bolts.
DISASSEMBLY
1. With the engine shutdown, open the

upper filter drain valve and disconnect
the vent line to drain as much oil as
possible before moving the cover and
guide plate.
2. Loosen the four cover-nuts and lift

filter cover.
3. Remove the guide plate.
4. Lift filter assemblies from the tank.
Where the filter cage is used, open

each by unscrewing the cagewing nut and
removing the cover. Remove the used
sock type cartridge, clean the cage and
apply a new sock.
On cage less filters, simply remove

the element and discard.
2005 1
2. Replace the guide plate and tighten 4. Add clean engine oil to the tank to
down the wing nut. Where more than replace the oil loss in filter change.
one wing nut is used tighten the nuts 5. Clean and inspect the "O" ring rubber
evenly. cover gasket and place in top flange
groove. Change if required.
3. Close drain-valve and connect vent
line. 6. Lower cover and tighten nuts.
2005 2
LUBE OIL COOLER (PLATE TYPE)
1. All new 16 Cylinder and 12 These PTLCOs conform to DLW drg. No.
Cylinder locomotives are fitted with TPL-8515. Relevant Instructions manuals
plate type lube oil coolers of the manufacturers should be referred
(PTLCOs). These PTLCOs are of for maintenance details.
tw o types:
Make Model No. 1. All older 16 Cylinder and 12
Alfa Laval P2FLT Cylinder engine location are fitted
Dower India GX-18 with shell and tube type Lube Oil
Cooler.
2005 1
Guiding Bar
Keeps the channel
plates in line a their
lower end
Pressure Plate
Moveable steel plates. In some
cases pipes may be connected to
Channel Plates the pressure plate.
Heat is transfered from
one medium to the other
through the thin channel
plates.
The number of plates

determines the total heat
transfer surface.
Protective sheets
supplied on request
2005 2
The A-plate is a The B-plate is a plate

plate hanging with hanging with the chevron
the Chevron pointing pointing upwards
downwards
2005 3
2005 4
2005 5
When all air is expelled, close the vent
Repeat steps 1-6 for the second media
2005 6
Always consult your local Alfa Laval

Representative for advice on
• new plate pack dimensions if you intend
to change number of plates
• selection of gasket material if operating
temperatures and pressures are
permanently changed or if another
medium is to be precessed etne PHE
2005 7
2005 8
2005 9
2005 10
2005 11
2005 12
Step Bolt No. To dimesions

1 1 – 2 or 3 – 4 1, 10 A
2 1–2–3–4 A
2005 13
SYSTEM, LUBRICATING OIL – GENERAL DATA

pump lifters and camshaft gears. The
DESCRIPTION
pump drives, at the free end, are provided
All locomotives with the Model 251 with lubricating oil by a spray nozzle.
diesel engine have a series system with The oil supplied to the main
lifter by-pass protection, Figure 1. bearings flows through passages in the
The system consists of the crankshaft to the connecting rod bearings.
following: circulating pump, regulating The oil passes through the rifle drilled
valves, filter assembly, heat exchanger connecting rods to hollow full floating
(cooler), strainer and associated piping. piston pins, the oil then flows from the pin
through passages in the piston to cool the
The lubricating oil pump, mounted piston crown. The oil eventually
on the free end of the engine, draws the discharges from a hole inside the skirt to
lubricating oil from the engine sump and the piston to the engine sump.
discharges it into the system. A relief
valve at the discharge side of the pump A small line leads before the main
protects the pump from high pressure and header to the pressure gauge and the low
controls the discharge pressure at 135- oil pressure switch.
140 psi by-passing a portion of the oil FILLING AND DRAINING
back to the sump. The remainder of the oil
flows on through the filter, which is TO ADD MAKE-UP OIL
equipped with a differential pressure by-
Remove one of the base doors
pass valve to hold a relatively constant
pressure across the filter. and add oil directly to the sump.
From the filter the oil flows on WARNING: Never remove the base
through the cooler, or heat exchanger; doors while the engine is in operation.
next, through the lubricating oil strainer
and then into the main lubricating oil If the filter elements are changed,
header of the engine to provide pressure add approximately 30 gallons of lube oil to
lubrication to the bearing surfaces. A the filter on locomotives using a 12
pressure regulating valve, located at the cylinder engine and approximately 50
cooler discharge and set at 105-110 psi, gallons to the filter on locomotives using a
regulates the oil flow through the cooler 16 cylinder engine to saturate the
and the lube oil pressure in the system. elements.
Lubricating oil is delivered to the TO DRAIN THE SYSTEM

main lubricating oil header in the engine at
pressures ranging from 40 psi to 60 psi. 1. Open the two filter drain valves.
The delivery pressure is a function of the 2. Remove the pipe plug from the
lube oil temperature, engine rpm and external drain pipe and drain plug in
setting of the regulating valves. The the base.
normal operating pressure at full engine
output will be approximately 105-110 psi. At the time of an oil change, if
The lube oil is distributed from the main necessary, the base screens should be
header to the main bearings. Two branch removed and the base washed out and
lines leading from the main header supply wiped thoroughly with clean rags.
lubricating oil to the turbo-supercharger A dipstick gauge is provided for
and camshaft bearings. Two secondary lube oil level checks. The oil level should
headers supply oil to each bank of be maintained between the high and low
cylinder head valve mechanisms, fuel marks, preferably at the high, with the
2005 1
locomotive on a level track, the engine through the system for at least one
idling and the crankcase exhauster shut hour (flushing time will be determined
off. by the quantity of water in the oil).
PRE CIRCULATION OF OIL Rotate the engine crankshaft manually
After every major engine overhaul several revolutions during this period
the lubricating oil should be pre circulated of time.
through the system (after application of 5. Drain and discard oil from the
break-in filters to the main bearings, crankcase sump and renew filter
camshafts and turbo-supercharger) for cartridges:
four reasons: first to check visually 6. Refill crankcase with clean acceptable
lubricating oil discharge points to assure lube oil, again flush the system,
that the oils reaching all bearing surfaces; rotating the engine crankshaft
second, to provide sufficient oil to the periodically during the period of time.
bearing surfaces during the engine Take an oil sample and check for
starting period while the lubricating oil water in the oil. If the sample shows
pump is building up pressure; third, the oil is free from water, drain the
passing the oil through the strainer, filter flushing oil.
and break-in filters before the engine is Should the oil sample show water
started will give assurance against in the lube oil, continue changing filter
possible damage to the bearing surfaces socks and flushing system until the oil
caused by foreign material in the lube oil; sample is clear. Drain oil, apply
fourth, to provide an opportunity of crankcase sump plug and disconnect
checking the system for serious leaks. portable pump. Apply strainer and new
To pre circulate the lubricating oil, filter socks. Close filter-drain valves.
fill the engine crankcase with DLW 7. Fill crankcase with clean acceptable
acceptable lube oil and connect the lube oil and apply crankcase covers".
suction side of a portable oil pump to the FOREIGN MATERIAL
drain of the crankcase oil sump. Connect
the discharge of the portable pump to the In order to clean the system after
priming connection between the engine the installation of a rebuilt engine and the
pump discharge and the filter. reapplication of the lube oil piping and
system parts:
FLUSHING THE LUBE SYSTEM
1. Apply new filter socks and clean
WATER DILUTION strainer. Close filter drain valves.
In order to clear the lube oil system
2. Remove crankcase sump drain plug
of water contamination.
and connect the suction of a portable
1. Open drain valves at filter tank and lube oil pump, with a magnetic trap to
remove crankcase sump drain plug: the drain pipe of the crankcase.
Remove filter socks and strainer. After Connect the discharge of the portable
system is drained close filter drain pump to the priming connection
valve. between the engine pump discharge
2. Connect the suction of a portable lube and the filter.
oil pump to the drain of the crankcase
lube oil sump. Connect the discharge 3. Remove the main bearing lube oil
of the portable pump to the priming pipes and install special break-in filters
connection between the engine pump connecting them to the lube oil header
but not to the main bearing caps.
discharge and the filter.
Apply break-in filters in both right and
3. Apply clean filter socks.
left side lube oil lines from the main
4. Fill crankcase with clean acceptable header to the camshaft, turbo (right
(see LOS- 009), lube oil and circulate side only) and valve levers.
2005 2
4. Fill crankcase with clean acceptable Discoloration of the lubrication oil
lube oil and circulate the oil through to a gray brown or milky colour is
the system for at least one hour. evidence of water in the oil. Any
During this period of time, bar the thickening or emulsifying of the oil is more
engine manually two or more evidence of water. Possible source of
revolutions to assure against any water in the oil may be traced back to a
possible internal or external defective water seal in the water pump
obstruction. with the tell-tale hole plugged, cracked
Remove and inspect the elements or liner or cylinder head, defective liner or
cartridges of all break-in filters, damaged tubes in the lubricating oil
strainers, filter socks and magnetic cooler. Never operate an engine if the
trap. Clean and renew as necessary. presence of water in the oil is detected.
If an excessive amount of foreign FUEL OIL
material is noted, continue flushing The presence of fuel oil in the
until the system is cleaned as lubricating oil can be detected by (1) a
indicated by further inspections of gradual rise in the lubricating oil level
trapping equipment. during operation, (2) inability of pump to
5. After the lube oil system is cleaned, maintain normal oil pressure or (3) a
connect the break-in filters to the main definite fuel oil odour in the lubricating oil.
bearing caps and continue circulating Possible sources of fuel oil in the
lube oil with the portable pump for an lubricating oil may be traced back to a
additional ten (10) minutes for defective nozzle and its connecting piping.
complete pre-lubrication. Inspect oil Never operate an engine when the
flow at the cooling oil drain of each percentage of fuel dilution reaches or
piston, at all main bearing and exceeds 5 percent.
connecting rod bearings and gear
trains. Remove the valve lever covers LOW LUBRICATING OIL PRESSURE
and inspect the valve levers for This may be caused by a low oil
lubrication. level, broken or leaking oil line, inoperative
6. Disconnect the portable pump and pressure regulating valve, clogged filters,
drain the lube oil. Replace the sump defective pump, hot engine, diluted or low
drain plug and close the filter drain viscosity oil, plugged cooler or idling
valves. Fill the crankcase with clean speed too low.
acceptable lube oil and replace EXCESSIVE OIL CONSUMPTION
crankcase covers.
This may be caused by an oil leak;
7. Idle engine and check for leaks. worn, broken or stuck piston rings; broken
or stuck or clogged oil control rings;
FUEL DILUTION
clogged drain holes in pistons or an
1. Open filter drain valves. Remove oil improper grade of oil.
sump drain plug and drain the system. LITTLE OR NO OIL CONSUMPTION
2. Apply new filter socks. Close filter
drain valves, apply oil sump drain plug This may be caused by water or
fuel oil leaking into the oil, improper oil
and fill crankcase with clean
control rings or too heavy oil.
acceptable lube oil.
LUBRICATION PROBLEMS
DILUTION
WATER
2005 3
FIGURE 1
LUBRICATING OIL SYSTEM
2005 4
LUB. OIL SCHEMATIC

2005 5
FUEL OIL SYSTEM MI-F O S-001
FUEL OIL SPECIFICATIONS

This bulletin provides A diesel index of 45 is normally
recommendations for Fuel Oil to provide considered sufficient to ensure a Minimum
efficient low maintenance operation of the cetane number of 42. This approximate
engines, as well as economical Correlation holds good only in case of
procurement of the fuel. Fuel which are of petroleum origin and
contains no additives. For arbitration
The Fuel shall conform to HSD of IS 1460- purposes, the direct determination of
1974 and shall have the following Cetane number by means of the
characteristics: standardized engine test shall be used
unless the buyer and the seller agree
Sl. Characteristic Require- Method of
No. ment Test Ref. To otherwise.
HSD (P) of IS
1448*
**This test shall be carried out only at
(a) Cetane number, 42 P:9 the refinery or manufacturer's end.
Min.
(b) Pour Point, Max. 6C P:10

NOTES:
(c) Copper Strip Not P:15
Corrosion for 3 worse 1. For cold weather operation. the cloud
hours at 1000C than
No.1 point and pour point shall be 10' F
below the prevailing ambient
(d) Distillation Parent 90 P:18 temperature operation, except where
Recovery at fuel oil heating facilities are provided.
3660C Min.
(e) Flash Point 2. Low atmosphere temperature, as well

as engines operating at very high
Able 0C, Min. 38 P:20 altitudes, may require the use of fuels
with a higher Cetane rating.
Pensky P:21
(Closed), 0C, Max.
3. Gum content of the Fuel shall be at a
(f) Kinematic 2.0 to 7.5 P:25 level consistent with satisfactory
Viscosity CS, at engine performance.
380C
(g) Sediment, percent 0.05 P:30 4. Fuel Oil, Lubricating oil and engine
by mass. Max. service are mutually interdependent. A
marked change in anyone 01 these
(h) Total Sulphur, 1.0 P:33@ or variables should be accompanied by
Percent by Mass, P:35
Max. careful engine observations to
determine the effect of the change on
Water Content, Max. P:40 engine condition.
Percent by 0.05
Volume, Max.
0.05 5. Fuels not meeting the above
requirements in all respects shall only
** Total Max. 1.0 be used after testing has established
Sediments, mg
per 100 ml., Max. their effect on engine operation and
1.0 maintenance.
** Methods of Test for Petroleum and its Products.
2005 1
STANDBY SERVICE UNITS Both of these degradation
processes can be inhibited by the use of
Standby units have a particular stability additives put into the fuel. The
problem in that a comparably large Fuel oxidation can be limited by certain
supply is required, but little is used during proprietary anti-oxidants and dispersants,
the weekly exercising of the engines. while the bacteria can be controlled by the
use of biocides. However, fuels vary in
All fuel oil tends to degrade their response to both the inhibitors, and
extended storage. The degradation, in testing will be required to determine the
general, is of two types. The first is suitable doses of the material. Also, it is
oxidation, and polymerization resulting in known that the oxidation inhibitor can
the formation of soluble and insoluble provide indefinite by protection against the
gums. The gums in the fuel can ultimately formation of the gums and testing of the
result in exhaust value sticking during the fuel would be required periodically to
unloaded idling of the engine during establish that the gums are within
exercising. The second IS bacteria growth allowable limits. The use of the additive,
at the increase of the fuel and water in the particularly the biocides may result in a
storage tank, resulting in clumps of conflict with environmental are regulations
bacteria in the fuel. in some areas.
2005 2
VALVE, RELIEF AND REGULATING

DESCRIPTION 1. Remove all gummy varnish deposits
and carbon by using suitable solvent
A relief value, Figure 1, is located and crocus cloth.
in the fuel line between the fuel booster
pump and the engine filter. The valve is 2. If a ridge shows on the inside surface
set at 75 psi and normally does not of the valve body above the piston
function. If the filter clogs or fuel flow and opposite the discharge port,
stoppage occurs, the valve protects the carefully remove with emery cloth.
pump and motor against overload. See Figure 2.
The fuel pressure is maintained by 3. Remove sharp edge on the top of the
a regulating valve located in the fuel return piston with crocus cloth. Figure 1.
line from the fuel manifold to the fuel tank. Removal of this sharp edge will
The valve pressure setting is 35 psi. prevent the formation of a new ridge
in the valve body.
A sudden drop in the fuel oil REASSEMBLY
pressure when the throttle is opened
indicates a sticky pressure regulating 1. Lightly oil piston and apply to valve
body making sure it can be moved
valve.
freely.
The adjustable type regulating and
relief valves are adjusted by removing the 2. Apply spring, retaining nut, adjusting
valve cap and turning the adjusting screw screw and on adjustable models, the
clockwise to raise the pressure and
counterclockwise to lower the pressure. FIGURE 1
VALVE
Normally no priming of the fuel
system is necessary, as the pressure
regulating value will vent the system when
the booster pump is started.
DISASSEMBLY
1. Remove from fuel oil system piping.
2. Remove valve cap and gasket.
3. Remove adjusting screw and retaining

nut together on non-adjustable valves.
If the valve is of the adjustable type,
loosen lock nut and remove adjusting
screw. Remove retaining nut.
4. Remove spring and piston.

lock nut, all as shown in Figure 1.
2005 1
3. When adjusting, set valves to open at 1. Open gate valve.
specified psi (regulating) and 75 psi
(relief). These figures are stamped on 2. Start pump.
the side of the valve body.
3. Close gate valve until required

TESTING pressure is indicated on oil gauge.
FIGURE 2 4. Turn valve-adjusting screw until valve

VALVE SHOWING RIDGE ON VALVE just starts to leak at pressure shown
BODY on oil gauge.
5. Re-solder adjusting screw on non-

adjustable models. Tighten lock nut on
adjustable models.
6. Reapply adjusting screw cap and

gasket.
FIGURE 3
TEST STAND
APPARATUS
An oil test stand is recommended

for testing and adjusting the relief valves.
This stand should consist of a positive
pressure oil pump, oil header, pressure
gauge, gate valve and necessary piping.
For a suggested arrangement, refer to
Figure 3.
TO SET VALVE PROCEED AS

FOLLOWS:
2005 2
PUMP FUEL, BOOSTER

pump body taking' care to locate
DISMANTLING PROCEDURE
dowel pin in dowel hole.
1. Place pump shaft facing up in vice, so 4. Put the 5 flange bolts in their places
that one jaw grips across the two and tighten them equally (refer repair
ports. Do not tighten excessively as procedure).
pump housing may be distorted.
5. Hold the pump body inverted in vice,
2. Remove mechanical Seal Nut (10) shaft facing upwards.
Bronze bush (13) with "0" Ring (12),
"0" Ring Holder (18) Spring (16) 6. Replace the circlip in the groove
Washers (15 & 17) and Circlip (14) provided on the shaft and aluminium
only in case of pumps up to Serial No. mechanical seal nut washer (11).
AILDO 274040-X circlip).
7. The replace washer (15), Spring (16),
Washer (17), "O" Ring holder (18) with
3. Hold the pump now shaft facing down "O" Ring (19) Bronze Bush (13) with
in the vice. Remove the five-flange "O" Ring (12) and fasten the nut (10)
bolts (3) and washers (4). taking care to see that the steel ball is
held in the slot provided in the nut.
4. Lift the flange (2) along with the Tighten the nut by a spanner.
aluminium flange washer (5).
CAUTION: MAKE SURE THAT
5. Remove idler gears (8). MECHANICAL SEAL PARTS ARE FREE
OF ANY ABBRASIVE PARTICLES.
6. Push the pump shafted gear (7) out of
the pump body (1). INSTALLATION INSTRUCTIONS
1. Make sure that the pump turns freely

7. Remove Thrust Bearing Plate (6) by hand when coupled to the motor
CLEAN ALL THE PARTS IN (maximum misalignment allowed
KEROSENE AND BLOW between pump shaft and motor shaft is
COMPRESSED AIR ON THEM 0.1 mm TIR).
NOTE: Figures shown in brackets are part 2. Make sure that the sense of rotation is
Nos. as indicated in our drawing showing correct (marked by an arrow
the exploded view of the pump. nameplate on the pump).
ASSEMBLING PROCEDURE 3. Make sure that the coupling does not

put any stress in any direction on the
1. Put thrust bearing plate in the pump pump shaft or push the pump shaft
body (oil grooves facing upwards). towards the pump.
2. Install shafted gear in the pump body. 4. Make sure that the gap between the
two coupling halves is 2 mm.
3. Replace flange washer (after applying
shellac lightly on both sides) and idler 5. Make sure that coupling does not
gears on the flange, and install on the touch the mechanical seal nut.
2005 1
6. Check the suction pipe and ensure 4. With the help of dial indicator check
that it is clean and free from any solid the endplay of the shaft.
particles.
5. The endplay should not exceed 0.025
mm.
7. Clean the top surface of the pump
body before removing the dust caps
and make sure no dirt enters the pump 6. If the endplay exceeds 0.05 mm
ports at the time of removal of dust change thrust bearing plate of suitable
caps. thickness.
7. After the above procedure is

8. Pour some oil in suction port and
completed make sure that the pump
rotate the coupling by hand until oil is
shaft rotates free.
discharged from the discharge port.
8. Replace all the mechanical seal parts.

9. Apply "Shellac or Teflon Tape" to the
male fitting and note to the female.
TEST PROCEDURE
CONDEMNING LIMITS 1. Block the discharge port by 1/2" NPT

blind plug.
CLEARANCE BETWEEN
2. Connect the suction port with
1. Shafted gear (7) shaft 0.05 mm
& Pump body shaft compressed air line (4 kg/cm2).
bore
3. Dip the pump in a Kerosene bath to
2. Shafted gear head and 0.10 mm detect air leakages. (If leaking from
pump body main more flange, dismantle flange, clean and
reassemble as per instructions. If
3. Diameter of idler gear 0.12 mm leaking from mechanical seal replace
(9) and id of idler gear mechanical seal).
(8)
4. Output test as per DLW test
4. Shaft end play (ref. 0.05 mm
specification.
repair procedure "8")
MAINTENANCE
REPAIR PROCEDURE 1. After every 2500 working hours clean

all parts of the pump in kerosene by
1. After cleaning reassemble the pump dismantling the pump as mentioned in
up to step 4 of assembly procedure 1 above (However, life of pump will be
(Figure 2). enhanced if servicing is done after
every 1000 to 1500 hours).
2. Hold the pump in "L" plate shown in
Figure 2.
2. Reassemble the pump as mentioned
3. Put on carrier on the pump shaft. above.
2005 2
FIGURE 1
FIGURE 2
2005 3
FILTER, FUEL OIL, PRIMARY AND SECONDARY
DESCRIPTION
FIGURE 1
SECONDARY FUEL OIL FILTER
Primary and Secondary filters
are basically of same construction
except in size and filtering element
(Figure 1).
The primary filter is located

between fuel oil tank and suction side
of booster pump. The secondary filter
is located between engine and
discharges side of booster-pump.
When there is gradual drop in

fuel oil pressure, check both primary
and secondary filters. Replace the
element in the fuel filter as detailed
below.
INSPECTION AND FIGURE 2

MAINTENANCE PRIMARY FUEL OIL FILTER
1. Unscrew drain plug at bottom of

filter tank and drain to prevent
spilling when withdrawing the filter
cage.
2. Remove cap screw that secures

the filter tank to the filter cover
support.
3. Drop filter housing from cover and

lift out filtering element.
4. Thoroughly clean filter housing.
5. Apply new filter element.
6. Inspect cover gasket and renew if

necessary
7. Place filter housing up in cover.

Apply and tighten capscrews.
2005 1
FUEL OIL SYSTEM MI-FOS-011
SYSTEM, FUEL OIL, GENERAL DATA

DESCRIPTION The suction side is between the
tank and the booster pump. All oil drawn
All locomotive units have individual from the tank must pass through primary
fuel oil systems. Figure 1 and each filter used.
locomotive has a fuel supply tank located
beneath the under frame between the The pressure side is between the
trucks. booster pump and the pressure-regulating
valve. As the oil flows through the system,
A fuel oil booster pump draws fuel it first passes by a pressure relief valve set
from the tank and then distributes it for 75 psi, the purpose of which is to
through out the system. protect the
FIGURE 1
NUMBERING SEQUENCE INDICATES OIL FLOW THROUGH THE SYSTEM
Numbering sequence indicated oil flow through the system
1. Fuel tank 9. Pressure relief Valve (75 psi) 17. Drain Channel
2. Fuel Level Gauge 10. Secondary Filter 18. Drain to Tank (RS)
3. Vent 11. Fuel Oil Header 19. Drain to Tank (LS)
4. Filter Pipe 12. Injection Pump 20. Header Crossover Line
5. Washout Plug 13. Injection Nozzle 21. Fuel Oil Rectum
6. Condensation Drain 14. Nozzle Leaknut 22. Pressure Gauge
7. Primary Filter 15. Drain from Control Shaft 23. Fuel Trap
Compartment
8. Fuel Booster Pump 16. Drain from Fuel Pump 24. Pressure Refulating Valve
(35 psi)
2005 1
booster pump, motor and system from block. A tee ties into this line at the fuel
overload. Oil then passes through the pump support there by draining the fuel oil
primary and secondary filter into the right- leak off from the fuel pump. From the
bank fuel header, which feeds the fuel channel the fuel oil drains to the fuel tank.
injection pumps on the right side of the
engine. Fuel crosses over at the generator FUEL PROBLEMS
end into the left bank header, which feeds
the left back fuel injection pumps. The 35 A. If the fuel oil pressure gauge
psi pressure regulating valve, located at indicates low or on pressure with the
the discharge end of the left bank header, pump running, look for:
control the fuel oil pressure in both
1. Empty tank.
headers. Near this valve is the line
connecting to the fuel oil pressure gauge.
2. Emergency fuel cutoff valve tripped.
FILLING AND DRAINING 3. Primary (suction) filter is dirty or
FUEL TANK FILLING packed too tightly, or the secondary
filter is plugged or dirty.
The fuel tank on all locomotive
may be filled from either side at a rate of 4. Defective booster pump.
250 GMS.
5. Suction pipe leaking.
CAUTION: Do not overfill as pressure
may rupture the tank. 6. Plugged, loose or broken pipes. If a
A liquid level "Glo-Rod" is located fuel pump low pressure line is leaking
on each side of the fuel tank. Each and replacement parts are not
indicates in liters the amount of fuel in available, the leak is the best stopped
tank by plugging the header with an
ordinary pipe plug or a suitable
The fuel tank is equipped with one wooden plug. To prevent, fuel injection
vent pipe. pump from overheating turn adjustable
FUEL TANK DRAINING tappet down until pump becomes
inoperative.
The tank is equipped with a water
drain valve and so with draining plugs 7. Stuck relief or pressure regulating
washout purposes. The washout plugs are valve.
locked in the bottom of the tank; the drain
valve is located at one end. To drain water 8. Detective pressure gauge.
from the fuel tank, remove pipe and open
the drain valve by turning the stem at the B. If the fuel oil pressure gauge
top of the valve with a wrench. After indicates zero pressure.
draining, close valve and replace pipe
plug. 1. No Fuel
FUEL DRAINAGE SYSTEM 2. Fuel booster pump not operating.
A system of fuel oil drain lines is 3. Battery switch not closed.

provided at each cylinder to accommodate
for fuel injection nozzle and fuel injection- 4. Control negative circuit breaker in "off"
pump leak-out. The nozzle leak-out position.
accumulates in the cylinder head from
5. Fuel pump circuit breaker and switch
which it drains into the drain channel
welded to the lower inside of the cylinder in "off" position.
2005 2
6. Defective fuel oil pressure gauge. C. Fuel injection pump should be cut
out if the following occurs.
7. Defective boosting pumping motor.
1. Excessively hot pump.
8. Broken booster pump coupling. 2. Stuck rack.
9. Emergency fuel cut off valve tripped. 3. Broken injection tubing.
4. Broken delivery valve spring.
10. Loose or broken pipes (header to
pump). 5. Broken guide cup spring.
11. Broken fuel pipes. 6. Injection nozzle stuck open or

closed.
2005 3
2005 3
GAUGE, LIQUID LEVEL “GLO-ROD”

DESCRIPTION but as horizontal bars above the surface
of the liquid. Thus the usual light losses
The liquid lever "Glo-Rod" gauge due to reflection by the gauge window are
uses the principle of "piping" light eliminated, and readings are rapid and
(supplied by flashlight) through the vertical accurate.
opening in the body of the gauge in which
the liquid is seen, by means of a
translucent plastic rod. At the lower end of MAINTENANCE
the gauge is a circular concavity, or
"Target", through which the lower end of Maintenance of the gauge simply
the plastic rod is bent forward to receive requires visual inspections and occasional
flashlight illumination when necessary. cleaning. Since the gauge is mounted with
Placing a flashlight against this special heat resistant synthetic rubber and
target transmits light upward, through the neoprene cork gasket, much of the
rod and liquid, to appear as dots below the maintenance caused by leaking gaskets
surface of the liquid has been eliminated.
2005 1
FIGURE 2
FUEL OIL LEVEL GAUGE
2005 2
COOLING WATER SYSTEM MI-CWS -001
COOLING WATER SYSTEM

TREATMENT OF DIESEL ENGINE 3.2 INDION-1344
COOLING WATER WITH NON
CHROMATIC TYPE OF CORROSION a. Physical : Powder
INHIBITOR. Form
This type of Treatment is b. Colour : Pink

recommended for DLW built Engine fitted
on WDM1, WDM2A, WDM2B, WDM2c, c. pH 5% : 12-14
WDM4, WDM7, WDP1, WDP2, WDG2, Solution
WDS6, WDS6R and YDM4 Locomotive
e. Nitrite : Min. 20% as NaNO2
and DG sets.
2. APPROVED BRANDS 4.0 PREPARATION PROCEDURE
2.1 NALCO-2100 4.1 NALCO-21 00

Manufactured by M/s. Ravi a) Only distilled demineralised water shall
Chemicals, Chartered Bank Building, 4, N. be used.
S. Road, Calcutta -700001. b) The initial value is of about 1250 ppm
as NaNO2 in the treated water shall be
2.2 INDION-1344 maintained.
c) In case of any topping up Nalco-2100
Manufactured by M/s. ION shall be added in proportion of 3.0
Exchange specially Chemicals Ltd. Saran liters for every 100 liters of distilled
Chambers, 6th Floor, 5 Park Road, demineralised water.
Lucknow -226001
Dosage can be controlled by
3.0 QUALITY CONRTOL maintaining a residual NaNO2 of 1000-
1250 ppm.
SPECIFICATION
4.2 INDION-1344
3.1 NALCO-2100
a) Only distilled/demineralised water shall
a. Physical : Liquid be used.
Form b) The initial value is about 12~0 ppm as
NaNO2 in the treated water shall be
b. Colour : Red
maintained. c) In case of any topping
up Indion- 1344 shall be added in
c. pH : 11.4  11.8
proportion of 0.68 Kg for every 100
d. Sp. Gr. : 1.18  1.20 liters of distilled demineralised water.
Dosage shall be controlled by
e. Nitrite : At 4% dilution 1850-
2150 ppm as NaNO2
maintaining a residual NaNO2 of 1000 -
1250 ppm.
2005 1
5.0 pH VALUE The engine should be operated with this
solution for one day. The above solution
The treated water should have a should then be drained, flushed with water
DH value between 9.5 to 10. In case the and then filled with coolant water treated
pH value obtained is higher for a with either of the above compounds.
concentration of 1250 ppm, the proportion
of chemical in the mixture may be reduced 10.0 TOPPING UP COOLING WATER
suitably.
Only distilled demineralised water
6.0 ADDITION OF THE CHEMICAL should be used for topping up. Over
COMPOUND flowing of the system and topping with raw
water at outstation should be avoided.
It is not desirable to add the
mixture directly to the expansion tank. The 11.0 PERIODICAL OBSERVATION
mixture should first be dissolved in a few
liters of the cooling water and this Coolant water should be tested at
concentrated solution should then be every trip schedule for,
charged into the engine cooling system. 1. NaNO2 residual (ppm)
7.0 TESTING OF COOLANT WATER 2. Total hardness as CaCO3(ppm)
1. The coolant water should be tested in 3. pH
the laboratory during each trip 4. Chloride as NaCI(ppm).
inspection.
2. The method for determining the 12.0 DRAWING OUT SAMPLE FOR
residual nitrite, chlorides, hardness TESTING
and pH Value are given at Para 13. The sample of cooling water
8.0 LIMITS FOR THE CHANGE OF should be drawn from the cooling water
circuit immediately after stopping the
TREATED WATER
engine. The sample should be drawn from
1. The coolant water should be changed a point where there is a regular flow of
when the sample. drawn from the loco water. At least 2 or 3 liters of the coolant
is contaminated with lube oil, fuel oil should be allowed to drain off before
suspended matter etc. collecting the sample.
2. The coolant water should also be 13. TEST PROCEDURE
changed when the total hardness and
the total chloride content exceeds the 13.1 RESIDUAL NITRITE IN WATER
following limits:- REAGENTS:
Total hardness 200 ppm as CaCO3
1. 0.1 N standard solution of Ceric
Chlorides 50 ppm as NaCI Ammonium Sulphate.
9.0 CLEANING OF THE COOLANT 2. Ferrous Indicator.

SYSTEM
PROCEDURE
The coolant water should be cleaned
or flushed at least once in a year and Take 50 ml of water sample and
whenever oil contamination is detected. add one or two drops of Ferrous indicator
After draining coolant water, 4.5 kg to Tri to it. Titrate this with 0.1 ,N standard
sodium phosphate dissolved in clean solution of Ceric Ammonium Sulphate to
water should be charged into the system. pale bluish end point.
2005 2
CALCULATIONS (a) Dissolve 40 gms. of Borax in
approximately 800 ml distilled water.
Active content of
NaNO2 in ppm = V X N X 34.5 X 20 (b) Dissolve 10 gms of sodium hydroxide,
where V = The Volume of Titrant 10 gms of sodium potassium tartarate
and 5 gms of sodium sulphate in 100
N = is the Normality of Titrant ml of distilled water.
13.2 ESTIMATION OF CHLORIDE (c) When cool, mix the two solutions (a &
b) and dilute the 1000 ml of distilled
1. Pipette out 50.0 cc of coolant water water.
collected from the engine into 3" dia NOTE: The buffer reagent should not
Chine Dish.
be used for more than one month after
preparation.
2. Titrate slowly against N/58.5 silver
nitrate solution till a permanent brick 3. Standard EDTA solution (0.2 C2N)
red colour is obtained. Dissolve 3.72 gms of Disodium
Ethylenediamine Tetra -Acetate
Dihydrate in one litre of distilled water.
3. If V is value in cc of standard silver
nitrate solution consumed, then the PROCEDURE
concentration of Chloride as sodium
chloride is 20 V ppm 1. Pipette out 50 ml of the coolant water
sample into a 250 ml conical flask. .
13.3 ESTIMATION OF pH VALUE 2. Add 2 to 3 drops of indicator solution
and mix.
1. pH value of the coolant solution is 3. Add 0.5 of buffer solution and mix.
estimated with pH meter using
coloured and glass electrodes. 4. Titrate immediately with EDTA solution
with continuous shaking of the flask
2. In case pH meter is not available/out until the colour changes from red to
of order BDH- Narrow range pH blue.
indicator paper ( pH 8.5 -10) NOTE: As the end point is approached the
manufactured by BDH (India) Pvt. Ltd. solution shows some blue colouration but
Laboratory Chemical Division, 19 a definite reddish tinge is absorbed and
Wittet Road, Mumbai -1 may be used discharged at the end point.
CALCULATION
13.4 TOTAL HARDNESS
Total hardness
(EDTA METHOD) (as CaCO3 in ppm) = 1000 X V 1 /N2
Where
1. REAGENTS
V1 = Vol. in ml of Std EDTA sol.
Consumed.
Indicator solution  Dissolver 0.5
gm of Eriochrome black T in 100 ml of V2 = Vol in mi. of sample taken for Test.
Triethanolamine.
2. BUFFER SOLUTION
2005 3
MAINTENANCE, RADIATOR
identification, since the soldered
INTRODUCTION construction has a seam and the brazed
construction does not.
All locomotives are provided with a
radiator assembly designed to reduce the CLEANING AND TESTING
temperature of the engine cooling water
system. On some locomotive the engine GENERAL
lubricating oil is cooled in a section of the For the most part of the equipment
radiator. needed to repair and maintain radiator will
normally be available at back shops and
Radiator assemblies are made up round houses. In case all of the equipment
of one or more panels, which in turn, are is not readily available, the following list
made up of one more cores. The radiator will serve as a guide from the minimum
core is the basic unit of the assembly and requirements:
is bolted to cast iron or fabricated steel
tanks using a gasket seal. 1. A tank large enough to submerge
radiator core to be repaired. This tank
Cores are constructed of thin should be provided with steam coils, a
walled tubes, which are passed through gas burner or some method of heating.
cooling fins and attached to tube sheets or
headers at each end. Two specific types 2. Gas welding torch and sources of
of construction are used by radiator acetylene and city gas.
manufacturers, the soldered core 3. Chemicals for cleaning and
construction and the brazed core degreasing.
construction. Maintenance of each core
construction-differs from that of the other 4. Brazing and soldering supplies such
and care should be used to determine the as brazing wire solder and fluxes.
construction of the core being repaired. 5. Pressure hose and pump (50 psi, 50
Brazed construction core have GPM approximately) for spray
0.018 inch wall seamless copper tubes cleaning and testing.
fitted through copper cooling fins and 6. A source of 60 psi air for testing.
brazed to a copper alloy header.
7. Wire brush and rods for cleaning and
Soldered construction cores are routing.
made up of 0.012 inch wall lockseam
soldered copper tubing fitted through IN THE LOCOMOTIVE
copper cooling fins and soldered to a INTERIOR OF COOLING SYSTEM
copper alloy header.
Identification of the construction 1. Drain and flush the entire cooling
may be determined by scraping the braze water system.
or solder at the joint between the tube and 2. Fill with a solution of warm water
header with the blade of a pocket knife. If containing 2 ounces of turco trec,
the metal uncovered is soft and white, the Oakite penetrant, or equivalent, per
construction is soldered; while if the metal gallon of water.
is harder and has a yellowish hue, it
indicates brazed construction. 3. Operate engine for 1 hour, (or 1/2 hour
after operating temperature has been
Careful observation of the tube reached) to purge contamination,
itself to note whether the tube shows a including grease and oil deposits from
definite seam is also a method of walls of cooling system.
2005 1
4. Drain and flush with clean warm water. 8. Add correctly treated water with
inhibitor to correct level.
5. Fill with a solution of cold water
containing 5 percent (by volume) of 9. Check for leaks while operating
Turco Descaler, 10 percent Oakite 32, engine.
or equivalent.
EXTERIOR OF RADIATORS
Circulate solution for 10 minutes using
an acid resistant pump and a small
1. Clean exterior of radiators and the fin
tank with 50 gallons of additional
and tube surfaces periodically,
solution; the same equipment that is
depending upon operating conditions,
used to descale the steam generator
but at least at monthly intervals during
on passenger locomotives may be
the summer months, by blowing
used.
compressed air through the radiators
If such equipment is not available in in a direction opposite to the normal
the shop, then operate engine for 5 flow of air with the shutters open.
minutes.
2. Clean fin and tube surfaces of caked
This operation will remove water scale dirt by use of portable washer using 2
from the interior of the cooling system. ounces of Turco Trec, Oakite,
Scale often accumulates from the use Penetrant, or equivalent, per gallon of
of inadequately treated water and from water and blasting opposite to the
the common practice of adding normal flow of air. Portable washers
untreated water at outlying points. In are obtainable from the cleaning
addition, any rust or corrosion will be compound suppliers or may be
removed that has occurred from constructed by the customer.
running with insufficient inhibitor in
system. OUTSIDE THE LOCOMOTIVE
NOTE: This operation and (6) and (7)
should only be used when large deposits CIRCULATION METHOD WITH
for scale are known to exist in engine. HEADERS IN PLACE
In any of the descaling operations, the
reduction in acid strength (indicating 1. Flush with + warm water.
scale removal by chemical dissolving 2. Circulate in hot solution containing 4
action) may be checked by standard ounces of Turco Trec, Oakite
chemical titration. Suitable fielandle all Penetrant, or equivalent per gallon of
normal cases without resort to water in reverse direction to normal
chemical titration for check. flow for 1/2 hour to remove
6. Drain and flush with clear water. contamination, including grease and
oil deposits.
7. Fill with a solution of warm water
containing 1/2 ounce per gallon of 3. Drain and flush with hot water.
Turco Trec, Oakite Penetrant or 4. Circulate a cold solution containing 5
equivalent. This will serve to neutralize percent (by volume) of Turco
any residual acid. It is not necessary to Descaler, 10 percent (by volume) of
operate engine. Drain if it is not Oakite 32, or equivalent, for one
necessary to flush, as residual minute by use of small sump tank and
neutralizer is compatible with an acid pump.
chromate inhibitors and will actually
aid inhibition. This operation, and (5) and (6) may be
omitted if certain that radiator is scale
and corrosion free.
2005 2
5. Drain and flush with clear water. Suitable field kits for titration of the
cleaning tank are obtainable from the
6. Fill with a solution of warm water
cleaning compound suppliers.
containing 1/2 ounce per gallon of
Turco Trec, Oakite 24, or equivalent. 4. Rinse in another large steel tank of hot
This will serve to neutralize any (212°F) water with constant addition of
residual acid. water and overflow which shims the
7. Drain and fill with clean hot water. tank of any oil or scum floating on
surface of the rinse water.
Circulate under pressure (15 to 30 psi)
and check for leaks: 5. Dip briefly in a cold solution of 10%
Turco Descaler, 15 percent Oakite 32,
8. Clean fin and tube surfaces of caked
or equivalent, contained in a wooden
dirt by use of portable washer using 2
or acid proof tank. Ten minutes is
ounces of Turco Trec, Oakite
average time required to remove scale
Penetrant, or equivalent, per gallon of
from interior of tubes. Gassing
water blasting opposite to the normal
indicates carbonate scale removal and
flow of air.
is a result of the reaction of the acid
NOTE: Turco 2220, Turco RR 1 or Turco with carbonate scale. Since other
RR 3 may be used in place of Turco Trec scale and/or corrosion may be
or Oaklte Penetrant by those roads present, the radiator should remain in
already having one of these items on their the tank 5 minutes after any gassing
approved list provided foaming from heavy has ceased and also should be
wetting and emulsifying power is not a immersed for at least 5 minutes even if
problem. Turco Trec or oakite Penetrant no gas is evolved.
will not foam under any condition.
NOTE: The descaling tank should be
TANK DIP METHOD WITH maintained full acid strength by periodic
HEADERS REMOVED (PREFERRED additions (daily or weekly; depending on
PROCEDURE) workload).
1. Support radiator panel on bench or 6. Rinse in a large overflowing hot water-
wooden horses so that the weight is tank. The same tank as in (4) may be
resting on the tube sheet joints. used.
2. Remove the tanks and separate the 7. Dip briefly in the Turco Ferrex B
core sections by removing the flange solution, Oakite Stripper R6 or M3 or
bolts. equivalent, (see item 3) to neutralize
and residual acid.
3. Place a group of radiators vertically in
a large steel tank operated at a rolling 8. Rinse as in paragraph 4.
boil (212 degrees F) containing 8 9. Bolt core section together with new
ounces per gallon of water of Turco gaskets. Assembly tanks. Submerge in
Ferrex B, Oakite stripper R6 or M3 or water in a flat trough. Apply 35 pound
equivalent, for 30 minutes. air pressure and check for leaks.
This operation removes all the grease, Or, as an alternate method, connect
oil and sludge along with some scale water pressure (50 psi) to tanks and
from the interior. All of the grease, oil check for leaks.
and paint are removed from the
exterior. NOTE: The rinsing operations can be
improved and speeded by use of an air
NOTE: The cleaning tank strength can be and water, rinser, spraying cold water
maintained by periodic additions of under pressure on the fins, as the radiator
cleaning compound based on a standard is being lowered and later raised from the
titration of alkalinity:
2005 3
rinse tank. Such a rinsing device may be parts, particularly to the tube to header
obtained through the supplier of the joint if this is where the leak is. A fairly
chemicals used in cleaning. good fillet of solder should be built up
at this point.
REPAIR OF DAMAGED CORES
3. After the soldering operation, the
BRAZED CORE CONSTRUCTION repaired area should be washed in
1. When leak is discovered during test, cold water to remove any flux and
clean immediate area around the hole other impurities. The core should then
with a wire brush. be dried internally and tested at 35 psi
air under water.
2. Apply flux (handy flux, or equivalent) to
the cleaned area and heat with an GENERAL INSTRUCTIONS
oxygen-acetylene torch giving a
carbonizing flame that will produce
1. In cases where the tubes of either type
sufficient heat. In using such a torch,
construction are too badly damaged
care must be exercised to avoid
for repair, or w here the lead is located
burning the material. in the center of the core, it is best to
3. Brazing may be accomplished with close off these tubes to water. This
"Silfos", "Phosco" or other similar may be accomplished by inserting
brazing wires. Either material may be brass or steel plugs into the ends of
used since they mix readily. the tube and brazing or soldering them
4. After brazing is completed the repaired in place.
area should be soaked or washed with 2. An alternate method of closing off
hot water to dissolve any flux or other damaged tubes is to crimp the section
impurities, which might be lodge in air closed at the header and seal them by
holes. brazing or soldering the ends.
5. The core should then by dried 3. Not more than 20 tubes per section on
internally and tested at 35 psi air under panel type radiators or 5 tubes per
water. If any leaks appear, the process section on sectional type radiators
should be repeated. should be closed off.
6. The repaired cores are reassembled
4. If the fin edges are bent, they should
and the radiator is tested for leaks be straightened as evenly as possible
before being reapplied to the
to allow full airflow.
locomotive.
SOLDERED CORE CONSTRUCTION 5. Painting can be done with any
standard paint. However, it should be
1. When a leak is discovered in a cautioned that the core composed of
soldered core, clean the area around fins and tubes is primarily a heat
the leak with a wire brush. Apply heat transfer surface and the paint film
and flux (Grasseli 41, or equivalent). should be kept to minimum thickness
This flux is diluted in a mixture of 50 in order not to reduce the cooling any
percent water to a baume reading of more than necessary.
28 to 32 degrees.
2. An ordinary gas torch, using city gas,
is used and after the leaking area is
properly heated, 35/65 (35% tin, 65%
lead) wire to solder is applied. Care
should be taken to be sure the solder
is distributed uniformly to the affected
2005 4
COOLING WATER SYSTEM MI-CWS-016
RADIATORS
DESCRIPTION REMOVAL
TWO CORE RADIATORS
Radiator panels are vertically
mounted on each side of the rear of the 1. Drain engine cooling water system.
locomotive. Each of these panels consists
of two or more cores. The cores are bolted 2. Disconnect piping connections to
together through flanges at the ends. No radiators headers.
filler pieces or centre tanks are used on
the two core radiators. 3. Disconnect airline and wiring to shutter
cylinder.
FIGURE 1 FIGURE 2
TOP ANGLE IRON HINGE TOP ANGLE IRON HINGE
(PART A) (PART B)
FIGURE 3 FIGURE 4
BOTTOM HINGE BOTTOM HINGE
(PART A) (PART B)
2005 1
4. Remove shutter, cylinder assembly 5. Apply small clamp to centre hinge at
and top coaming plate. top angle iron support, Figure 1.
5. Apply small clamp to centre hinge at 6. Apply lifting bracket to vertical face of
top angle iron support. Figure 1 and top angle iron and take a little strain
Figure 2. with overhead crane, Figure 5.
6. Apply lifting bracket to vertical face of 7. Remove all bolts holding top and
top angle iron and take a little strain bottom angle irons to chassis and
with overhead crane, Figure 5. those through rear bulkhead into inlet
tank of radiators.
7. Remove all bolts holding top and
bottom angle irons to chassis and 8. Swing rear end of radiator panel out of
those through front bulkhead into inlet hood and then swing assembly free.
tank of radiator.
9. Apply large clamp to rear end of
8. Swing front end of radiator panel out of bottom angle iron before lifting from
hood and then swing assembly free. walkway, Figure 4.
9. Apply large clamp to front end of INSPECTION AND MAINTENANCE

bottom angle iron before lifting from
walkway, Figure 3 and Figure 4. For disassembly, cleaning and
testing, repair of damaged cores and re-
MORE THAN TWO CORES assembly, see MI-CWS- 002 Radiator
Maintenance.
1. Drain engine cooling water system.
INSTALLATION
2. Disconnect piping connections to
radiator headers. Reinstallation is the reverse of the
removal procedure.
3. Disconnect shutter-operating linkage
at shutter cylinder and at top radiator
angle.
FIGURE 5
RADIATOR LIFTING BRACKET
4. Remove shutter.
2005 2
SYSTEM, COOLING WATER  GENERAL DATA
DESCRIPTION FILLING AND DRAINING
The engine in each locomotive unit TO FILL

has an individual cooling water system,
Figure 1 in which the water is circulated by 1. Apply hose to filler nozzle. Water
a centrifugal pump, gear driven from the pressure should not exceed 25 psi.
crankshaft. Water flows from the pump
through headers into the right and left
banks of the engine block where the water 2. Open the fill-drain valve on engine
circulates around the cylinder liners. room floor at free end of engine.
Water also flows from the pump to the
turbo supercharger and the after-cooler. 3. Fill system until sight gl ass on
expansion tank reads 3/4 full.
Cooling water from the engine
block rises into the cylinder heads and CAUTION: Never operate engine
flows out through risers, w hich are without water showing in sight glass.
connected to two water outlet headers
running along the top of the engine. Water 4. Close fill-drain valve.
then flows to the radiators, and expansion
tank. Cooled water from the radiator flow
NOTE: If no water pressure is available,
through the oil cooler and finally returns to
the system can be filled through the top
the water pump. The cooling system is a
filling connection in the expansion tank of
closed one with the expansion tank vented
the roof of the locomotive.
to atmosphere through an overflow pipe.
To rid the system of air and gasses on all
locomotive units vent pipes are connected TO DRAIN
to air collecting domes and lead to the
expansion tank. The radiators are also Open the fill-drain valve located on
vented. engine room floor at free end of engine.
OIL IN SYSTEM
The water temperature into the
engine is maintained between 145-155°F
by switch controlling (Eddy Current In case oil is ever noticed in the
Clutch). water glass, indicating oil in the water
system, eliminate the source of the leak,
flush the system, refill with clear water and
The engine is protected against add 10 pounds of tri-sodium phosphate.
high water temperature by a switch, which The engine should be operated with this
sounds an alarm and on some solution in the system for one day only,
locomotives returns the engine to idle,' after which it should be drained and
when the water outlet temperature flushed. Refill the system with fresh water
reaches 1850F. and add the correct amount of water
treatment.
2005 1
WATER TREATMENT 1. Make sure the drain valves are closed.
Recommended water treatment 2. Inspect all water piping, hoses and

should be used at all times to maintain the couplings for leaks.
engine cooling system in proper condition
and prevent corrosion and/or cavitation 3. Inspect radiators for leaks.
erosion. The water treatment used should
be as specified in MI-CWS-OO1 and this
treatment should be added to clean water 4. Inspect the cylinder block-to-cylinder
when filling the system. Under no head and cylinder head-to-water
circumstances should boiler water manifold gaskets.
treatment be used in the engine cooling
system, nor treatment compounds or 5. An internal leak to the lubricating oil
cleaners that will attack a particular such as from the lower end of the liner
system's flexible connections, gaskets or will be indicated by drops of water on
grommets, or that might cause corrosion. the base screens. The engine must be
shutdown in case of water in the
The cooling system capacities of lubricating oil, the trouble corrected
the locomotives covered by this manual and the lubricating oil changed.
are in the Locomotive Data Bulletin.
6. Inspect water pump seal tell-tale hole.
At the time of engine overhaul or
disassembly the cooling system surfaces HIGH WATER TEMPERATURE
should be examined to determine whether
correct treatment has been followed.
When treatment is used it IS not If high water temperature is
necessary to flush the system except in indicated, check:
unusual cases.
1. Water level in expansion tank; if the
WATER LEVEL engine has overheated from low water
it should be allowed to idle. Warm or
hot water (1500F) should be added
The water expansion tank is slowly if available. If cold water is to be
located in the radiator compartment and is used, add it very slowly after the
equipped with a sight glass and overflow engine has cooled down to the extent
pipe. The sight glass should show water at that your hand can be held
all times. Never operate the engine comfortably on the engine parts.
without water showing in the sight glass.
2. Radiator fan drive: If radiator fan is not
COOLING PROBLEMS operating because of mechanical
difficulty, do not operate the engine.
WATER LEAKS
3. Water circulation and temperature by
feeling various parts of the system: If
Water leaks should not be
permitted to persist. In case an unusual examination of the system indicates
amount of make up water is required the pump is not working or water not
proceed as follows: circulating, the engine should not be
operated.
2005 2

FIGURE 1
2005 3
2005
FIGURE 2
ENGINE COOLING WATER (FUEL EFFICIENT) SCHEMATIC
4
MI-CWS-018
PRESSURISED COOLING WATER SYSTEM

DESCRIPTION
FIGURE 2
FOUR-WAY COCK
Pressurization of cooling water
system on WDG2/WDM2/YDM4 locos are
used primarily to reduce incidence of hot
engine alarm. The pressurization of
cooling water system will increase the
radiator heat transfer potential allowing it
to dissipate more heat with same frontal
area. Pressurization will allow reduce the
cases of topping up of cooling water
system at out station points as loss due to
evaporation is reduced.
Figure 1 is a schematic of the

pressurization portion of the system.
Globe valve Figure 2 at the engine fill and A 3.5 kg/cm2 pressure relief valve,
drain pipe, open the line for filling or Figure 3, is applied to expansion tank and
draining and simultaneously connects the prevents escape of air or vapour. When
expansion tank overflow pipe to pressure reaches 0.4 to 0.5 kg/cm2 above
atmosphere for venting. With the cock in atmosphere. The valve opens and vents
operating position, all direct connections through a tube connection to the overflow
to atmosphere are closed. to atmosphere. The vacuum relief portion
prevents operation at less than
atmosphere pressure.
FIGURE 1 FIGURE 3
PRESSURISED COOLING WATER RELIEF VALVE
SYSTEM
2004 1
COOLING SYSTEM
FIGURE 4
PRESSURIZATION
TANK VENT CAP
The cooling system is pressurized
to raise the boiling point of the cooling
water. This, in turn, permits higher engine
operating temperatures, with a minimal
loss of coolant due to boiling
pressurization also ensures a uniform
water flow, minimizes the possibility of
water pump cavitations during transient
high temperature conditions. A pressure
cap, which is located on the water tank
filler pipe, opens at approx. 20 psi. By
relieving excessive pressure, this prevents
damage to cooling system components.
The pressure cap is also equipped with a
vacuum breaker. This minimizes the
possibility of system damage, which could
be caused by pulling a vacuum on the
system as the system cools.
The pressure relief valve starts to
open between 0.4 and 0.5 kg/cm2 and
may be tested with .air pressure either on
a bench or in place on the locomotive. If
test is made on the locomotive, do not
exceed 3.5 kg/cm2,
MAINTENANCE-RELIEF VALVE
TO TEST RELIEF VALVE ON

LOCOMOTIVE
1. Take off standard expansion tank cap

and make up cap with air connection.
2. Have gauge and reducing valve in

airline to expansion tank.
3. Charge system gradually and

determine pressure at which air blows
from external overflow pipe.
If the valve does not function properly,

replace it.
TO BENCH TEST
Use small air reservoir suitable for

application of relief valve and air test as
on locomotive.
2004 2
AIR SYSTEM MI-AIS-000
SYSTEM AI R
supply cutoff valve or isolating cock. This
DESCRIPTION
prevents main reservoir pressure from
reaching the air compressor unloader
Air from the compressor passes
valves and thereby keeps the compressor
through pipe and cooling coils, then enters loaded.
No.1 main reservoir as shown in Figure 1.
From No.1 main reservoir, the air passes
CONTROL AIR
through another section of pipe, fitted with
a safety valve set at 150 psi. The air then
enters No.2 main reservoir through air Air pressure is used to operate the
dryer where moisture is absorbed. reverser, and series and series -parallel
contactors. The system includes a cutout
As a safety precaution, the air in cock, strainer, check valve, reducing
the No.2 main reservoir is reserved solely valve, air gauge and reservoir.
for use in the air brake system by means
of a check valve ahead of the No.2 main
reservoir. Main reservoir air pressure is
reduced to 70 psi by the reducing valve
DRAINING AIR SYSTEM and stores in the control air reservoir.
The air system should be drained
daily or after each trip to prevent moisture If the control air gauge indicates
from reaching the air brake and control pressure other than 70 psi even though
system. the reducing valve has been properly
adjusted, the trouble will probably be
Drain the following:
found in this valve. Close the cutout cock
1. Air compressor inter-cooler-both sides. and open the drain valve in the control air
reservoir to drain the system of air before
2. Main air reservoir. removing the reducing valve portion from
3. Control air reservoir. the piping.
TESTING MAIN RESERVOIR

If higher pressure is indicated no
SAFETY VALVE
serious difficulties should be experienced
In order to test the main reservoir before the trouble is corrected. However,
safety valve or valves, it is necessary to low pressure will cause the electro-
keep the air compressor loaded above the pneumatic contactors and reverser to
governor high-pressure setting. To become inactive with the result that the
accomplish this, close the governor air locomotive will not move.
2005 1
2005 2
SCHEMATIC IRAB-1 (PURE AIR BRAKE SYSTEM WITH PANEL)
2005 3
PANEL MOUNTED BRAKE SYSTEM
All new 16 cylinders locomotives are These PMBS conform to DLW Brake
fitted with Panel Mounted Brake System Schematic of MI-AIS-000 page -2.
(PMBS). These PMBS are of two make- Relevant instructions manuals of the
manufacturer should be referred to
1. M/s. Stone India Ltd. / Kolkata maintenance detail.
2. M/s. SABWABCO Ltd. / Hosur
2005 4
INERTIAL ENGINE AIR FILTRATION SYSTEM

over 99.75% passes to the tube charger
DESCRIPTION via the connecting ducts.
The system consists of Self- MAINTENANCE REMOVAL AND

cleaning multiple fiber bag tube cyclonic RESET
air pre-cleaner for primary filtration and
glass bag filtration for secondary and final
The secondary glass bag filters should be
filtration.
replaced every six-month indicated below:
Specially designed motor driven
exhaust fan is provided for removal of dust 1. Open the connection between the pre-
separated by the pre cleaner. cleaner and dust collector piping.
OPERATION 2. Open the pre-cleaner.
The intake air comes into the pre 3. Remove the glass fiber bag filters and
cleaner. The pre-cleaner is a compact insert new ones.
panel comprising of cyclonic tubes and a
dustbin located at the bottom of the panel. 4. Re-install the pre-cleaner in place.
The cyclonic tube consist of fixed helical
vanes (deflector) a conical outer tube
converging' towards the outlet end, flow 5. Re-connect the pre cleaner to the dust
straightening blades and an inner collector pipe.
discharge tube. The air entering the
cyclonic tube is deflected by the fixed 6. Reset the filter service indicators by
vanes and spring with high radial velocity. pressuring he bottom knob till the red
This switching is accelerated due to the band is no more visible.
conical converging shape of the outer
tube. During this switching of the air, large
heavier dust particles are spun out of the TESTING
air under centrifugal force and fall into the
dust bin, The dust is carried away to After the system has been
atmosphere with the scavenge air by installed, take locomotive to the load box
bleeding off 10% of inlet air by dust and record the vacuum (in mm of water) at
exhauster. The balance 90% of the inlet the near of the secondary filter casing with
air free of heavier contaminants and still the locomotive on 8th notch, full load. For
spinning, reverses its direction and travels this purpose a water mariometer should
towards the inlet around the inner be attached after removing the filter
discharge tube and is passed out through service indicator. With the system
this tube to the secondary stage glass appropriately sealed, the initial vacuum
filters. with new secondary paper filters should
be between 470 mm of water.
The air coming out of the first
stage cyclone panel, enters the glass fiber GENERAL PRECAUTIONS
bag filter and comes out of them, leaving
the fine dust particles arrested in the filter. 1. The secondary filters to be checked for
The air, cleaned to an overall efficiency of replacement in six monthly schedule.
2005 1
2005 2
AIR SYSTEM MI-AIS-002-02
AIR COMPRESSOR
removal of the strainer element without
AIR COMPRESSOR MODEL LG
the necessity of dismounting or
3 CDB & KCW 623 disconnecting from the air compressor. Air
passing through the strainer unit enters
DESCRIPTION the compressor intake.
Locomotive equipped with IRAB-1 The strainer element should be
Air Brake system have compressor unit cleaned periodically. Dirt deposited on the
which furnishes compressed air for metal wire mesh cover may be dislodged
purposes of locomotive control and air for by jarring the strainers and by using dry
the train brake. compressed air. The blast of air should be
directed along and not against the strainer
Power to drive the compressor unit unit. The strainer element should then be
comes from the diesel engine through a cleaned in an alkali-free hydrocarbon
flexible coupling. It consists of three sets solvent and dried after which it should be
of cylinders and cylinder heads, two pair dipped in lubricating oil. After oil has
for first stage (Low -pressure) and one pair drained off, it is ready to be put back into
for second stage (High-pressure) fitted in service.
a 'W' form on a crankcase. The crankcase
the crankshaft and connecting Rod INTERCOOLER
assembly which receives and converts
circular motion into reciprocating motion. DESCRIPTION
The drive is taken from the locomotive.
Since these compressors are of
INTAKE STRAINERS the compound type, each is fitted with an
intercooler through which the discharge air
The air intake strainers used at from each low -pressure cylinder passes to
inlet of' the low -pressure cylinders are of the intake of the high-pressure cylinder.
the "cartridge type", which permits The use of an intercooler reduces the
FIGURE 1
SCHEMATIC DIAGRAM
2005 1
temperature of the discharge air and INTERNAL OILING SYSTEM
improves the volumetric and overall
efficiency of the compressor. The
intercooler is of the radiator type, DESCRIPTION
employing finned copper tubing mounted
between cast iron headers the intercooler A chain driven gear type oil pump
is divided into two halves, one for each of circulates oil under pressure through the
the low pressure cylinders. The low system.
pressure discharge air enters the
intercooler, through a side header leading Before the oil goes to the pump it
to the top or upper header where it is is filtered. The filter consists of housing
directed down through part of the tubes in incorporating a fine straining screen of
the one-half of the intercooler and back up large area through which the oil flows on
through the remaining tubes in that half, in its way to the pump body. A screen
this way the air from each low pressure retainer holds the screen in place. To take
cylinder is so directed through its half of out the screen, first remove the screen
the intercooler that, in passing to the high retainer.
pressure cylinder the air has travelled
approximately twice the length of an
intercooler tube. Suitable baffles are An oil pressure relief valve,
employed to insure that the air follows the mounted in the oil pump housing, protects
path desired. After passing the tubes, the the pump and associated parts against
air enters a common passage leading to excessive pressure.
the intercooler safety valves and to the
inlet side of the high pressure cylinder. The oil pressure gauge is screwed
Safety valves are employed to protect the into the side plate of the crankcase on left
intercooler against excessive pressure. side when viewed from the intercooler
These valves are set to open at 60 psi. end. The oil pressure gauge should read
approximately 45 psi at all speeds.
MAINTENANCE
MAINTENANCE
The only attention the intercooler should
need is draining to insure removal of
Under normal conditions only the
moisture. Drain the intercooler every time screen at oil pump inlet will require
the main reservoirs are drained. A drain removal and cleaning, however, if removal
cock is located in the bottom header of of oil pump becomes necessary, first drain
each bank of intercooler tubes. the crankcase oil through the drain
provided for this purpose. Then proceed
NOTE: When handling the intercooler, as follows:
care should be exercised to avoid damage
to the finned tubing and also to see that
1. Remove the crankcase side cover.
undue strains are not placed on the
header assembly. The top header is in
one piece while the bottom header is in 2. Remove the oil pressure pipeline that
two pieces to accommodate expansion runs from the pump body to the side of
due to temperature change. The lower the crankcase.
headers are tied together by means of a
bottom tie strap and capscrew and upon 3. Remove lockwire and three capscrews
its removal the intercooler may be lifted two of which fasten oil pump body
vertically. When handling, replace the around crankshaft journal and third
strap to prevent distortion of the assembly.
2005 2
fastens oil pump body to bottom of pressure cylinders. The high-pressure
crankcase. cylinder has only one discharge valve.
These valves are all of the double washer
4. Pump can then be removed from type and are located in the cylinder heads.
machine and further disassembled as
required. Care should be exercised not The inlet valves of the two low
to damage gear teeth or housing, pressure and the one high-pressure
which encloses gear teeth. cylinders are equipped with unloaders,
which are controlled by a governor.
To reassemble, perform steps 1
through 4 in the reverse order. When main reservoir air pressure
is allowed to act on the unloaders, they
open the inlet valves and prevent the
CONNECTING RODS AND PISTONS
compressor from delivering any more air
to the main reservoir. When main
The connecting rods are of the reservoir pressure is removed from the
split type and are fitted with replaceable unloaders, they allow the inlet valves to
inserts of various sizes for adjustment. close on each discharge stroke and thus
The crankshaft end of the connecting rod allow the compressor to deliver air.
contains the bearing insert. Access to the
connecting rods and the interior of the COMPRESSOR PORTIO N- MODEL LG 3
compressor for inspection can be made QDB & KQW 523
through the side plates on either side of
the compressor just below the low - The low -pressure cylinder is
pressure cylinders. If, for any reason, it equipped with two inlet and two discharge
becomes necessary to remove the pistons valves, while the high-pressure cylinder
or connecting rods, all but those of the has but one of each. All three inlet valves
high-pressure cylinder can usually be have same unloader arrangement, which
taken out without disturbing the cylinders. is used on Model LG 3 CDB & KCW 623.
Pistons and connecting rods come but
through the top of the cylinders after DISCHARGE VALVES-REMOVAL
removing the heads.
If for any reason it is desired to
On the high-pressure cylinders, remove or inspect the discharge valves, it
and sometimes on the low -pressure is only necessary to remove the cap nut
cylinder because of external interferences, and then back out the valve plug using a
it is necessary to remove the cylinder rectangular bar wrench ½″×½″×3″ long
before the rod can be taken out. After the which fits into rectangular s lots on the face
removal of cylinder, the piston is lifted out of the plug. A large monkey wrench will be
through the opening left by removal of the necessary to turn the bar, or a "T" handle
cylinder. wrench with ½ ″×½″ head might be more
suitable. After removal of the valve plug
AIR VALVES AND UNLOADER the complete discharge valve assembly
ARRANGEMENT can be lifted out, the seat, valves, springs
and spring retainer being held together by
a stud, castle nut and cotter pin.
COMPRESSOR PORTION-MODEL
LG 3CDB & KCW 523
There are two inlet valves and two INLET VALVES-REMOVAL

discharge valves for each of the low -
2005 3
The inlet valves are held in place The compressor crankcase is
by the unloader body and an inlet-plug like evacuated to reduce oil consumption. This
that described for the discharge valve. To is accomplished by connecting an orifice
remove the inlet valve assembly, first controlled tube from the exhauster header
remove the unloader body and lift out the to the oil filter housing body.
unloader valve assembly. Back out the
inlet valve plug, using the bar wrench as The piping should be inspected to
described for the discharge valve, which insure tightness and the orifice inspected
will free the inlet assembly and permit its to insure that it is not obstructed.
removal. The valve assembly which
consists of seat, valves, springs and NOTE: To achieve the best performance
spring retainer, is held together by a stud, the vacuum maintained in the crankcase
castle nut and cotter. should not be less than 5 inches below the
vacuum in the vacuum reservoir pipe.
REPLACING INLET AND FAN

DISCHARGE VALVE ASSEMBLIES
On some locomotives the fan is
attached to the coupling and will come off
When replacing inlet and with the coupling should the compressor-
discharge valve assemblies in the cylinder exhauster be removed.
head it is important that the copper gasket
between the head and valve seat is in TESTING THE PERFORMANCE
good condition. Generally, it is better
policy to replace this gasket with a new Run the compressor again at a
one when reassembling. The same gasket maximum speed and pressure for about
is used for all inlet and discharge valve 30 minutes to regain normal operating
assemblies. It is also important to make conditions, at a speed of 400 to 500 rpm
absolutely certain that valve assemblies with orifice 8.7 mm in the orifice holder on
are replaced with the castle nut side the pressure side. Close the shut of valve
pointing outward, i.e., away from the on the air receiver. Note down the reading
piston. In some instances it might be in the pressure gauge.
possible to turn an assembly over and
FURTHER MAINTENANCE
should this be done, serious damage to
the compressor or compressor-exhauster INSTRUCTION
might result if operated under this For detailed information on
condition. compressor- exhauster maintenance, refer
to the appropriate instructions issued by
The valve discs and valve springs the compressor manufacturer.
of all inlet and discharge valve assemblies
are completely interchangeable. All inlet
valve assemblies have the same valve
seat; all discharge valve assemblies have
the same valve seat.
CRANKCASE EVACUATION
2005 4
FIGURE 2
TEST RIG
2005 5
FIGURE 3
PERFORMANCE CHART
2005 6
GOVERNOR, AIR COMPRESSOR

ELECTRO PNEUMATIC EPG Ø a terminal block to fix the wire
terminal to give electrical supply to
DESCRIPTION magnet valve.
The electro-pneumatic compressor

governor is working with pneumatic WORKING PRINCIPLE OF ELECTRO
pressure and electric supply. The PNEUMATIC GOVERNOR
governor is of the electro-pneumatic
double "safety valve" type and consists of When the compressor is charging
tw o distinct portions: the operating portion the pneumatic circuit the air pressure is
and the pipe bracket. Separate pipe building up. When the air pressure
connections to the expresser and to the exceeds the cutout pressure, Micro
main reservoir are provided so that the processor system makes contact to give
operating portion may be removed for electrical supply of 72 V DC to magnet
repairs or replacement without breaking valve to energize the coil, which will
any pipe joint. connect the inlet air pressure to outlet to
off- load the compressor or to actuate auto
The housing of the regulation drain valve etc. When using the
mechanism is marked HP and LP. The compressed air pressure for different
adjusting screw in the HP section is used application, air pressure drops down.
to regulate the air compressor cutout or When the air pressure is sufficiently
unloading point while the adjusting screw reduced below the cut-in pressure setting
in the LP section is used to regulate the of the Micro processor system will break
point of air compressor cut-in or loading the electrical supply to the magnet valve
point. Therefore, it is necessary to set two for de-energizing the coil resulting in
pressures when adjusting the governor, connecting the outlet pressure to
the high pressure where the governor atmosphere for compressor to start
unloads the compressor and the low building up the air pressure in the circuit.
pressure where the governor loads the
compressor.
PRESSURE SETTING AND
CONSTRUCTION OF ELECTRO ADJUSTMENT
PNEUMATIC GOVERNOR
There si no need to disturb the
Electro pneumatic governor has: pressure setting of the governor, as it is
factory set to the requirement of the
Ø a magnet valve 72 V DC normally customer. However, in case of any
closed to give pressure to outlet adjustment needed on cut-in or cutout
when it receive electrical signal pressure setting the following procedure
from Micro processor system or to may be followed:
exhaust the outlet pressure to
atmosphere when electrical signal Cut-in and cutout pressure setting
is broken/withdrawn by the Micro adjustment has to be done in the Micro
processor system. processor system.
Ø a pipe bracket for connecting inlet

and outlet ports to the pipe line.
2005 1
CAUTION: No need to dismantle the
magnet valve portion for any
adjustment.

This governor needs very little
attention after being properly adjusted
except to be cleaned and oiled
periodically. When cleaning and oiling the
governor, a few droops of good oil should
be placed on the surface passed over by
the cutting-in and cutting-out valves. See
also that exhaust opening is free from dirt
or gum and the strainer is clean.
PERIODICAL MAINTENANCE
No special attention is required
during periodical maintenance. However,
the cut-in and cutout pressure setting has
to be checked. In case of any minor
adjustment required, it may be done as
aforesaid.
2005 2
WIPER WINDSHIELD
DESCRIPTION MAINTENANCE
Windshield wipers are provided for REMOVAL
both the driver's and assistant driver's
position. The wipers require very little Disconnect wiper arm, connecting
attention and will give long service with piping, mounting bolts and pull wiper
assembly straight forward until operating
ordinary care. Failures are often traceable
to mistreatment such as unnecessary shaft is free of cab structure.
forcing of the wiper arm past the normal
stroke position.
Fig. 1
WINDSHIELD WIPER
2005 1
HORN AND PUSH BUTTON SWITCHES
There are two non-latching To the inspect and the clean an

block, colored plush- button devices air horn diaphragm, remove the back
provided on each of the desk to covers bolts, the back cover, the
activate the unit's front & rear air diaphragm ring and finally the
horns. These horns are individually diaphragm itself. Whenever removing
controlled by pressing the button of an air horn back cover, blow out the air
choice causing the locomotive horn to lines and clean out the orifice dowel
sound. pin. This c an be done by fully opening
the air horn valve while the air line to
AIR HORN the valve is at full operating pressure
(with the air horn back cover
The locomotive operator through a removed).
switch -activated circuit, that energizes
the rotex-SR-3008 magnet valve,
controls the air horn. There are four
controls for the air horn on the
locomotive, two on each operator’s
desk.
HORN CIRCUIT (AIR & ELECTRIC)
2005 1
VALVES, MAGNET
INTRODUCING
Magnet valves are used in the
sanding, shutter control and
compressor governor system of the
locomotive. The type shown in Fig. 1
and 2 is used with certain
modifications in all three systems.
DESCRIPTION
A magnet valve, which is normally
closed (when de-energized), used in
FIG. – 1 PART "A"
the Sanding System and the Shutter
control (if used), is illustrated in Fig. 1
Part "A". A similar valve, normally
open (when de-energized), is used in
the Air Compressor Governor System.
The valve is comprised of a hou sing
body, coil, terminal board, coil pole,
plunger spring and bottom cap, Fig. 2
Part "B", shows the component parts
of the plunger assembly.
OPERATION NORMALLY CLOSED
When the coil is de-energized, the
valve appers as illustrated. The FIG. – 2 PART "B"
plunger spring holds the plunger 1 Housing 14 Bottom Plate
2 Coil 15 Plunger
assembly down, causing the lower Assembly
seat to close the orifice in the bottom 3 Leaf Spring 16 Plunger Spring
cap. Main reservoir air cannot reach 4 Exhaust Port 17 Body
the outlet. 5 Nut 18 Bottom Cap
When the coil is energized the 6 Coil Pole 19 Out let
7 Cover Plate 20 Ring
plunger pulls up, causing the upper Machine
seat to close the exhaust orifice. Main Screw 21 Main Reservoir
reservoir air now flows through the Air
orifice in the bottom cap and through 8 Cover Plate Inlet
the outlet to the sander magnet valve 9 Cover Plate 22 Spacer
Gasket
and to the shutter magnet valve (if 10 Terminal Nuts 23 Plunger Body
used). 11 Terminal Post 24 Plunger Cap
De-energizing the coil allows the 12 Terminal Block 25 Seats
plunger spring to push the plunger 13 Coil Lead
assembly down again. The air from the the coil pole (see arrows), finally
line connected too the outlet escapes leaving through, the exhaust port.
through the spaces between the
square plunger body and the bore of MAGNET VALVE
NORMALLY OPEN
2005 1
A nut with female pipe threads is All solenoid valves must be
applied to the housing of the normally cleaned at regular intervals. The
open magnet valve. The body is bolted condition of the air will determine how
to the pipe bracket which connetcs the aften they should be cleaned.
lower port in the body with the Impurities from the air will deposit on
atmosphere. De-energization of the all parts of the inside surface of the
coil allows air to flow from the main body and coil pole. These parts, as
reservoir to the air compressor well as the plunger parts and bottom
unloaders, and energiztion of the coil ca p, should be cleaned. Lubricate as
allows air in, the unloaders to necessary at assembly.
discharge to atmosphere. TESTING FOR AIR LEAKS
MAINTENANCE If a leak occurs on a normally
DISASSEMBLY closed magnet valve, when the coil is
Before disassembing the magnet de-energized, the bottom seat is not
valve, remove it from the pipe bracket. sealing. Remove the bottom cap,
This can be done without breaking any plunger spring, and plunger and take
pipe connections. Remove the cover apart the plunger assembly. Dirt, gum,
plate and gasket from the housing and etc. may be reventing free plunger
the wires from the terminal posts. Then movement for tight sealing of the seat.
disassemble the magnet valve as If this is not the cause reverse the
follows: bottom seat. If leaking is still present,
1. Unscrew bottom cap. replace the plunger spring. Replace
2. Remove plunger spring and the seats in cases where th e previous
plunger assembly. steps do not correct the leakage.
3. Unscrew the nut at the top of the If leaking occurs on a normally
hopusing. closed magnet valve, when the coil is
4. Remove the body and coil pipe energized, either the coil is not pulling
assembly. the plunger up tightly onto the upper
5. Remove the machine screw from seat or the seat is either dirty or worn.
the bottom of the housing and Check all electrical connections for
carefully lower the bottom plate, good contact. Clean the coil pole bore
coil and leaf spring away from the and plunger. Clean and reverse or
housing replace the upper seat if necessary.
6. Loosen nuts on terminal board Check coil and replace if necessary.
assembly and remove coil leads.
7. Unscrew plunger cap from plunger.
8. Remove seats and spacer from

plunger body.
CLEANING
2005 2
TRAP, SAND
CONVEYOR TYPE 575
DESCRIPTION When air is admitted through the
conveyor from the sander control valve, it
Sand flows into the conveyor by removes the foundation triangle C of the
gravity and assumes its natural line of line of repose. This sand is immediately
repose. The position of this line of repose delivered to the rail and the removal of the
is governed by the adjustable paddle A. triangle starts the continuous flow of sand
Figures 1 and 2. The depth of the sand by gravity through the conveyor.
from the surface of the line of repose to
delivery edge in the conveyor governs the As the sand drops from the
amount of sand delivered. delivery edge B, it falls into the air stream
and is immediately airborne and conveyed
to the rail, Figure 2.
FIGURE 1
FIGURE 2
2005 1
2005 2
All travel of air and sand is in one
direction parallel to the sidewalls of the
equipment. There is no turbulence to
create erratic and undependable sand
delivery and to cut out the equipment. air stream each grain of sand is
immediately air-borne and propelled in the
The flow of sand through the direction of the air stream travel.
conveyor is by the natural and dependable
forces of gravity. As sand drops into the There is no mixture of sand and air
within the conveyor and therefore it is not
possible to cut out the conveyor.
FIGURE 3
CONVEYOR PARTS  575 SERIES
2005 3
2005 4
REGULATOR, PRESSURE
CONTROL AIR DISASSEMBLY
DESCRIPTION
Refer to Figure 2 for parts
The control air pressure regulating identification.
valve, Figure 1 reduces the auxiliary air
pressure to approximately 70 psi. The 1. Turn out adjusting screw (1) to relieve
valve contains an integral pressure gauge all compression on springs (7).
and is of the self-relieving type. This
feature permits the regulated pressure to
be reduced by backing off the adjusting 2. Remove bonnet screws (4) and take
screw and automatically prevents the off bonnet intermediate spring rest (6),
build-up of excessive pressure in control springs (7) and diaphragm assembly
air system. (8, 9 and 10).
REMOVAL 3. To disassemble the diaphragm

assembly, grasp lower spring rest (8)
Close the control air cutout and firmly in one hand and with a wrench
open the drain valve in the control air unscrew the diaphragm relief seat
reservoir to drain the system of air before (10);
removing the regulator from the piping.
The regulator can be disassembled for
servicing without removing it from the 4. To disassemble the valve (15), remove
pipeline. bottom plug (20), parts 14 through 19
can also be removed.
FIGURE 1
PRESSURE REGULATING VALVE INSPECTION AND MAINTENANCE
1. Thoroughly clean each part
2. Surface inspect each part paying

particular attention to the valve and
valve seat.
3. Replace any damaged parts.
REASSEMBLY
Proceed in reverse order of dis-

assembly. When assembling the valve
(15), put a coat of grease onto the "O” ring
(16).
2005 1
FIGURE 2
PRESSURE REGULATOR  EXPLODED VIEW
2005 2
ELECTRICAL SANDING SYSTEM

lined to all units in a consist. The wheel
DESCRIPTION
slip sanding occurs only on the unit
actually slipping.
The standard application has eight
wheels sanded; forward and reverse of
An alternate arrangement of
each truck. Figure 1 shows a composite
manual sanding control is applied in some
electric and pneumatic sanding system
diagram. applications. In this arrangement the
direction of sanding is controlled by the
position of the manual switch and the
ELECTRIC SANDING CONTROL manual emergency switch is not applied.
The sanding is initiated by LEAD AXLE SANDING

pressing manual sanding control switch
(SOCS) located on the control, stand.
Lead axle sanding with a manual
Forward and reverse direction of sanding
control switch may be applied as a
is controlled by electrical connections on
modification. Operation of the control
the main reverser, which control the
operation of the desired sander control switch will apply sand forward of No.1 axle
only. In some applications an indicating
valves (3). The standard circuits are
light is also applied.
shown by bold lines in Figure 1.
PNEUMATIC TRAIN LINE

Actuating the sander magnet
valves allows main reservoir air to flow to
the forward or reverse sand traps (2) at Equipment consisting of relay and
each truck in most applications a sand pressure switches may be applied to
shut-off valve (1) is also applied. permit operation in MU with locomotives
equipped with pneumatic sanding -control.
Refer to Figure 1 for schematic diagram.
The emergency sanding switch Sanding initiated electrically by the
(ESS) actuates all sander control valves controls described above will also operate
regardless of reverser position in a pneumatic relay valve (4) through a
operations such as "plugging". reverser interlock. The relay valve in turn
will admit main reservoir air to the forward
Tw o other automatic controls of or reverse train line pipe to start sanding
sanding are applied in most applications. on a trailing unit. In the event these units
One, wheel slip sanding, is controlled from are trailing, a pneumatic signal received
the wheel slip detection equipment and via the train line pipe will close the proper
applies sand in the direction of locomotive pressure switch which will in turn initiate
movement. The second, emergency sanding electrically as shown in Figure 1.
sanding from air brake equipment, also
applies sand in the direction of locomotive EQUIPMENT MAINTENANCE
movement.
Refer to respective publications for
The normal manual control of descriptions and maintenance procedures
sanding and emergency sanding are train- for individual system components.
2005 1
FIGURE 1
COMPLETE ELECTRIC AND PNEUMATIC DIAGRAM SANDING SYSTEM
72 VOLTS
1. Sand Shut-off Valve 4. Solenoid Relay Valve

2. Sand Trap (Conveyor) 5. Combined Sand Trap & Solenoid Valve
3. Sander Magnet Valve
2005 2
CHASSIS MI-CHS-002
FILTERS, PANEL
surface to be cleaned. Spray from outlet
DESCRIPTION
side first and then from intake side. After
Panel filters are used on all types accumulation has been removed, rinse in
of locomotives and should be cleaned clean hot water and allow to dry.
periodically. However, the elapsed time
between such necessary servicing will CAUTION: Do not use caustic soda or
lye.
depend on and vary with the severity of
dust conditions encountered in operation.
Method C  Stand filter on end and flush
REMOVAL with hot water (1500 F to 1800 F) at normal
tap pressure of 65 to 90 psi using De
Vilbiss washing gun with 9/32" nozzle and
1. Remove clip-holding panel in place.
compressed air of 85 to 1 00 psi. Wash
2. Lift filter panel free. outlet side first and then inlet side of
element. After all accumulated dirt has
INSPECTION AND MAINTENANCE been removed allow the filter to drain and
dry.
Automatic mechanical filter
2. For servicing filters where hot and cold
cleaning and re-oiling equipment is now
available recommendations set forth by water is present at normal tap
pressure of 65 to 90 pounds.
the manufacturer of this type of equipment
should be followed. However, the
following cleaning methods have also Method D  Immerse filter in dipping
been found to be practical and are now tank containing a hot solution (1500 F to
being used in the field. 180°F) of water and grease solvent, i.e.,
Oakite 20, 24 and penetrant (4 oz. per gal.
1. For centralized servicing setups where of water). Agitate filter with outlet side
steam, hot water, compressed air, and down until the dirt accumulation works
loose from the screen. Shim the floating
drainage facilities are available.
dirt from the tank rinse in hot water and
Method A  Immerse the filter in a allow to dry.
boiling solution of water and a suitable
grease solvent. Examples of grease CAUTION: Do not use caustic soda or
solvents are Oakite 20. 24 or Penetrant (4 lye.
oz. per gal. of water) and Tri-sodium
3. For servicing filter where steam, hot
phosphate (5 oz. per gal. of water). Boil
water, and compressed air are not
for 20 to 30 minutes or until accumulation
available.
has been removed. Rinse in plain hot
water and allow to dry. Method E - Immerses filter in dipping tank,
containing a solution of Oakite 8 or 9
CAUTION: Do not use caustic soda or mixed 1 part to 4 parts kerosene or
lye. equivalent and agitate. For heavy deposits
of dust on the intake side it may be
Method B  Hang filter in exhaust hood necessary-to use a scrub brush. When the
and flush with hot solution (1500 F to 1800 accumulation has been removed, rinse
F) of water and suitable grease solvent at thoroughly with water and allow to dry. It is
60-90 Ibs. pressure using flat jet nozzle advisable to use rubber gloves to protect
held at approximately 3 inches from the hands of the workman.
2005 1
CHASSIS MI-CHS-002
RE-OILING FILTERS Method D  Where compressed air and
Filters should be thoroughly dried a spray gun available, fill the gun with oil
or satisfactory air filter oil. Maintain air
before re-oiling
pressure at the minimum pressure
Method A  Immerse filter in dipping required to emit oil from the spray gun;
tank containing engine oil or satisfactory this is essential to minimize atomizing of
air filter oil. After element is saturated, the spray. Traverse both faces of the filter
remove the filter and stand on end on a with the nozzle held approximately 3 to 5
drain board to permit surplus oil to drain inches from the element. It normally
off then replace the filter in a heated requires a minimum of 1/2 pint of oil per
chamber where temperature of 200 to 300 square foot of filter area to ensure
above working ambient is maintained. Let complete penetration of the element.
the filter drain for a minimum of 8 hours Stand the filter on end and permit the
before using. Wipe off surplus from frame surplus oil to drain off, then use
before mounting in the air box. compressed air (85 to 100 psj) starting at
the top of the element with nozzle and
Method B  For use in locations where
working down to blow off heavy oil
only compressed air is available. Immerse deposits. Use the air blast on both faces
filter in a dipping tank containing engine oil of the element. Wipe surplus oil from the
or satisfactory air filter oil. Remove the frame before mounting in air box. This is
filter from the tank and stand on end and an emergency measure and should only
permit surplus to drain off. Then use be used when no other facilities are
compressed air of 85 to 100 psi. starting available.
at top of element with nozzle and working
down. Blow off heavy oil deposit. Use the
air blast on both faces of the element. Method E  Where compressed air or
Wipe off surplus oil from the frame before
heated drain chamber is not available, use
mounting in the air box. a mixture of 3 parts engine oil to 1 part
Metho d C  Where dipping tank is not trichloroethylene, non-leaded gasoline,
available put the filter on two ends over a white gas, mineral spirits or kerosene.
drain pan. Pour the oil over the filter Immerse the filter or pour on the mixture
element; making sure that the engine face until the element is saturated. Stand the
area is covered and allowing the oil to filter on end to drain and allow it to stand
penetrate through the element. Stand the until all volatile materials are evaporated.
filter on end and permit the surplus oil to
drain off, then use compressed air (85 to
100 psi) starting at the top of element with CAUTION: This is an emergency
nozzle and working down 10 blow off method and must be used outside any
heavy oil deposits. Use the air blast on building to eliminate danger from
both faces of the element. Wipe surplus oil explosion of volatile gases and injury
from the frame before mounting in air box. from toxic fumes.
2005 2
CHASSIS MI-CHS-003
BELTS AND PULLEYS

excessive heat deteriorates the belts. Do
BELTS not store on a damp floor or where water
or steam may damage the belts. When
GENERAL INFORMATION necessary to replenish stock, make sure
that the belts previously in stock are used
In as much as V-belts have contact
before using the newly acquired belts.
surfaces on the sidewalls, the high tension
required with flat belts will not apply. When applying new belts, a
continuous type V belts should be used.
If possible a complete set of new When applying a new set of belts, care
matched belts should always be installed
should be taken to have the belts
and the remaining old belts removed. If matched. Connector type belts can be
sufficient number of good second hand used in an emergency. These should be
belts have accumulated it may be possible
replaced as soon as possible.
to match up these belts and utilize them
for future installations. Belts should never ride the bottom
of the grooves.
These belts should not be used on
a drive where it is expected that they will
PULLEYS
be kept in service for a long length of time
or where application is difficult, as
PULLEY GROOVE WEAR
naturally the life of these used belts will be
less .than new belts.
Pulley groove wear has been
found to have a great effect on belt life.
When applying new belts on any
drive the tension device should be Pulley should be re-grooved or resurfaced
at reasonable intervals.
released so that the belts can be applied
freely over the pulleys. If the belts are
PULLEY REPLACEMENT
forced over the pulleys a ply-break may
occur resulting in damage to the belts.
Pulley should be inspected to
After a set of belts has been ensure their being tight on the shaft at all
applied, the drive should be run for the times, and in each case during repair or
break-in period before checking the replacement, the following rule should be
observed.
tension. This will allow the belts to
become well seated and equalized on
The pulley should be pulled up
both sides of the pulley.
tight, should have a good fit over the shaft
If too much tension is applied, surface and the key should be carefully
trouble will be experienced on the bearing fitted so that the pulley does not rest upon
of the drive, with resultant short belt and it.
pulley life. If the belts are applied too
loosely, the belts will slip, there by PULLEY ALIGNMENT
decreasing their life.
When applying new pulleys or
making adjustments, make sure the
Belt dressings are not required and running pulleys are in alignment to ensure
should never be used. Belts should be straight belt operation.
kept clean and free from oil. Belts not in
use should be in a cool dark place as
2005 1
CHASSIS MI-CHS-004
BLOWER, TRACTION MOTOR

length should be mounted on the pulley
CONSTRUCTION and before tensioning the belt, pulley of
blower and driving source should be
The construction of the blower aligned properly. To check if belts are
incorporates a single inlet single width properly tensioned or not, press each belt
type forward curve impeller mounted at the centre between driving and driven
inside down blast casing blowing the air pulley with a thumb of your hand, applying
downwards. The impeller is locked up on normal pressure. In properly tensioned
the shaft by washer (MB 11) and standard condition, the belt will get pressed by
checknut (KM 11). The impeller is thumb in the centre by about 25 mm. A
mounted on a shaft, which is supported on too loose belt will get pressed by more
tw o bearings each installed at each side of than 25 mm and too tight belt will not allow
the blower. The bearing on the pulley side the belt to be pressed up to the 25 mm.
is a fixed parallel bore spherical roller We wish to clarify here that this method is
bearing, which is locked in. fixed position an approximate method and can be used
in -the housing. The shaft is also fixed as good guide. We also wish to caution
axially in this bearing by a lock nut. The that proper alignment of 2 faces of the
suction side bearings incorporate taper pulley in one plane is also very important
adopter sleeve for easy mounting and for getting good life out of belt. If Pulleys
dismounting of the shaft and the impeller are not properly aligned, the belts will
itself is locked on to shaft by a check nut wear out very fast. It is also important that
with star locking washer. (The broad all the belts should be of same identical
details of the construction are shown in size and in a matched set and all belts
the spare part catalogue-cum-drawing from same batch.
enclosed herewith after pg. 8). The blower
takes drives from the main shaft through a
STARTING
V-Belt arrangement and a six-groove "B"
section pulley is provided on the blower
for the Purpose. The length of the belt is Before starting the fan rotate the
to be selected depending upon the centre pulley impeller by hand by removing belts,
distance between the blower and your and check if the shaft is moving free and
driving source, so that the maximum no metal to metal touching is noticed.
margin is available for tensioning the belts Ensure that the blower is rotating freely.
during their subsequent use. After flexing the belts, start the blower and
stop immediately. While starting observe
for any abnormal sound and while the
INSTALLATION blower is coming to rest after being
stopped check the direction of the rotation
Place the Blower on its outlet. on of the blower to ensure that the same is
the air receiving duct on the loco and matching with direction of rotation marked
tighten the bolts provided on the outlet. on the blower by an arrow. After ensuring
Also fix nut bolts in the side wall of the that the direction is correct and that there
blower provided on suction side and fix is no abnormal sound restart the blower
the same with the internal partition of the and now carefully observe if there is
loco hood. All the holes provided for fixing abnormal noise either from inside of the
are slotted so that the blower can be fan like metal to metal rubbing or from the
moved away from the driving pulley for the bearings. If there is no abnormal sound
purpose of belt tensioning. After fixing the continue to run the blower for about 2
blower, B-section belt of appropriate hours and after that check the belt as well
2005 1
CHASSIS MI-CHS-004
as the bearing to ensure that they are not this, dirty grease will start coming out
unduly heated. from the plug hole. Continue pumping
grease till fresh grease starts coming
MAINTENANCE SCHEDULE out from the plug hole instead of dirty
grease. With grease plug open, run
the blower for about a minute. With
To get dependable service from this, excess grease will come out.
the blower it is important that following After that replace the plug back in
maintenance schedule is adhered to: position.
(A) EVERY 500 HRS.

CAUTION: Grease plug has been tied
with a metallic chain so that the same
1) To check the belts for tension and if may not accidentally fall from hand. If
found slack, tighten them as per the the chain has come out or broken,
procedure explained above for replace the same to prevent accidental
installation. If the belts are found worn fall of plug. In any case, the plug must
out, replace them. Care must be taken be replaced in position after re-
to ensure that all the belts. are greasing and under no circumstances
changed simultaneously and not only should the blower be run without
those which are worn out. All the belts grease plug in position, as otherwise
should be of the same batch and the grease may run out from the
should be correctly matched for length. bearing housing and the bearing may
If this is not done, then some belts run dry, in which case the bearing will
may run tight and some may run loose get damaged.
resulting into inefficient power
transmission and faster wear out of
belts. B) EVERY 2000 HRS.
2) To check bearings for any abnormal 1) Repeat all the above points mentioned
heating or abnormal noise. Pr esence for 500 hrs. However, for replacing the
of any of the two would indicate a dirty grease, open the bearing cover
possible damage to the bearing, which and remove with hand as much dirty
would need replacement. grease as possible, which otherwise
does not become feasible only by
3) Check if the vibration of the blowers is pumping the grease.
high. The blowers when supplied are
statistically and dynamically balanced.
C) EVERY 8000 HRS.
Since our impellers are of welded
construction, deformation normally
does not take place. Therefore if any 1) All the procedure for 500/2000 hrs.
undue vibrations are noticed, the same should be repeated. In addition to that
could be due to uneven deposition of the blower internals should be cleaned
dust on the impeller blades. In such an and the dust that might have
event, the impeller would have to be accumulated inside the casing or on
removed, thoroughly cleaned and the impeller should be removed. Any
repainted and can be put back to use. rust, if observed should be cleaned
and the blower should be repainted
4) Re-grease the bearing. For this, from inside and outside with enamel
remove the plug and pump fresh paint of desired colour.
grease through grease nipples. With
2005 2
CHASSIS MI-CHS-004
2005 3
CHASSIS MI-CHS-004
2005 4
CHASSIS MI-CHS-004
BEARING AND IMPELLER 2) REMOVING PULLEY SIDE
REMOVING PROCEDURE: BEARING
We have designed the bearing for a) First remove the pulley by removing
a long service life and the bearing housing the locking bolts of taper adopter as
is of sealed construction so that the you have been doing in the past, as
grease does not get sucked into the we have adopted the same design on
blower and then on to the commutator the taper adopter bush of the pulley as
chamber of the Traction Motor. Should per DLW'S drawing.
you need to remove the bearings or
impeller, the following procedure should b) Remove the bearing housing cover no.
be adopted. (Item Nos. mentioned below 1 by opening the screws.
are same as given in spare part catalogue
and Figure Nos. mentioned are as per
Figure given on the next page). c) Unlock the bearing locking nut by
straightening the locking tab of the
locking washer as shown in Figure 02.
1) REMOVING SUCTION SIDE
BEARING d) Unscrew the bearing locking nut with
hook spanner (Figure 03) or by using
soft metal drift as shown in Fig. 04.
a) Remove the bearing housing cover Unscrew and remove the nut and lock
No.8 by opening the screws. . washer out completely.
b) Open the lock washer tab from the slot e) Now, completely remove three fixing
of the nut of taper adopter sleeve as bolts of the legs of the bearing housing
shown in Figure 02. Unscrew the nut on the suction side and also remove
either by using a hook spanner as tile inlet suction cover by removing its
shown in Figure 03 or by using a soft bolts.
metal drift as shown in Figure 04.
Using a pipe sleeve dolly of 50.1 mm
I.D. (made from soft material like f) Now place the blower on 2 or 3 blocks
placed a distance apart with shaft
aluminium), as shown in Figure 05,
remaining in vertical position and
give sharp and evenly distributed
suction side down wards. Thc blocks
blows with a small hammer on the should be placed in such a way that
"dolly, to loosen the taper adopter
they will not obstruct the inlet suction
sleeve from the shaft. Bearing is now
cover being pushed down. Now
loose on the shaft but the same is still
fixed on the bearing housing." keeping a soft metal piece like
aluminium on the face of the shaft,
hammer the shaft down wards to push
c) Remove the complete bearing housing it out towards the suction side. By
along with bearing and the sleeve by doing this, the shaft will get dislodged
removing the mounting bolts of the from the inner race of the bearing on
three legs of the bearing housing. At pulley side. Keep hammering till shaft
this stage, the bolts may be kept comes out of the bearing and the
loosely in position. This will help in whole shaft, impeller and hub
removing the pulley side bearing assembly along with the suction side
easily. bearing housing comos out. Now the
pulley side bearing complete with
triangular housing can be removed
2005 5
CHASSIS MI-CHS-004
from the main casing by removing 3 4) REASSEMBLY
Nos. holding bolts.
Reverse procedure of the above
g) To remove any of the bearings out will have to be followed for reassembling
from the bearing housing, we have the blower and its bearing. While locking
provided 2 Nos. holes on the back the taper adopter sleeve of the suction
face of the bearing housing. The side bearing, it is essential that the sleeve
bearings can be removed by inserting is neither tightened too loose not too tight.
a soft metal rod of 6 inch dia. from the If tightened too loose, the sleeve will be
holes and alternately tapping the same loose on the shaft and damage it. If too
with a small hammer. tight, then it will pre-load the rollers of the
bearing, thus reducing the clearance
3) REMOVING THE IMPELLER between the rollers and two races (inner
and outer) of the bearing and thereby
damage the bearing. Therefore, just &
The impeller is locked on the shaft proper tightening must be ensured.
with a similar lock nut and washer as Getting proficiency on this, is a matter of
provided) on the at per adopter sleeve of experience and no fixed guidelines can be
the suction side bearing and can be given. After assembly, the tab of the lock
opened by using the same method as washer must be bent into anyone slot of
shown Figures 2, 3 and 4. The impeller the lock nut for each the three nuts, i.e.,
can be now removed by slightly tapping one lock nut in each bearing and 1 No. for
the shaft from one end by a soft metal the impeller locking.
hammer as it has a slide fit on the shaft.
2005 6
COUPLING, RADIATOR FAN DRIVE MI-CHS-005
COUPLING, RADIATOR FAN DRIVE
DESCRIPTION 2. Loosen the traction motor drive belts

(if used) and support the horizontal
The locomotive air compressor is fan drive shaft (14).
connected to the radiator fan drive shaft
by a rubber cushioned flex-rigid coupling, 3. Remove the spacer plate (10) from
Figure 1. It consist of rigid half mounted the coupling.
on the compressor shaft and the flexible
half mounted on the fan drive, shaft, made 4. Install two of brass bushings built up
up of an inner and an outer member using to equal the thickness of the spacer
rubber blocks between the two members. plate (approximately 1") or slightly
Transmittal of power from one hub to the more, and secure with two of the
other is through the rubber blocks. through bolts (7), which hold the
coupling together.
DISASSEMBLY AND REMOVAL
5. Warp the horizontal fan drive shaft
1. Remove cover plate (6) which with abrasive paper about 6" from the
incorporates a bronze bushing (5) coupling and apply a four foot Stilson
from the coupling and move it away wrench over the abrasive paper.
from the coupling as far as possible. Make sure the wrench does not mark
the shaft. Apply the wrench so that
FIGURE 1
COUPLING  RADIATOR FAN DRIVE
2005 1
the torque can be applied in the entire length of the hub keyway. It
direction of rotation. must not bear on the top or bottom.
6. With the torque applied to the shaft, 2. Clean cover plate (6) and its bronze
six of the twelve rubber blocks will be bushing (5). Remove any burrs or
unloaded and can be pushed out by rough spots. Slide the cover plate on
use of a copper bar (with right angle the fan drive shaft.
bend at both ends) inserted in the one
inch space between the coupling 3. Heat both hubs in an oven or by
halves. induction to 2000 F for 20 minutes and
apply to shafts. This will give an
advance of from 0.020" to 0..030".
7. When the first set of six rubber blocks Apply hex, nuts and lock fan shaft nut
are removed, the torque on the with cotter pin and air compressor nut
coupling can be released and the with setscrews. Bolt horizontal
remaining blocks removed by hooking radiator fan drive shaft to eddy current
the end of the copper bar in back of clutch. Tighten bolts to 160 ft. torque.
the blocks and pulling them out.
4. Position the outer member (2), as
8. Remove the two brass bushing and shown in Figure 1, and install the
outer member (2). spacer plate (10) tightening the
connecting bolts to 85-95 ft. Ibs.
torque.
9. Separate the coupling hubs (1 and 4)
by disconnecting the fan drive shaft 5. Coat each rubber block with Castor
from the eddy current clutch. . Oil before insertion.
10. Remove the cotter pin from the hex 6. Insert two rubber blocks on opposite
nut on the fan drive and the set sides of the inner and outer member.
screws from the hex nut on the These blocks will go into place easily
compressor shaft. as they will not be compressed.
7. Apply torque to the horizontal shaft so

11. Remove the shaft hex nuts and with a as to compress the tw o blocks
hub puller remove the coupling hubs
previously installed. The next two sets
from both shafts. of blocks can now be inserted in
position next to be the blocks already
INSPECTION AND MAINTENANCE applied.
Clean and inspect the inner and 8. Continue installing the blocks in sets
outer members, which contain the rubber on opposite sides of the inner and
blocks. Remove any sharp edges or burrs outer members until all blocks are
on the members. Coat the contact installed.
surfaces with Castor Oil as a lubricant for
the blocks. 9. Clean and polish the area on the
inner member hub on which the
REASSEMBLY AND INSTALLATION bronze bushing rides.
1. Clean both shaft keyways and apply 10. Coat bronze bushing lightly with
keys. Make sure that key has no burrs engine oil and install cover plate
and that it fits on its sides for the tightening the bolts to 50-60 ft. Ibs.
torque.
2005 2
11. Shift the right engine gear box 15. If the differential in either the
assembly so that the edge of the horizontal plane or the vertical plane
cover plate and edge of the hub are in exceeds that listed, the gearbox unit
line. This should give a nominal shaft must be shifted accordingly.
separation of 1-1/16".
CAUTION: When adding or removing
12. Remove the top 7/16" bolt from the shims be sure that the same thickness
cover plate (6) and insert a threaded is used on all four corners of the gear
rod into this hole to support a dial box also when shifting the gear box
indicator. Mount the dial indicator unit laterally, be sure that the unit is
vertically with the stem on the shaft shifted as a whole and not just pivoted
driving the eddy current clutch. Pry up on one of its mounting bolts. Dowel
on shaft and note the deflection. pins through the base of the gear box
in the support must be removed prior
13. If the deflection is more than 0.008" to the shifting of the unit and reapplied
the shaft must be centered by (in new holes, if necessary) after
applying shims between pieces 1 and alignment.
6 Figure 1. Remove dial indicator.
16. Mount a dial indicator on the vertical
14. Appl y a jig to this jacking hole and face of the eddy current clutch inner
attach a dial indicator with the stem rotor on the gear box side with the
resting on the shaft. Take reading at indicator stem resting on the vertical
zero, 90°, 180°, 270° and check zero face of the outer rotor and at right
setting at 360°. The differential angle to the vertical face of the outer
between zero to 180° and between rotor.
90° to 270° should not exceed the
value listed on the following page. 17. Rotate inner rotor and note deflection.
If deflection exceed 0.070", shim the
gearbox accordingly.
Jig Length Differential
18. A 0.035" air gap should exist between
12 inches 0.006 inches the inner and outer rotor.
6 inches 0.003 inches 19. Recheck shaft run out at flexible

coupling. Refer step 14 above.
3 inches 0.0015 inches
20. If shims were used in coupling to
centralize shaft, be sure, they are
removed upon completion of
NOTE: If another Jig length is used, alignment. Refer to step 13 above.
proportion the differential reading
accordingly. 21. Lubrications not required for the
coupling.
2005 3
DRIVE, RADIATOR FAN MI-CHS-006
DRIVE, RADIATOR FAN
DESCRIPTION TO DISASSEMBLE UNIVERSAL

JOINT
A single thermostatically controlled
engine cooling water fan, located in the VERTICAL FAN SHAFT FIGURE 1
radiator compartment is driven by a
universal joint vertical drive shaft from the 1. Remove nuts lockwashers and
diesel engine through the eddy current capscrews from fan and right angle
clutch and right angle gearbox. The fan gear unit-drive flanges. The vertical
draws air through two banks of tube and shaft will be free to be removed.
fin type radiators, dissipating the heat from
the water and exhausting the hot air 2. ARROW MARKS  Clean the shaft
through the roof opening. and locate the arrow marks, which
are stamped on the shaft and sleeve
yoke before removing the slip joint. If
FIGURE 1 arrow marks are not readily seen,
UNIVERSAL JOINT mark both members so that when
reassembled they will be in exactly
the same relative position.
3. SLIP JOINT  Unscrew the dust cap

from the slip joint and remove the
joint from the shaft.
FIGURE 2
UNIVERSAL JOINT EXPLODEED
VIEW
2005 1
TO DISASSEMBLE UNIVERSAL the lugs. Pull the opposite trunnion in
JOINT - FIG. 2 the opposite bearing hole.
1. BEARING ASSEMBLY  Remove by 3. BEARING ASSEMBLIES  Insert

from outside of yoke. Press into place
tapping with a soft round drift on the
exposed face of one bearing assembly with an arbor press or tap with a soft
until opposite bearing assembly comes round drift so as not to mar any
out. Tap the exposed end of the surfaces.
journal cross until the opposite bearing TO ASSEMBLE SLIP JOINT ON
is free. Use a soft round drift with a flat SHAFT
face about 1/ 32" smaller in diameter
than the hole in the yoke, otherwise, 1. SLIP JOINT  Lubricate the sleeve
there is danger of damaging the yoke and shaft splines thoroughly with
bearing. suitable gear lubricant and apply the
sleeve yoke to the shaft. BE SURE
2. JOURNAL CROSS  Remove by that the arrows or marks on the shaft
sliding it, to the side of the yoke and and slip joint are in line, since the
tilting it over the top' of the yoke lug. sleeve yoke lugs must be in the same
CLEANING AND INSPECTION plane as the yoke lug stop prevent
excessive vibration.
1. CLEAN ALL PARTS  Use a suitable
cleaning fluid. Allow the parts to 2. CORK WASHERS  Renew if
remain in the cleaner for some time to necessary before assembling with the
loosen up any particles of grease or dust cap and steel washer on the
foreign matter. Remove any burrs or sleeve yoke.
rough spots from any machined TO INSTALL UNIVERSAL JOINT SHAFT
surfaces.
UNIVERSAL JOINT SHAFT ASSEMBLY
2. BEARING ASSEMBLY  Do not  Place in pair of centers and check the
disassemble. Clean with short stiff shaft for run out. The run out on the tube
brush and compressed air. Work a should not be more than 0.020" indicator
small quantity of suitable gear reading, and on the neck of the slip stud
lubricant into each bearing on the shaft the run out should not be more than
trunnion to check wear. Replace if 0.005" indicator reading. Mark the high
worn. and low points on the shaft with chalk and
3. JOURNAL CROSS  Because worn straighten if necessary. Install with the slip
bearings used with a new journal cross nearest the source of power.
or new bearings used with a worn LUBRICATION- DO NOT USE
journal cross will wear more rapidly GREASE
making another replacement
necessary in a short time, always Use suitable gear lubricant. Use
replace the journal cross and four the high-pressure lubrication fitting
bearing assemblies as a unit. provided on the journal cross. The
lubricant is forced by centrifugal action
TO ASSEMBLE UNIVERSAL JOINT from a central chamber in the journal
1. GASKET  Install new gasket in the cross to all four reservoirs and then
retainers on the journal cross. directly to the bearing where it is actually
required. The bearings are well protected
2. JOURNAL CROSS  With the against leakage and the entrance of
lubrication fitting facing away from the foreign matter by the gasket provided.
yoke insert one trunnion of the journal Lubricate the sleeve yoke and spline shaft
cross into the bearing hole between each time the universal joint is lubricated.
2005 2
FIGURE 3
RADIATOR FAN DRIVE
2005 3
FIGURE 4
The sleeve yoke is provided with a Due to (slight) difference in width

Lubrication fitting. the shim heights needed in case of
FAG/MTC bearing will vary and should be
TO REMOVE FAN AND FAN SHAFT adjusted on assembly.
FIGURE 3
FAG/FAFNIR MTC
1. Remove fan protective screening from
air opening in locomotive roof. PART NO. 11400055 11400294
2. Remove cotter pin and nut from fan
shaft. WIDTH 63.5 mm 34 mm
3. Apply puller (Cat. 6756397G8) and
draw fan from shaft. 4. With hoist or suitable lifting device, lift
ASSY WITH MTC BEARING ASSY fan from locomotive.
WITH FAFNIR/FAG/SKF BEARING
5. Disconnect bracing from locomotive
 FIGURE 4 structure and fan shaft bearing
housing.
Indigenous bearing MTC 36 14
have been cleared in replacement of FAG 6. Disconnect the upper universal shaft
3614/FAFNIR W 314PP/SKF 4623 14. flange from fan drive shaft flange.
These bearings are of single row
construction and 4 nos. are fitted per 7. Remove mounting bolts from fan shaft
assembly. bearing housing and lift out assembly.
2005 4
TO REMOVE FAN SHAFT AND either position; but, once used, they must
BEARINGS FROM HOUSING remain in their original location. Press the
bearing on the shaft until they are against
1. Remove key from fan hub. the shaft shoulders.
2. Take off upper housing cover and, TO REASSEMBLE SHAFT AND

shim between cover and housing. BEARINGS TO HOUSING
3. Take off lower housing cover. 1. Spread a 1/8 inch thick layer of ball
bearing grease on ball bearing seal
4. Slide shaft and upper and lower plates and on inside faces of upper
bearings out of housing. and lower bearing housing covers.
2. Slide bearings and shaft into the
TO REMOVE BEARINGS FROM housing.
SHAFT
3. Pull on lower housing cover. Tighten
If bearings are to be reused, screws evenly and lock them with
before pulling bearings from the shaft, wires.
identify them as to location and direction 4. Support bearing housing, shaft and
on the shaft. Identification is necessary in bearings as assembled in a vertical
order that the thrust side of the race position.
groove will be the same after re-assembly.
5. Apply upper cover to bearing housing.
INSPECTION AND MAINTENANCE Use depth gauge and one or more
shims to get a clearance of 0.010 to
Thoroughly clean bearing and 0.015 inch between cover lip and outer
shaft with a suitable solvent. Remove all race of upper bearing. Tighten cover
grease from outer sides of bearing seal plate screw s evenly and lock with
plates. Check for excessive play in wires.
bearing races, and replace bearing if
necessary. With a suitable solvent, clean TO REAPPLY FAN AND FAN SHAFT
off air grease from the inside of the
housing and also from the upper and 1. Reapply fan shaft housing with
lower housing covers. mounting bolts.
If re-packing of sealed bearing is 2. Bolt upper universal shaft flange to
desired, remove seals and thoroughly fan drive shaft flange.
clean bearings. Pack with ball bearing
grease and replace seals. Do not add 3. Apply bracing to locomotive structure
grease to that already in bearings as new and fan shaft housing.
grease may not be compatible with that
used by bearing manufacturer. For 4. Remove nicks or burrs from fan shaft
recommended greases. "Lubricating Oil upper key and place in slot.
Specification" See publication.
5. Lift fan on shaft. Tap fan hub lightly
TO REAPPLY BEARINGS TO SHAFT into place and draw up with nut. Apply
cotter pin.
Used bearings must be reapplied
in the same location from which they were 6. Replace fan protective screening on
removed. New bearings are locomotive roof.
interchangeable and may be applied in
2005 5
TO DISMANTLE SNAP RING TYPE
To remove sliding joint form 3. If necessary top cap bearing race from
splined shaft, unscrew the dust cap and inside with small diameter bar taking
pull back the cork. care not to damage bearing race.
1. Clean enamel from snap rings and top

of bearing races. Remove all snap
rings by pinching ears together with a
pair of pliers and prising with a screw
driver. If ring does not snap out of
groove readily, tap end of bearing race
lightly to relieve the pressure against
ring. Support the shaft and with the
yoke lug on top, tap yoke arms lightly
with a soft hammer. 4
4. Keep joint in this position so as to

avoid dropping the needle rollers.
Repeat this operation for opposite
bearing. The splined sleeve yoke or
flange yoke can now be removed.
Rest the two exposed trunnions on
wood or lead blocks, then tap yoke
with soft hammer to remove the two
remaining bearing races. Wash all
2. To bearing should begin to emerge, parts in petrol. For fixed end similar
turn shaft over and finally remove with operations will apply. Complete shaft
fingers. to be supported on wooden blocks.
2005 6
TO DISMANTLE BEARING CAP TYPE

Having unscrewed completed For fixed end similar operations
the dust cap and pulled back the cork will apply. Complete shaft, to be
washer pull splined sleeve yoke off supported on wooden blocks.
shaft.
Remove as fitted locking plates,

jockstraps, bearing cap screws and
bearing cap.
Use a soft nosed drift slightly

smaller than the outside diameter of
the bearing race, to drive from the top
the underneath bearing race. Keep
joint in this position enabling the
bearing race to be finally removed with
the fingers. Repeat this operation for
the opposite bearing using a soft
nosed drift on the end of the spider
journal, taking care to support the two
halves of the joint.
The splined sleeve yoke can

now be removed. Rest the two
exposed trunnions on wood or lead
block then tap yoke with soft hammer
to remove remainin g bearing races.
Wash all parts in petrol.
2005 7
EXAMINE AND CHECK FOR WEAR

The parts most likely to show In the case of the wear of the
signs of wear after long usage are cross holes in a fixed yoke, which is a
bearing races and spider journals. part of the tubular shaft, yoke and
Should looseness in the fit of these tube or yoke and shaft assembly only
parts, load markings or distortion be in cases of emergency should these
observed, they should be renewed be replaced in the field. They should
complete as a unit i.e because worn normally be replaced by a complete
needle bearings used with a new assembly.
spider journal, or new needle bearing
used with a worn spider journal, will The other parts likely to show
wear more rapidly, making another signs of wear are the splined sleeve
replacement necessary in a short time. yoke, or splined stud. A total of 0.004”
circumferential movement, measured
It is essential that bearing races on the o utside diameters of the spline,
are a light drive fit in the yoke should not be exceeded. Should the
trunnions. splined stud shaft require renewing,
this must be dealt with in the same
In the rare event of wear having way as the fixed yoke, i.e ., a
taken place in the yoke cross -h oles, replacement tubular shaft assembly
the holes will most certainly be oval, fitted.
and the yokes must be removed
2005 8
2005 9
LUBRICATION
"greasy" as received from vendor they
Both types of Universal joints, one
should be packed with lubricant on
without external lubricator and other with
assembly.
lubricator require lubrication. Those
without external lubricator should be Lithium Base Grease should be
repacked with lubricant at general used for lubrication of the Needle
overhaul, and those fitted with external Bearings. This should be acid and soap
lubricator should have attention during free as the former causes corrosion and
ordinary lubricating period. the latter clogs the passages.
On the larger series of joints a

lubricator )s standard fitment to the center, As a guide for type, the following
are suitable and air are equally
spider for lubrication of the bearings.
recommended:
A relief valve is provided in larger

sizes to prevent damage to the seals
when extreme pressure is used to force in
the lubricant and to show when the joint is
completely filled. Charge fully after
overhaul. If a large amount of lubricant
exudes from the seals the joint should be
dismantled and new seals fitted. Esso multipurpose grease H, and T.S.D.
110; Gulfsil grease G 78 -2 and G 64A-2
On all shafts where a slip joint is Super lithium, 'filtrate' and E.P. 3;
used a lubricator is fitted to enable the Almarine H.S. Grease; 'maxima' lithium
spline to be lubricated and this should be grease; mobil grease M.P. and fantal No.
done every 2,000-3,000 miles or every 2; Oilith 3 and Oiline lithium L. 24; fina
time the chassis is lubricated. manson H. T. L. 2 and E.P.L. 2; Shell
retinax A and Alvania grease 2 and 3;
On all sizes, for necessary Ambroline L.H.T. and Stemoline 720; F. V.
replacement, we supply "Unit Packages" 73 E.P. and F. V. 71 Vatvoline lithium
consisting of a spider cross piece four grease No.2; Evco B.B. No. 3 grease; and
bearing races and four snap rings or lock M.L.I. grease; Castrol ease L.M. and
straps, etc. complete and while these are Spheeral A.P.T. 2E.
2005 10
COUPLING, AIR COMPRESSOR DRIVE
DESCRIPTION 2. Move air compressor to separate

hubs.
The locomotive air compressor is
connected to the diesel engine by a forged 3. Remove hex, nuts from shaft ends and
steel flexible coupling, Figure 1. The with a hub puller, remove coupling
coupling consists of two flexible hubs from both shafts.
symmetrical halves, each made up of a
hub and sleeve connected through gear 4. Remove coupling sleeves.
teeth which provide transmittal of power
from one hub or shaft to the other. The INSPECTION AND MAINTENANCE
tw o hubs are identical and can be used as
either the drive or driven member. One 1. The backlash when new, of each
sleeve is equipped with two oil holes, coupling hub to its mating sleeve in
which are located diametrically opposite 0.012" at a 3-1/2" radius, or a total
each other in the sleeve flange. This coupling backlash of 0.024" at a 3-1/2"
sleeve (with the oil holes) should be radius. The condemning backlash
located on the drive or engine extension when worn of each coupling hub to its
shaft, so that at either an engine or air mating sleeve is 0.050" at a 3-1/2"
compressor replacement, the correct radius, or a total coupling backlash
combination of sleeves is assured. condemning limit of1 0.100" at a 3.1/2"
radius.
REMOVAL
2. After the coupling is dismantled, all
1. Remove nuts, lockwashers and bolts parts should be thoroughly cleaned
from coupling flange and jack coupling and inspected. At that time the
sleeves apart. A small container backlash should be checked and if i t is
should be used to catch the lubricant. found to exceed the above
condemning limit, that hub and Its
FIGURE 1
AIR COMPRESSOR DRIVE COUPLING
2005 1
mating sleeve should be renewed. 0.030" advance. Apply hex. nuts and
Once a hub has operated with its pull up tight. Lock engine extension
matinq sleeve, it should never be shaft nut with cotter pin and air
remated with another sleeve, either compressor nut with the setscrew.
worn or new, and vice versa. However,
it is perfectly acceptable to remate an 4. Align air compressor so that the hub
already mating hub and sleeve faces are separated by 3-1/8" to 3-
assembly with any other mating hub 3/8", This will give a shaft separation
and sleeve assembly. of between 5/16" to 9/16", See
Figure1.
3. Check coupling alignment see
"Installation and Alignment"
instructions.
FIGURE 2
4. To determine the correct hub COUPLING ALIGNMENT
separation of 3-1/ 8" to 3-3/8" (shaft
separation of 5/16" to 9/16") without THIS MEASUREMENT FOR
dismantling the coupling, measure the ANGULAR ALLOWANCE TAKEN
AT OUTSIDE CIRCUMSTANCES
OF HUB AT 900 INTERVALS NOT
distance from the end of each sleeve TO EXCEED 0060
to the end of its hub. These THIS MEASUREMENT
measurements are shown as FOR
ALLOWANCE TO
OFFSET
BE
0
MADE AT 90
dimensions "A" and "B" in Figure 1. INTERVALS NOT TO
EXCEED.0080
The sum of these two-dimensions
should equal between 2-1/2" and 2-
3/4".
5. If at any time, noise is detected from

the coupling while in operation, the
condition should be reported and
corrected at the first opportunity.
Misalignment and insufficient
lubrication are the most common
5. Align coupling so that there is a
causes of noise and wear.
maximum indicated angular run out of
0.006" between vertical hub faces at
INSTALLATION AND ALIGNMENT
the extreme edge of the faces (actual
1. The coupling hubs have a tapered fit angular misalignment of 0.006"  see
and are keyed to the shafts. Clean and Figure 2) and maximum indicated
remove burrs from hub bores. Shaft offset 1 run out of 0.016" between hub
fits, keys and key ways. The keys outside) diameters (actual offset
should have a 0.001" to 0.003" misalignment of 0.008" see Figure 2).
interference side fit in the keyway but During the actual indicating of the
must have clearance on the top or alignment of the coupling. The air
bottom of the keyway. compressor and engine hole down
bolts must be securely tightened to
2. Slide the sleeves over the shaft before insure accurate and true conditions.
applying the hubs (male sleeve with ojl
holes on engine extension shaft) . 6. After the alignment is completed but
before the sleeves are engaged the
3. Heat both hubs in an oven or by engine extension shaft keyway and air
induction to 200°F for 20 minutes and Compressor J shaft keyway must be
apply to shafts. This will give 0.020" to 1800 out of alignment.
2005 2
7. Carefully install the gasket on the male assembly applying gun to one of the
sleeve. Pull both sleeve together and holes provided in the sleeve.
apply flange bolts, lockwashers and Positioning of the lubrication holes in
nuts. Tighten bolts to 320 fl. lbs. the sleeve is unnecessary. Use of
torque. Add lubricant. See excessive amount of lubricant will not
Lubrication". impair the operation of the coupling
since excess lubricant will be throw
LUBRICATION from the coupling during operation.
1. Apply quantity and type of lubricant

specified in MI-LOS-OO9.
2. Either hand pack with approximately 2-

¼ pints of lubricant when coupling is
disassembled or use grease gun alter
2005 3
CHASIS MI-CHS-025
TRUCK, 6 WHEELS, 3 MOTOR
DESCRIPTION
This is a 3-axle type bolsterless bogie on bogie side beams. Centre pivot does
w ith two stage suspension, floating pivot not take any vertical load and is used only
and uni-directional arrangement of axle for transfer of traction and braking forces.
hung nose suspended traction motors.
Bogie frame is of straight and fabricated The bogie frame in turn is supported on
box type construction with three transoms axles through helical coil spring mounted
to carry nose suspension. The general on equaliser beams. The equalising
arrangement of bogie is shown in Fig. 1. mechanism consists of equalisers hung
directly on end axle boxes and supported
The locomotive body weiqht is on middle axie box through a link and
supported on bogie frame through four compensating beam arrangement.
rubber side bearers directly mounted
1. Bogie Frame Assly 7. Gear

2. Nose Suspension Arrangement 8. Brake Gear Arrangement
3. Wheel, Axle & Axlebox
Arrangement 9. Sanding Arrangement
4. Suspension Arrangement 10. Lifting Arrangement
5. Gear Case Assembly 11. Bogie Side Stop Arrangement
6. T.M. No. 5002 AZ
Fig. – 1
BOGIE GENERAL ARRANGEMENT
2005 1
CHASIS MI-CHS-025
Four vertical hydraulic dampers are Dimensions (mm) :
provided one with each nest of primary 1. Length over buffers 19150
springs. Two lateral hydraulic dampers are
provided in secondary stage suspension. 2. Bogie wheel base 3800
3. Distance Between pivots 11500

Lateral stops are provided on each
bogie between bogie and underframe. 4. Height of roof from rail level 4250
Vertical stops are provided on bogie frame
5. body width over panel 2950
to limit vertical movement between axle plates
boxes and bogie frame.
6. Ht. of sand delivery pipe from rail level 60
Each Bogie is fitted with three BHEL
7. Ht. of side buffer from rail level 1080-1105
traction motors type TM – 5002 AZ the
motors are provided with plain suspension
bearing.
Movable axle journal axle boxes filled

with roller are mounted in pedestals or
horns End axle boxes are provided with
rubber thrust pads.
Bogies are provided with conventional

brake gear arrangement as shown in Fig. 2.
IMPORTANT DESIGN DATA
Weights (t) :
1. Locomotive 123.00
2. Axle Load 20.50
3. Loco Body 73.40
4. Complete Bogie 24.80
5. Traction motor (BHEl 5002) 3.175
6. Wheel set wdh. gear. A/Boxes 2.15
7. Bogie frame w ith brake gear 5.60
8. Each Axle box 0.14 Fig. – 2

BRAKE GEAR ARRANGEMENT
2005 2
CHASIS MI-CHS-025
Suspension Data : 2. Run out the bogie along the track.
Spring No. Stiffness Deflection 3. Precautions to be observed are:
Description per Kg/mm mm
Loco i) Make sure that all physical
Primary 16 40.80 102 connections between
(Outer) superstructure and bogies are
Primary 16 15.46 102 disconnected including lateral
(Inner) hydraulic dampers.
Secondary Rubber 644 20+2
8 ii) When lifting or jacking a
locomotive, all four corners should
be raised equally to prevent strain
Dampper No. per Rating in Kg. on under frame.
Description Loco at 10 cm/sec.
iii) Support the locomotive on blocking
Primary 8 550 jacks if it is to be held in a raised
Vertical
position.
Secondary 4 750
Lateral iv) Refer to the jacking and lifting
REMOVAL OF BOGIES: diagrams.
When bogies have to be removed for DISASSEMBLY OF BOGIES

scheduled inspection or repairs. the
locomotives can be lifted with cranes or a) Remove all pedestal lifting lugs.
hoisting jacks. b) Remove brake bottom slack adjusters
and unscrew top slack adjusters until
Disconnect the following before lifting
brake shoes are clear of wheels.
the locomotive.
c) Remove all motor air duct connecting
(a) Locking arrangement between loco
bellows (if attached to bogie, usually
body and bogie.
these are left attached to underframe).
(b) Air brake pipe connections.
d) Jack or lift motor sufficiently to
(c) Air - duct connections. compress suspension approximately
12 mm.
(d) Traction motor leads.
e) Remove cotters and tighten nuts of
(e) Speedometer connections. suspension bolts (or use split washers
to take up space between nuts and
(f) Sand pipe connections. suspension holders).
(g) Secondary lateral dampers. f) Lower motors so that nose lugs are
free of spring suspension.
(h) Hand brake connection.
g) Remove pin keepers and drop vertical
Remove the Bogie by following pins.
procedure :
h) Slide suspension assembly out
1. Lift the superstructure at lifting lugs sideways.
with a crane or high lift jacks and place
it on trestles to permit the complete i) Again raise motor nose to provide
bogie to clear the draft gear while adequate clearance so that frame lugs
being moved longitudinally along the will clear motor safety lugs when bogie
track. frame is lifted.
2005 3
CHASIS MI-CHS-025
j) With motor noses clear, raise bogie axle boxes and mount traction motor.
frame off axle wheel and box
assemblies until all weight is removed b) Place two assembled wheel set -
from springs. traction motor units on track over a pit
with motor noses facing one another.
k) Lift spring from seat on equalisers and
remove by dropping them down. c) Raise and block motors in position so
that bogie frame will clear motor safety
l) Lift frame assembly off axle box lugs when dropped into place over
assemblies. Before the frame axle boxes.
pedestals are entirely clear of the
boxes, block the latter so that they will d) Assemble equalisers along with spring
not rotate on axles. seats with axle box, after placing the
wheel set assemblies at required
m) Dismantle the complete suspension spacing.
arrangement by removing vertical and
lateral hydraulic dampers, primary e) Assemble complete brake equipment
such as levers, hangers, pins, etc.
springs, links, equalisers & pins etc.
except bottom slack adjusters, on
n) Remove all items mounted on bogie bogie frame.
frame such as brake riggi ng, piping
and suspension items etc. before f) Lower frame as assembled above on
wheel assemblies carefully seating the
cleaning bogie frame in acid tank.
springs apply some weight on bogie
REMOVING PRIMARY SPRINGS (WITH frame till axle boxes slide in horn
BOGIES UNDER LOCOMOTIVE) : pedestal.
This can be done .either with jacks or g) Attach bottom slack adjusters.
with lifting devices like crane etc.
h) Apply pedestal lifting lug.
a) Remove pedestal lifting lug, lifting link
i) Lower traction motor noses, but only
and equaliser guard.
enough so that suspension assemblies
b) Disconnect vertical and lateral may be slid in between lugs of motor
hydraulic dampers. and frame.
c) Fee brake shoes. j) Assemble nose suspension
assemblies as shown in Fig.3.
d) Place two jacks under jacking pads on
under frame nearest the bogie from k) Tighten holder bolts to compress
which the spring or springs are to be rubber sandwich sufficiently to slide in
removed and raise until bogie frame is between lugs of motor and frame.
clear of springs.
l) Slide the assemblies in positions and
Caution: Do not lift excessively high install vertical pins from below.
otherwise motor nose suspension
m) Apply pin keepers.
arrangement and pivot pin will be
damaged. NOTE: With suspension assemblies in
e) The springs can then be removed. position and before further lowering
motors, back off nuts on suspension
holder bolts (or remove split washers if
used between holder nuts and
REASSEMBLY OF BOGIE: suspension holders) until the
After cleaning, inspection and repair the suspensions are fully expanded
bogie should be reassembled as follows: between frame lugs. Then back off nuts
6 mm further and insert cotters.
a) Assemble wheel set complete with
2005 4
2005
CHASIS
305mm NOSE SPACING

* MAY BE WORN UNTIL DISTANCE BETWEEN FRAME LUGS IS 308 mm
** MOTOR LUGS AND SUSPENSION MAY BE WORN UNTIL ACCUMULATED DISTANCE IS 314.5 mm
Fig. – 3
TRACTION MOTOR NOSE SUSPENSION
5
MI-CHS-025
CHASIS MI-CHS-025
n) Now lower traction motor noses until clearances exceed limits.
the lugs rest on suspensions.
o) Apply motor air duct boots. 2. Pedestal wearing faces and the
corresponding faces or journal
RE-APPLICTAION OF BOGIES TO housings.
LOCOMOTIVE :
3. Inspect centre pivot housing and
a) Position bogies so that centre pivots corresponding surface on bogie frame.
line up with pivot pins of under frame.
b) Lower the locomotive on trucks, 4. When applying new liners, be sure

carefully slide centre pivot pins in that all edges are rounded where they
position and ensure that there is no contact other surcaces.
infringement with any bogie items.
5. For roller bearings refer to
c) Attach bogies to loco body with lifting manufacturer's instructions.
links, etc.
d) Connect brake piping hose, hand brake 6. Tighten all pipe connections and check
chain and sanders. piping.
e) Adjust brakes.
f) Remove all tools, rags or blocking

equipment that may be on truck or
chassis. Connect any axle box
attachments such as speed recorder
drives etc.
g) Fit equaliser guard and lifting

arrangement as shown in Fig. – 4.
BUFFER HEIGHT ADJUSTMENT:
Height of side buffers should be

maintained within a maximum of 1105 mm
and a minimum of 1080 mm from rail
level. The buffer height can be adjusted by
adding shims to primary spring seats.
Whenever, shimming is resorted to for
buffer height adjustment, the height at all
locations should be checked to ensure
correct weight distribution.
FIG. – 4
INSPECTION AND MAINTENECE
LIFTING DIAGRAM OF L,OCOMOTIVE
1. Check longitudinal and lateral

clearence between axle box and bogie
pedestal liners. Replace liners if the
2005 6
CHASIS MI-CHS-025
7. Inspect the motor nose suspensions If excessive wear is found, check to
for wear and, if necessary, replace the determine :
wear plates on motor suspension and
truck frame. a. If brake shoes are free and not binding
on the flange or wheel tread.
8. When trucks are dismantled or spring
removed, check liners in spring b. If the brake hangers and levers are
pockets. If badlyworn, replace. hanging true and are not causing
misalignment of the shoe.
9. Check for wear in foundation brake
equipment. If parts show excessive c. If axle lateral clearance is normal and
wear, they should be replaced. See not excessive by reason of worn
Foundation Brakes. pedestal liners on frames and boxes.
10. For traction motor maintenance refer d. Excessive variation in wheel

to BHEL maintenance manual. diameters.
WHEELS 3. When applying new brake shoes, they

must hang true in the head. Nuts on
SURFACE FINISH brake head pin should be adjusted so
that vibrational shock will not cause
1. Flanges of reworked wheels should shoe to drag on wheel, but still permit
have a surface of at least 250 micro face of shoe to conform to wheel as
inches, which is the same as on new wear progresses.
wheels. This is importance because a
rough finish in this area will contribute AXLE GEAR
to the tendency for wheels to climb the
rail. The mounting on an axle gear is based on
an . interference fit regardless of tonnage
2. When turning or replacing wheels, the pressure. The recommended interference
ICC rule requires followings. fits are as follows.
a) Tread diameter (mm) Bore of Gear 9.990 + /- .000"
Nominal dia : 1092 Service Limit : 1016 Diameter of axle
Wheel Profile : Wear Adapted Profile gear fit 10.000"+/-0.00001"-0.000"
Type of Wheel : Solid
b) Difference in tread dia of Wheels (Max. MOTOR SUSPENSION BEARINGS

limits in mm.)
Diameter of axle in suspension bearing
Permissible limit New Service when new is 9.000" + 0.002". As the axle
On same axle 0.5 2.5 wears, it may be turned to the following
In same bogie 2.0 8.0 three successive diameters and undersize
On same loco 15.0 25.0
replacement bearings obtained.
Gauge Width 1596+/-0.5 mm
2.1 Wheels should be cheched 8.938" +1- 0.002"
periodically for wear in accordance
with I.C.C. Regulations. 8.875" II-0.002"
8.813" I/-0.002"
2005 7
CHASIS MI-CHS-025
SUSPENSION SPRINGS bearing and cavities with specified grease.
Visually examine all suspension Slide box, assembled complete with
springs for cracks or damage. Cracked or outer races, cages and rollers. Outer
damaged springs must be replaced distance piece and rear end cover fitted
immediately and MUST NOT be retained with sealing ring into position. During this
in service under any circumstances. operation care should be taken to avoid
a) Clean the springs with v/ire brush. any possible damage to inner races
Visually examine the springs for any resulting from scoring by the rollers due to
cracks or breakage. unsquare mounting of housing. Boxes are
b) Check the free and working height of interchangeable and can be fitted to any
springs with the help of spring testing axle after the inner races have been
machine and match with the values mounted.
given in figure no. 5, 6 & 7.
c) Springs tested at the recommended
loads may be used only if they are
within the permissible limits.
d) Spring groups on one spring seat
should be replaced if one or more coils
fail.
e) Springs that are tested should be
identified or colour coded so that FIG. – 5 PRIMARY SPRING (INNER)
springs of equal load height can be
identified & fitted under same bogie. SPRING DATA
f) Apply protective coating of anti 1. DIAMETER OF WIRE (mm) 25
corrosive paint. 2. FREE HEIGHT (mm) 512
HYDRAULIC SHOCK ABSORBER 3. SOLID HEIGHT (mm) 327.5
a) Check tightness of mounting bolts. 4. TOTAL NO. OF TURNS 13.5
b) Check rubber bushes; if found
5. SPRING WORKING LOAD (Kg.) 1701
damaged, replace with new ones.
c) Replace shock absorber, it leakage of 6. SOLID CAPACITY (Kg.) 2852
oil is detected. 7. SPRING RATE (Kg./mm) 15.46
(Refer to instruction manual supplied 8. WORKING HEIGHT (mm) 402
by manufacturer for maintenance of
hydraulic shock absorber) DIMENSIONAL TOLERANCES
AXLE BOXES AND ROLLER BEARINGS ! 0.5 % of wire dia
or ! 0.1 mm
For attention to the roller bearing and 1. VARIATION IN WIRE DIA (mm) whichever is less
axle box refer to instructions as given 2. VARIATION OF COIL DIA (mm) !1
below in fig.8. 3. VARIATION IN FREE HEIGHT (mm) + 9
Assembly
4. VARIATION IN LOADED HEIGHT WITH +4
End Axle Boxes WORKING LOAD (mm)
-6
Ensure that Axles seating for thrower &
inner races are of correct size & of 5. OUT OF SQUARE OF SPRING MAX. 0.57" (5.1
mm)
required finish. Shrink the thrower into 6. PARALLELISM OF THE GROUND 0.9" (2.3
ENDS TO BE WITHIN mm)
place on axle & check abutment face for
7. VARIATION IN SPRING RATE ! 5%
squareness when in position. Follow on by
shrinking on each race separately with PARING OF SPRINGS
distance piece between them. This
COMPRESSED HEIGHT COLOUR TO
operation accomplished by heating the GROUP MEASURED AT 1702 Kg. BE PAINTED
thrower & races to 130 deg. maximum in FROM TO
oil. Care must be taken to make certain A 396 401.5 WHITE
that all abutting surfaces are in contact B 402 406 RED
and the mounting is square. Charge
2005 8
CHASIS MI-CHS-025
FIG . 8 AXLE BOX FOR WDG2
2005 9
CHASIS MI-CHS-025
FIG. 6 PRIMARY SPRING (OUTER)
SPRING DATA
1. DIAMETER OF WIRE (mm) 40
2. FREE HEIGHT (mm) 552
3. SOLID HEIGHT (mm) 364
4. TOTAL NO. OF TURNS 905
5. SPRING WORKING LOAD (Kg.) 4288
6. SOLID CAPACITY (Kg.) 7667
7. SPRING RATE (Kg./mm) 40.8
8. WORKING HEIGHT (mm) 447
F
DIMENSIONAL TOLERANCES
! 0.5 % of wire dia
or ! 0.1 mm which
1. VARIATION IN WIRE DIA (mm) ever is less IG.7 SIDE BEARER(SECONDARY
2. VARIATION OF COIL DIA (mm) ! 1.8 SPRING)
3. VARIATION IN FREE HEIGHT (mm) + 9
4. VARIATION IN LOADED HEIGHT WITH +4 Apply the long screws and locking
WORKING LOAD (mm) -6 plate segments and torque tighten them,
5. OUT OF SQUARE OF SPRING MAX. 0.57" (5.5
mm) by a small amount at a time taking
6. PARALLELISM OF THE GROUND 0.9" (3.6
ENDS TO BE WITHIN mm) opposite bolts in pair, locking the screws
7. VARIATION IN SPRING RATE ! 5%
in position. Final tighten with torque of
PARING OF SPRINGS
7Kg-m per screw. After the screws are
COMPRESSED HEIGHT COLOUR TO
GROUP MEASURED AT 4288 Kg. BE PAINTED tighten the gap between thrust collar (A &
FROM TO
A 441 446.5 WHITE B) should be 4.5 mm to 6.5 mm. This
B 447 451 RED
measurement should made by feeler
Outer thrust collar (B) which is shrunk
gauge. Lock the screw head by folding the
on (at 70 deg. c) thrust ring (D) should be
locking plate on screw head. Slide the
pl4ced caretuliy in position on the end of
outer spacer with felt seal sub assembly in
joumal. Mount conical rubber thrust pad
the housing. Place the required end cover
(C) on the inner thrust collar (A) and this
in position ensuring that the sealing ring is
sub assembly in position so that inner
not omitted. Secure the cover with slotted
thrust collar distance piece boss just fits
nuts, spring washers and split pins.
into the races in the journal end face
2005 10
CHASIS MI-CHS-025
Follow on with assembly of front end Do not stock too many bearings on
cover. top of each other, otherwise the protective
oil coating could be squeezed out from
Note:- For satisfactory lubrication, the between the bearings and its wrapping.
supply of grease in the housing must be Thus leading to corrosion problems. Also
maintained in contact with the face of the never store bearings upright but lay item
bearing cages. flat. Use old stocks first.
Middle Axle Boxes While handling the bearings ensure that
absolute cleanliness is maintained. A
Dismantling smooth metal topped bench, which can be
Procedure is reversed but for wiped clean, will be of great advantages.
inspection & tyre turning it is unnecessary
Do not leave the bearings un-wrapped
to remove inner races or thrower. & exposed to flying metal chips and other
Maintenance foreign particles.
Remove the end cover from one or Installation of roller bearing axle boxes
more boxes per loco after the first 8000 on wheel sets should be done inside a
kms. running and examine the grease separate dust proof shed.
near the bearing to see if in good
Care should be taken while handling of
condition if satisfactory. Replace any
wheel sets to avoid any damage to the
grease lost in end cover during
already mounted axle boxes, before
examination and reassemble end cover
lowering the bogie frame over the wheel
inject 15-30 CC (.0135 - .027 KG) of
sets for final assembly, the free rotation of
grease into this and all other boxes.
axle boxes must be ensured.
At four/six monthly periods or 80000
Whenever it is necessary to do any
Kms. running which ever is earlier, inject
electric welding on the loco/bogie frame,
30-50 CC (0.027 -0.045 KG) of specified
the roller bearings should be avoided from
grease into ail boxes. electric circuit by connecting the earthing
At twelve monthly periods remove axle cable close to the spot being welded.
boxes and clean out for inspection of
CENTRE PIVOT
bearing. Release as for first assembly.
Rubber Bush
Axle Box Thrust Units
Check visually condition of rubber
Remove axle box covers on the four
bush, if damage, replace. Rubber bush
outer axles and visually examine the
condition of thrust units, without should be replaced every three year.
dismantling the bearings. Run a finger Centre Pivot Housing:
round thrust collars to check for signs of
burrs or roughness. In case of abnormal Loco body to be lifted and vertical
symptoms, dismantle thrust units liners both on centre pivot and pivot pin
should be inspected. Permissible sizes
General Instructions for Storage and are as under :
Handling
Nominal Wear Limit
Always store the bearings (and axle Centre Pivot Housing
boxes with bearings) in a clean and dry (Between Liners) 366+1/-0 369+1/-0
place in their original wrappings, until
required for actual installation. Avoid Centre Pivot Block
storage in appreciably hot surroundings. (Over liner) 361+1.5/-0.5 358+1/-0
2005 11
CHASIS MI-CHS-025
BOGIE FRAME SIDE BEARERS (SECONDARY
RUBBER SPRING)
Each bogie frame should be placed in
Visually examine all side bearers for
cleaning tank for at least 4 hours.
cracks or damage.
Remove, clean and rinse them in hot
water, for sufficient time for removal of all Side bearers should be replaced in
foreign materials. case of-
a) Crack of 50 mm length or more on
(a) Check the alignment of bogie frame on rubber surface.
surface plate as shown in Fig. 9.
b) Bond failure of 40 mm length or more.
(b) Magna-flux critical stress areas as c) Crushing or Crumbling of rubber.
shown in Fig.10 and to repair any
d) Permanent set of 4 mm or more.
defects, follow guide lines issued by
RDSO. For Magna-flux test of bogies e) If it has completed a service life of 3
frame will be required to be turned years.
upside down by means of the MOTOR NOSE SUSPENSION
overhead crane. This arrangement
Nose Suspension Brackets
should give a better chance for
thorough inspection of the underside See Fig. 3 for the permissible
of the bogie frame. dimension betw een brackets. As the nose
sandwich assemblies are fitted with
Repair of Bogie Frame manganese wear plates there should be
reduced wear at these points allowing for
After repair of frame by welding all an extended period between rework.
traces of the defect must be removed. For However, when the limit is exceeded it will
be necessary to build up bracket faces by
deep cracks this is some times difficult,
welding and machining or grinding to
because the method used for removing obtain the original dimensions.
the defect may cause the metal to flow
over and conceal the cracks. In such
cases, careful inspection such as
magnetic particle testing is needed to
determine whether the defect has been
entirely removed. The shape of the groove
made in removing a defect is also
important. The dimensions of the groove
are largely controlled by the nature of the
defect.
Check for bent section and straighten

either in cold condition or after application
of heat. Before straightening any bent
section. consider the likely effect on
adjoining sections. Distortions may
FIG. 9
corrected as required on horizontal and
vertical hydraulic presses. ALIGNMENT OF BOGIE FRAME
2005 12
2005
CHASIS
13 FIG. 10 CRITICAL LOCATIONS OF BOGIE FRAME

MI-CHS-025
CHASIS MI-CHS-025
Nose Suspension Bonded Rubber plate and also help to prevent warping
Sandwich of tile plate.
1. Condemn the suspension assembly, if d) Welds extending above the wear

there is no preload at installed height. surface of the plates should be ground
off so as to be flush with the plate to
2. Make a visual inspection of rubber prevent contact with the opposite
element for failure of bond between mating surfaces.
rubber and metal plates. Discard
element if loss of bond or tearing of e) All weld joints should be preferably
rubber has occurred. inspected and qualified by a contact
dye penetration inspection (colour
3. Keep the element on a flat surface and matching).
check for mis-alignment of upper and
lower plates caused by permanent set SAND BOX ARRANGEMENT AND
of the rubber 2S follows: SAND PIPE
Offset of upper and lower plates must a) Examine sand delivery pipes for
not exceed 5 mm. For parallelism proper alignment.
measure the overall height of the 91ement
opposite sides. The difference in height b) Inspect flexible hose for any damage.
must not exceed 3 mm. Free Height I
Nominal new height of the element should
be 185mm. c) Fill sand boxes with sand of specified
quality (sand specifications : IRS Z9)
Follow the instructions given: d) Check sand ejectors for proper
functioning and see that sand falls on
Nose Wear Plates the rails ahead w heels.
Check the nose suspension wear e) Inspect joints at sand filling hole
plates for wear and cracks. Follow the covers for water tightness.
procedure mentioned below and in Fig. 11
for replacement. f) Check and ejection air pipe joints for
leakage and rectify if necessary.
a) When wear plates reach condemning g) Adjust setting of sand control valve or
limits, chip off worn wear plates from ejector for an optimum rate of flow.
the suspension nose.
h) Adjust height of sand delivery pipe
b) The mating surfaces should be from rail level. Nominal height is 60
smooth. Clamps should be used to mm.
hold the plates tightly against the
surface to which they are being Axle Boxes
welded.
Check longitudinal and lateral clearances
c) Wear plates which have holes between axle box and bogie pedestal
provided for welding should have the liners. Replace liners if the clearances
holes welded first as this will help exceed service limits.
ensure contact at the centre of the
2005 14
CHASIS MI-CHS-025
Centre Pivot Block and Pocket :
Loco body to be lifted and vertical

liners both on centre pivot and pivot pi n
should be inspected for clearance.
Permissible sizes are as under.
Nominal Wear Limit
Centre Pivot 366+1/-0 369+1/-0
Pocket
Of the Bogie Transom
(Between liners)
FIG. 11
Centre Pivot
Block
WELDING OF NOSE SUSPENSION
(Over Liners) 361+1.5/-0.5 358+1/-0
WEAR PLATE
2005 15

WDM3D Locomotive Maintenance Manual Index

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WDM3D Locomotive Maintenance Manual Index

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MAINTENANCE INSTRUCTION MANUAL

Base, Engine MI-ENG-062

Cam Shaft with Gear MI-ENG-071-3D

Damper. Vibration MI-ENG-074

Elbow, Air MI-ENG-089

MAINTENANCE INSTRUCTION MANUAL

Fuel Injection Pump, Support and Drive MI-ENG-0 4 9-3D

Gear, Cam Shaft MI-ENG-0 7 1-3D

Governor, Engine MI-ENG-248

Head, Cylinder and Valves MI-ENG-020

Inspection, Engine Final MI-ENG-000

Levers, Valve MI-ENG-034

MAINTENANCE INSTRUCTION MANUAL

Manifold Exhaust, Single Pipe MI-ENG-097

Nozzle and Holder, Fuel Injection MI-ENG-243

Piston Rings and Pin MI-ENG-015

Rod, Connecting MI-ENG-015

Seal, Free End Oil MI-ENG-074

Thrust, Camshaft MI-ENG-071-3D

SYSTEM LUBRICATING OIL

SYSTEM, FUEL OIL

SYSTEM COOLING WATER

MAINTENANCE INSTRUCTION MANUAL

DIESEL LOCOMOTIVE WORKS

Information furnished is based on manufacture as on date of publication.

Revised pages will be forwarded to the Users of this manual in order to

Maintenance Instructions for purchased finished vendor items are those

Suggestions / corrections, if any, may kindly be forwarded to CDE / DLW

WDM3D class mixed ( freight & passenger) AC/DC diesel-electric locomotive

The locomotive is equipped with AC/DC transmission consisting of a directly

GENERAL LOCOMOTIVE DATA FOR

APPROXIMATE WEIGHTS IN KG.

CHART NO. 1 OPEARTING DIFFICULTY

Engine not assume or maintain

High Cylinder Exhaust

speed under load

∆ Low starting air pressure g

∆ Starting air strainer dirty g

Fuel booster pump inoperative + g g

Engine not assume or maintain

High Cylinder Exhaust

speed under load

High Jacket Water Temperature

Low Compression Pressure φ

Abnormal Firing Pressure π

L.O. filter by-pass control valve not g

Temperature control valve not g g

L.O. strainer dirty and pressure control g

Restricted or lack of cooling water g g

∆ Dirty raw water strainer* g g

∆ Raw water flow control orifice* restricted g g

∆ Improper setting of raw water flow g g

∆ Raw water circulating pump* or fan* not g g

∆ Fouled heat exchanger g g

Excessive cooling water temperature g g

High Jacket Water Temperature

Low Compression Pressure φ

Abnormal Firing Pressure π

High Jacket Water Temperature

Low Compression Pressure φ

Abnormal Firing Pressure π