Maintain peak performance of your diesel locomotive

MAINTENANCE INSTRUCTION MANUAL
3100/2750 HP DIESEL ELECTRIC MAIN LINE LOCOMOTIVE
TYPE-WDG3A FITTED WITH DUAL BRAKE SYSTEM 2004-05
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 Chassis. Information furnished is based on manufacture as on date of publication. Some minor differences may be encountered between these instructions and the actual equipment due to refinements 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 after due examination.
3100 HP WDG3A CLASS DIESEL LOCOMOTIVE
WDG2 class freight AC/DC diesel-electric locomotive was introduced on the Indian Railways in 1995. This locomotive is equipped with 16-cylinder up-rated engine capable of producing 3100 hp under standard conditions and uses high adhesion bogies. This combined with higher axle load (20.5t) of the locomotive would enable start of freight trains at steeper gradients. The starting tractive effort of the locomotive is 37.8t against 30.41 of WDM2 locomotive. The under-frame is a fabricated design using rolled sections and plates with top plate for mounting major equipment. 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 locomotive for carrying under-frame equipment. The box section comprises of two side longitudinal ISMB400 I beams with 16 mm top and 25 mm bottom plates. The central box section of the frame carrying main power equipment is further strengthened by providing two additional central ISMB-350 beams over requisite length. Suitable cross members have been provided to take bogie pivot, draw gear equipment 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 20.5t. Helical springs in the primary stage and rubber sandwich spring in the secondary stage have been provided. Vertical and lateral hydraulic dampers have been provided in the primary a secondary nd stages respectively. All traction motors are arranged unidirectional to reduce weight transfer. The locomotive is powered with 3100 hp DLW make 251B (updated) 16 cylinder fuelefficient engine with ABB TPR-61or 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 increased 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 CW with panel mounted rectifier of BHEL Make type ALR 5400A, driving 6 axle-hung nose suspended BHEL Make 4906 AZ model traction motors. Other electrical and mechanical systems are similar to WDM2 locomotive. The locomotive is equipped with 28LAV-1 rack/panel mounted dual brake system. Dynamic brake has also been provided. The locomotive has table top drivers control desks with left hand drive. The locomotive is suitable for multiple operations up to a maximum of 3 locomotives.
INDEX
MAINTENANCE INSTRUCTION MANUAL FOR WDG3A LOCOMOTIVE
SECTION GENERAL
Data Locomotive General Engine Trouble Shooting Equipment Layout Drawing, Locomotive MI-GLD-005 MI-GLD-078 WDG2-001
NUMBER
ENGINE
After Cooler Base, Engine Bearing, Camshaft Bearings, Connecting Rod Bearing, Main Block, Cylinder Bushing, Camshaft Thrust Bushing, Piston Pin Cam Shaft Catcher, Oil Power Take Off Collars, Crank Shaft Thrust Cover, Crank Case Explosion Crank Shaft Cross Head, Fuel Pump Damper. Vibration Data, Engine General * Deflection Crank Shaft Elbow, Air Elbow, Water Outlet Exhauster, Crank Case MI-ENG-057 MI-ENG-062 MI-ENG-071 MI-ENG-015 MI-ENG-066 MI-ENG-079 MI-ENG-071 MI-ENG-015 MI-ENG-071 MI-ENG-013 MI-ENG-069 MI-ENG-062 MI-ENG-069 MI-ENG-049 MI-ENG-074 MI-ENG-072 MI-ENG-069
* * * *
MI-ENG-089 MI-ENG-019 MI-ENG-001
2004
INDEX
SECTION
Extension Shaft, Crankshaft
NUMBER
MI-ENG-074
Fuel Injection Pump, Support and Drive
MI-ENG-049
Gear, Cam Shaft Gear, Crank Shaft Split Gear, Extension Shaft Gear, Teeth Inspection
MI-ENG-071 MI-ENG-067 MI-ENG-074 MI-ENG-030
Governor, Engine Governor Traction Mounting and Removal
MI-ENG-248 MI-ENG-035
Head, Cylinder and Valves Header, Fuel Oil Inlet Header, Water Outlet
MI-ENG-020 MI-ENG-024 MI-ENG-019
Inspection, Engine Final Installation Engine
Levers, Valve Lifters, Fuel Injection Pump Lifters, Push Rod Liner Cylinder Linkage, Fuel Pump Control
MI-ENG-034 MI-ENG-049 MI-ENG-049 MI-ENG-018 MI-ENG-025
2004
INDEX
SECTION
Linkage, Governor Control Linkage, Control and Governor Drive Location TDC of No.1 Piston Manifold Exhaust, Single Pipe Mechanism, Valve Lever Nozzle and Holder, Fuel Injection Nozzle, Gear Spray Piston Rings and Pin Pointer Timing Pump and Nozzle Maintenance Pump, Fuel Injection Pump, Lubricating Oil Pump, Water Push Rod, Valve Rod, Connecting Seal, Free End Oil Shaft, Fuel Pump Control Sleeve, Nozzle Holder Stand, Cylinder Head Support, Turbosuper Charger Thrust, Camshaft Thrust, Crankshaft Timing, Camshaft Timing, Fuel Injection Pump Trip, Engine Over Speed Turning Arrangement, Engine 2004
NUMBER
MI-ENG-112 MI-ENG-081 MI-ENG-071 MI-ENG-097 MI-ENG-034 MI-ENG-243 MI-ENG-029 MI-ENG-015 MI-ENG-058 MI-ENG-243 MI-ENG-243 MI-ENG-022 MI-ENG-026 MI-ENG-034 MI-ENG-015 MI-ENG-074 MI-ENG-025 MI-ENG-020 MI-ENG-023 MI-ENG-063 MI-ENG-071 MI-ENG-069 MI-ENG-071 MI-ENG-243 MI-ENG-059 MI-ENG-058 3
INDEX
SECTION
Valve, Clearance, Adjustment Valve, Snubber
NUMBER
SYSTEM LUBRICATING OIL

Cooler Filter Oil, Lubricating Strainer System Lube Oil General Data Valve, By-Pass Valve, Relief and Regulating MI-LOS-013 MI-LOS-012 MI-LOS-009 MI-LOS-003 MI-LOS-014 MI-LOS-005 MI-LOS-010
SYSTEM, FUEL OIL

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

Cooling Water System Switch, Low Water Alarm Maintenance, Radiators Radiators System Cooling Water, General Data Pressurised Cooling Water System MI-CWS-001 MI-CWS-006 MI-CWS-002 MI-CWS-016 MI-CWS-018 MI-CWS-022
SYSTEM AIR
Air Compressor Compressor-Exhauster Unit, Air Filter, Air Governor, Air Compressor 2004 MI-AIS-002-02 MI-AIS -002 MI-AIS -018 MI-AIS -003 4
INDEX
SECTION
Inertial Engine Air Filtrations System Regulator, Pressure Control Air System, Air Valve, Horns Push-Pull Type Wiper, Wind Shield Sander Control Valve Trap, Sand Electrical Sanding System
NUMBER
MI-AIS -001 MI-AIS -025 MI-AIS -000 MI-AIS -008 MI-AIS -007 MI-AIS -009 MI-AIS-017 MI-AIS -043
CHASSIS
Belt and Pulleys Blower, Traction Motor Coupling, Air Compressor Drive Coupling, Radiator-Fan Drive Drive Shaft, Radiator Fan Filter, Panel MI-CHS-003 MI-CHS-004 MI-CHS-008 MI-CHS-005 MI-CHS-006 MI-CHS-002
2004
GENERAL LOCOMOTIVE DATA FOR WDG3A LOCOMOTIVE

DESIGN DATA
Model No. Type Horse Power Max. Speed Gear Ratio
Max. Radius of Curvature
AUXILIARY HORSE POWER WDG3A REQUIREMENTS

Co.Co
3100/2900HP
100 Kmph. 18/74 73.2 m.
WHEEL BASE
Total Locomotive Each Truck (Right) Wheel Dia Journal Size Traction Motor Track Gauge Brake Equipment 14190 mm 3800 mm 1092 mm 150 mm BHEL-4906 1676 mm Dual Brake System 28LAV-1
Aux. Gen. Max. Exciter Max. Traction Motor Blowers (2) at Full Speed Radiator Fan 1000 RPM Compressor Unloaded at 1000 RPM
19.1 12 62 80 13
APPROXIMATE WEIGHTS IN KG.

Locomotive with Supplies Locomotive Light Truck, Complete Truck Frame with BK. Rigging Traction Motor (with Pinion) Traction Motor Pinion Wheel and Axle Assy. with Gear Traction Motor Blower Hood Over Engine Compressor Radiator (I) Radiator Fan, Right Angle Box and Eddy Current Clutch Radiator Fan 123600 114645 25,000 5600 3680 22.7 2150 81.6 2019 1089 788 360 53.5
MAXIMUM OVERALL DIMENSIONS

Height Width Length (Overall) 4162 mm 3016 mm 19132 mm
CAPACITIES
Fuel Cooling Water Water Expansion Lube Oil Sand 6000 Liters 1210 Liters 155 Liters 1025 Liters 0.40 Cu. m.
2004
GENERAL
M I-GLD -078
TROUBLE SHOOTING CHART

CHART NO. 1 OPEARTING DIFFICULTY
Engine not assume or maintain speed under load
High Cylinder Exhaust Temperature
Engine over-speeds X
Engine will not start
Engine Hunting
POSSIBLE CAUSES Low starting air pressure Starting air strainer dirty Over-speed mechanism tripped Fuel injection pumps cut out No fuel supply Fuel filters dirty + Booster pump relief valve not functioning properly + Fuel booster pump inoperative + Rack booster not functioning properly Governor not functioning properly Over-speed trip not adjusted properly Low governor oil level Air or dirt in governor oil Air or water in fuel Fuel pumps controls sticking Governor control mechanism* not functioning properly
g g g g g g g g g g g g g g g g g g g g g g g g g
White Exhaust
Black Exhaust
2004
GENERAL
M I-GLD -078

Engine not assume or maintain speed under load
High Cylinder Exhaust Temperature
Engine over-speeds X
Engine will not sta rt
Engine Hunting
POSSIBLE CAUSES
Engine Overloaded Restricted Air Intake Excessive Exha ust Back Pressure Leak at Air Discharge Connection Leak at Air Manifold Connection After cooler Dirty Faulty Exhaust Manifold Turbo supercharger not Functioning Properly Faulty Injection Equipment Fuel Pumps not Timed Properly Improper Valve Clearance Improper Rack Adjustment Broken or Stuck Piston Rings Improper Grade of Fuel Damaged or Worn Valves or Seats Sticking Valves Abnormally Low Engine Temperature Water in Combustion Air
g g g g g g g g g
g g g g g g g g g g g g g g g
g g g g g g g g g g g g g g g g g g
Indicated by Low Fuel Oil Pressure Indicated by Low Air Manifold Pressure At full rated load and speed the maximum difference betw een cylinder exhaust temperatures engine.
X should not exceed 125 0 F for the 6 and 12 cylinder engine and 300 0F for the 16 cylinder *
Not used in all installations Applicable for Air Starting System in D.G. Sets.
White Exhaust
Black Exhaust
2004
GENERAL
M I-GLD -078

High Jacket Water Temperature
Low Compression Pressure
POSSIBLE CAUSES L.O. pump relief valve not adjusted or functioning properly L.O. filter by-pass control valve not adjusted or functioning properly Temperature control valve not functioning properly L.O. strainer dirty and pressure control valve not functioning properly Restricted or lack of cooling water supply Dirty raw water strainer* Raw water flow control orifice* restricted Improper setting of raw water flow control valve* Raw water circulating pump* or fan* not functioning properly Fouled heat exchanger Excessive cooling water temperature Load exceeds rated Jacket water circulating pump not functioning properly
g g g g g g g g g g g g g g g g g g g g g g
Abnormal Firing Pressure
High Lube Oil Temperature
Abnormal Noises in Engine
Blue -White Exhaust
2004
GENERAL
M I-GLD -078

Low Compression Pressure
POSSIBLE CAUSES Restricted jacket water flow control orifice Insufficient jacket water supply Faulty Injection Equipment Fuel pumps not timed properly Improper rack adjustment Mechanical interference due to improper adjustment Improper running clearances of rotating equipment due to excessive wear of improper assembly Extended light or not load operation Stuck or excessively worn oil control rings Oil control ring slots and/or oil return holes in piston restricted Excessive worn valve guides Oil leak in turbo supercharger Piston rings not seated properly Excessive cylinder liner wear Excessive ring or ring groove wear Damaged cylinder head to liner seat Damaged or worn valves or seats
g g g g g g g g g g
g g g g g g g g g g g g g g g g
Abnormal Firing Pressure
Blue -White Exhaust
2004
GENERAL
M I-GLD -078

Low Compression Pressure g g g
POSSIBLE CAUSES Sticking valve s Improper valve clearance Broken or stuck piston rings
At rated load and full speed the maximum difference between cylinder compression pressure should not exceed 100 psi. 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.
Abnormal Firing Pressure g g g
Blue -White Exhaust
2004
Diesel Engine
MI-ENG -000
ENGINE FINAL INSPECTION PRE-RUN AND BREAK-IN

GENERAL INSTRUCTIONS
Prior to starting a new or factory rebuilt engine, an overhauled engine, or an engine which has been out of service for an extended period of time, the following inspection pre -run and break in procedure should be followed. If the proper precautions are not taken, engine parts specially the bearing and crankshaft, may be extensively damaged during the first few minutes of engine operation. When engine lubricating oil, fuel oil, governor oil and cooling water systems are factory treated to prevent corrosion during shipment and storage, the preservatives remain effective from six to eight months and are soluble in their respective systems. Flushing to remove the preservatives, therefore, is not necessary. 3. All external equipment and lubricating oil cooling water, fuel oil, air intake and exhaust piping must be thoroughly cleaned internally and connected. 4. Rust preventive and protective slushing co mpound must be removed for external surfaces of engine and other equipment with a petroleum solvent. 5. All electrical connections, including alarm and protective devices, must be securely mace and verified.
PROCEDURE
1. Check crankshaft instructions in publications. according to crankshaft
FINAL INSPECTION AND PRE-RUN

The following instructions apply to all engines.
PRELIMINARY
1. Before engine crankshaft is rotated, any possible internal or external obstructions to engine operation must be observed and corrected. Obstructions can be detected by removing all cylinder head compression plugs (or opening all indicator cocks) and barring engine crankshaft manually at least two revolutions. 2. Engine and all engine driven equipment must be properly aligned, coupled and secured to their foundations. Engine crankshaft must not be rotated more than necessary to couple engine driven equipment.
2. Fill engine cooling water system with clean treated water. Treated water must be used at all times, using untreated water will cause corrosion or cavitations erosion to begin immediately and progress rapidly. For recomme nded water treatment see, Water Treatment publication. 3. Fill fuel tank (see Fuel Oil Specifications publication) and prime system. If fuel is supplied by a separately driven pump, set external fuel pressure regulating valve to maintain 40 -45 psi on the fuel injection pump headers, if fuel is supplied by an engine driven pump make this setting after engine is started. 4. Drain, flush and fill engine governor to operating mark with governor oil. (For specification see Governor EnginePGEV publication). 5. Drain the crankcase sump and, if no pre-lube pump is built into system,
2004
Diesel Engine
MI-ENG -000
connect the suction of a portable lubricating oil pump, with a magnetic trap, to drain connection. Connect discharge of portable pump at a convenient location after engine lubricating o il pump, but at point which will completely flush entire external lubricating oil system. 6. Strainer must be equipped with clean 120-mesh basket except for installation using the duplex type. Duplex type to be equipped with 150 mesh baskets. Following break in, and after through cleaning, baskets should be reapplied for regular operation. 7. Remove all piping between main bearing caps and main bearing oil header so that flushing oil does not reach crankshaft bearings but returns directly to engine sump. 8. Disconnect external oil piping that feeds valve levers, fuel pump levers, turbocharger and camshaft from main bearing oil header and then plug header. 9. Flush system at approximately 15 gpm (oil temperature at least 1000F) until all foreign material is removed. Run-in strainer basket should be removed periodically until no more foreign material accumulates in it. 10. Clean out magnetic trap on pre-lube pump. Remove paper filter and apply new paper filter to lube oil filter tank. 11. Connect all main bearing oil pipes at header and caps. Connect all external oil piping feeding valve levers, fuel pump levers, turbocharger and camshaft. 12. Remove all valve lever casings (rocker box cover) circulate lubricating oil with portable pump for an additional ten minutes for complete pre -lubrication. During pre -lubricating period bar engine crankshaft. Inspect oil flow at
cooling oil drain of each piston, all main and connecting rod bearings, gear train sprays, valve mechanism and turbocharger drains. Check all internal and external pipes for tightness. 13. Replace crankcase inspection covers, valve lever casing and all compression plugs (or close indicator cocks). Disengage engine turning device and lock in running position. 14. If portable pre-lube pump is used, disconnect pump suction and discharge. Drain and discard flushing oil from engine sump. Replace sump drain plug and plug in discharge line. Fill crankcase sump, to bayonet-gauge high mark, with clean lubricating oil (see lubricating Oils publication). Make certain all cooling water and lubricating oil system drain valves are closed. Set all external valves in their correct running position. 15. Check lubricating oil, governor oil, cooling water and fuel oil levels. Start engine according to standard starting procedure and recheck lubricating oil, governor oil and cooling water levers. Check lube oil and cooling water pressure and temperatures.
BREAK -IN OR OPERATION TEST

After final inspection and pre-run is completed and engine started, run an operational test on new or re-built engine, or break-in test on overhauled engine. During test, inspect external lubricating oil filters and run-in strainer; clean or renew as necessary. The following is a suggested operational or break-in schedule: 1. Run no -load tests at idle engine speed for two (2) minutes, five (5) minutes, ten (10) minutes and then until engine water temperature reaches 120 0F. After each time interval, shut engine
2004
Diesel Engine
MI-ENG -000
down, bar engine crankshaft, inspect all piston skirts and liners and check temperature of bearings. 2. Check speed control by bringing engine up to rated RPM. Check overspeed RPM. 3. Run engine at loads and for time intervals listed in following table:
9Load Time
After completing above tests, again check filters and strainer. If they are still picking up foreign material continue to operate engine until filters and run -in strainer are no longer picking up foreign material. When lube oil system is clean, before engine is placed in regular service tighten all connections, replace run -in strainer with standard strainer basket and install new filters elements.
Operation Test 25% of Rated 50% of Rated 75% of Rated 100% of Rated 30 minutes 30 minutes 1 Hour 1 Hour
Break-in Test 1 Hour 1 Hour 2 Hours 2 Hrs. Min.
BREAK -IN AND FLUSHING MATERIAL LIST

Item Portable Lubricating Oil Pump Magnetic Trap Strainer Basket 120 Mesh Strainer Basket 150 Mesh Part No. 10245339 10245340 10240196 10245352
2004
Diesel Engine
MI-ENG-001
CRANKCASE EXHAUSTER
DESCRIPTION
The crankcase exhauster driven by an electric motor is a centrifugal blower, which exhausts crankcase vapours to the atmosphere. The entire assembly is mounted on top of the cylinder block at the power take -off end of the engine. 4. Remove cap screws (9), washers (10), and lock-washer (11) connecting exhauster suction elbo w to cylinder block. 5. Remove cap screws (17), washers (18), and lock-washers (19) holding blower motor to bracket. 6. Lift entire assembly off cylinder block. 7. Remove gasket (12). 8. Remove cap screws (2) and (5), washers (3) and (6) and lock-washers (4) and (7). Separate motor blower from suction elbow. 9. Remove gasket (1).
REMOVAL
1. Disconnect electrical connections to blower motor. 2. Remove lubricating oil drain pipe (13). 3. Remove mounting hardware and exhaust pipe from discharge side of blower.
FIGURE 1 CRANKCASE EXHAUSTER
2004
Diesel Engine
MI-ENG-001
INSPECTION AND MAINTENANCE

1. Clean blower impeller, housing, and fan blades. 2. Clean exhaust and drain piping. 3. Check clearance between impeller and casing. 4. Check for impeller tightness on shaft. 5. Replace gaskets. 2. Install new gasket (12). 3. Place assembly on cylinder block and apply lock-washers (11), washers (10), and cap screws (9) to exhauster suction elbow. 4. Apply lock-washers (19), washers (18) and cap screws (17) to blower motor. 5. Install lubricating oil drain. 6. Install exhaust pipe to discharge side to blower. 7. Apply electrical connections to blower motor.
INSTALLATION
1. Install new gasket (1) between suction elbow and blower motor and reapply lock washers (4) and (7) washer (3) and (6) and cap screws (2) and (5).
2004
Diesel Engine
MI-ENG -013
OIL CATCHER, POWER TAKE-OFF END

DESCRIPTION
A cast aluminium oil catcher is mounted on the cylinder block and base and surrounds the periphery of the crankshaft flange oil slinger at the power take -off end of the engine. Centrifugal force throws the lubricating oil away from the crankshaft flange and into the oil collecting grooves in the oil catcher, thereby preventing it from escaping. The oil then drains from the grooves to the engine base. 5. Slide-off catcher. Be sure not to nick inner surfaces of catcher.
MAINTENANCE
Clean with a suitable solvent, making certain that the oil catcher grooves and the oil return channel to the crankcase are clean.
INSTALLATION
1. Renew 1/32 gasket. inch sheet packing
REMOVAL
1. Remove generator (or other power driven equipment) in accordance with applicable main tenance instructions. 2. Remove cotter pins, nuts and plain washers from the two ream bolts in engine base. Tap bolts out with brass drift pin and hammer. (Ream bolt can be reached through the crankcase opening). 3. Remove lock-wire from cap screws. 4. Remove the cap screws and plain washers.
2. If oil catcher is to be reused, place it in position and install two ream bolts. Apply plain washers and nuts and tighten. Apply cotter pins and check positions as in step 3 below. 3. If new oil catcher is to be used, it should be applied with 0.013 to 0.016 inches radial clearance between oil catcher and crankshaft flange oil slinger.
4. Drill through with a 7/16 inch drill.

Ream to 0.4985 to 0.5005 inch for diameter rim bolts. Replace all plain washers an d cap screws; tighten and lock-wire.
2004
Diesel Engine
MI-ENG-015
PISTON AND CONNECTING ROD

PISTON, RINGS AND PISTON PIN
Pistons (11.75 CR) are of positive flow, oil cooled, valve pocket type made of Aluminium body and steel crown. Lubricating oil is delivered to the piston cooling grooves from the crankshaft by means of a hole through the connecting rod and the piston pin.
1. 2. 3. 4. 5.
Piston Body Piston Crown Piston Pin Sleeve Snap Ring Piston Pin
6. 7. 8. 9. 10.
Oil Inlet Hole Compression Ring (Barrel) Conformable Oil Scrapper Ring Compression Rings Taper Connecting Rod Assembly
2004
Diesel Engine
MI-ENG-015
PISTON PIN
The piston pin has a floating fit in the piston and a running fit in the steelbacked, bronze-lined connecting rod bushing. A rolled sleeve is installed in the pin bore to seal in the cooling oil. Special snap rings are provided at each end of the pin to hold it in place.
The crankshaft end of the rod is provided with upper and lower precisiontype coated bearing shells, which are held in position by locking tabs. The lower shell has a full groove for lubrication; the upper one has a partial one. Joining both ends of the rod is a drilled passage for pressure fed lubrication. The rod cap is aligned to the rod by a short and long dowel and is secured by four bolts and nuts.
CONNECTING ROD
The connecting rod (shown in Figure 2) is high strength alloy steel forging with the conventional rod cap. Pressed into the piston end of the rod is a steel-backed, bronze lined, piston pin bushing.
CRITERIA FOR INSPECTION OF CON. ROD BOLTS

Length of Connecting Rod Bolt is ground to 11 0.002 by surface grinding in the bolt head.
FIGURE 2 CONNECTING ROD ASSEMBLY
1. 2. 3. 4.
Rod Bolts and Nut Upper Bearing Shell Piston Pin Bushing Piston Pin
5. Connecting Rod 6. Lower Bearing Shell 7. Connecting Rod Cap
2004
Diesel Engine
MI-ENG-015
During schedule inspection check for dimension B and reject if this exceeds 11.017 .
1. Remove crankcase doors on each side of engine. 2. Bar engine over so that a crankpin journal for piston being removed is at bottom center and connecting rod bolts and nuts are accessible from both sides of engine. 3. Remove cotter pins. Nuts and bolts from connecting rod. Remove connecting rod cap. 4. Rotate crankpin journal to about top center. 5. Lift out piston several inches from cylinder, using piston -lifting device mounted to piston crown and piston lifting hoist (see Tool List). 6. After piston has been lifted several inches, roll cut upper bearing shell from connecting rod by tapping edge of shell opposite locking tab. 7. Remove piston and connecting rod assembly completely, taking care to guide and through cylinder liner to prevent damage. NOTE: After removal, crankpin journals should be wrapped with paper for protection.
3
DISASSEMBLY REMOVAL OF CONNECTING ROD BEARING SHELLS ONLY

1. Remove crankcase doors on each side of cylinder involved. 2. Position crankpin at about bottom center. 3. Remove cotter pins, nuts and bearing bolts on each side of connecting rod. 4. Remove connecting rod cap with its lower bearing shell. Tap cap from rod with soft hammer if necessary. 5. Remove lower bearing shell from cap by tapping edge opposite locking tab. 6. Pry up connecting rod several inches with wood and support. 7. Remove upper bearing shell from rod by tapping edge opposite locking tab.
NOTE: As Shown in Figure 3, lower bearing she ll is identified by continuous oil groove; whereas upper shell has partial grooves.
2004
Diesel Engine
MI-ENG-015
FIGURE 3
UPPER AND LOWER CONNECTING ROD DISASSEMBLY
INSPECTION AND MAINTENANCE PISTON CLEANING TANK

The piston -cleaning tank, shown in 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 910.5 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 circulated by means of an electrically driven pump. The pump section is at a large sump in the bottom center of the tank. The cleaning solution is forced through a header running the length of the tank at its centerline and above the surface of the solution. Sixteen pistons (eight on either side of the centerline header) are suspended in a completely submerged position by means of simple iron brackets attached to the piston crown. Cleaning fluid is carried from the header to each piston by means of flexible metal hoses. These are connected to the header by quick-connector type couplings. The piston end of the hose is connected to a plug, which is fitted into the piston oil inlet hole where the oil-cooling channel begins. Some of the recommended cleaning solutions are used cold (room temperature); some are used hot. For use with hot solutions either of the two available types of tank, heaters can be fitted inside the sump in the bottom of the tank. This location heats the solutions that surround the circulating pump suction thereby providing maximum temperature of solution into the piston. One type of
4
1. Upper Bearing Shell 2. Lower Bearing shell
PISTON AND CONNECTING ROD DISASSEMBLY

1. Place piston and connecting rod assemblies on support (see Tool List) so that rod hangs down between timbers and is supported at foot. 2. Remove snap rings from each side of piston pin with special pliers. 3. Push pin from piston. 4. Remove piston from connecting rod. 5. Remove piston rings with expander (see Tool L ist). ring
6. If required, remove bushing from connecting rod by means of press or screw jack, using special arbor (see Tool List). 7. Remove sleeve from piston pin by machining with lathe and driving out remainder. Care must be taken not to mark pin with tool.
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Diesel Engine
MI-ENG-015
heating unit consists of a steam coil; the other an electrical resistance or Calrod unit. The tank is also fitted with water sealed cover, which can be applied when solutions, that give up objectionable or toxic vapours, are being used.
5. Place piston in tank making sure that flexible hose has free and easy run between header and piston. NOTE: Plug in piston should face centerline of tank. Brackets will properly position pistons by dropping into notches in supporting rails. 6. If hot solution is being used, bring solution up to proper temperature with heating coil. 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.
FIGURE 4 PISTON CLEANING TANK
Steps for use of the tank are as follows: 1. If hot cleaning solution is used, tank must first be fitted with heating coils. 2. Make sure drain cock is in closed or circulation position. Fill tank with approved cleaning solution. NOTE: Tank can be used as mixing tank for preparing certain types of compounds. 3. Insert plug (on piston end of flexible branch hose) into piston oil inlet hole, which connects with oil cooling groove. Turn locking pin to secure plug to piston. 4. Apply support bracket to piston crown by means of two eyebolts supplied. Right angle side of bracket should be opposite feeder plug.
2004
9. Start circulation of solution and check each piston to make sure that solution is circulating through internal oil passages. NOTE: This can be accomplished by fitting piston clear to solution and inspecting oil drain hole. 10. Allow circulation to continue for length of time recommended by compound supplier. 11. Shut-off circulating pump and inspect pistons. If further cleaning should be desired, continue as necessary. NOTE: Many cleaning solutions require hot fresh water rinse following cleaning. For this purpose, it may be necessary to provide small tank large enough to thoroughly submerge one piston at a time.
Diesel Engine
MI-ENG-015
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

After the piston has been cleaned, check the ring groove clearance at the compression ring grooves. This is done by inserting the outside edge of a new standard size compression ring into each groove in four different positions and measuring the clearance with a feeler gauge.
gap be checked once the old ring has been removed from the piston. This is done by inserting the old ring into a new liner (if available) and measuring the gap with a feeler gauge. After new rings have been applied,
Figure 3
FIGURE 6 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 polished for the entire circumference, indicating poor liner contact. These checks can be made while the rings are still in the piston. Once the ring has been removed, it should not be reused as expansion caused by removal and subsequent reinstallation distorts it; prevent it from seating properly in the grooves and against the cylinder liner. For future reference and as an aid in practicing the length of service for a new ring, it is also recommended that the ring
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it is not necessary to idle the engine to break-in the rings. Experience has shown that there are no harmful effects resulting from placing the engine in normal service immediately following the installation of new piston rings.
PISTON PIN
The piston pin should be cleaned and its s urface carefully inspected. If not already done, it is suggested that the sleeve in the pin be removed so that both
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inside and outside surfaces can be magnafluxed for cracks. If cracks are detected, the pin should be discarded.
CONNECTING ROD
The connecting rods should be cleaned and inspected or magnafluxed for cracks if the equipment is available. It is good practice to magnaflux the rods at each overhaul. Make sure the oil hole drilled in the rod is clear. Use either an air blast or in thin metal rod in order to clear it. Careful surface inspections of the rods, piston pins and bolts can be made at the same time. Whenever there is any doubt, the parallelism between the crankpin and piston pin bores should be checked. This should not exceed the amount stated in Table 1. A dial indicator and surface plate should be used for this purpose (see Figure 6).
Thorough investigation has shown that most bearing shells which have lost free spread through normal stress relieving action during the engine operation will set firmly against the back of the rod bore, when the bolts are properly tightened to the recommended stretch or elongation values (see Table 1). This return of shells to proper seating is brought about the normal crush imposed on the shells in a proper tightened rod. There will be occasional cases, where a bearing shell has been abused by rough handling and as a result, has become kinked. If this is the case, no attempt should be made at correcting the situation by over-tightening of mechanical straightening. Also bearing shells that have been subjected to excessive thermal or mechanical stresses should be discarded. If there is any question that the proper bearing contact cannot be obtained, the shells should be checked as follows: 1. Coat rod bore and cap with bluing. 2. Assemble rod and cap (with shells) on bench. 3. Apply bolts and nuts and tighten to proper bolt elongation (see Tables 1 and 14 of Installation in these instructions). 4. Disassemble. If bluing was not transferred around entire back surface of shells, complete contact is not being made and shell should be discarded. If a new bearing shell is being installed, mark it with the same location as was on the old shell, using an electric pencil. Identification marks are made on 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
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BEARING SHELLS
The bearing shells should be cleaned and inspected. If any of the following conditions are noted, the shells should be discarded: 1. Embedded dirt particles. 2. Evidence of fatigue failures. 3. Overlay worn through to point where intermediate layer can be seen (see Table 1 for running clearance and condemning limit). 4. If the bearing shell has been examined and found satisfactory, it must be returned to its original position in the engine during re -assembly. Under no circumstances should a used shell be reapplied to any other than its original position. As shown in Figure 3, the lower bearing shell has a continuous oil groove; while the upper shell h as two short grooves on its sides.
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beyond its condemning limit and provided it remains in its original position. Once shells have established their bearing surfaces, do not mix them up. Examine and remove any nicks or burns from the bearing shells before application; check for out-of-roundness in the following manner: 1. Assemble clean rod and cap (with shells) on bench. 2. Apply nuts and bolts and tighten to proper bolt elongation (see Table 1). 3. Measure ID of rod bore across horizontal and vertical planes. 4. If horizontal measurement exceeds vertical by amount stated in Table 1, bearing shells are out-of-round.
2. Using spinning tool set (see Tool List), apply sleeve to piston pin in the following manner:
(a) Place pin in holding fixture. (b) Insert new sleeve in pin bore. (c) Place depth plug in sleeve and press
until flange on plug contacts pin.
(d) Remove plug; insert expander in

sleeve and roll it until roller stop strikes sleeve.
(e) Remove pin from fixture, invert and

repeat steps c and d for other end of sleeve. 3. If previously remove d, press bushing into connecting rod, using special arbor (see Tool List). NOTE: Be sure to align oil hole in bushing with oil hold in rod before assembling. Recheck alignment after bushing has been applied. 4. Place piston upside down on bench and lower connecting into place, aligning rod bore with piston pinhole. NOTE: Oil plug in bottom of piston must be on the same side as O stamped on foot of rod when assembling. Arrangement is necessary to maintain uniformity. 5. Apply piston pin to piston. 6. Using special pliers, apply snap ring gaps are at bottom center. 7. Using special lifting device mounted on head of piston and rod assembly on to support so that rod hangs down between timbers and is supported at foot (see Appendix).
PISTON PIN BUSHING

The piston pin bushing is pressed into the small end of the rod with the bushing flush on both sides of the rod. The overh aul periods the wear should carefully be checked. The clearance between the piston pin and bushing should not exceed the limit specified in Table 1. If the clearance limit has been reached, renew the bushing. The piston pin bushing may be installed as a replacement in any of the rods as they are completely interchangeable. However, when a bushing is installed as a replacement, it is recommended that the piston pin be used for checking clearance between the pin and the bushing.
REASSEMBLY PISTON AND CONNECTING ROD ASSEMBLING

1. Thoroughly clean and coat all parts with clean lubrication oil.
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8. Apply new piston rings, using ring expander. NOTE: Care should be taken to expand rings more than necessary as overexpansion may cause permanent distortion. All compression rings should be applied with identification marks up. Scraper rings (which have sharp edges to remove excess oil from cylinder liner on downward stroke) should be applied with sharp edges facing down. On certain style pistons, uppermost oil ring is a conformable ring, which is equipped with coil spring expander to make it conform to liner surface as it wears. Be sure that joint in coil spring is 180 degrees from gap in ring.
6. Bar engine over so that crankpin journal for piston being installed is at bottom center. 7. With piston lifting tackle, lower piston and rod assembly through ring compressor and into cylinder liner. Guide connecting rod foot to prevent damage to liner. NOTE: Piston and rod assembly should be installed in engine so that O marked on foot of rod is towards outboard side on V type engines. 8. When piston and rod assembly is lowered to within 4 of crankpin, insert upper bearing shell into connecting rod, making sure locking tab in shell fits into slot provided for it. FIGURE 7 ELONGATION GAUGE AND SOCKET WRENCH IN TIGHTENING POSITION IN ENGINE CRANKCASE
INSTALLATION IN ENGINE
1. Apply piston lifting device to piston 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 compression ring has caused ridge to form on liner. Breakage of new ring could result if ridge is not removed (see maintenance instructions on Cylinder Liner for correct ridge removal procedure). Following removal of ridge, be sure liner is cleaned and lubricated. 5. Apply ring compressor to cylinder liner.
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NOTE: Upper shell is identified by partial oil groove, whereas lower shell has full groove (see Figure 3). 9. Continue to lower piston and rod assembly until connecting rod contracts crankpin. 10. Apply lower bearing shell to connecting rod cap, making sure locking tab fits into slot provided.
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NOTE: Be sure markings on cap and lower shell correspond with those on rod and upper shell. If new bearings are being installed, marked it accordingly with electric pencil. Caps of different connecting rods are not inter-changeable. Do not mix up shell or caps. 11. Apply cap (with shell) to rod, making sure that O marked on cap, is on same side as O marked on rod. 12. Lubricate all faces, seats and nut and bolt threads with Lubricate or equivalent to prevent galling. 13. Apply bolts and nuts. Making sure boltheads are butted together. 14. Tighten nuts in following manner (see Table 1 for torques and bolt elongation):
(b) Loosen one nut. Set dial indicator of

elongation gauge (see Figure 6 and Tool List) to zero when nut is loose.
(c) Tighten nut to proper elongation, if

hole in nut for cotter pin is not aligned with hole in bolt, continue to tighten until it is. Apply cotter pin.
(d) Repeat steps b and c for three

remaining nuts, following diagonal pattern. 15. Replace crankcase doors on each side of engine. 16. Replace cylinder head and refill engine with water in accordance with maintenance instruction publications on Water System-General Data and Cylinder Head.
(a) Tighten all nuts evenly to preliminary

torque. Then snug up all nuts, following diagonal tightening order.
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APPENDIX I
LIFTING TACKLE FOR REMOVAL OF STEELCAP PISTON AND CONROD ASSEMBLY
STYLE-I
LIFTING RIGS
1. 2. 3.
U BOLT SUPPORT HOIST HOIST
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APPENDIX III LIFTING TACKLE FOR STEEL CAP PISTON AND CONROD ASSEMBLY (ALL DIMENSIONS ARE IN MM) STYLE-2
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TABLE 1 PISTON AND CONNECTING ROD DATA New (Inches) COMPRESSION RING (BARREL TAPER, TAPER) Ring Thickness Ring End Gap Groove Width in Piston Clearance in Groove OIL SCRAPER RING (Conformable & Non-conformable) Ring Thickness Ring End Gap Groove Width (Fourth & Fifth) in Piston Clearance (Fourth & Fifth) 0.3105-0.3120 0.015 Min. 0.3140-0.3150 0.0020-0.0040 0.1250 0.3165 0.0060 0.1835-0.1850 0.030 Min. (Barrel) 0.047 Min (Taper) 0.1902-0.1921 0.0052-0.0088 0.2000 0.1950 0.0120 Limit (Inches)
PISTON PIN Pin Diameter Pin-to-Bushing Clearance (Running) Pin-to-Piston Bore Clearance (Rm. Temp.) PIN-TO-SNAP RING (TOTAL CL.) PISTON DIAMETER (for reference only) At Crown Below First Ring Below Bottom Most Ring At the Bottom BEARING SHELLS (Big End) Running Clearance 0.0040-0.0080 (Measured in vertical direction) When overlay wears through to show intermediate layer.
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3.7490-3.7500 0.0030-0.0070 0.0005-0.0025 0.0760-0.1180
3.7475 0.0075 0.0035
8.9420-8.9405 8.9735-8.9753 8.9789-8.9801 8.978 -8.980
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Horizontal 0.003 larger than vertical dimension. Out-of-Roundness Vertical ID Horizontal ID 6.0035-6.0061 6.0035-6.0086
CONNECTING ROD Parallelism Between Bores Horizontal Plane Vertical Plane Rod-to-Piston Lateral Clearance ROD BOLT TIGHTENING Preliminary Torque Snugging -up Torque Final Bolt Elongation TOOL LIST Item Elongation Gauge Complete Gauge Indicator with Magnetic Base Piston and Connecting Rod Lifter with Cap Screw Piston Lifter (Mahle) Piston Clearing Tank Piston Pin Bushing Arbor Piston Ring Compressor (Sleeve Type) for Compressing Scraper and Compressing Ring Piston Ring Expander Piston and connecting Rod Support Pliers for Snap Ring Spinning Tool Set for Rolling in Piston Pin Sleeve consisting of: Fixture for Holding Piston Pin
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0.0130-0.0240
0.0010 0.0020 0.034
20 ft. lbs. 100 ft. lbs. 0.022
Cat No. 15511169 15515485 15511420 15513737 15514730 15513713 15511171 15513749 15513701 15513695 15513725 15513671
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Expander
15513674
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CYLINDER LINER
DESCRIPTION
Cylinder liners fit in the cylinder block with a metal-to-metal fit. Each liner has a collar on its upper end which seats in a counter-bore in the cylinder block. One seal ring in a groove near the top of the liner and two seal rings in the grooves near the bottom of the liner, seal the fits between the liner and cylinder block. Metal-to-metal joints of the flat lap type form the compression seal between the liners and cylinder heads. Pits deemed harmless may be covered with Cast Iron Cement and the liner reused. The compression seal joint on top of the liner should be checked and, if a full bearing surface cannot be produced the seat must be lapped with a lapping tool. Two tools are required. One should be retained for checking purposes and the other for lapping. Sealing surface must be smooth and in one plane. Check with bluing. A continuous blue mark should show not less than 1/16 wide all round (see Figure 1 for liner wear limits).
REMOVAL
Jack liner free and remove from cylinder block using special liner removal tool (Puller Assembly).

When a piston is pulled, the liner should be carefully inspected for scores and deep scratches. Remove the ridge formed in the upper bore, by the top compression ring, with a ridge removal tool. Measure the liner bore at several points just below the ridge formed at the upper end of the top piston ring travel holding the micrometer parallel to the surface of the block and perpendicular to the centerline of the engine. The exterior surface of the liner (the cooling water surface) should be inspected for corrosion. Shallow, wide pits in which the width of the pitted cavity is from two to six times its depth can occur either as a general or local condition and still be harmless until they effectively destroy the external surface of the liner. Relatively narrow, deep crevices are considered harmful; these are characterised by pits in which the depth is from one to several times the width of the pit and in some cases have even penetrated to the bore. If these pits can be probed and found to be more than superficial over 3/32 deep, the liner should be rejected as the crevices of pits will progress rapidly resulting in failure.
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INSTALLATION
Before installing a liner, first cleanoff any roughness on the liner fits (see Cylinder Block publication) in the cylinder block to prevent possible tear and rolling of the liner seal rings as they enter these fits. NOTE: The minimum interference at the lower liner fit must be 0.0005, whether or not a sleeve is used; therefore, it may be necessary to apply cylinder liners selectively to certain bores. Install the red coloured seal, in the top ring groove (see Figure 1). Install the black coloured ring seal with the word Viton moulded on the ring, in the centre and bottom ring grooves. Apply lubriplate to the bottom liner seal rings and fit and to the block fit. Lower the liner into the cylinder bore. Position the liner so that the marking Fuel Pump Side (or FPS) is on the centreline of the fuel pump. As the liner seal rings enter the lower fit. Pressure will have to be applied to force the liner down. To do this, either reverse the liner pulled too or pry the liner down using block and a pry bar.
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FIGURE 1 LINER WEAR LIM ITS
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CAUTION: Avoid twisting the liner seal rings when applying them to the liner. The life of a seal ring is greatly shortened when twisted. If the rings should become twisted during application to the liner, straighten them before the liner is lowered in the cylinder bore.
8. Place positioning arms in the outward position and gently slip the ridge remover into the cylinder liner until the positioning arm stop bars contact he t top of the liner. The ridge remover is properly positioned when the positioning arms are fully extended. 9. Firmly lock ridge remover in place by turning the T-handle in Allen set screws above positioning cam. 10. Rotate positioning arms in towards ridge remo ver and drop them into notches of housing. 11. Adjust follower arm until grinding sleeve touches cylinder liner wall. 12. Mount on the ridge remover spindle ant portable electric or air drill motor, which has a speed of 275 to 400 RPM. The spindle is sized for a standard drill chunk. 13. When removing ridges from liners, grinding head must always be locked in down position to prevent up and down motion of grinding drum. 14. To change belts, lock grinding head in down position. Tap up on spindle shaft and separate the gears enough to change belts.
OPERATION OF RIDGE REMOVER GRINDER

1. Clean all carbon from area of ridge with solvent. 2. Install grinding drum and spacer from adapter kit to ridge remover output shaft. Spacer goes on output shaft before washers and grinding drum. 3. Install abrasive sleeve on grinding drum. To change abrasive sleeve, loosen grinding drum by holding output shaft on top with a wrench and turn nut on output shaft counter clockwise. Remove old abrasive sleeve. Install new sleeve queerly on grinding drum, tighten nut firmly against grinding drum. Tightening drum until abrasive sleeve has a slightly rounded surface. 4. Install locating adapters from kit to ridge remover. 5. Install spacer on each positioning arm shaft. When installing or removing spacers on positioning arm:
(a) Unscrew stop bars (horizontal piece)

from the positioning arms.
TOOL LIST
Item Puller Assembly Ring for checking distortion of cylinder head and for checking and lapping cylinder head and liner seats Ring for checking and lapping liner to cylinder block seat Lifter Cat No. 15512228 15510049
(b) Push positioning arm shafts out

bottom of housing.
(c) Install or remove spaces from each

positioning arm shaft.
(d) Replace positioning arm shafts and

stop bars. 6. 6. Push ridge remover head down and tighten spindle lock screw in notch of dowel pin guide. 7. Clean locating adapters.
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15512216
15512204
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HEADER, WATER OUTLET AND ELBOWS

DESCRIPTION
Individual water outlet elbows are attached to each cylinder head. The water outlet header is attached to the water outlet elbows by means of U straps. A gasket is used between the header and water outlet elbow. A gasket is also used between the water outlet elbow and cylinder head.
NOTE: When only one cylinder head is

being removed, it is not necessary to remove the header. Remove only the water outlet elbow.

1. Surface inspect interior/exterior of header and elbows. 2. Check header and elbow connecting joints for smoothness. 3. Thoroughly clean and elbow.
REMOVAL
1. Drain water from engine. 2. Disconnect piping at ends of heads of header and remove U straps. Lit out header and remove gaskets. 3. Remove cap screws holding the water outlet elbows to the cylinder heads and lift oil the elbows. Remove gasket.
INSTALLATION
1. Apply new gasket and bolt elbow cylinder head. 2. Set header in place, apply new gaskets and attach the header to elbows with U stretch.
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CYLINDER HEAD (251 PLUS)

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

1. 2. 3. 4. 5. Valve guide to head Yoke guide to head Yoke guide Valve guide (press into dimension) Valve to guide clearance new: Top Bottom Condemning 6. 7. 0.0030 to 0.0045 in. 0.0050 to 0.0065 in. See Figure 9 0.0020 to 0.0005 in. dia. Int. 0.0005 to 0.0020 in. dia. Int. metal-to-metal 3.210 to 3.272 in. (press into dimension) 2.25 in.
After grinding valve seat, machine back this face as shown to give 1/32 in. minimum flat Original dia. Torque values: Cylinder heads nuts Water inlet elbow screws 550 ft./ibs. 75 ft./lbs.
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spring lock and spring. Apply a new spring. Compress and apply lock.
FIGURE 3 EXHAUST VALVE
EQUALISING YOKE GUIDES

Two 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 List).
VALVES AND VALVE GUIDES

1. Rest cylinder head on a wooden bench with circular wooden plate positioned so as to keep valves closed and to protect cylinder head seat. 2. Using valve spring depressor, compress valve spring until spring lock holding valve spring to spring seat is free. 3. Remove spring lock. 4. Release valve spring depressor and remove valve spring and spring seat. 5. Turn head on side to remove valves. NOTE: Valve guides can be removed by pressing or driving them out from bottom of head. Removal is necessary only when guides are worn or damaged.
INSPECTION AND MAINTENANCE WATER TEST

Hydro test cylinder head for leaks at 70 psi with 1900F water temperature. Cracked heads should be scrapped (see Cylinder Head Test Stand publication for the correct method of testing).
VALVES, VALVE SEAT INSERTS AND VALVE GUIDES

Unless extreme caution is used while grinding the valve seat insert, valve seat cracking may result. A major cause for this condition is either the use of improper stones or the application of too much pressure on the drive when grinding the seat. If it is necessary to remove a valve seat insert, use a valve seat extractor tool. After removal, inspect bore and snap ring groove for damage, check bore diameter to determine if it is necessary to machine the bore for an over-size insert. If the bore is within the standard dimension (shown in Table 1) and the snap ring groove is in good condition, a new standard size insert
3
VALVE SPRING REMOVAL WITH HEAD IN PLACE

In case it is desirable to replace a valve spring without removing the cylinder head, the piston of the cylinder involved should be brought to top dead center. Remove the valve lever assembly. Using the valve spring depressor, remove the
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FIGURE 4 VALVE AND SEAT INSERT TOLERANCE (See Table 1 for Dimensions)
when applying the different size inserts. Apply inserts as follows: 1. Assembles snap ring into groove in insert. 2. Place insert in inserting sleeve tool and cool in dry ice. 3. Cylinder head must be heated uniformly by steam or hot water to approximately 2000F. 4. At assembly, there should be 2500F temperature difference between the head and valve seat insert. 5. Apply guide rod tool into bore of valve guide.
may be applied machining.
without
additional
6. Remove insert and sleeve assembly from dry ice and replace squarely into insert bore. Apply plug into inserting sleeve and around guide rod tool. 7. Holding inserting sleeve firmly in place, push valve seat insert into the bore of the head by using press on plug until insert is bottomed against head. Do not hammer into position. Keep hand pressure on valve seat insert for 30 seconds while insert expands into places. 8. After tools are removed, check with 0.0015 in. thickness gauge to determine that there is no clearance between insert and bottom bore. If insert is cocked in bore, or not firmly seated, it should be removed and new insert applied.
MACHINING INSERT BORES

The procedure for machining bore for over-size inserts is as follows: 1. Remove all valve guides, equalising yoke guides and studs. 2. For standard over-sized valve seat inserts, machine cylinder head bore to dimension indicated in Table 1. 3. Blow out chips. 4. Press in new valve guides, using inserting tool. 5. Press in new valve equalizing yoke guides (used once may be reinstalled if within limits as shown in Figure 1). 6. Apply new nozzle studs or reapply old studs if in good condition.
APPLICATION OF VALVE GUIDES

1. Press in new valve guides with inserting tool, valve guides have not shoulder, therefore, press the guides into the head in accordance with the dimension as shown in Figure 2. 2. All valve guide bores should be cleaned using a 5/8 inch diameter wire brush. The brush has a spindle, which
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APPLICATION OF INSERTS
The tools required for the application of inserts are: an inserting sleeve, a plug and a guide. It is necessary that proper size inserting sleeve be used
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FIGURE 5 APPLICATION OF WELTITE VALVE SEAT INSERT
frequently at angle 450 to eliminate formation on glaze on stone. 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 some other hand machine.
6. Valves should also be scrapped when disc thickness is beyond limits stated in Figure 3. 7. Valves should be faced at 450 and 300 respectively. 8. To check valve with seat, blue valve, insert in valve guide and bounce against valve seat. Fine blue line must show around entire circumference on large diameter of seat contacting area. 9. Valve seat limitations should be followed as recommended in Table 1.
VALVE AND VALVE SEAT GRINDING

Stellite insert may be prone to grinding cracks. In such a case these should be ground using a little machine solvents.
Details DLW Part No.
10240391
Spec. No.
31PD5442
Weltite
Grinding Wheel DLW Drg. No. JT/SK 327
In addition to the apparatus required to grind valve seats, a supply of Turco Dy-Check fluid should be available for use in detecting surface cracks. The procedure for grinding valve seat inserts and reconditioning valves is as follows: 1. Remove glaze on valve seat by placing piece of sandpaper under grinding stone and then spining stone. Should seat be bad, use a reamer. Turning it slowly with air motor. 2. Grind seat. Use dial indicator to check the trueness. Weight of grinder should be only pressure exerted on insert during grinding. Dress stone
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COMPRESSION SEAL
Since the cylinder head to liner joint is metal-to-metal, the seating area must be in good condition. These surfaces should be checked if necessary, lapped using a lapping ring. See Inspection and Maintenance in Cylinder Liner publication. Seating surface must be smooth and in one plane. Using bluing, a continuous blue mark not less than1/16inch wide must show throughout the circumference.
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NOZZLE HOLE SLEEVE

A sleeve applied with Tite-Seal No. 2 (non-hardening) in the nozzle hole of each cylinder head to provide a water jacket for nozzle cooling and to furnish a seat for the nozzle. If a water leak should occur between the sleeve and head, it is suggested that the old sleeve be first rerolled and the head water tested before applying a new sleeve. However, it is necessary to install a new sleeve, it should be renewed according to instructions under Disassembly and Reassembly.
VALVE AND VALVE GUIDES

1. Press in new guides. 2. Turn head on its side and insert valves. Then place head on a block of wood to hold valves up in place. 3. Place valve springs over valve stems and set spring on top of springs. 4. Using valve spring depressor, compress spring until grooves in valve stems are exposed. Apply spring locks and release valve spring depressor.
EQUALISING YOKE GUIDES

Apply white lead to guide and press into cylinder head.
VALVE SPRING
In order for a valve spring to give satisfactory service, the spring load must not be less than 118 pounds at a spring height of 3-13/16 inch for spring.
REASSEMBLY NOZZLE HOLE SLEEVE

1. Coat seating surfaces of new sleeve with Tite-Seal or equivalent and enter sleeve in nozzle hole tapping it down 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 tube expander, roll in lower portion of sleeve. 5. Hydro test cylinder head at 70 psi with hot or cold water.
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FIGURE 6 CYLINDER HEAD TIGHTENING SEQUENCE
INSTALLATION OF ENGINE
1. Before installing cylinder head, clean compression seal joint faces of cylinder head and liner. Clean gasket seating of head and block.
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2. Insert grommets in pushrod holes in cylinder block (if removed) 3. Install the two push rod housing after applying silicon to their seating surface. 4. Set head in place and align with straight edge. Squaring heads with
7. Connect air inlet and exhaust elbows. Refer to Exhaust Manifold and Air Elbow publications for instructions on making connections. 8. Apply fuel oil drainpipe.
FIGURE 7 CYLINDER HEAD WEAR LIMITS
FIGURE 8 NOZZLE HOLE SLEEVE
a straight edge assure proper alignment of bolt holes in air and exhaust elbows. 5. Apply a light coating of graphite grease to the threads of all studs. Install all nuts and hand tighten. Refer to Figure 6 (Cylinder Head Nut Tightening Sequence). 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 not exceeded.
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9. Apply water inlet elbow. Gaskets are used at top and bottom. Water Inlet Elbow Gasket (Sheet Packing). See Figure 9. All cap screws are to be tightened evenly. See Figure 2 for torque value.
FIGURE 9 WATER INLET ELBOW
10. Apply lubricating oil supply line to valve operating mechanism.

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11. Apply water outlet elbow. 12. Check mat injector stud height taken from the top of the cylinder head in 4 5/16 1/16. 13. Apply fuel injection nozzle and holder assembly. Make sure that pin in nozzle holders is in aligning slot in cylinder head. 14. Apply nozzle retaining clamp so that centre of clam bearing surface is directly over centerline of nozzle holder. Tighten clamp nuts hand tight. 15. Apply fuel injection pipe to nozzle holder using snubber valve at pump. Make sure that mating surfaces between pipe and nozzle are absolutely clean and properly aligned. NOTE: Refer to Fuel Injection Nozzle and Holder publication. 16. Apply pushrods and valve lever mechanism.
1.
0.619 min. dia. (Rebuild) D. If valve guide I.D. exceeds 0.626 in. (field) or 0.625 in. (rebuild) measured 1 in. from either end, guide should be replaced. Replace if stem is scored or if wear step exceeds 0.0025 in. (field) and 0.0005 in. (rebuild).
E.
TABLE 1 VALVE SEAT DIMENSIONS

Welltite Valve seat diameter new (on insert) 3.063 Stellite 2.938
2.
Valve seat insert bore: 3.18053.1815 3.19053.1915 3.18053.1815 3.19053.1915
Standard size First standard oversize
CYLINDER HEAD ASSEMBLIES

Manufactured after January 1982 will be identified by a simplified scheme.
NOTE: Concentricity of valve seat insert with valve guide must be within 0.002 in.
TYPICAL EXAMPLE
C Foundry Code 12345 Machining Serial No. A1 Assembly Date Code
FIGURE 10 NOZZLE HOLE SLEEVE
In case may defect on a cylinder head all the punched numbers must be reported
A. B. 0.6205-0.6195 diameter (new). 0.025-0.031 radius. Replace valve if these radii are sharp or stem is bent. 0.618 inch minimum dia (field).
8
C.
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Diesel Engine
MI-ENG-020
TOOL LIST
Item GUIDE VALVE Brush Brush Holder Brush Holder Extension Cleaner Puller Sleeve, Inserting SLEEVE NOZZLE Expander, Bottom Expander, Top Extractor Holder Reamer, Nozzle Seat Cleaning VALVES Depressor, Spring, Manual INSERT, VALVE SEAT Extractor Inserter Grinder (plus Special Equipment as required) Basic Set (110 Volts) (plus Special Equipment as required) Cat No. 15510451 15510463 15510475 15510426 15510438 15510440 Item Cat No.
HEAD, CYLINDER Expander, Bolt Hole Sleeve Indicator, Compression Pressure Consists of: (i) Valve for Indicator (ii) Adopter for Indicator Lifter Attachment Ring, Seat Lapping Wrench, Power (Reduction) Grinder 15510335 15510013
15510332 15510311 15510384 15510300 15510348
15510025 15510037 15510037 15510049 15510232
15510670
PILOTS 15510840 15511066 15510050 15512630 Pilot Diameter: 0.6225 0.6235 0.6245 0.6255 15510542 15510566 15510645 15510657
2004
Diesel Engine
MI-ENG-022
PUMP, LUBRICATING OIL

DESCRIPTION
The lubricating oil circulating pump. Figure 1 is of the positive displacement gear type. It is mounted on the free end of the base and is driven by the diesel engine crankshaft extension gear. The oil suction line from the sump is built into the engine base and lines up with the inlet passage cast into the pump casing. The pump discharges into external piping through a flange on the pump casing. 3. Measure diametral clearance between drive shaft (1) and front flanged bushing (20). For proper clearance, refer to A. 4. Measure diametral clearance between drive shaft (1) and inner flanged bushing (8). For proper clearance, refer to D. 5. Remove front flanged bushing (20) and flanged bushings (18).
REMOVAL NOTE: Numerals will be found stamped

1. Removal discharge pipe and any interfering piping. 2. Attach chain hoist to eyebolt at top of pump housing and take up slack. 3. Remove cap screws holding pump back plate to engine base and pull pump assembly directly forward. The spacer, which is doweled to engine base to maintain correct drive gear backlash, remains on engine. 4. Further disassembly of pump should be performed on bench. on the inner surface of both the face plate (2) and the back plate (7). Corresponding numerals will be found stamped on the flanges of the front and inner flanged bushing bushings (20& 8) as well as on the front and inner (18 & 13). At reassembly, these numerals must be matched to assure installation of the bushings and wear plates so that the proper circulation of lubricating oil is established. 6. Measure lateral clearance of impeller (4) and follower gear (15).
DISASSEMBLY
Refer to Figure 1 for references and clearances. 1. Remove locking nut clamp screw (11), locking nut (10), drive gear (12) and key (9). 2. Mount pump in vice with soft shims protecting machined surfaces. Remove locknuts (16) and face plate (2).
2004
TO MEASURE LATERAL CLEARANCE OF IMPELLER

Lateral clearance is the distance from faceplate gasket (3) to impeller gear (4), minus the thickness of flanged bushing (20) with impeller pressed against flange .of inner bushing (8). For proper clearance, refer to C. Replace faceplate gasket (3). if clearance is less than the specified limit. If clearance exceeds specified limit, replace flanged bushing (8 & 20).
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Diesel Engine
MI-ENG-022
2004
Diesel Engine
MI-ENG-022
FIGURE 1 NOMENCLATURE
1. 2. 3. 4. 5. 6. 7. 8. Drive Shaft Face Plate Gasket, Face Plate to Casing Impeller Gear Straight Dowel Gasket, Back Plate to Casing Back Plate Inner Flanged Bushing 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. Locking nut Clamp Screw and Lock-wire Pump Drive Gear Flanged Bushing Casing Follower Gear Lock-nut Stud Flanged Bushing Gear Shaft Front Flanged Bushing
9. Key, Drive Gear to Drive Shaft 10. Locking Nut
CLEARANCES / INTERFERENCES (All dimensions are in inches)

A. Drive Shaft to Front Flanged Bushing B. Impeller Gear to Casing C. Impeller Gear to Front and Inner Bushing Faces and wear plate faces D. Drive Shaft to Inner Flanged Bushing E. Pump Drive Gear and Crankshaft Gear F. Inner Flanged Bushing to Back Plate G. Follower Gear Shaft to Back Plate H. Follower Gear to Casing I1 Follower gear shaft to Idler gear (Back plate side) I2 Follower gear shaft to Idler gear (Face plate side) I3 Driver gear shaft to driver gear J. Flanged bushing K. Face Plate Front Flanged bushing 0.0055 0.012 0.012 0.00 0.006 0.0005 0.0000 0.012 0.001 0.005 0.001 0.001 0.0005 NEW 0.007 0.015 0.019 0.007 0.009 0.0025 0.0015 0.015 0.002 0.0015 0.002 0.004 0.00025 Dia. Cl. Dia. Cl. Lat. Cl. Dia. Cl. Backlash Dia. Cl. Dia. Cl. Dia. Cl. Dia. Int Dia. Cl. Dia. Int Dia. Cl. Dia. Cl. 0.004 0.0025 LIMIT 0.012 0.020 0.027 0.012 0.013 0.0025 0.0015 0.020
2004
Diesel Engine
MI-ENG-022
TO MEASURE LATERAL CLEARANCE OF FOLLOWER GEAR

The clearance is the distance from face-plate gasket (3) to the idler gear (15) minus the thickness of the front flanged bushing (18) with the follower gear pressed against inner flanged busing (13). For proper clearance, refer to C. Repla ce faceplate gasket (3) if clearance is less than the specified limit. If clearance exceeds specified limit, replace flanged bushing (13 & 18). 7. Remove drive shaft and impeller assembly from casing (14). 8. Measure diametral clearance between impeller and casing by subtracting outside diameter of impeller from inside diameter of casing. For proper clearance, refer to B. 9. Measure diametral clearance between idler gear and pump casing with feeler gauge. For proper clearance, refer to H. 10. Remove follower gear from casing. 11. Remove inner flanged bushing (8) and (13) from casing. 12. Unless it is necessary to replace studs (17), casing (14) or back plate (7), no further disassembly is required.
5. Examine inner surfaces of casing for signs of wear caused by impeller or idler gear teeth.
REASSEMBLY
1. Apply inner flanged bushing and inner wear plate to back, noting that numeral are correctly matched. For proper clearance between bushing and back plate, refer to F. 2. Apply follower gear to gear shaft. For proper diametral clearance, refer to I. 3. Replace drive shaft and impeller assembly in casing. For proper diametral clearance between shaft and inner bushing, refer to D. 4. Apply front flanged and front flanged bushing to impeller and follower gear shafts. For proper diametral clearance between flanged bushing and casing, refer to J. For proper diametral clearance between flanged bushing and drive shaft, refer to A. 5. Apply faceplate with gaske t. (Refer to Item 7, "Disassembly"). For proper diametral clearance between flanged bushing and faceplate, refer to L. 6. Apply locknuts and draw faceplate down to casing by tightening locknuts evenly in diagonal sequence. 7. Make certain that the impeller and follower gears rotate freely by turning driveshaft by hand. 8. Apply drive gear key (9) to shaft and apply pump drive gear (12). 9. Apply locking nut (10) and tighten. Apply locking nut clamp screw (11) and lock-wire.
4

1. Clean and thoroughly inspect all parts. 2. Examine keys and key ways of shafts, being sure that keys are tight in shaft and that no burrs exist. 3. Inspect impeller and idler gears for pitting, broken or chipped teeth. Slight burrs or feather edges may be removed with a fine hand stone. 4. Examine flanged bushings. R enew if necessary.
2004
Diesel Engine
MI-ENG-022
INSTALLATION 1. Supporting weight of pump with hoist, slide pump into position against engine base with pump drive gear engaged with crankshaft gear. 2. Replace cap screws holding back plate to base and tighten. 3. Reconnect all piping. RELOCATING SPACER A spacer is bolted and doweled to the engine base to establish proper pump drive gear backlash and should not be removed. However, if a new base has been applied the location of spacer should be checked as follows: 1. Mount spacer and gasket to base with two cap screws applied to holes in spacer projections.
2. Apply pump with gasket and snug up cap screws. 3. Check drive gear backlash with dial indicator. For backlash, refer to E. Fig 1. Shift pump and spacer until proper backlash has been obtained. 4. Securely tighten spacer and pump cap screws. 5. Drill two 31/64 holes 5/8 deep through pump back plate clearance holes into base. Ream and apply No. 9 taper dowels.
TOOL LIST
Item Puller for Drive Gear Cat No. 15512368
2004
Diesel Engine
MI-ENG-023
STAND, CYLINDER HEAD TEST

FIGURE 1 CYLINDER TEST STAND
The cylinder head test stand as shown in Figure 1, provides a means of testing the cylinder heads for water leaks. By means of a spring hook, the head to be tested can easily be positioned on the stand. By applying air to an air cylinder the head will be positively located making all water connections automatically. In addition, the clamping operation compresses the valve springs allowing removal of the spring locks. The valves can then be removed for inspection of the port area. The test stand has closed water system comprising water
storage tank and centrifugal water pump. The water is drawn from the tank and discharged from the pump into the head and then back to the tank. The pump discharge pressure is regulated by a relief valve. A make-up water line is provided and need only be connected to any convenient source of fresh water for filling the system. It has been found that many water leaks will appear under hot water conditions but not under cold. Therefore means of heating the water, either electrically or by steam, has been provided. A water heater is located in the base of the storage tank.
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Diesel Engine
MI-ENG-023
Automatic temperature control is provided in electrical heating is used. In the event it is desired to heat the water by steam, the thermostat connection serves as the steam inlet. In order to check for proper operation of the stand, pressure gauges and thermometers are provided.
However, it is desirable to have sufficient water so that no make-up water is necessary before the testing is completed. 2. Heat the water in the tank either electrically or by low-pressure steam to 190F. Heating should be started enough in advance of testing to insure proper water temperature when testing is stated. If the water is heated electrically, the temperature will be maintained automatically be a temperature switch. If steam heating is used, no automatic temperature control is provided. A thermometer is located at the bottom of the storage tank. 3. Using special lifting hook, position cylinder head on stand as shown in Figure 2. 4. Slowly open angle valve in the inlet line to the air cylinder until the thrust slide begins to move. 5. Advance slide against head. Align cylinder head, valve stems and guides with holes in slide. Continue to advance slide until slide stops come in contact with head. 6. Continue to open angle valve. If the reducing valve is adjusted correctly for the air supply, approximately 30 psi should register on the cylinder pressure gauge. 7. Remove spring locks from valve stems and remove valves through circular opening in stand. 8. Referring to Figure 2, assemble the water inlet jumper to the 251 cylinder head. 9. In a likewise manner assemble and install the water outlet jumper to the 251 cylinder head.
2
INSTALLATION
The cylinder head test stand requires air pressure of 30 psi or greater, (standard shop air suitable), a fresh water supply, and a 220 volt, 60 cycle 3 phase source of electrical current. A truck type hoist or small overhead crane, possibly of the monorail type, with a minimum capacity of 270 pounds is a necessity. The stand should be securely bolted to a solid foundation and should be leveled to insure proper drainage of water back to the storage tank. The air supply line is 1/2" and the water make up line 3/8". Provision should be made to drain the water tank. A 1" drain connection with valve is supplied at the base of the tank.
DATA
Electrical Current Water Pressure Air Pressure Pump Capacity Storage Tank Capacity Steam Heating Air Connection Make-up Water Connection 200 Volt., 60 cycle, 3 phase 70 psi 30 psi 358 GPM (US) 30 Gals. Pipe Tap in Tank 3/8
OPERATION WITH 251 HEADS

1. Before testing a cylinder head, the water level should be checked. If water is showing in the tank sight glass, the unit may be operated.
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Diesel Engine
MI-ENG-023
10. Make certain that the vent valve is open and the make-up waterline valve is closed. 11. Start the pump and allow the air to vent until a solid stream of water is present at the vent valve. 12. Close the vent valve and allow the water pressure to build up to at least 100 psi on the gauge. Allow a slight flow from the vent valve at all times. 13. Check to see that water is flowing through the water glass located at the cylinder head end of the test stand. 14. Wipe head dry. Check entire head, including valve ports and nozzle tube, for leaks.
15. Shut off water pump and vent off pressure. 16. Replace valves and spring locks. 17. Shut off air supply. 18. Remove the water inlet and outlet jumpers. 19. Open air cylinder exhaust valve located below the safety valve at the air cylinder. This will relieve the cylinder pressure causing the slide to move back. 20. Remove the cylinder head.
2004
Diesel Engine
MI-ENG-024
HEADER, FUEL OIL INLET

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

FIGURE 1 TYPICAL FUEL PUMP CONTROL SHAFT
DESCRIPTION
The fuel pump control shaft is located in a compartment extending the full length of the cylinder block. (Two are required on Vee type engines). It is made up of sections of shafting on which are mounted spring levers, bearing brackets and section couplings. Figure 1 illustrates a typical fuel pump control shaft. Located at the power take-off end of the shaft is an oil seal, oil seal retainer with a special nut and governor link (right side shaft Vee engine). Located at the free end of the shaft are shaft thrust collars with spiral pins to lock the collars to the shaft and a control shaft compartment cover with bushing and gasket between the cover and cylinder block. Rotation of the shaft controls the fuel pump rack settings through spring loaded control levers mounted on the shaft. Individual levers permit any fuel pump to be manually cut out without affecting the control of the governor over the remaining fuel pumps. They also permit the engine to be shut down with one pump rack stuck in the open position.
2004
Crossover linkage between the right and left side pump control shaft is required on Vee type engines.
REMOVAL VEE TYPE ENGINES (RIGHT SIDE SHAFT)

1. Remove over-speed trip housing. See Trip-engine speed publication. upper Over-
2. Disconnect cross-over linkage on Vee type engines. 3. Loosen clamping screw on governor arm at the power take-off end of the shaft and slide governor arm from shaft. 4. There is a seal between the control shaft and control shaft compartment at the power take-off and remove the two cap screws holding the seal to the cylinder block.
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Diesel Engine
MI-ENG-025
FIGURE 2 FUEL INJECTION PUMP TO SPRING LEVER
ALL ENGINES
1. Disconnect fuel injection pump racks from shaft, Figure 2. 2. Remove cap screws, which secure control shaft compartment cover to cylinder block. 3. Disconnect control shaft brackets from cylinder block. bearing
NOTE: In cleaning the shaft, do not use a

strong cleaning solution such as caustic soda, which will be harmful to bearings and springs.
DISASSEMBLY
If it should become necessary to disassemble the control shaft by reason of rep lacing parts: 1. Before disassembly, match mark the bearing brackets and spring levers with shaft position so that, in reassembly, the parts will be replaced in the same position from which they were removed. The component parts of the spring levers should not be interchanged. This is important in order to have equal rack readings in response to governor action after reassembly. 2. Remove pins from spring lever dog (1) and spring retainer (5), Fig. 4, and slide component parts of lever from shaft, remove bearing brackets and oil seal.
4. Side shaft with cover and thrust coller toward free end until shaft coupling is visible at the end of the cylinder block. Drive out split taper pin and loosen clamp screws. Figure 3. Separate the sections and continue removal.

Clean shaft. Inspect shaft bearings for obvious wear. Check springs for proper operation by rotating and releasing lever on shaft. Lever should snap back to original position. There should be no "lost motion". Replace all worn or broken parts.
2004
REASSEMBLY
To reassemble the control shaft, if is has been disassembled:
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Diesel Engine
MI-ENG-025
1. Slide oil seal onto power take-off end section of shaft, if required. 2. Slide bearing brackets and spring, ever components on shaft making sure that they return to their original positions. Refer to Fig. 4 for proper assembly sequence of spring lever. NOTE: Eccentric to be assembled down for all fuel pumps. 3. Apply spiral pin (6) in spring retainer (5). 4. Insert spring ends in sleeve (7) and retainer (5). 5. Insert spring ends in lever (4) and sleeve (7). Slide dog (1) against sleeve. 6. Wind sleeve counterclockwise, as viewed from "A" end of lever, to tighten 1/8 revolution, snapping dog and in sleeve and lever in sleeve. 7. Holding dog against sleeve, turn dog clockwise as viewed from the "B" end of the lever until pin holes in dog and shaft line up. Tighten setscrew in dog. Apply split taper pin and spread ends to lock. 8. Repeat steps 2 successfully on all -7 levers. 9. All bearing must be aligned so that shaft turns freely. Apply lube oil rust preventative to inside of bronze oilite bearings and on shaft.
section with coupling and continue to slide shaft into position. 2. Align bearing brackets to cylinder block with aligning dowels and apply cap screws. Connect oil seal to cylinder block, if required. 3. On right side shaft of Vee-type engines, apply inside collar, cover with gasket and outside collar. At assembly, to centre clearance between control shaft assembly and fuel pump levers, add or subtract gaskets between cover and block. The tighten and dowel cover. Adjust the outside collar to give 0.010"0.020" longitudinal clearance at shaft. Re-drill pin hole, if necessary, and apply spiral pin. On left side shaft of Vee-type engines, apply inside collar and cover with gasket. At assembly, to centre clearances between control shaft assembly and fuel pump levers, add up subtract gaskets between cover and block. Then tighten and dowel cover. Apply cross over link with 0.010"-0.020" longitudinal clearance between link and cover. 4. On right side shaft of Vee-type engines, slide governor arm on shaft and tighten clamp screw. 5. Connect fuel pump racks and control linkage between governor and control 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
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Diesel Engine
MI-ENG-025
FIGURE 3 FUEL PUMP CONTROL SHAFT COUPLING
ADJUSTMENTS
Refer to "Linkage-Governor Control" publication when making these adjustments.
NOTE: On some 12 cylinder engines a

rack acceleration device is installed. Disconnect mechanism to permit racks to move to full fuel. See "Linkage Acceleration Control" publication.
ADJUSTING FUEL PUMP CONTROL LINKAGE

If the governor is replaced, or if the shims under the governor and/o r the gasket between housing and block are changed, or if any of the component parts of the control linkage are renewed, it will be necessary to adjust the control system as follows: 1. Equalize pump rack readings. See below. 2. Set governor to full fuel position. This is done by using a power position jack to position the power piston to specified full load gap.
VEE-TYPE ENGINES (RIGHT SIDE SHAFT)

1. Equalize fuel pump rack settings as follows: (a) At pump nearest the governor, set fuel pump rack eccentric adjustment at approximately its mid-position.
CAUTION: Before
alternating pump eccentrics, be sure 1/4"-20 Allen head bolt (10), Fig. 2 in linkage clevis is tightened enough to securely clamp ball (9) between arms of clevis. Failure to do this will result in lost motion between racks and linkage.
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Diesel Engine
MI-ENG-025
1. Loosen cap-screw (3). Figure 2 locking pump lever to eccentric in spring lever. 2. Turn eccentric pin (8), Figure 4 with wrench to either increase or decrease rack position. 3. Tighten locking cap screw. (b) Secure the control shaft so that it cannot move during adjustment of other pumps.
3. Allow governor to return to shutdown position and check position of fuel pump racks. If racks are less than zero m/m, the length of the link between governor and control shaft must be changed. 4. Final adjustments to link, if necessary, should be made when setting specified load at engine test. After engine test, drill and/or ream link for dowels and apply dowels. (On Vee type engines, apply and adjust left side control linkage before doweling).
FIGURE 4 SPRING LEVEL ASSEMBLY
(c) Adjust all pumps so that they correspond exactly to pump set in step 1 a. (d) Release control shaft, after all pumps are adjusted. 2. Rotate control shaft until specified full rack travel is obtained. Apply and adjust link between control shaft and the governor, which has been set for full fuel position. Lock but do not pin at this time.
2004
VEE- TYPE ENGINES (LEFT SIDE)

1. Connect crossover link between right side and left side control shafts at free end of engine. Figure 5.
(a) Set levers "A" and "B" dimensions

shown.
(b) Adjust crossover link to suit and clamp

lever "A" only.
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Diesel Engine
MI-ENG-025
2. Adjust left side control shaft.
(a) Set No. 1 left side fuel pump rack

eccentric adjustment at approximately middle of range or off the cam.
(a) Set governor to full load position. (b) Check rack readings on both banks,
they should be equal.
(b) Turn left side control shaft until the

NO.1 L pump rack is at shutdown m/m. Clamp lever "B", Figure 5, with end play clearance as shown.
(c) Adjust, by means of the eccentric

adjustment, all remaining left side fuel pumps to shutdown m/m. 3. Check linkage at full load conditions.
(c) If rack readings on both banks are not

equal, readjust levers "A" and "B", and crossover link until they are equal.
(d) Drill and/or ram shafts, levers and

crossover link and apply dowels.
FIGURE 5 FUEL PUMP CONTROL CROSSOVER LINK
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Diesel Engine
MI-ENG-026
WATER PUMP
DESCRIPTION
The cooling water circulating pump, Figure 1, is located on the free end of the engine as is driven by the crankshaft extension shaft gear. The pump frame is connected to the engine through a flanged connection and suction and discharge piping are connected directly to suction and discharge flanges of the pump. In order to eliminate packing and its inherent maintenance problem, a mechanical seal has been installed in the pump. The pump is lubricated by oil thrown off the lube oil pump gear into the water pump -bearing frame. In order to remove any possibility of the circulating water contaminating the lubricating oil because of water seal failure, a slinger and oil seal are used. Should either water or oil by- pass the respective seals, the slin ger immediately passes the fluid out of the tell-tale hole opening in the bottom of the slinger cavity. Do not plug the tell-tale hole. 4. Further disassembly should be done on bench. A small hydraulic press of approximately 10 tons capacity should be available.
DISASSEMBLY REMOVAL OF IMPELLER

1. Remove the nuts (9) from bearing and remove pump casing (11). 2. Remove cotter pin, nut (14) and washer (13) from impeller end of shaft. 3. The impeller (15) is mounted on end of shaft (7) with tapered split sleeve (12) and key (shown in Fig. 1). Tapered split sleeve must be removed before pulling impeller. Use sleeve puller (See "Tool List") to remove tapered split sleeve. Remove key and impeller. IMPORTANT : DO NOT attempt to remove impeller by using an impeller puller designed for a different type of water pump.
REMOVAL OF WATER SEAL REMOVAL AND DISASSEMBLY REMOVAL

1. Remove inlet and discharge piping. 2. Apply chain hoist to eyebolt (8) on top of pump housing and take up slack. 3. Remove cap screws on frame of pump and pull pump assembly directly forward. The spacer, which is doweled to engine to maintain correct gear backlash, remains on engine.
2004
The water seal, shown in Figure 1, is located immediately behind the impeller and shoulders against it. 1. Remove locking wire and nuts (10), which secure seal plate (17) and gasket (19) to pump frame. 2. Using 1/4 -20 bolts, jack seal plate (17) out of pump frame, remove seal plate (17) and gasket (19). 3. Remove water seal assembly (16) by pressing it out of seal plate.
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Diesel Engine
MI-ENG-026
FIGURE 1 WATER PUMP
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Diesel Engine
MI-ENG-026
REMOVAL OF GEAR
1. Loosen clamp screw (2) locking gear nut (1), and remove nut. 2. Using gear puller (See "Tool List") pull gear (4) from shaft. 3. Remove gear key (3)
2. Examine bearings and see that there are no damaged walls or chattered races. 3. Examine impeller and remove any slight burrs and feather edges. 4. Renew oil necessary. and water seals, if
REMOVAL OF ROTATING ELEMENT

1. Remove thrust bearing retainer (5) by removing lock-wire and cap-screws (24) holding retainer to bearing frame. 2. Remove remainder of rotating element by lifting shaft vertically. Slinger (20) will press off shaft as shaft is removed from bearing frame. 3. With rotating element out of pump, tap oil seal (21) out bearing frame.
5. If bearings, shaft and impeller are in good condition, thoroughly clean before reapplying. Lubricate ball bearings with a light grease before assembly. 6. Bearings run in bath of engine lubricating oil thrown off by lube oil pump gear. Oil enters pump housing through drilled passage from top of support. 7. Examine seal plate for erosion and cavitation damage.
REMOVAL OF BEARINGS
Thrust and radial bearings have been pressed on shaft with a load from 2000 to 5000 pound and at least as much force will be required to remove bearings. Pressure should be applied only against Inner race.
REASSEMBLY
Radial bearing on water pump uses and standard bearing to SKF 6311 (or equivalent) PL 10150262 with an additional sleeve 10212693. Bearings to PL 10150262 are available indigenously.
ASSEMBLING BEARINGS
1. Radial bearing is pressed on shaft with force of from 2000 to 5000 pounds on end opposite gear. Pressure should be applied only against inner race. The press the sleeve (23) with 2000 to 5000 pounds towards impeller end. 2. Thrust bearing is pressed on gear end shaft with a force of from 2000 to 5000 pounds. Pressure should be applied only against inner race.
SHAFT SLEEVE
Remaining assembled part of pump is shaft sleeve. This is pressed on shaft with a force of from 3 to 6 tons. Sleeve should be left on shaft until renewal is necessary. If shaft sleeve wars and must be renewed, it should be removed by means which will not damage or distort shaft.

1. Examine impeller shaft for wear or score mark.
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Diesel Engine
MI-ENG-026
FIGURE 2 WATER PUMP DETAILS
3. With seal plate removed from pump, carefully press water seal assembly (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 ELEMENT

1. With bearing frame in vertical position (drive end up) place shaft with bearings into housing, radial bearing down. Hand push bearings into housing. Place bearing retainer (5) over end of shaft onto bearing frame. Apply cap -screws (25) and lock-wire. 2. Turn bearing frame over with gear end of shaft down. Press new oil seal (21) into housing, using oil seal insertion tool, against bearing inner race. Check that steel spring in seal is on bearing side, or facing gear on shaft. 3. Install oil slinger (20) on impeller end of shaft. 1. Apply a thin coating of lubricant such as Lubriplate or equivalent to outside and inside of tapered split sleeve (12). 2. Install key, tapered split sleeve (12), and impeller (15) on shaft. IMPORTANT : Impeller must be clamped in place axially with clamping bar against seal ring of water seal assembly before tightening impeller nut (14). When impeller is pulled tight, check that back face of impeller hub is flush against shaft sleeve and water seal. 3. Apply washer (13) and impeller nut (14). Torque nut to 125 ft. lbs and apply cotter pin. Remove clamping bar, if used.
ASSEMBLING WATER SEAL

1. Polish O.D. of shaft (7) with fine emery cloth. 2. Polish bore of seal plate (17) with fine emery cloth and check bore dimension. A slight radius should exist at entrance.
2004
ASSEMBLY GEAR
1. Install key (3) to shaft and press on gear (4). 2. Apply and tighten gear nut (1). Apply nut locking screw (2) and lock wire.
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Diesel Engine
MI-ENG-026
ASSEMBLING PUMP CASING

1. Apply pump casing (11) to bearing frame (6) with gasket (18) in place. 2. Apply lock nuts (9), which hold pump casing to bearing frame.
4. Shift pump and spacer until gear backlash is proper. 5. Securely lighten spacer and pump cap-screws. 6. Drill two 31/64. holes 5/8. deep through pump flange clearance holes into base . Ream and apply No.9 taper dowels.
INSTALLATION
1. Before installing pump on engine, bearing housing should be filled with clean engine lubricating oil through inlet oil passage of housing. 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.
FIGURE 3 CHECKING WATER PUMP BACKLASH
RELOCATING SPACER
The spacer, which is bolted and doweled to the engine base, is positioned at the factory and should not be removed, if, however, a new cylinder block has been installed, the spacer must be relocated as follows: 1. Mount spacer and gasket to the base with two cap screws applied to holes in spacer projections. 2. Apply pump with gasket and snug up cap screws. 3. Check gear backlash with dial indicator as shown below under "Gear Backlash" and Figure 2.
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CLEARANCES
New Inch Drive Gear to Crankshaft Gear Backlash Seal Plate bore 0.006-0.009 2.7510 0.018
2.7515
Limit Inch
GEAR BACKLASH
1. Apply back lash check tool (see "Tool List") to pump shall nut and fix dial indicator to pump housing and notch in tool as shown in Figure 3. 2. Rotate pump impeller in either direction to take up gear clearance care not to disturb indicating tools.
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Diesel Engine
MI-ENG-026
3. Set dial indicator at zero. 4. Rotate pump impeller in opposite direction used in Step 2. Indicator reading obtained is backlash. 5. If correct black lash is not obtained, adjustment is made as outlined under "Relocating Spacer" above. 6. Remove indicator tools before re assembly.
TOOL LIST
Item Taper Split Sleeve Puller Drive Gear Puller Impeller Clamping Bar Backlash Check Tool Oil Seal Insertion Tool Part No. 15512514 15512526 15512617 15514419 15514456
2004
Diesel Engine
MI-ENG-028
INSTALLATION ENGINE
INSTALLATION
1. Remove tack welded liners from stop blocks on locomotive chassis to provide clearance when installing engine. Carefully clean all mating surfaces of the engine mounting pads and chassis leveling plates. 2. Attach lifting rigging and carefully lower engine to the locomotive chassis, using two tapered and threaded drift pin as guides. Figure 1, in the chassis foundation bolt to locate the engine. 3. After setting the engine on the locomotive chassis, check clearance between mounting pads and leveling plates with feeler gauge. 4. If clearance is found, determine location and amount of clearance. Lift engine and grind leveling plates accordingly. 5. Re-install engine and again check contact with feeler. There should be complete contact between engine mounting pads and chassis leveling plates at all four points of suspension. 6. Apply and tighten foundation bolts with washer, and bend locking plates. 7. Apply liners to the lateral and longitudinal stop blocks at all four engine mounting pads, ground to sufficient thickness to permit zero clearance, Figure 2. 8. Check crankshaft deflection. 9. Align drives to engine. Refer to" Chassis" section for couplings and alignment instructions. 10. Re-connect all piping wiring.
FIGURE 1
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Diesel Engine
MI-ENG-028
FIGURE 2 ENGINE MOUNTING ARRANGEMENT
TOOL LIST
Item Lifting Rig Assembly Use For Lifting 16 cyl. 251 C Engine Cat No. 15512186
2004
Diesel Engine
MI-ENG-029
NOZZLES, GEAR SPRAY

INSTALLATION
The gear train at the power takeoff end of the engine is lubricated through two (2) spray nozzles. They are located over the right and left side camshaft gears. The left side nozzle is located in the cylinder block while the nozzle on the right side is located in the camshaft gear cover. Oil is piped to the nozzles from the right and left side lube oil header.
REMOVAL
Disconnect branch pipe to the' nozzle and screw out the nozzle from the cylinder block.

Examine nozzle and line cleanliness. Check nozzle spray. for
INSTALLATION
Screw nozzle into cylinder block and attach piping.
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Diesel Engine
MI-ENG-030
INSPECTION, GEAR TEETH

PITTING
Light pitting scattered over the entire surface or at the base of the gear teeth, shown in Figure 1, is a common condition and need not cause undue alarm. Gears should be scrapped if the working surface of the teeth is severely damaged by pitting or spalling to degree shown in Figure 2 Figure 2 shows a particular form of failure in that the damaged area is on one side of the teeth only, thereby indicating serious misalignment and calling for careful inspection of the supporting structures. When installing a replacement gear after this type of failure, the gear contact should be checked by bluing one of the two mating gears. The contact must be near the center of the gear; it will be short since all gear trains include crowned gears to minimize the effects of misalignment.
FIGURE 1 LIGHT PITTING AT BASE OF GEAR TEETH
SCUFFING
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 DAMAGED BY PITTING OR SPALLING
FIGURE 3 WORN GEAR SHOWING STEP SCUFFING LINES ON TEETH
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Diesel Engine
MI-ENG-030
FATIGUE BREAKAGE
Gears with broken teeth should be scrapped. See Fig.4 Fatigue cracks discovered by visual, magnaflux, or other similar means, as illustrated in Figure 5 are the beginning of a failure. Such gears should be scrapped.
FIGURE 4 GEAR WITH TOOTH BROKEN OFF AT END
FIGURE 5 GEAR WITH FATIGUE CRACKS AT END OF TEETH
2004
Diesel Engine
MI-ENG-034
VALVE LEVER MECHANISM WITHOUT VALVE ROTATORS

DESCRIPTION
The air inlet and exhaust valves are operated from the camshafts by of the lifter, pushrod and valve lever assemblies. Each cylinder unit has a lifter assembly, which consists of two pushrod lifter having a common shaft as a fulcrum. The shaft is supported by a bracket, which 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. The pushrod ends of the lifters are fitted with hardened steel se ats 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 r d. A valve clearance o adjustment is provided at one of the yoke to compensate for differences in valve stem lengths. Pressure lubrication is provided for the valve Lever mechanism. Individual line conduct the oil from a common header to the cylinder head. The oil then flows through drilled passages in the cylinder heads and valve lever brackets to the 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
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in the ball and yoke lubricate yoke guide and valve stems. In the other directing the oil passes to the ball the adjusting screw. All excess oil flows down the pushrods, lubricating the pushrod lifters and camshaft lobes.
REMOVAL VALVE LEVERS AND EQUALIZING YOKE

Remove cap screws that secure valve lever bracket to the cylinder head and valve lever assemble from cylinder head.
FIGURE 1 VALVE LEVERS MECHANISM
1. Valve Lever
4. Equalising Yoke 5. Push Rod
2. Valve Lever Shaft 3. Valve Lever Shaft Support
6. Push Rod Lifter
Diesel Engine
MI-ENG-034
FIGURE 2 VALVE LEVER MECHANISM AND CLEARANCES
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Diesel Engine
MI-ENG-034
The equalizing yoke is ready removed from its guide after the levers have been removed.
PUSH RODS
Pushrods should be replaced if bent or the ends damaged in any way.
DISASSEMBLY VALVE LEVERS

1. Slide valve levers from shaft. 2. Remove if necessary, the snap ring thrust ball and seat from one end of the lever. 3. Remove adjusting screw from other end of lever.
REASSEMBLY VALVE LEVERS

1. Oil and apply thrust ball to valve lever seat, locking in place with snap ring. Smooth motion should exist between the thrust ball and seat. 2. Turn the valve clearance adjusting screws up into the valve levers as far as possible. Do not move the adjusting screws again until the valve lever mechanism has been mounted on the engine and the piston has been properly positioned for the adjustment of valve clearance. The position of the valve clearance adjusting screws in the valve lever, when the valve mechanism is applied to the cylinder head, is extremely important. Should the adjusting screws be in any other position than their upper limit, the piston and valves may be damaged when the crankshaft is rotated. 3. If new valve lever bushings are to be applied, install them with split at the top. The burnish to 1.750 to 1.751 inch diameter. Refer to Figure 2, Item 3, for clearance of shaft to b ushing.
INSPECTION AND MAINTENANCE VALVE LEVERS

1. Clean and surface inspect valve levers. 2. Clean and surface inspect valve lever bushings and check for wear. If necessary press out lever bushing for replacement. 3. Surface inspect the ball seat of the valve adjusting screw. 4. Clean and surface inspect the thrust ball and seat. If renewal is necessary, remove the old seat by using a puller and press in a new one until it bottoms. 5. Clean and blowout valve lever oil passages.
4. Slide valve levers onto shaft.
INSTALLATION
1. Place the push rods in position insuring that the ball seats are properly seated in their sockets on the camshaft followers.
EQUALIZING YOKE
Clean, surface inspect and check alignment and yoke -to-guide clearance. See Figure 2, Item 4.
NOTE: Fuel pump support must be

installed prior to application of pushrods and valve lever equipment. 2. Place the valve equalizing yoke spring and yokes on their guides with the
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Diesel Engine
MI-ENG-034
adjusting nut away from you toward the exhaust manifold. 3. Apply valve lever assembly to cylinder heads making certain that the tongue on the end of the valve lever is properly engaged in the slot in the valve equalizing yoke. Apply cap screws and tighten securely.
Without removing the feeler between the non -adjustable end of the equalizing yoke and the valve stem, turn the adjusting screw on the equalizing yoke until feeler of specified clearance can be inserted between the adjusting screw and valve stem, Figure 4, With the feeler in place hold the adjusting screw w an ith Allen wrench while tightening the lock-nut. Recheck both clearances with feelers to make certain that the proper valve clearance exists on both valves. Continue through the firing order for checking valve clearance on subsequent cylinders.
ADJUSTING VALVE CLEARANCE

With the clearance adjusting screws backed off to their upper limit, bar the engine over until the timing mark on the fuel pump spring guide cup lines up with the mark on the fuel pump window on the up stroke. The cylinder on which the valves are being set will then have both its cam rollers on the base circle of the camshaft. Check the timing mark on the fuel pump with the timing pointer and timing hole in the ring or camshaft gear. For valve clearance with the
FIGURE 4 EUQALIZING VALVE CLEARANCE
FIGURE 3 ADJUSTING VALVE CLEARANCES
CLEARANCE
For clearance of various parts, refer to Figure 2. For clearances of part cylinder head see "Cylinder Head" Publication.
engine hot or cold, see Figure 2. Turn the adjusting screw at the pushrod end of the valve lever until feeler of specified clearance can be inserted between the non -adjustable end of the equalizing yoke and the valve stem, Figure 3. Leave this feeler in place and tighten the lock nut at the push rod end holding the adjusting screw while tightening the lock nut.
2004
TOOL LIST
Item Feeler Gauge (0.034) (2 Part No. Standard 4
Diesel Engine
MI-ENG-034
required) Burnish Tool for Valve Lever Bushing Timing Tramel V Engines 15510952
15511418
2004
Diesel Engine
MI-ENG-035
TRACTION GENERATOR REMOVAL AND MOUNTING

DESCRIPTION
The traction generator, driven by the diesel engine, furnishes power to the locomotive traction motors. The generator fans are dynamically balanced and mayor may not have weights welded in place. Under no circumstances should welded weights be removed. Fans are therefore applicable to and interchangeable on all generators. 2. Attach slings and mount generator on crankshaft flange fit, lining up armature flange with crankshaft flange dowel.
NOTE: Use of threaded studs screws into

two generator flange will help assembly considerably. 3. Apply crankshaft coupling bolts and washers. 4. Apply generator mounting shims and cap screws that secure generator to the cylinder block.
REMOVAL
1. Apply hoist and take up slack. 2. Insert cardboard or similar material in 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.
FIGURE 1 GENERATOR MOUNTING ARRANGEMENT
MOUNTING
1. Insert cardboard or similar material in air space between generator armature and field poles.
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Diesel Engine
MI-ENG-035
5. Remove cardboard strips from space between armature and field poles. 6. Tighten bolts securing generator to cylinder block and engine base to 1150 ft. Ibs. torque. Lock-wire. 7. The coupling bolts for crankshaft to generator flange should be tightened progressively to 1000 ft. Ibs. torque (+150)(-0) and for steel flanged generator with 1-1/4"-12 holes and bolts.
Ductile iron flanged generators should be tightened to 660ft.lbs. torque (+75)(-0) with 1-1/4-8 holes and bolts.
8. Check crankshaft deflection in accordance with maintenance instruction publication on "Crankshaft".
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Diesel Engine
MI-ENG-049
FUEL INJECTION PUMP SUPPORT AND DRIVE

DESCRIPTION
Each fuel pump on the Diesel engine is, actuated from the camshaft by means of a cam roller, crosshead lifter and crosshead body (see Figure 1). The fuel pump and crosshead lifter is mounted on the fuel injection pump support, which is directly mounted on the side of the cylinder block. In addition, the fuel pump support carries the engine's valve push rod lifters. A crosshead lifter adjusting screw is located at one end of the lifter (concealed by its own cover) to permit fuel pump timing. Full lubrication of all moving parts provided.
FUEL PUMP SUPPORT ASSEMBLY

1. Remove items listed above, if not previously done. 2. Remove valve levers and push rods from cylinder head (see "Valve Lever Mechanism" publication). 3. Disconnect lube oil and fuel leak-off lines. 4. Remove cap -screws, mounting support to cylinder bock (all outside cap-screws and are under cross head lifter adjusting screw cover (15). Jack support from block, using jacking holes provided, and place assembly on bench. NOTE: If more than one support is being removed, identify each support to assure correct location on engine.
REMOVAL FUEL PUMP CROSSHEAD ASSEMBLY

1. Remove fuel pump support cover (1). 2. Rotate engine until timing mark (in injection pump window) is at lower end of pump stroke. 3. Remove fuel injection pump (22) in accordance with maintenance instruction publication on "Fuel Injection Pump". 4. Remove complete cross head assembly from support (10) by lifting out crosshead body (4). Place assembly on bench. NOTE: Crosshead body is tightly fitted into lower spring retainer (8) and is part of assembly.
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DISASSEMBLY FUEL PUMP CROSSHEAD ASSEMBLY

1. Remove upper spring retainer (5) and springs (6) and Cross Head outer auxiliary spring (7) from crosshead. 2. Remove crosshead body (4) from lower spring retainer (8), if necessary (This is pressed fit). 3. Remove and discard 'O' Ring (5A) from upper spring retainer (if used).
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Diesel Engine
MI-ENG-049
FIGURE1 FUEL INJECTION PUMP SUPPORT AND DRIVE
2004
Diesel Engine LEGEND FOR FIGURE 1

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. Support Cover Support Cover Washer Support Cover Knob Crosshead Body Upper Spring Retainer (F.P. Crosshead) Crosshead Inner Aux. Spring Crosshead Outer Aux. Spring Lower Spring Retainer (F.P. Crosshead) Cover Stud Fuel Pump Support Crosshead Seat Crosshead Seat Snap Ring Adjusting Screw Lock-nut Adjusting Screw Cover Gasket Crosshead Lifter Adjusting Screw Cover Crosshead Lifter Adjusting Screw Support Cover Gasket Crosshead Lifter 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37.
MI-ENG-049
Crosshead Lifter Fulcrum Pin Fuel Cam Roller Push-rod Cam Roller Fuel Injec tion Pump Fulcrum-to-support Locking Plate Oil Passage Plug Fuel Cam Roller Pin Locking Plate Fuel Cam Roller Bushing Fuel Cam Roller Pin Fuel Cam Roller Plug Crosshead Lifter Floating Bushing Push-rod Lifter Push-rod Lifter Fulcrum Pin Push-rod Lifter Bushing Push-rod Lifter Spacer Push-rod Lifter Seat Push-rod Lifter Cam Roller Pin Push-rod Lifter Cam Roller Retaining Ring Split Taper Pin
TABLE 1 CLEARANCES (SEE FIGURE 1) (All Dimensions are in inches)

FUEL PUMP LIFTERS Crosshead Body in Support Roller on Bushing Bushing on Pin Fuel Cam Roller Pin in Lifter: For Roller Approx. 1- 3/8 E. Roller Side Clearance F. Bushing to Lifter G. Fulcrum Pin to Lifter Bushing H. Fulcrum Pin to Lifter Bracket I. Side Clearance Lifter-to-Bracket Bushing (Item 29) Wall Thickness Variation PUSHROD LIFTERS J. K. L. M. N. O. Valve Pushrod Cam Roller on Pin Roller Pin in Lifter Roller Side Clearance Fulcrum Pin in Bracket Fulcrum Pin in Lifter Bushing Side Clearance Between Lifters and Bracket Support Cap-screws Support Knob Fuel Pump Mounting [Cap-screws (not shown)] A. B. C. D. IN INCHES 0.002 0.005 0.0035 0.0010 Int. 0.010 0.005 0.0035 0.0005 Int. 0.016 NEW IN INCHES 0.004 Dia. Cl. 0.007 Dia. Cl. 0.005 Dia. Cl. 0.0005 Cl. 0.023 Total Cl. 0.007 Dia. Cl. 0.0050 Dia. Cl. 0.0010 Cl. 0.036 Total Cl. LIMIT IN INCHES 0.007 0.009 0.009 0.002 Cl. 0.030 0.010 0.030 0.004 0.005 0.005
0.002 0.001 0.025 0.0015 0.006
0.004 Dia. Cl. 0.003 Dia. Cl. 0.040 To tal Cl. 0.0025 Dia. Cl. 0.0035 Dia. Cl. 0.046 Total Cl.
0.007 0.005 0.050 0.005 0.007 0.070
TORQUE VALUES P. Q. R. 140- 150 ft. lbs. 40-50 ft. lbs. 60 ft. lbs.
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Diesel Engine
MI-ENG-049

FUEL PUMP CROSSHEAD LIFTER
3. Check clearance between crosshead body and fuel pump support (see Item A, Table 1). 4. Replace parts if evidence of serious wear is found. 5. Clean satisfactory parts with suitable solvent (do not use strong solution, such as caustic soda).
1. Remove locking plate (23), holding crosshead lifter fulcrum pin (19), to support (10). 2. Remove pin and crosshead lifter (18) from support. 3. Remove crosshead bushing (29). lifter floating

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

1. Drive out split taper pin (37), holding push lifter fulcrum pin (31) to support. 2. Remove fulcrum pin, both lifters (3), spacer (33) and lifter bushing (32). 3. Remove retaining ring (36) from one end of cam roller pin (35). Remove pin and valve push -rod cam roller (21). 4. Using jack screw hole provided, jack push -rod lifter seat (34) from lifter, if necessary.
REASSEMBLY
The fuel pump crosshead and fuel pump support assemblies should be reassembled in the reverse order to which they were disassembled. NOTES: At re-assembly, a general purpose grease should be applied to fuel cam roller pin (27).
INSPECTION AN D MAINTENANCE
FUEL PUMP CROSSHEAD ASSEMBLY
1. Inspect spring(s) for cracks and wear. 2. Inspect upper and lower spring retainers (where contact is made with spring) for wear.
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Diesel Engine
MI-ENG-049
1. After application of locking plates (23) and Fuel cam roller pin locking plate (25), be sure to lock -wire cap-screws. 2. Oil scraper rings on cross-head body (4) should not be reapplied, since they no longer are applicable 3. Be sure to assemble correct size floating bushing (29) and cross-head lifter fulcrum pin (19) with respective fuel pump support (19) and cross-head lifter (18) (Short bushing and pin should be fitted into narrow lifter and gap in support; vice versa for wide ones). 4. Be sure to assemble correct size fuel cam roller (20), pin (27) and bushing (26) with respective crosshead lifter (18) and camshaft (See Item D, Table 1). 5. When assembling the push -rod fulcrum pin, if a new pin is installed, you must drill the pin for the dowel pin as follows
4. Apply all cap screws to support (including one behind cross head lifter adjusting screw) and tighten to torque shown in Table 1. 5. Reconnect lube oil and fuel leak-off lines. 6. Apply valve push rods and valve lever mechanisms to cylinder head in accordance with maintenance instruction publication on "Valve Lever Mechanism". Check and adjust valve clearances according to same instructions.
FUEL PUMP CROSSHEAD ASSEMBLY

1. Insert fuel pump crosshead assembly into support. 2. Apply springs (6) and (7) and upper spring retainer (5). 3. Apply fuel injection pump (22) to support, torque as shown in Table 1, and re -time (see maintenance instruction publication on "Fuel Injection Pump" for these procedures). NOTE: After timing pump, check location of timing lines at top and bo ttom of pump. They must not disappear from sight inside timing window. 4. Reapply crosshead lifter adjusting screw cover (15) and gasket (14) after timing. 5. Reapply support cover (1) and tighten knob (3) to torque as shown in Table 1. NOTE: If cover gasket (17) has become loose, apply it to cover with cement.
(a) Drill through the pin at the dowel

location using a 221 drill.
(b) Ream the hole for a number 5 taper

dowel pins.
INSTALLATION FUEL PUMP SUPPORT ASSEMBLY

1. Apply thin coat of cement around fuel pump support opening on cylinder block. 2. Apply Molycote "Z" powder to all cams of camshaft. 3. Mount Fuel pump support (10) at same cylinder block location from which it was removed. Locating dowels will align it properly.
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Diesel Engine
MI-ENG-049
TOOL LIST
Item No. Wrench or Fuel Pump Support Cover Knob Cat No. 15513385
2004
Diesel Engine
MI-ENG-057
AFTER COOLER
DESCRIPTION
The engine is equipped with an after cooler to cool inlet air to the engine after it is discharged from the turbo supercharger. The cooler consists of tube bundle mounted in the air intake passage of the turbo-supercharger support. The top he ader contains the inlet and outlet cooler connections. The tube bundle consists of a series of finned tubes. A water connection at the base of the after cooler cavity assures complete draining of the tubes. A tell-tale pipe is provided to indicate after cooler tube water leaks.
INSPECTION AND MAINTENANCE CLEANING (WATER SIDE)

1. Flush with a hot solution containing 4 ounces of Trec or Oakite penetrant (or equivalent) per gallon of water in reverse direction of normal flow for 1/2 hour to remove contamination. 2. Drain and flush with hot water. 3. To remove any scare, circulate a cold solution containing 5% (by volume) of Turco Descaler or 10% (by volume) of Oakite 32, or equivalent for minutes. 4. Drain and flush with clear water.
REMOVAL
To remove the Large After Cooler core Assembly with Top and Bottom Cover from Turbo support the following must be renewed: 5. Neutra lize any residual acid by filling tubes with a solution of warm water containing 1/2 ounce per gallon of Turco Trec. Oakite 24 or equivalent. Drain. 6. Test with air at 60 psi and check for leaks.
TO REMOVE THE LARGE AFTER COOLER CORE ASSEMBLY

1. Drain engine cooling water system. 2. Disconnect water inlet and outlet pipes at after cooler header. 3. Disconnect aeroquip water drain hose. 4. Remove cap screws from centering plate at side of after cooler. Pry plate down carefully. The "O" sealing ring will offer some resistance. 5. Remove the cap screws holding the top cover After cooler assembled with Turbo support.
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CLEANING (AIR SIDE)

Clean fin and tube surfaces or dirt by sp raying with a solution containing 2 ounces of Turco Trec. or Oakite Penetrant or equivalent per gallon of water.
REPAIR OF TUBES
If tubes leaks are discovered during test area around hole with a wire brush. Reroll, braze or solder. Care must be exercised to avoid burning material to dissolve any flux or impurities. Dry internally. Test with 60 psi air under water.
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Diesel Engine
MI-ENG-057
INSTALLATION
1. If headers were removed to repair or replace tubes, reapply with new gaskets. 2. With eyebolts installed in top header, lower large after cooler core assembly in place. 3. Apply and tighten all cap -screws.
4. Apply new O sealing ring into centering plate. 5. Install and tighten centering plate. 6. Connect water drain hose and tell-tale tubing. 7. Connect inlet and outlet wa ter pipes (with new gasket) to header.
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Diesel Engine
MI-ENG-058
TURNING ARRANGEMENT, ENGINE

DESCRIPTION
The engine turning arrangement consists of a plate or ring attached to the back of the generator fan, a barring bar and a pointer which indicates piston Top Dead Center and Fuel Injection when the generator fan ring is properly positioned, F igure 1.
FIGURE 1 TURNING ARRANGEMENT AND TIMING POINTER
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 the determine the point of fuel injection. It is important that the distance between the two half holes and also the location of the pointer be correct when making adjustments to the engine that require the use of timing pointer. To check
2004
the location of the pointer see "Location TDC of No. 1. RIGHT PISTON". TOOL LIST
Item Treadle Type Barring Tool Barring Tool Cat No. 2290057 15512149
Diesel Engine
MI-ENG-059
TRIP ENGINE OVERSPEED

DESCRIPTION
The engine is equipped with an automatic over-speed stopping device, Figure 1 consisting of a spring loaded plunger (25) which, during normal operation, is held within the carrier (24). However, when the centrifugal force is great enough to overcome the spring force (an over-speed condition) the plunger is instantly thrown outward. In the outward position, the plunger strikes a trip lever (30), releasing the spring loaded reset shaft (7). This shaft is directly coupled to the fuel pump control shaft (2). As the spring (4) unwinds, it causes rotation of the fuel pump control shaft, which moves the fuel pump racks to shut-off position. An over travel mechanism of the governor end allows the over-speed device to return the racks to "Off" even though the governor may remain at full fuel. Accessories such as the vibration damper or flywheel may be attached between the carrier assembly and the camshaft to help eliminate camshaft vibrations. In some application a micro-switch (46) is mounted on a plate attached to the over-speed trip upper housing (3). This switch is operated by a cam attached to the reset shaft (7) and gives either an audible or a visual indication that over speed has tripped. To reset, pull the reset handle (8) until it latches. This rewinds the torsion spring (4) and resets the trip lever (30). To trip manually, pull the emergency shutdown handle (12) in the direction of the arrow shown on the lower housing cover (18).
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DIASSEMBLY LOWER HOUSING TRIP ASSEMBLY

Trip mechanism manually by pulling trip lever handle (12) in direction of arrow.
WITH CARRIER ONLY

The trip assembly is built as a separate unit and is installed in a carrier (24), which is bolted to the free end of the camshaft (23). Figure 1, it also serves as a thrust face for the camshaft. CAUTION: Do not run the engine with carrier removed.
WITH VIBRATION DAMPER

Refer to Insert, Figure 1. The trip assembly is built as a separate unit and is installed in a carrier (24), which is attached to the camshaft vibration damper. The carrier and vibration damper are then attached to the free end of the camshaft. 1. Remove lower housing cover (18). Note direction of arrow for reassembly. 2. Remove lock-wired capscrew (33) and lock-plate (13) which secure carrier (24) and damper to camshaft (23). 3. Remove carrier (24) and vibration damper assembly. Two capscrew holes in carrier are tapped for insertion of puller screws to facilitate removal.
WITH FLYWHEEL
Refer to Insert, Figure 1.
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Diesel Engine
MI-ENG-059
FIGURE 1 ENGINE OVERSPEED TRIP
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Diesel Engine
MI-ENG-059
FIGURE 1 ENGINE OVER SPEED TRIP

1. Cylinder Block 2. Fuel Pump Control Shaft 3. Upper Housing 4. Torsion Spring 5. Spring 6. Dowel 7. Reset Shaft 7A. Set-screw, Pin to Lower Housing 8. Reset Handle 9. Gasket, Upper to Lower Housing 10. Trip Level Shaft 11. Oil Seal 12. Trip Handle 13. Lock-plate 14. Dowel Stop 15. Spring Seat 16. Spring 17. Spring Retainer 18. Lower Housing Cover 19. Gasket, Cover to Lo wer Housing 20. Lower Housing 21. Camshaft Thrust Bearing 22. Gasket and Shims, Lower housing to Cylinder Block 23. Camshaft 24. Carrier 25. Plunger 26. Oil Seal 27. Split Taper Pin 28. Dowel 29. Stop Screw 30. Trip Lever 31. Locating Dowel 32. Cap -screw, Lower Housing to Cylinder Block 33. Cap -screws, Trip Assembly 34. Bearing Location Dowel 35. Trip Latch Spring 35A. Trip Level Spring Screw 36. Stop Screw 37. Trip Level Arm 38. Plug 38A. Special Cap-screw VIBRATION DAMPER (If Used) 39. Thrust Bearing 40. Thrust Plate 41. Lock-wire Cap-screw 42. Retainer 43. Outer Ring 44. Spider FLY WHEEL (If Used) 45. Flywheel MICROSWITCH (If Used) 46. Micro-switch
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Diesel Engine
MI-ENG-059
The trip assembly is built as a separate unit and is installed in a carrier (24), which is attached to the flywheel (45). The carrier and flywheel are then attached to the camshaft. 1. Remove lower housing cover (18). Note direction of arrow for reassembly. 2. Remove lock-wired cap screws (33), which secure lock-plate (13) carrier (24), and flywheel (45) to camshaft (23). 3. Remove lock-plate (13), carrier (24) and flywheel (45) from camshaft (23).
6. Remove spring cover (5). It is not necessary to remove spacer between cover and upper housing (3) if one is used. 7. Remove torsion spring (4). 8. Remove plug (38) from top of upper housing (3 ), stop screw (36) and remove taper pin (27) holding trip lever arm (37) to reset shaft (7). 9. Remove reset shaft (7) and trip lever arm (37) from upper housing. 10. Remove oil seal (26).
LOWER HOUSING CARRIER ASSEMBLY

Refer to Figure 1. 1. Remove lock-nut from plunger (25). 2. Remove spring retainer (17), spring (16) and sprint se at (15). 3. Remove dowel stop (14) and plunger (25). 1. Remove dowel (28) holding trip lever (30), shaft (10). 2. Loosen trip lever spring screw (35A), unfasten spring (35A) and trip lever (30). 3. Remove trip lever spring screw (35A). 4. Pull trip lever handle (8) outward removing trip lever (30) and shaft (10) from lower housing. 5. Remove oil seal (11).
UPPER HOUSING
Refer to Figure 1. 1. Trip over-speed mechanism manually by pulling trip lever handle (12) in direction of arrow. 2. Remove capscrews. housing hold -down (3) and
INSPECTION AND MAINTENAN CE

Thoroughly clean all parts and inspect for damage, wear and broken springs. Renew gaskets and oil seals if necessary.
3. Remove upper housing housing gasket (9).
CLEARANCES
Plunger to Carrier Spring Seat Trip Lever Arm to Upper Housing Trip Level Arm to Rest Shaft 0.003 -0.005 Dia. Cl. Fit to 0.002 0.006 -0.012 Dia. Cl.
4. Back off set screw (7A), remove dowel (6) and reset handle (8) from shaft (7). 5. Insert a length of 1/2" dia. rod into the radial hole drilled in the spring -cover (5) and use rod as a bar to prevent the spring (4) and cover (5) turning while capscrews are removed. Removed capscrews and lock-washers from spring cover (5).
2004
0.00-0.004 Dia. Cl.
Diesel Engine
MI-ENG-059
REASSEMBLY CARRIER
1. Slide plunger (25) into carrier (24) and install dowel stop (14). 2. Install spring seat (15) and spring (16) into carrier (24) and secure using spring retainer (17) and lock nut. 3. Adjust spring retainer and lock nut until bottom face of lock nut is 3/16" above end of plunger.
3. Insert reset shaft (7) and pin trip lever arm' shaft using taper pin (27) tighten set-screw (7A) and install stop -screw (36). 4. Insert one end of torsion spring (4) into hole in trip lever arm (37). 5. Insert other end of torsion spring into hole in spring cover (5). 6. Push cover (5) into bore of spacer. 7. Insert a length of 1/2" dia. rod into the radial hole drilled in the spring cover (5) and use rod as a bar to turn spring cover clockwise. Tighten torsion spring (4) until flats on cover and housing coincide. This operation requires a turn of approximately 120 degrees. 8. Holding spring tension with rod, apply capscrews to spring cover (5). 9. Install reset handle (8) in the up position or "V" engines securing using dowel (6) and set-screw (7A). 10. Install gasket (9) on lower housing and position upper housing on lower housing. Apply special capscrews (38) for alignment, then install and tighten other housing hold down capscrews, securing upper to lower housing.
LOWER HOUSING
NOTE: If either vibration damper or flywheel is used, install with carrier next stop. 1. Install carrier (24) (and necessary if used) on end of camshaft (13) in position on end of carrier and secure using four capscrews (33). Lock-wire (see Figure 2). 2. Install gasket (19) and lower housing cover (18) correctly positioning arrow on cover and apply capscrews. 3. Replace oil seal (11). 4. Install trip lever (30) on trip lever (10) and secure using dowel (28). 5. Hook trip lever spring (35) into trip lever spring screw (35A) and secure spring screw to lower housing.
ADJUSTMENT RESET SHAFT

The end of the over speed shaft (7) is machined as on tooth dog. This dog engages a similar dog clamped and doweled to the right side fuel pump control shaft (2). The position in which the dog is clamped and doweled must be such as to avoid any interference with the normal governor action on the fuel pump control shaft. Also the dog must rotate the control shaft to give 0 to 2 mrn rack travel when the over-speed is tripped.
5
UPPER HOUSING
Refer to Figure 1. 1. Replace oil seal (26) and install and lock-stop screw (29) if it was removed. This stop prevent trip lever and trip lever arm from over-travelling when resetting. 2. Insert trip lever arm (37) into upper housing (3).
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Diesel Engine
MI-ENG-059
TRIP ASSEMBLY
After the engine is placed in operation check the speed on which the over-speed trip shuts down the engines. If the engine does not shut down at the correct engine rpm, an adjustment is necessary for correct engine shut own d rpm, refer to "Data Sheet" publication for commercial engine applications or to "Tests and Adjustment-Locomotive" publication. Engine shutdown speed is adjusted by varying the spring torsion on the plunger. To make this adjustment proceed as follows: 1. With engine stopped, remove lower housing cover (see Figure 2). 2. Bar engine crankshaft assembly is visible. until trip
FIGURE 2 TRIP ASSEMBLY INSTALLED
3. Screw spring retainer is to increase shutdown rpm and put to decrease 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 adjustment. cover after final
2004
Diesel Engine
MI-ENG-062
ENGINE BASE
DESCRIPTION
The engine base is a welded steel structure which provides the following a mounting surface for the cylinder block, lubricating oil pump, water pump and four engine mounting pads, in addition it acts as a lubricating oil reservoir. Screens are fitted across the base at each cylinder location. Openings on each side of the base give access to the connecting rod bearings, crankshaft and main bearings provides means for inspecting oil lines, piston skirts and cylinder liners. Removable doors, Figu re 1, enclose these openings. Also explosion doors are mounted on the right and left side of the base at the power takeoff end. Lubricating oil is carried in the base below the base screens. A lubricating oil drain plug, bayonet gauge with high and low level markings and a filler pipe are located in the base. A crank case exhauster is used to vent the base.
REMOVING DOOR Loosen the two large capscrews until the door clear the side of the base. Shift door to right or left until locking bar clears opening and pull door out.
DISASSEMBLY OF DOOR
1. Remove locking bar. 2. Remove the acorn nuts capscrews from cover plate. and
3. Remove springs and spacers from

capscrews.

Inspect gaskets, stainless steel springs and spacers for wear and renew, if necessary .
ASSEMBLY
1. Apply gasket to cover plate. Gasket is to be cemented by the liquid cement. 2. Assemble spacers and springs to capscrews; apply capscrews and acorn nuts to door and cover plate. Tighten capscrews until they bottom in the acorn nuts. 3. Assemble locking bar to cover with two capscrews, spherical washers and cotter pins. 4. Apply 3/16" gasket to cover. 5. Apply door to base by reversing procedure of removing door.
1
MAINTENANCE
1. Screw out lube oil drain plug and drain the lubricating oil. 2. Remove and clean base screens. 3. Thoroughly clean and inspect interior and exterior of base. 4. D.O. Not Paint.
CRANKCASE EXPLOSION DOOR DESCRIPTION

In the event of a crankcase explosion, a spring loaded cover plate on the explosion door, Fig. 2, will blowout relieving the pressure. With the pressure reduced the plate will snap shut.
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Diesel Engine
MI-ENG-062
FIGURE 1 CRANKCASE INSPECTION DOOR
FIGURE 2 CRANKCASE EXPLOSION DOOR
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Diesel Engine
MI-ENG-062
FIGURE 3 CRANKCASE EXPLOSION DOOR
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Carrier Cover Wire Screen Spindle, Valve Spindle, Valve Valve Lock-nut Spindle Nut, Spindle Retainer Seal, Spindle Cap, Spring-Lower
11. 12. 13. 14. 15. 16. 17. 18. 19. 20.
Washer, Spindle Spider Knob Spindle Roll Pin, Knob Guide, Clamp Bar Cap, Spring-Upper Clamp, Bar O Ring Spindle O Ring Spindle Gasket, Door to Base
REASSEMBLY (FIGURE 3)
1. Place the spindle (4) through the wire screen (3), the spider (12) and the carrier (1) 2. Thread the spindle (4) into the clamp bar nut (8) being sure t position the o clamp bar (17) in the retainer (15) as shown. 3. Position the valve (6), the lower spring cup (10), retainer (9) and spindle O rings (18, 19) as shown.
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4. Insert the valve spring (5), upper spring cap (16), cover (2), washer (11) and the hand wheel (13). 5. Align the hole in the hand wheel with the hole in the spindle and replace the roll pin (14).
6. Thoroughly clean door carrier (1) and

apply new gasket (20).
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Diesel Engine
MI-ENG-063
SUPPORT, TURBOSUPERCHARGER
DESCRIPTION
The turbo-supercharger support of welded steel construction encloses the free end of the cylinder block and base and provides a mounting surface for the turbo-supercharger, after cooler and oil catcher. 2. Remove capscrews holding support to engine block and base; lift support free from mounting with hoist. To remove after cooler see "After Cooler Removal".
INSPECTION AND MAINTENANCE REMOVAL

To permit the turbo -supercharger support to be removed from the engine base and block the following items must be removed. 1. Turbo -supercharger and after cooler water and air connection after draining engine cooling water. 2. Turbo -supercharger end fittings. 3. Oil seal. 4. Governor control linkage. 3. Reinsert dowel pins. If a new support; align by centering with crankshaft extension bore of the engine base; and then dowel. 4. Secure with capscrews and lockwashers. Clean both interior and exterior of support with cleaning solution and surface inspect.
INSTALLATION
1. Renew all gaskets using gasket dope. 2. Particular attention should be given to the reinstallation of the support to reduce the possibility of cutting or otherwise damaging the gaskets.
TO REMOVE THE SUPPORT FROM THE ENGINE

1. Remove dowels from support with puller.
2004
Diesel Engine
MI-ENG-063
2004
Diesel Engine
MI-ENG-066
MAIN BEARINGS AND CAPS

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

Remove required. crankcase door as
FIGURE 1 INTERMEDIATE MAIN BEARING AND CAP
(a) If dial indicator reading is between

0.005" and satisfactory. 0.010", clearance is
(b) If dial indicator reading is between

0.005" further checks are necessary as indicated in item 5 following. 5. Rotate crankshaft to out 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.
1
The following procedure should be performed after replacement of main

2004
Diesel Engine
MI-ENG-066
6. Zero dial indicator. 7. Force crankshaft to bottom of bearing by applying 90 psi shop air to cylinder through the test valve. 8. Take reading on dial indicator. Release air pressure on cylinder. Check for repeatability. 9. Lift crankshaft with hydraulic jack and take reading on dial indicator. Check for repeatability. NOTE: Piston selected for air pressure test should also permit positioning hydraulic jack under crankshaft web adjacent to the main bearing being measured. Counter-weight interference may make it necessary to position hydraulic jack under next adjacent crankshaft web. If interference is still present, it will be necessary to rotate crankshaft between the air pressure measurement and the hydraulic measurement.
NOTE: Main bearing caps are to be removed for inspection and measurement with plastigauge only if air pressure and hydraulic jack tests fail to indicate satisfactory bearing clearance.
(a) If reading is between 0.005" and

0.010", the clearance is satisfactory and the bearing cap can be reassembled to the engine.
(b) If reading is greater than 0.010",

replace worn parts as required.
(c) If reading is less than 0.005",

serrations are worn and block should be rework. 11. Due to space limitation and the possibility of the shaft being held by external restraints, difficulties may be encountered in measuring the clearance of the main bearing on the drive end of the engine. The following should be noted.
(a) If combined air pressure and hydraulic

jack dial indicator reading is between 0.005" and 0.010", the clearance is satisfactory.
(a) Crankshaft
deflection checked and corrected per instructions in the publications, to ensure and alignment.
should be as required, "Crankshaft" correct drive
(b) If combined reading is greater than

0.010", replace required. worn parts as
(b) If sufficient bearing clearance is not

obtained with hydraulic jack and air pressure test, the bearing cap should be removed and the lower shell and cap serrations inspected for excessive wear. Check bearing clearance with plastiguage while the crankshaft is supported by the hydraulic jack.
(c) If combined -reading is less than

0.005", remove the bearing cap, leaving the crankshaft supported by the jack, and proceed with item 10. 10. Inspect lower shell and cap serrations. If shell is in good condition, (reference inspection section), apply plastigauge and reassembly bearing, tighten nuts to 0.040" bolt elongation. If there are tolerance problems with the elongation gauge, tighten nuts to four or five flats, respectively, after tighten to 100 ft. Ibs. Disassemble cap and check tightness of plastigauge.
2004
REMOVAL
1. Remove crankcase doors from each side of engine. 2. Disconnect necessary piping at bearing cap. lubrication
3. Remove cap nuts and washers and lower cap with its bearing shell.
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Diesel Engine
MI-ENG-066
4. Insert tool for removing upper half bearing shell into oil hold in main journal (see "Tool List"). If oil hole is not visible, rotate crankshaft until it appears, then insert tool. 5. Turn engine crankshaft clockwise slowly, when facing power take-off end. After tool conta cts edge of bearing shell, continue turning crankshaft until bearing has made half turn. Remove bearing. NOTE: Main bearing caps are not interchangeable. DO NOT MIX THEM UP. CAUTION: Never remove more than one bearing cap at a time as it may result in damage to crankshaft.
1. Embedded dirt particles. 2. Evidence of fatigue failures. 3. Lead-tin overlay and nickel barrier wear through and copper-lead intermediate layer can be seen (refer to Table 1 for running clearance and condemning limits). If a bearing is removed, examined and found satisfactory for further use, it must be reapplied to its original position in the engine. Under no circumstances should be used bearing ever be applied to other than its original position. Thorough investigation has shown that most bearings which have lost free spread during engine operation will seat firmly against the back of the saddle when the bolts are properly tightened to the recommended stretch or elongation values (see Table 1). This return of t e h shell to proper sealing is brought about by the normal crush imposed on the shell in a properly tightened saddle.
INSPECTION MAIN BEARING SHELLS

The bearing shells should be cleaned and inspected for wear. A flash coating is applied to the entire shell for sole purpose of shipping and storage. 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
2004
Diesel Engine
MI-ENG-066
There will be occasional cases where a proper bearing has been abused by rough handling and, as a result, has become kinked. If this is the case, no attempt should be made at correcting the situation by mechanical straightening or over-tightening. Also, bearings that have been subjected to excessive thermal or mechanical stresses should be discarded. If there is any suspicion that proper contact will not be obtained, blue should be applied to the main saddle and cap (bore) in a cylinder block when the engine is disassembled and on floor. The blue will appear on the backs of the shells if satisfactory contact is made after bolts are tightened to their proper stretch. It is impossible to apply blue and check the bearings in any satisfactory manner in an assembled engine. Examine the shells for nicks and burrs on back and inner surfaces of the bearings. If a new bearing shell is to be installed, mark with an electric pencil on the new shell the same location as on the old shell. Since bearing shells are interchangeable when new, identification marks are stamped on all shells to determine proper location. A new bearing half shell may be installed with an old half shell provided the old remains in its original position. Once shells have established their bearing surface do not mix them up.
"ST 0.040" at Location-1 and/or painted instruction at Location-2.
TO REUSE, EACH MUST BE

1. Straight with 0.020" TIR. 2. Free of crack, including in thread roots by magnaflux inspection. 3. Free of thread galling. Distortion and handling damage. Mating nut should turn on freely by hand.
INSTALLATION
1. Clean and oil crankshaft main bearing journals and bearing surfaces of all upper shells. 2. Enter upper shell into space between main journal and saddle so that bearing (Lock) will be properly engaged in saddle recess when shell is in its normal operation position. 3. Insert bearing removal tool in journal oil hole and turn crankshaft counterclockwise slowly when viewed from power take-off end when tool contacts the shell, continue turning crankshaft, making sure not to spring shell by allowing tool to force itself between journal and shell. It may be necessary to hold shell against journal for this operation. NOTE: Whenever main bearing caps are removed, possibility of entry of foreign material should be eliminated by thoroughly cleaning cap and saddle joint surfaces at re -assembly. Also, care should be exercised in handling of main bearing caps to avoid nicking of joint or entry of foreign material since either could proper cap-to-saddle seating 4. Place lower bearing shell is cap-oil and apply (Dowel in saddle will align cap with saddle).
4
MAIN BEARING STUDS

Following instructions to be followed while tightening main bearing studs:
16 CYL VE E ENGINES
a. Stretch main bearing studs to 0.040" on cylinder blocks having punch mark
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Diesel Engine
MI-ENG-066
FIGURE 3 INSTRUCTION FOR TIGHTENING MAIN BEARING STUDS
5. Lubricate nut surfaces, washers, nut seats, threads of stud bolts and nut seat on cap with anti-seizing compound. 6. Apply stud bolts and nuts and tighten in manner described below:
(f) Repeat procedure in steps for stud on

second side. NOTE: When tightening center main bearing, follow above procedure in diagonal manner. CAUTION: Failure to follow above instructions will result in improper elongation. If full elongation is obtained on one stud before stretching opposite one, elongation of first stud will be increased by "seesaw" effect of cap on saddle. 7. Reconnect lubricating oil piping to bearing
NOTE: Be sure winged nut is in locked position against bearing saddle.
(a) Tighten hex head nuts to preliminary

torque shown in Table 1.
(b) Loosen one nut, apply elongation

gauge (see "Tool List") and adjust it to zero.
MAIN BEARING BREAK-IN

After a complete bearing change out, the following is a suggested break inschedule. After each time interval a crankcase inspection of the bearings should be made, with particular attention given to any temperature increase.
(c) Tighten nut to intermediate bolt

elongation shown in Table 1 and record elongation actually obtained.
(d) Repeat procedure in steps band c for

opposite stud.
(e) Return to first side and adjust dial

setting of gauge to setting previously recorded. Continue tightening until final elongation shown in Table 1 is obtained.
LOCOMOTIVE ENGINE
2 minutes at Idle 5 minutes at Idle 5 minutes at Idle 30 minutes at Notch 1
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Diesel Engine
MI-ENG-066
30 minutes at Notch 2 30 minutes at Notch 3 30 minutes at Notch 4
TOOL LIST
Item Elongation Gauge Adapter, Centre Main Bearings Adapter, Intermediate Main Bearings Shell Remover Cap Nuts Cat No. 15511595 15515370
TABLE 1
CLEARANCE AND TIGHTENING DATA
BEARING SHELL
Running Clearance Limit to Wear 0.005-0.010 When lead-tin over lay and Nickel barrier wear through and copper-lead intermediate layer can be seen.
15515369
BOLT TIGHTENING
Preliminary Torque Intermediate Elongation Final Elongation 100 ft. lbs. 0.015-0.018 0.0400.002
15510959
NOTE: MBINT No. 2, 3, 4, 6, 7 and 8 are more distressed location use of Rillenlager type MB She ll is recommended.
2004
Diesel Engine
MI-ENG-067
CRANKSHAFT SPLIT GEAR

DESCRIPTION
The crankshaft gear for the 251 type engine (see Figure 1) is mounted at the power take -off end of the shaft and meshes with camshaft gear. It is made in two halves of hardened steel and is accurately fitted and keyed to the shaft. The gear is held in place by four bolts and has locating dowel to position the halves as they are assembled. Depending on the style used, the gear is a 4-pitch straight spur, type. NOTE: Split gears are statically balanced and the halves are not interchangeable. They must be replaced in matched pairs. 7. Inspect gear teeth in accordance with maintenance instructions on "Gear Teeth Inspection". 8. Apply new lower half, if required. Tap into place with soft hammer. 9. Rotate crankshaft 180 0 and remove keyed half of gear, using a soft hammer.
FIGURE 1 CRANKSHAFT SPLIT GEAR
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. 3. Turn crankshaft 180 0 and remove four more coupling bolts. (Two coupling bolts in each side of crankshaft flange should remain). 4. Turn crankshaft 900 in either direction and loosen split gear capscrews two or three turns. Tap capscrews with soft hammer to loosen gear from key and dowels. Remove capscrews. 5. Set crank pin nearest power take-off end at about top center. This locates keyed half of split gear with locating dowels on top. 6. Remove lower half of split gear. It may be necessary to use a soft hammer to free it from locating do wels.
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10. Check key for damage or wear and apply new one, if necessary. NOTE: New key should be hand -fitted so that interference fit does not exceed that shown in Table 1. 11. Inspect gear teeth as per step 7. 12. Apply new keyed half of gear, if required. Tap into place with soft hammer. 13. Check clearance between side of gear and flange nearest main bearing journal. If gear is not within limits shown in Table 1, shift gear. 14. Lubricate all bolts faces, seats and threads with engine lubricating oil.
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Diesel Engine
MI-ENG-067
FIGURE 2 CAPSCREW TIGHTENING SEQUENCE
17. Apply crankshaft bolt and tighten to associated driven equipment in accordance with applicable instruction publication. 18. Reinstall camshaft gears and check backlash in accordance with maintenance instruction publication on "Camshaft"
15. Apply and tighten all capscrews to preliminary torque shown in Table 1. Then, using sequence illustrated in Figure 2, tighten to final torque. Lockwire. 16. Using feeler gauge, check metal-tometal line formed by both halves of gear. Line should not be the to be inserted more than 1/4".
TABLE 1 SPLIT GEAR CLEARANCE AND TORQUE

Crankshaft Key Interference Fit Gear Side Clearance Split Line Clearance Gear Cap-screw Torque Primary Final 0.000-0.005 0.007-0.023 0.0015 50 ft. lbs. 300 ft. lbs
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Crankshaft
MI-ENG-069
CRANKSHAFT
DESCRIPTION
The crank shaft for the 16 cylinder "V" type engines (see Figure 1) is made of one piece of forged steel alloy, with its main bearing journals and crank-pins machined to a high degree of smoothness. The shaft is slung under the cylinder block and rotates on the main bearings (shells). It is supported by bearings caps that are mounted to saddles in the block with stud bolts and nuts. The shaft's main bearings and crank pins are joined by a series of crankshaft webs, to which counterbalances are welded at intermittent locations for balancing purposes. (See Table 1 for number of main bearings and crank pins used on shafts for each engine size). Two rods (right and left bank of the same cylinder number) are mounted side by side on each of the shaft's crank pins. The shaft is designed so that every two symmetrically opposite pins have the same radial throw position. A crankshaft gear, which drives the shaft and right camshaft gears, is applied to the power take-off end of the shaft. The free end of the shaft provides the drive for the engine's cooling water and lubricating oil pumps. The crankshaft forms an integral part of the engine's lubricating system. A continuous flow of oil passes under pressure from the main lubricating oil header in the e ngine's base to the bearing cases and bearing; through drilled passages in the shaft to the crank-pins, and on the connecting rod bearings, Oil slingers and catchers are provided at both ends of the shaft to prevent oil leakage.
FIGURE 1 ENGINE CRANKSHAFT MOUNTED ON VEE BLOCKS
2004
Crankshaft
MI-ENG-069
TABLE 1 LOCATION DATA

16 Cylinder Number of Main Bearings Location of Center Journal Number of Crank-pins Lift Crankshaft at Crankpins 2&7 Support Crankshaft at Main Journals
3&7
The crankshaft end thrust is restricted by the use of either: (a) individual thrust collars, installed in' both sides of the center main bearings saddle (see Figure 2) or (b) an upper main thrust bearing shell or upper and lower main bearing thrust shells located at the journal nearest to the power take-oft end of the shaft. All shells, thrust or otherwise, are of the lead -tin overlay and are suitably strengthened by a steel backing.
6. Check amount of crankshaft thrust accordance with instructions further the publication to determine replacement to thrust bearing required.
in in if is
7. Remove nuts and washer from stud bolts and lift off bearing caps and shells. NOTE: Tag each cap and shell with proper location since they are not interchangeable. 8. If thrust collars are applied to each side of main bearing saddle, remove. If thrust bearing shell is used, remove in accordance with applicable portions of maintenance instruction publication on "Main Bearings" NOTE: Removal of thrust bearing before lifting crankshaft is mandatory since bearing face may be damaged otherwise. 9. Using suitable sling and lifting blocks (see "Tool List") attached to crankpins, lift out shaft and place in clean, well protected area. (See Table 1 for lifting and supporting location). 10. Remove split gear from shaft if necessary. 11. Apply grease and wrap all journals and crank pins with suitable protective noncorrosive material if shaft is not to be reinstalled within short time.
2
REMOVAL
1. Remove driven equipment and oil catcher from power take-oft end of engine in accordance with applicable maintenance instructions. 2. Drain engine and necessary piping. disconnect all
3. Referring to applicable maintenance instructions, remove all engine parts, which will facilitate removal of cylinder block from base and crankshaft from cylinder block. 4. Disconnect cylinder block and lift from engine base in accordance with instructions in "Cylinder Block" publication. 5. Invert block and place on suitable wooden supports. Do not rest the block on the cylinder head studs.
2004
Crankshaft
MI-ENG-069
INSPECTION AND MAINTENANCE GENERAL

1. Clean main bearing journals and crank pins with fuel oil. 2. Clean lubricating oil passages with suitable solution and flush. 3. Inspect wearing surfaces and fillets for fractures. Magnaflux or magnaglow crankshaft if equipment is available. 4. Inspect main bearing journals and crank pins for excessive roughness and burrs. NOTE: Surface finish of 25 RMS or lower (as indicated by a profilometer) is considered satisfactory. Finish above this value is considered questionable. Slightly rough surfaces may be restored by polishing with crocus cloth. If crankshaft is not being removed from engine and crank pins require refinishing polish with tool (see Tool List). 5. Check alignment of main bearing saddle bores by placing straight edge along bottom of all saddles in accordance with procedures on "Cylinder Block" maintenance instructions. 6. Examine thrust bearings for signs of wear. If shaft thrust exceeded limits states in Table 2, bearing should be replaced. (See "Main Bearings. publication for inspection procedure). 7. Check crankshaft for wear, out-ofroundness, run out and eccentricity in accordance with instructions below. If limits indicated in Table 2 are exceeded. Shaft must be condemned and replaced. Consult DLW
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representative for available salvage methods.
CRANKPIN WEAR AND OUT -OFROUNDNESS

1. Place crank pin being checked at about top center. 2. Measure horizontal diameters. and vertical
3. Horizontal diameters should be cause to original size. 4. Vertical diameter should be smaller one and must not be less than limit shown in Table 2. 5. Difference between horizontal and vertical measurement is crank pin outof-roundness and must not exceed limit. 6. Repeat above procedure for each crank pin.
CENTRE MAIN BEARING JOURNAL WEAR AND OUT-OF-ROUNDNESS

1. Place crank pins on each side of center main bearing journal at about top center. 2. Measure horizontal diameters. and vertical
3. Horizontal diameter should be close to original size. 4. Vertical should be smaller one and must not be less than limit shown in Table 2. 5. Differe nce between horizontal and vertical measurement is centre main bearing journal out-of-roundness and must not exceed limit.
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TABLE 2 CRANKSHAFT CLEARANCE DATA

NEW MAIN BEARING JOURNAL Diameter Out-of-roundness Run-out Eccentricity CRANKPIN Diameter Out-of-roundness CRANKSHAFT THRUST Using Bearing Shell Using Thrust Collars CRANKSHAFT DEFLECTION Refer to Data Sheet Publication 0.010-0.017 0.012-0.021 0.035 0.030 5.998-6.000 5.996 0.002 8.498-8.500 8.496 0.002 0.004 (0.008 Total Round) 0.001 LIMIT
INTERMEDIATE MAIN BEARING JOURNAL WEAR AND OUT-OFROUNDNESS

1. Measure individual journal diameter several times in sets of two poin ts, 900 apart. 2. Smaller measurement in anyone set must not be less than limit shown in Table 2. 3. Difference between two measurements in anyone set is journal out-of-roundness and must not exceed limit. NOTE: These measurements must be taken one inch (1") from centre of journal (oil groove path) on both left and right sides of path. 4. Repeat procedure journals.
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CRANKSHAFT RUNOUT
1. Support shaft on vee blocks on surface plate. 2. Using dial indicator on horizontal plane at centre of each journal ( il groove o path), check run out against limits stated in Table 2.
ECCENTRICITY OF THREE CONSECUTIVE MAIN BEARING JOURNALS

1. Support crankshaft on vee blocks and measure run out of middle one of three consecutive journals, using dial indicator. 2. Eccentricity of three consecutive journals is measured as distance between centerline point of middle (second) journal and mid point of imaginary line joining center points of
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first and third journals. This measurement should not exceed limit. 3. Moving dial indicator and vee blocks accordingly, repeat procedure for next set of journals in line (Example: bearing journal numbers 1,2 and 3; then numbers 2, 3 an 4, etc.)
It is mandatory that thrust bearing be installed after crankshaft is in place to prevent crushing of bearing face. 7. Apply lower bearing shells and caps in accordance with maintenance instruction publication on "Main Bearings". 8. Check crankshaft thrust in accordance with instructions under "Crankshaft Thrust" below. 9. Reapply cylinder block to base according to applicable maintenance instructions. 10. Reapply crankshaft extension shaft if used, and all other parts previously removed in accordance with applicable maintenance instructions. 11. Reconnect all piping, using DLW pipe thread sealer at joints. Add water and lubricating oil. 12. Reapply oil catcher and driven equipment to power take-off end of the engine in accordance with applicable maintenance instructions 13. Check crankshaft deflection in accordance with instructions following.
INSTALLATION
The crankshaft may be installed without further checks provided the procedures listed ab ove have been followed. Clean and lubricate all wearing surfaces prior to installation. 1. With cylinder block in inverted position clean all saddle bores. 2. Install all upper bearing shells in saddles, except for thrust bearing shell, if used. Be sure all be aring locks are properly located in saddle bearing recesses. 3. If previously removed, apply split gear to crankshaft in accordance with applicable portions of "Crankshaft Split Gear" publication. 4. Using suitable slings and lifting blocks (see "Tool List") attached to crank pins, lower shaft into cylinder block saddles. 5. If used, roll in thrust bearing shell in accordance with applicable portions maintenance instruction publication on "Main Bearings". 6. If individual thrust collars are used install in both sides of main bearing saddle (see Figure 2). NOTE: When applying individual thrust collars, it is recommended that shaft be pried forward and backward before bearing cap is tightened in order to seat collars in saddle recesses.
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CHECKING CRANKSHAFT THRUST

1. At location other than thrust bearing, use pinch bar between bearing cap and crankshaft web to pry shaft forward and backward. 2. Using dial indicator, measure clearance between thrust face and crank web (see Table 2 for thrust limits). NOTE: Do not pry against cap where thrust bearing is located since this may cause damage to thrust face.
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CORRECTING DEFLECTION FIGURE 2 CKECKING CRANKSHAFT DEFLECTION WITH GAUGE ENGINE DRIVING OVERHUNG GENERATOR
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 MEASUREMENT DEFLECTION

1. Position deflection gauge (see "Tool List") at centre punch marks between webs of crank-pin nearest power takeoff end of shaft (see Figure 2) making sure gauge is parallel to shaft in horizontal and vertical planes. 2. Rotate clockwise and counterclockwise to limit determine by connecting rod interference. 3. If deflection exceeds limit shown in Table 2, correct.
NOTE: Deflection should be checked after: 1. Mounting of overhung generator on engine and after bolting of equipment on under-frame or skid. 2. Bolting of engine equipment to skid. and driven
TOOL LIST
Item Lifting Block Lapping Tool Deflection Gauge Part No. 15511510 15511546 15511492
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CAMSHAFT
DESCRIPTION
The camshaft on "V" type engines (see Figure 1) is located on either side of the cylinder block and extends the entire length of the engine. The camshaft is divided into sections -one for every two cylinders and is joined at the section flanges by studs or stud bolts and nuts. A locating dowel is used to position each section. The camshaft rotates on bearing, which are pressed into supports in the cylinder block. Lubrication is delivered to the bearing through in oil hole, which runs the length of the camshaft. This hole feeds oil into smaller located at each bearing journal. Each section of the camshaft has three integral cams for each cylinder. As the rollers for the fuel pump crosshead and valve push rod lifters ride on the cams, the rotation of the camshaft actuates the engine's air inlet and exhaust valves and fuel pumps.
CAMSHAFT
DLW have modified Camshaft Design and new version which is (TORSIONALLY STIFF) shown below:
FIGURE 1 ENGINE CAMSHAFT
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FIGURE 2 CAMSHAFT THRUST BEARING RIGHT SIDE
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FIGURE 3 CAMSHAFT THRUST BEARING END
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Lateral movement of the camshaft is restricted by a thrust bearing, located at the end of the engine (see Figures 2 and 3). On the right side, the bearing is contained in the over-speed trip housing, on the left in a thrust bearing housing. At the take -oil end of the engine, the camshaft gear located on each side, is mounted on the tapered and of the camshaft by means of a heavily, locked by and split camshaft gear nut. This nut is also locked in place by means of clap screw. The gear means with crankshaft gear.
7. On right side free end of engine (see Figure 2) remove over-speed trip in accordance with applicable maintenance instructions on "Trip, Engine Over-speed" and steps below: CAUTION: Be sure over-speed mechanisms has been tripped. a. Side over-speed adapter (or vibration damper if used) off mounting studs. Remove studs from camshaft. Remove capscrews and over-speed trip housing with camshaft thrust bearing.
b. c.
REMOVAL AND DISASSEMBLY

(Tag all parts as they are removed) 1. Disconnect necessary lubricating oil inlet and drain piping. 2. Remove cylinder head covers, valve levers and push-rod (see Maintenance instructions on "Valve Lever Mechanism" and "Cylinder Head"). 3. Remove fuel pump covers, fuel pumps and pump sup ports (see maintenance instructions on "Fuel Injection pump" and "Fuel Injection pump Drive"). 4. Remove left and right camshaft gear cover, tachometer generator and drive is mounted on right cover, remove first. 5. If Woodward governor is used, remove governo r and drive cylinder block (see instructions on "Governor Drive"). 6. Check amount of camshaft thrust against limit shown in Table 1 to determine whether replacement of camshaft thrust bearing is required (see "Checking Camshaft Thrust" further in these instructions).
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8. On left side on free end engine (see Figure 3). Remove housing cover thrust plate and thru st bearing housing. Remove vibration damper on engines where applicable. 9. Working at power take-off end of engine, locking clamp screw on camshaft gear (see Figure 4 and 4A). Camshaft gear key locking screw must not be loosened at this time. 10. Using sling w bar placed through ith hole in gear web, support gear and back off gear nut. It may be necessary to break nut loose from camshaft by striking wrench with sledge hammer. NOTE: As nut is backed off it presses against snap ring in gear hub and forces shaft towards free end of engine. 11. Apply camshaft installation saddle (see "Tool List") to underside of camshaft bearing extension. Starting from end of engine saddles should be installed at every other cylinder and also between last two extensions on 12 cylinder engines. Point of saddle support should be against engine base rail, inside camshaft compartment (see Figure 5).
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FIGURE 4 CAMSHAFT GEAR MOUNTING (POWER TAKE-OFF END)

WITHOUT OUTBOARD ARRANGEMENT
FIGURE 5 INSTALLATION SADDLE
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. 12. Slide camshaft out of engine and lift out gear. NOTE: If clearance permits, entire camshaft should be slid out assembled. Disassembly is only required for replacement of section -not for inspection. The approximate clearance required to remove camshaft without disconnecting is 14 ft.
CAMSHAFT BEARINGS
The camshaft bearings are lined with anti-friction metal. Examine them for pitting, shelling and wear. Bearing with slight pit marks may be reused, but if failure has progressed to any extent, they should be replaced. The inside diameter and the running clearance between the camshaft journal and bearing should be carefully checked against the condemning limits stated in Table 1. A special arbor tool (see "Tool List") must be used when pressing in a new bearing. It also should be noted that the edge of the bearing at the No.1
INSPECTION AND MAINTENANCE THRUST BEARING

Examine the thrust bearing for wear: particularly at the camshaft thrust surface. The bearing should be replaced if during disassembly, it was found that the camshaft thrust had exceeded the limit stated in Table 1.
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cylinder should be approximately 3/8" from
FIGURE 6 INSTALLING NO. 1 CAMSHAFT BEARING
To verify location of TDC for No.1 right cylinder refer to "locating TDC" at end of these maintenance instructions. 2. Apply camshaft installation saddles in 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 111/32 " and the studs on the left side camshaft should extend approximately 1-25/32" from the face of camshaft section. Align proper sections of camshaft, apply lock nuts and tighten equally (see Table 1 for torque). 2. Apply gear nut and snap ring to camshaft gear.
NOTE: Be sure pipe plug is installed at threaded end of camshaft. 4. Apply camshaft gear so that scribe lines near ring of gear are aligned with face of cylinder block when gear is meshed with crankshaft split gear (see Figure 8).
INSTALLATION
1. Rotate engine to top dead canter (TDC) for No.1 right cylinder. Both right and left side camshafts and gears are installed with same crankshaft 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.
FIGURE 8 INSTALLING CAMSHAFT GEAR
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NOTE: In certain engines, due to gear geometry, scrib marks will deviate slightly from face of cylinder block. 5. Aligning key-way of sha ft with key in gear, push shaft in so that threads on shaft and gear nut contact each other. 6. Tighten camshaft gear nut until tapered fit of camshaft is completely flush with bore of gear (see Figure 4). 7. Apply gear nut locking screw, tighten and lock-wire. 8. Remove camshaft installation saddles. 9. Using dial indicator as shown in Figure 9. Check camshaft gear backlash against limits shown in Table 1.
b. Set dial indicator at mid range and mount on cylinder block near either pump with indicator pointer resting against pump cross head (see Figure 10)
FIGURE 10 CHECKING FUEL CAMP TIMING
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 performing following steps: a. Mount fuel injection pump support at No.1 right and left cylinders (see maintenance instruction publication "Fuel Injection Pump Drive").
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g. Compare amount of crosshead lift with limits stated in Table 1. If lift is not within limits, check timing, using Method 2 for locating TDC. Also make sure camshaft gear was installed in accordance with Step 4, above.
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h. Repeat Steps a, through, to verify camshaft timing for other side of engine.
e. If used, apply studs to camshaft making sure they protrude 6-3/4", f. Apply over-speed trip adapter (or vibration damper if used) to camshaft.
FIGURE 11 CHECKING CAMPSHAFT LOCATION WITH GAUGE
NOTE: Check free movement of vibration 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, apply over-speed trip (see Figure 2) in accordance with applicable maintenance instructions on "Trip Engine Over-speed" and steps below: a. Using normal 1/8" shim and gasket on both side of shim, apply over-speed trip housing with: thrust bearing to cylinder block. NOTE: Position gaskets and shim correctly to (prevent possible oil leakage or block of oil drain hole. b. Inspect free end of camshaft to be sure, pipe plug is removed. c. Using, wooden wedge, force camshaft r against thrust bearing. d. Check latera l location of camshaft with applicable camshaft location gauge (see "Tool List"). As shown in Figure 11, side of gauge must not project beyond fuel cam edges. To adjust camshaft location, adjust shim thickness. If more than one shim is used, sealing compound between shim is required.
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On certain model over-speed trips, be sure pipe plug has been applied to housing cover before application. If plug protrudes beyond inner surface of cover, grind off. h. Following application of over-speed trip, check by manually tripping several times. 12. Check camshaft thrust in accordance with instructions under "Checking Camshaft Thrust" below. Refer to Table 1 for thrust limit. 13. Apply thrust bearing housing on left side (see Figure 3), in accordance with applicable portion of Step 11, above. If studs are used, they should protrude 4~5/8" from end of camshaft. NOTE: On engines without vibration dampers, be sure pipe plug is installed in camshaft. 14. Check left camshaft thrust as per Step 12. 15. Reapply camshaft gear covers.
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16. If used, reapply Woodward governor, tachometer generator and hydraulic drives: referring to applicable maintenance instructions for correct installation procedure and gear backlash data. 17. Reapply fuel pump supports, pumps, valve levers, push-rods, pump covers and cylinder head covers in accordance with applicable maintenance instructions for each item. 18. Reconnect all necessary lubrication oil inlet and crane piping. 19. Check fuel pump timing, fuel pump rack settings valve tolerance in accordance with applicable maintenance instructions publications
4. Force camshaft towards free end of engine until contact thrust bushing. 5. Reading on indicator will be total camshaft thrust, Refer to Table 1 for thrust limitation.
LOCATING TDC FOR NO.1 RIGHT CYLINDER METHOD 1 USING TRAMMEL

1.
TDC is located when crankshaft is rotated until trammel (see "Tool List" and Figure 13) can be fitted between center punch mark on engine base inspection door sill and punch mark on crankshaft counter weight.
FIGURE 13 TRAMMELING FOR TDC
CHECKING CAMSHAFT THRUST

1. Remove camshaft gear cover. 2. Force camshaft towards power takeoff end of engine by barring against the camshaft gear. 3. Place dial indicator pointer against side of c amshaft gear as shown in Figure 12 and set dial at zero.
FIGURE 12 CHECKING CAMSHAFT THRUST
2. Check alignment of TDC timing pointer (mounted on right side, power take-off end of engine with mark on camshaft, 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").
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2. Remove cylinder head cover and fuel injection nozzle from cylinder head (see maintenance instruction publication on "Fuel Injection Nozzle and Holder"). 3. Mount dial indicator on cylinder head with indicator extension rod inserted through nozzle hole and resting on piston cross (see Figure 14).
6. Repeat Step 4 and 5 with reverse rotation of crankshaft. 7. Place third temporary mark, which bisects list and second marks. This third mark is TDC for No.1 right piston and should coincide with permanent mark already on camshaft gear, ring gear or generator fan ring. 8. It center mark does not coincide with permanent TDC mark, move pointer until its aligned with permanent mark. 9. Repeat steps 4 through 7 to check. 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.
FIGURE 14 LOCATING TDC USING DIAL INDICATOR (As shown in Engine Cut-a-way)
NOTE: If indicator extension tool is unavailable, or tool cannot be made, cylinder head should be removed and indicator pointer placed directly on piston crown. Extension rod tool can be fabricated, using rod proper 00 for nozzle hole and co llar to hole rod vertical. 4. Bar crankshaft over until indicator shows that piston has moved 0.100" beyond TDC when TDC is reached, indicator hand will stop. It will move in opposite direction when piston moves passed TDC. Count 0.100" from point where hand stopped. 5. Directly opposite TDC pointer place temporary mark on camshaft gear, ring gear or generator fan ring (whichever is used for timing).
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TOOL LIST
Item Arbor Camshaft Location Gauge: For Narrow Cams (1-) For Wide Cams (1 -) Indicator (with Magnetic Base) Installation Saddle Timing Trammel Thread Trammel Stud Thread Lock 15511233 15511375 15511340 15511431 15511418 15519505 15519516 Part No. 15512629
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TABLE 1 CAMSHAFT AND GEAR DATA

New Camshaft Thrust Camshaft Bearing ID Running clearance between Bearing and Camshaft Camshaft Gear Backlash FUEL CAM LIFT WITH CRANKSHAFT AT TDC Camshaft using 4 pitch Spur Gear (1400 Overlap Cams) R.S. Camshaft, Standard Rotation (CCW) L.S. Camshaft, Standard Rotation (CCW) Torque for Special Stud Nuts and Capscrew at Free End of Camshaft Torque for Nuts at Camshaft Sections 0.405-0.470 0.415-0.480 80-85 ft. lbs. 90 ft. lbs. 0.006-0.012 0.0045-0.011 0.009-0.016 Limit 0.022 4.511 0.015 0.028
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GENERAL ENGINE DATA

FIGURE 1 16 CYLINDER POWER PACKAGE ENGINE
The 16 cylinder, turbo supercharged engines are of the, fourstroke cycle designed with open combustion chambers and a solid fuel injection system. The engines are governed by an electro-hydraulic governor/ electronic governor. Each cylinder requires t o engine w revolutions of four strokes of the piston to complete one working cycle. One complete piston working cycle is as follow: Air is blown into the cylinder on the down or intake stroke; then on the compression stroke this air is compressed by the rising piston with a large increase in air temperature. Just before the end of the
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compression stroke, fuel is injected into the cylinder where it is ignited by the heat of the compressed air. The resulting combustion increases the cylinder pressure and on the third or power stroke, this gas pressure forces the piston down, on the fourth or exhaust stroke, the burnt gases are excelled by the piston travelling upwards, and by scavenging action of the inlet air made possible by a large intake and exhaust valve overlap. The engine has an all welded steel frame. A positive displacement gear type pump provides full pressure lubrication of all working parts. The cooling water is circulated by an engine driven centrifugal pump.
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FIGURE 2 16 CYLINDER ENGINE CROSS-SECTION
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APPROXIMATE WEIGHTS FOR LIFTING

POUNDS 16 CYLINDER Diesel Engine (Dry) Governor Turbo -supercharger Turbo -supercharger Support Cylinder Block Engine Base Crankshaft and Extension Shaft Assembly Camshaft Camshaft Gear Cylinder Head Assembly Piston and Connecting Rod Assembly Cylinder Liner Exhaust Manifold (Single Pipe) Lubricating Oil Pump Water Pump Turbo Air Aftercooler Piston (11.75 CR)
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42,000 85-140 1350 620 12,300 4,000 3,800
535 160 225 120 90 326 335 295 300 51

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FIRING ORDER 1R-1L-4R-4L-7R-7L-6R-6L-8R-8L-5R-5L-2R-2L-3R-3L VALVE CLEARANCE = 0.034
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ENGINE DATA
16 CYLINDER Bore and Stroke Number of Cylinder Cubic Inch Displacement Compression Ratio: Valves, Number Per Cylinder: Intake Exhaust Crankpin Diameter Inches Main Bearing Journal Diameter inches Number of Main Bearings 2 2 6 8- 9 9 10- 16 10682 11.75:1
EXPLANATIONS OF TERMS FREE END

The turbo-charger end of engine.
CYLINDER LOCATION
The engine cylinders are numbered from the free end. No.1 right and left cylinders are the cylinders nearest the turbocharger.
GENERATOR END
The power take -off end of engine.
CRANKSHAFT ROTATION
During engine operation the crankshaft rotates counter clockwise as viewed from the power take -off end or clockwise as viewed from the free end.
RIGHT AND LEFT SIDE

The right or left of the engine is determined by viewing the engine from the power take-off end.
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CRANKSHAFT DRIVE ASSEMBLY FREE END

EXTENSION SHAFT, OIL SEAL, DRIVE GEAR AND VIBRATION DAMPER
DESCRIPTION
The extension shaft assembly (see Figures 1 and 2) is located at the free end of the engine crankshaft and is used for an auxiliary power take-off. Its major components consist of an extension shaft, an oil seal, a drive gear and a vibration damper.
The gear is of the spur type, pressed on the extension shaft (or adapter) and held in place by capscrews extending through the vibration damper and into the crankshaft flange.
VIBRATION DAMPER
The vibration damper is of the hydraulic, paddle wheel type in which some of the vibration energy is absorbed by the work done in forcing engine lubrication oil through narrow passages (see Figure 3). A continuous circulation of oil is provided to the damper, either by passages through the oil seal and extension shaft. The damper consists of a spider, with external spur teeth (see Figure 4), and an intermediate ring, with internal spur teeth (see Figure 5). Two outer rings (side plates) secure the parts with bolts and nuts. Oil flows from the chamber in the center of the damper through radial holes, beginning in the spider hub and ending at the passages at the spider hub is much smaller than the remainder; thus providing an oil flow restriction. The spider is designed so that each tooth is directly supplied with oil. An auxiliary circumferential oil groove is machined into each side face of the spider to supply oil for the rubbing surfaces between the spider and outer ring. These grooves are supplied by means of passage connecting the grooves of the radial holes (see Figure 3).
EXTENSION SHAFT
The extension shafts, has oil passages drilled in it to supply oil to the vibration damper.
OIL SEAL
The oil seal portion of the assembly consists of a slinger (grooves and peaks), machined into the extension shaft, and an oil catcher, which fits closely around the shaft to collect the oil flowing out of the free end of the engine and return it to the crankcase. In the assembly, the seal is used to supply oil to the vibration damper. The crankshaft oil hole is plugged and pressurized oil flows from an inlet hole in the catcher, through a floating bushing, into oil passages in the extension shaft, and into the chamber in the center of the vibration damper.
DRIVE GEAR
The drive gear is used to rotate the engine's lubricating oil and water pumps.
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FIGURE 1 CRANKSHAFT EXTENSION SHAFT VIBRATION DAMPER ASSEMBLY
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FIGURE 2 SECTIONAL VIEW OF VIBRATION DAMPER
FIGURE 3 SPIDER
FIGURE 4 SPIDER AND INTERMEDIATE RING ASSEMBLED
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The intermediate ring is ground on both sides to a uniform thickness, slightly thicker than the spider. This difference in thickness permits axial clearance necessary for proper oil passage. The intermediate ring "floats" on the tips of the spider teeth.
faces of the rings (adjacent to the spider) are covered with oil, which is continuously flowing through the clearance and escaping to the crankcase.
REMOVAL
1. Remove auxiliary power take-off attachments from extension shaft in accordance with applicable maintenance instruction publications. 2. Remove key from shaft, threaded hole provided in key. using
FIGURE 5 CHECKING EXTENSION SHAFT RUN-OUT
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 retainer. 7. Remove turbo -supercharger and turbo support in accordance with applicable maintenance instruction publications. NOTE: Where free end gear cover is used in place of turbo support, applicable removal instructions apply. 8. Support extension shaft with hoist and rope looped around shaft at flanged end. NOTE: If extension shaft is not used, support drive gear and vibration damper with hoist and rope looped around spacer. 9. Apply eyebolt to lifting hole in vibration damper for support. 10. Remove capscrews securing extension shaft and damper to crankshaft flange.
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Four vent holes are drilled through the rim of the intermediate ring to the fillets of the internal spur teeth in order to relieve oil pressure and re-adjust the ring to a central position when it becomes displaced. The holes, which are equally spaced around the ring, are normally covered by the tips of the spider teeth. However, oil is permitted to vent when the intermediate ring becomes displaced and the spider teeth no longer cover the holes; thereby reducing pressure. The higher pressure on the opposite side of each tooth then prevails and restores the intermediate ring to its correct position. This design is used to prevent sudden bumping of the teeth. Two identical outer rings (side plates) are secured to the intermediate ring by means of through bolts (see section m-m, Figure 2). These rings have been made fairly thick in order to add considerable flywheel effect. The inner
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11. Slide extension shaft forward; making sure that vibration damper does not fall from crankshaft. 12. Lift extension crankshaft. shaft free from
DRIVE GEAR
Inspect the gear for pitting, broken or chipped teeth and excessive wear (see maintenance instruction publication on "Gear Teeth Inspection"). Magnaflux gear, if equipment is available, for cracks and surface flaws. If it is defective, replace with new gear.
13. Remove vibration damper by jacking free from crankshaft flange and disassemble. 14. Remove gear (or spacer if used) from extension shaft by applying jacking screws to tapped holes in gear hub (or spacer)
VIBRATION DAMPER
No adjustment is required to the damper. However, while it is still installed in the engine, periodically check the outer ring for fre e movement. This may be done by removing the crankcase doors nearest the damper and oscillating it about 10 degree each way by pressing against the outer ringbolt heads. If the damper cannot be moved, it may have become scored or jammed. The damper should be over hauled in the following manner, referring to Figure 2 for condemning limits and clearances: 1. Clean and examine components of damper for signs of excessive scratching or scoring. 2. Using wire, or thin metal rod, probe four vent holes in intermediate ring to dislodge dirt and sludge. 3. Clean oil holes in spider with wire or rod. 4. Clean up high points caused by galling and scoring. 5. Surface grind spider faces (either or both, if required). Faces at spider teeth must be parallel and square with spider bore at 10" radius to within limit. Faces at spider hub must be parallel at 11" diameter to within limit. 6. Surface grind intermediate ring faces (either or both sides) if necessary to provide total side clearance between spider and inner face of both outer rings. Intermediate ring faces must be
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INSPECTION AND MAINTENANCE OIL SEAL

1. Inspect the slinger portions of oil seal. and catcher
2. Clean with suitable solvent, making certain that oil catcher and slinger grooves and oil passages are clean. 3. Clean and inspect floating bushing and retainer, if used. 4. Remove any gasket material fro m turbo -supercharger support (or free end gear cover where applicable) and base, taking note whether one or two gaskets have been used. NOTE: A 1/8" circular sheet packing gasket is always used. This serves as a shim so that oil catcher will bear against a flat surface. However, sometimes it is necessary to use a partial 1/32" sheet packing gasket between turbosupercharger support (or cover) and standard gasket.
EXTENSION SHAFT
Clean and thoroughly inspect the extension shaft, making sure that there is a tight fit between the key and key way (if used) and that there are no burrs present.
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parallel to each other at a 10" radius to within limits shown. 7. Surface grind inner faces of outer rings (either or both if necessary). Inner face must be flat to within 0.003". Check by laying ground face on surface plate and using a 0.003" feeler gauge. If gauge fits at any of three points spaced 1200 apart, regrind. However, if more than the minimum thickness of 1.470" must be removed, the outer ring should be condemned. 8. Clearance on assembly must not exceed the limits shown. 9. All ream bolts used must have body and threads in good condition. 10. Edges of oil grooves on spider faces must be blended smooth. 11. Backlash between spider and intermediate ring should not exceed limit. 12. All reworked surfaces must be within 63 R.M.S. 13. Localized damage at spider teeth should be removed with hand tools, if required. 14. Apply commercial "Molykote" solution, paste, or powder on clean cloth and rub on all reworked surfaces. 15. Break all sharp edges.
3. Align dowel hole in gear (or spacer) with dowel extending through extension shaft flange. Tap gear (or spacer) with soft hammer to insure proper seating on shaft flange. Gear fit on shaft is metal-to-metal press fit with interference not exceeded that shown in Figure 1.
INSTALLATION APPLYING SHAFT AND DAMPER TO CRANKSHAFT

The extension shaft assembly must be positioned on the engine crankshaft so that the key-way in the extension shaft is in line with the No. 1 crank pin when it is on TDC. CAUTION: The extension shaft has an oil passage drilled in it to supply lubrication oil to the vibration damper (Figure 1), the hole in the center of the crankshaft should be plugged. A dowel in the extension shaft flange positions the extension shaft keyway in relation to the vibration damper during assembly. An eyebolt lifting hole in the damper's intermediate ring is also in line with the dowel hole in the spider. Therefore, after setting the No.1 crank pin on TDC and then lifting the extension shaft and vibration damper in place, the key-way in the extension shaft will be properly aligned with the engine crankshaft. 1. Position No.1 crank pin on TDC.
REASSEMBLY APPLYING GEAR TO SHAFT

1. Lubricate gear fit of extension shaft (or spacer if no gear is used) with white lead. 2. Insert straight dowel in holes in extension shaft flange.
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2. Assemble vibration damper, tightening A" bolts and remaining bolts (see Figure 2) to their required torque values. (Make certain that dowel hole in spider is in line with lifting hole in intermediate ring). 3. Apply eyebolt to lifting hole in vibration damper and position it on crankshaft flange so that bolt holes line up.
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NOTE: It may be necessary to tap damper in order to seat it against crankshaft flange. 4. Apply drive gear (or spacer if no gear is used) to extension shaft, making sure that dowel in shaft flange is aligned with hole in gear. 5. Apply assembled extension shaft and drive gear (or spacer) to vibration damper. Dowel protruding from both sides of shaft flange will properly locate assembly. 6. Apply capscrews through assembled unit and into crankshaft flange. Tighten to torque shown in Figure 1 following diagonal pattern. 7. Using dial indicator (see Figure 5) on straight portion of shaft at point farthest from flange, check extension shaft run out. This should not exceed amount shown in Figure 1. If run out is exceeded, loosen capscrews and tap shaft. Then re-tighten and check. NOTE: After coupling to auxiliary power take off attachment, shaft should be rechecked for run out. 8. Lock-wire cap-screws in pairs
flange; otherwise, tap lightly at bolt circle until it bottoms. 3. Apply drive gear to spacer, making sure that dowel in spacer is aligned with hole in gear. 4. Apply assembled gear and spacer to vibration damper. Dowel protruding through bolt sides of spacer will properly locate assembly. 5. Apply capscrews through assembled unit. Tighten to torque shown in Figures 1 and 2, following diagonal pattern, and lock-wire in pairs.
OIL SEAL INSTALLATION

IF SAME OIL CATCHER IS TO BE REAPPLIED
1. Install turbo-supercharger and turbo support (or free end gear cover, if used) on engine in accordance with applicable maintenance instruction publication. 2. Apply new 1/8" gasket, and necessary, partial 1/32" gasket. if
3. Apply dowels to oil catcher and position on engine. 4. Apply lock-washers and capscrews and tighten. 5. Check clearance between oil catcher and extension shaft in accordance with that shown in Figure 1. NOTE: If clearance exceeds limits, reposition catcher and apply oversized dowels to re -reamed dowel holes. New dowel holes can be drilled at different locations in catcher as alternate. 6. Reconnect oil supply line to catcher, if used. 7. Reconnect auxiliary power take-off attachments in accordance with
7
APPLYING GEAR AND DAM PER (MINUS EXTENSION SHAFT) TO CRANKSHAFT

When the extension shaft is not required on certain engine applications, a spacer is substituted. Apply the drive gear, spacer and vibration damper to the crankshaft in the following manner: 1. Assemble vibration described above. da mper as
2. Lift vibration damper with eyebolt and position it on crankshaft flange. Use two capscrews, diametrically opposite each other, to press damper on to
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Diesel Engine
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applicable maintenance publications.
instruction
4. Position oil catcher to obtain proper clearance between oil catcher and extension shaft. 5. Tighten capscrews. 6. Ream dowel holes for No.9 taper dowels. Be sure chips do not fall between oil catcher and extension shaft: 7. Apply No. 9 taper dowels. 8. Repeat Steps 6 and 7 in application of same oil catcher, above.
IF NEW CATCHER IS TO BE APPLIED

1. Repeat Step 1, above. 2. Apply new 1/8" gasket and a 1/32" gasket if necessary. 3. Bolt oil catcher in place.
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CYLINDER BLOCK
DESCRIPTION
The cylinder block, constructed from steel weldments, houses and supports the major components of the engine: crankshaft and main bearings, camshaft, pushrods and lifters, connecting rods and pistons, cylinder liners, cylinder heads, crankcas exhauster, fuel pump e cross heads and levers, and governor. It also provides mounting surfaces for the turbo-supercharger support, exhaust manifold, air intake elbows, water elbows and generator. A replaceable liner sleeve is fitted 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 replaceable upper liner sleeve, with an "O" ring (the same type used in the upper portion of the cylinder liner itself), is also fitted into the re-bored upper liner bore. Dimensions of the liner bore, without the upper sleeves, are shown in Figure1. The crankshaft main bearing saddles, camshaft bearing supports, and the air intake manifold are integral parts of the block. Cooling water, circulated by the water pump, flows through the oil cooler, into a passage in the cylinder block. There it circulates around the cylinder liners. Water from the block is conducted to the cylinder heads by water jumpers. (See maintenance instruction publication on "Cooling Water System General Data"). 2. Remove two block to base dowe ls located at each end on right side of engine. 3. Working through openings in base, remove capscrews and lock-washers between base and block. 4. Apply lifting hooks to eyebolt at power take -off end and lifting plate bolted to free end and lift block from base . 5. If main bearing bores are to be inspected, remove crankshaft in accordance with maintenance instruction publication on "Crankshaft". NOTE: If equipment is available, mount block on turning plates.
REMOVAL OF CYLINDER LINER SLEEVE

When the inside diameter of the sleeve exceeds and maximum, the sleeve should be replaced (shown in Figure 1). Removal of the sleeve requires the use of a liner sleeve tool specially constructed for this work (see "Tool list"). This tool consists of a press and puller assemb ly, and hydraulic jack assembly (see Figure 2). 1. Remove cylinder liner in accordance with maintenance instructions on "Cylinder liner". Using Fig. 2 as guide set upper jacking plate (5) with adapter (7) in upper bore of cylinder block (19). Set hydraulic ram (9) with nose piece (8) in upper recess of upper jacking plate.
1
DISASSEMBL Y
REMOVAL OF CYLINDER BLOCK
2.
1. Referring to applicable maintenance instructions, drain engine and strip block of all attaching parts, preparatory to its removal from engine base.
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3.
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FIGURE 1 LINER BORE WITH SLEEVE
4.
Apply jacking studs (16) with center nuts (15) applied, through stud holes in upper jacking plate. Apply strong back (14) over jacking studs, properly, positioning strongback receptacle over nosepiece. Apply top nuts (1) to jacking studs.
NOTE: Top and bottom jacking stud nuts must have full thread engagement. 8. Connect hydraulic pump slowly, checking that lower jacking plate pilot properly enters sleeve. Operate hydraulic pump until sleeve clears cylinder block bore
5.
6. 7.
9. Working through crankcase door, apply lower jacking plate (11) over jacking studs (entering jacking plate pilot into lower sleeve and applying bottom jacking stud nut (17).
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FIGURE 2 LINER SLEEVE T OOL
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FIGURE 3 CHECKING MAIN BEARING BORES OUT -OF-ROUNDNESS
MAINTENANCE AND INSPECTION

Clean and inspect the cylinder block (by Magnaflux process if the equipment is available) for cracks, signs of leaks and other damage; Paying particular attention to the crankshaft, camshaft and cylinder block liner bores. If leaks in the block are suspected, it should be hydrostatically tested. If cracks or any other serious damage is detected, or if any of the foregoing checks are not in accordance with the limits stated in Table 1 or Figures 1 and 5, the manufacturer should be contacted regarding a decision on whether or not the block can be salvaged. NOTE: Before the block is reinstalled, the interior should be painted with red sealer.
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MAIN BEARING BORES

With the original main bearing caps installed and tightened in accordance the maintenance instruction publication on "Bearings and Caps", check the bores for wear and misalignment against the limits shown in Table 1.
OUT-OF-ROUNDNESS
Check out-of-roundness at planes A, Band C, and D, E and F as shown in Fig. 3. Bore diameter must not exceed limit.
TAPER
Check vertical taper between planes A and D (on Figure 3) and taper at 450 from vertical between planes Band F and C and E.
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HORIZONTAL MISALIGNMENT
Check horizontal misalignment of any adjacent bores and that of any two non -adjacent bores as shown in Figure 4; using mandrel (see "Tool List").
studs must be returned to their original holes. If there is damage to the hole threads, re -tap and use oversize studs. If there is looseness, but no thread damage, also use oversize studs. Oversize studs are available in 0.003", 0.005" and 0.007" oversize (see Applicable Renewal Parts Bulletin). If stud looseness is slight, the pitch diameter interference may be restored by copper plating them to a maximum radial thickness of 0.003". During installation, use white lead compound or equivalent. Use driving torque at full stud engagement as stated in T able 1.
VERTICAL MISALIGNMENT
Check vertical misalignment of any three adjacent bores and any two nonadjacent bores with mandrel as shown in Figure 4. Limit is measured between highest and lowest bores. No compensation is allowed for out-ofroundness, taper or difference in diameter.
CYLINDER LINER BORES LINER SEAT

Liner Seat should be square with cylinder block bore and within allowable vertical limits, shown in Figures 5 and 6.
REASSEMBLY APPLICATION OF LINER SLEEVES LOWER LINER SLEEVE

1. Apply Locktite "A" or equivalent to cylinder block bore and sleeve O.D. and set sleeve in bore. 2. Check relationship of sleeve to counter bore to ensure that sleeve is entered squarely (see Figure 3). 3. With lower liner sleeve tool in place, set pilot fit of lower jacking plate (11) in sleeve (18). 4. Set hydraulic ram (9), with nose piece (8) attached, in lower jacking plate receptacle. 5. Set upper jacking plate (5) with adapter (7) in upper block bore, positioning ram hose piece (8) in upper jacking plate recess. 6. Apply three cylinder head stud sleeves (2) and nuts (1) and tighten nuts evenly.
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LINER FITS
Liner Fits must be within limits. See also "Cylinder Liner" publication.
CAMSHAFT BORE
The camshaft bores should be checked for cracks. Whenever it is necessary to remove the bushings; see maintenance instruction publication on "Camshaft", the bore diameters should be checked against the limit shown in Table 1. On installation, the limit in the bushing should be at a 90 0 angle to the cylinder block liner bore and should be facing outward.
CYLINDER HEAD STUDS

The cylinder head studs should be removed only if it is absolutely necessary. Any removal and re-application of the studs will tend to increase their looseness. However, if removal is required, examine them and the limits for thread damage. Be sure to mark stud location, since reused
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FIGURE 4 CHECKING VERTICAL AND HORIZONTAL MISALIGNMENT OF MAIN BEARING BORES
7. Connect hydraulic pump to ram (9) at hydraulic pump connection (10). Operate pump slowly checking that ram is correctly positioned in upper and lower jacking plates. 8. Operate hydraulic pump until sleeve seats solidly on lower liner counterbore. During actual sleeve insertion, normal hydraulic pressure required is 3,000 to 5,000 psi.
2. Apply Titeseal 1 to entire face of base. 3. Lift block and place on base. 4. Apply and snug up first two base-toblock capscrews with lock-washers on each corner of base at power take -off. 5. Measure block overhang along entire right side with dial indicator and shift block side ways until block and base faces are within plus or minus 0.005" 6. Shift block forward or backward until vertical end faces of the block and base are flush at power take-off end. Check with dial indicator. 7. Apply and tighten several of block-tobase capscrews near dowel holes. 8. Ream dowel holes with No. 11 reamer until hold cleans up. Mark reamer as to position of fit in dowel hole and 'mike' reamer. Select dowel to fit. 9. Drive dowels with light coat of lubriplate, white lead or equivalent.
6
APPLICATION OF BLOCK TO BASE

If a cylinder block and base, not previously mated, are to be joined, the following alignment procedure is necessary: 1. Clean and file lightly both block and base fits. Do not break corners at junction of end plate and block and base fits.
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FIGURE 5 V TYPE OF BLOCK SHOWING LOCATION OF CAMSHAFT BORE AND CYLINDER LINER SEAT
TABLE 1 CYLINDER BLOCK DATA
10. Apply and tighten remaining lockwashers and capscrews. NOTE: When same cylinder block is to be reapplied to same base, above procedure applied except that dowels may be driven in existing holes; thereby positioning block to base.
BORE CAMSHAFT BUSHING LIMIT Diameter-New Condemning Diameter BORE, CYLINDER LINER AND SLEEVE BORE, MAIN BEARING Diameter-New Diameter-Worn
Out-of-Roundness (Figure 3)
4.7500-4.7515 4.7525 (See Figure 1 & 5)
9.0355-9.0370 9.0350-9.0385 0.0035 0.001 0.003
TOOL LIST
Item Turning Plate, Free End Turning Plate, Generator End Lower Sleeve Tool Upper Sleeve Tool Mandrel -Shaft Bores Part No. 15512162 15512150
15512277 15512265 15511698
TAPER (FIGURE 3) Vertical Plate 45B from Vertical HORIZONTAL MISALIGNMENT (FIGURE 4) Tw o Adjacent Bores Tw o Non-adjacent Bores VERTICAL MISALIGNMENT (FIGURE 4) Three Adjacent Bores Tw o Non-adjacent Bores TORQUE Cylinder Head Studs (Minimum Lubricated Driving Torque at Full Stud Engagement)
0.002 0.004
0.0015 0.003 100- 120 ft. lbs.
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Governor Drive
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GOVERNOR DRIVE
DESCRIPTION
There are two models of governor used. Figure 1 illustrates the "Gear Drive" and Figure 2 illustrates the "Spline Drive". The governor shown in Figure 1 is supported by the bearing housing, while the governor shown in Figure 2 is supported b a separate bearing casing y that fits into the bearing housing. Both models are mounted on the engine block over the camshaft gear. The governor is driven by camshaft gear through a governor drive gear, a pinion gear and shaft and a bevel gear. The camshaft gear meshes with a governor drive gear mounted on the pinion gear and shaft. The pinion gear meshes with a bevel gear, which is pressed on to the vertical drive shaft. Governor action is transmitted to the individual fuel pump racks through a fuel pump control shaft and a system of control linkages (see "Fuel Pump Control Shaft" publication).
DISASSEMBLY
1. Remove end cover capscrews (4), end cover (3) and end cover gasket (2). 2. Remove capscrews, bearing retainer plates (8) and (10), and be aring retainer shims (9). 3. Support governor drive gear, as shown in Figure 3, and remove pinion gear nut (6). 4. Support governor drive gear (11) at rim of housing and press out pinion gear and shaft (12) and drive gear key (13). Lift out governor drive gear and bearing spacer (5). 5. Press out bearing (7), making sure that force is not retained against the bolts.

(See Inspection and Maintenance procedure for Spline Drive Figure 2 and follow where applicable).
GEAR DRIVE FIGURE 1 REMOVAL

1. Disconnect linkage and piping to governor. 2. Remove governor capscrews (16) and lift off governor (17). 3. Remove shims. 4. Disconnect linkage, remove bearing housing capscrews and lift bearing housing (1) with drive assembly off engine back.
REASSEMBLY
1. Apply drive gear key (13) at pinion gear and shaft (12) and press on governor drive (11). See Figure 1 for proper clearance. Nylon gear must be heated to boiling water temperature (212 0F/1000C) before pressing on shaft. 2. Press outer ball bearing (7) into bearing housing (1). Apply outside and inside retainer plates (8) and (10) and bearing retainer shims (9).
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FIGURE 1 GOVERNOR GEAR DRIVE
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3. With bearing spacer (5) in place, press inner bearing into bearing housing. 4. Press pinion gear and shaft into bearings, supporting outer bearing at inner race. 5. Apply pinion gear nut (6). Center spacer to run true with shaft, tighten nut as shown in Fig. 3, and apply cotter pin.
9. Install bearing housing onto engine block so that governor drive meshes with camshaft gear. Tighten with capscrews. 10. Check backlash between gears, using dial indicator while moving engine flywheel with barring device. See Figure 1 for proper backlash adjustment. Adjust by adding or subtracting shims. 11. Reinstall governor into bearing housing using correct amount of shims. 12. Mount end cover gasket (2),.end cover (3) and tighten and cover caps crews (4). 13. Reconnect governor linkage and piping. (See "Governor Control Linkage" publication) 14. For fuel pump rack adjustment procedures, see "Fuel Pump Control Shaft" publication.
INSTALLATION AND ADJUSTMENT

1. Using feeler gauges in place of shims at housing (1), mount governor (17) so that bevel gear (15) meshes with piston gear and shaft (12). Make sure outside edges of gear teeth are aligned with each other. 2. Using dial indicator as shown in Figure 4, add or subtract feeler gauge until Proper backlash between gears is achieved. See Figure 1 proper backlash tolerances. 3. Substitute Correct amount of Shims for feeler gauges. 4. Apply governor capscrews (16) and tighten. 5. Recheck backlash. 6. If proper backlash still cannot be adjusted by either adding or subtracting all shims, make further adjustment with bearing retainer shims (15) at horizontal drive. Adjustment is made by adding shims to one side of bearing housing saddle, while subtracting shims from the other. 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.
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SPLINE DRIVE FIGURE 2 REMOVAL

1. Disconnect piping. governor linkage and
2. Remove capscrews (35) and lift governor (1) away from bearing casing (3). 3. Remove drip pan (not illustrated). 4. Remove bearing casing capscrews (33) and lift bearing casing from bearing housing (7).
Governor Drive
MI-ENG-081
FIGURE 2 GOVERNOR SPLINE DRIVE
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5. Remove "O" ring (32) from bearing casing. 6. Remove bearing casing shims (5). 7. Detach bearing housing caps crews and lift bearing housing from engine block. 8. Remove bearing housing shims or gasket (not illustrated).
FIGURE 4 CHECKING BLACKLASH WITH DIAL INDICATOR
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) by supporting pinion gear and shaft (22) at squared cut-out. NOTE: In models without squared cut-out, support governor drive gear (19) as shown in Figure 3. 3. Remove pinion gear and shaft (22) by driving against threaded end. 4. With pinion gear and shaft out of bearing housing (7), remove flanged washer (18). 5. Press off governor drive gear (19), taking care not to damage gear surface. 6. Remove recessed washer (21), and key (20) from pinion gear and shaft. 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.
FIGURE 3 SUPPORTING GOVERNOR DRIVE GEAR FOR INSTALLING-REMOVING OF SHAFT NUT
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NOTE: Four identical sets of ball bearing are provided for governor drive assembly.
8. Supporting vertical shaft, press bevel, 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). 2. Press bevel gear of vertical shaft (31) and remove lower spacer (27) and key (25). 3. Remove vertical drive shaft from bearing casing (3) by driving against threaded end. 4. Remove dowel (4) and disconnect coupling (34) from vertical drive shaft only if necessary. NOTE: In models without squared cut-out in pinion gear, support governor drive gear as shown in Figure 3. 1. Install new "O" ring (32) on bearing casing (31). 2. Using feeler gauges in place of bearing shims (5), install bearing casing and vertical drive into bearing housing (7) so that bevel gear (26) meshes with pinion gear and shaft (22). Make sure outside edges of gear teeth are aligned with each other. 3. Using dial indicator as shown in Figure 4, add or subtra ct feeler gauges until proper backlash between gears is achieved. See Figure 1 for proper backlash tolerances. 4. Substitute the correct amount of shim for feeler gauges. NOTE: Bearing casing shim consists of 15 laminations, 0.002 inch thick. 5. Apply bearing casing capscrews (33) and tighten. 6. Recheck backlash between gears. 7. If proper backlash still cannot be achieved, either after all shim have either been added or subtracted, make further adjustment by adding or subtracting bearing retainer shims (15) in ho rizontal drive. NOTE: bearing retainer shims consist of ten laminations on each side of the outer ball bearing (6) in the horizontal driveeach lamination is 0.003 inch thick. To make adjustment, subtract laminations from one side and add to the other. 8. Apply bearing proper backlash adjustment between bevel and pinion gears, remove bearing casing,
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VERTICAL DRIVE
1. If previously removed, coupling (34) and dowel (4) must be replaced on vertical shaft (31). 2. Replace upper snap ring (29) with Truarc pliers 3. Press lower ball bearing (6) into bearing casing (3), bottoming it against upper snap ring. 4. Replace lower (beveled) snap ring (28). 5. Press upper ball bearing (6) onto drive shaft, bottoming it against shaft collar. 6. Place upper spacer (30) onto lower bearing and press vertical shaft inner race of upper bearing against spacer. 7. Apply lower spacer (27) and key (25) to vertical shaft.
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Governor Drive
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retaining correct amount of shims for re-assembly. 9. Apply bearing housing shims (0.062 inch nominal thickness) and gasket to engine block. 10. Install bearing housing on engine block so that governor drive gear meshes with camshaft gear tighten with capscrews. 11. Check backlash between camshaft gear and governor drive gear with dial indicator and moving flywheel with barring device, See Figure 1 for proper backlash adjustment. NOTE: To obtain correct backlash, set Fuel pump of cylinder nearest camshaft gear at the bottom of it's stroke. This will eliminate camshaft deflection, which would give a false backlash setting. 12. Adjust backlash subtracting shims. by adding or
13. Reinstall bearing casing into bearing housing, using correct number of shims. 14. Install end cover gasket (8) and end cover (10) and tighten with end cover capscrews (9). 15. Mount drip pan on bearing casing. 16. Liberally coat spline end governor drive shaft (2) with Molykote Type G grease and mount governor (1) on bearing casing, joining spline end governor shaft with coupling (34). Tighten with capscrews (35). 17. Reconnect governor linkage and piping. (See "Governor Control Linkage" publication) 18. For fuel pump rack adjustment procedures, see "Fuel Pump Control Shaft" publication.
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AIR ELBOW
DESCRIPTION
Individual air elbows conduct air from the air passage in the cylinder block to the cylinder heads. A gasket, reinforced by a metal liner around the inside opening is used between the air elbow and cylinder block, Figure 1. An assemble consisting of a "Flexitallic" ring as the sealing element and held in place by a steel locating plate, Figure 2, is used for the elbow to head application. This type of arrangement not only ensures a positive seal at the elbow connections but also eliminates the possibility of the gasket working out of place. 2. Remove the strong -back cap-screw holding the air inlet elbow and exhaust manifold elbow flange to the c ylinder head. 3. Remove capscrews attaching the air elbow to the cylinder block. 4. Remove air elbow.
MAINTENANCE AND ASSEMBLY

1. Remove old gaskets and clean gasket surface on air inlet elbow, cylinder block and cylinder head. 2. Air inlet elbow to cylinder block metal lined gasket, Figure 1. a. Wipe gasket with solvent. b. Apply adhesive to bottom elbow face and matching side of gasket and let stand until tacky. c. Apply gasket to bottom of elbow.
REMOVAL
1. Remove the nuts and bolts used to attach the air inlet elbow to the cylinder head flange.
FIGURE 1 AIR ELBOW TO CYLINDER BLOCK GASKET
FIGURE 2 AIR ELBOW TO CYLINDER HEAD GASKET ARRANGEMENT
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NOTE: Do application.
not
slide
gasket
after
Capscrew, 1/2", air elbow to block -75 ft. lbs. Capscrew, 5/8", air elbow to special nut at cylinder head -150 ft. lbs. Capscrew, 7/8", strong -back for air and exhaust manifold elbows to cylinder head refer to maintenance instruction "Exhaust Manifold" for torque values.
3. Air inlet elbow to cylind er head flexitallic gasket, Figure 2. Secure locking plate and gasket to cylinder head using masking tape to hold parts in position. 4. Apply and tighten elbow. Capscrews must be tightened alternately, gradually increasing torque to allow the elbow to draw up squarely with both block and head. Final tightening should be made to the following torque values.
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Exhaust Manifold
MI-ENG-097
EXHAUST MANIFOLD SINGLE PIPE

DESCRIPTION
The single pipe exhaust manifold, Figure 1, is made entirely of stainless steel tubing and bellows joints. It consists of a number of identical sections, any single one of which may be removed or replace by unbolting the associated parts. No sliding joints are used. Instead, a bellows connector is placed between each section, which joints a pair of cylinders. This arrangement eliminates wear and galling caused by sliding motion of the parts. With ABB TPR 61 Turboexhaust Elbows (LS1RS1) are in-built in Exhaust Manifold Pipe Unit No. 1. The manifold is not encased in an insulated box. However, a heat shield is provided. COMPLETE MANIFOLD 1. Remove one V -band clamp between cylinders 4 and 5. 2. Place rope sling around the power take -off end manifold section and take up slack. 3. Remove elbow to head capscrews and strong-backs. 4. Lift out manifold section. 5. Remove one V-band turbocharger connections. clamp
6. Place sling around the turbocharger and manifold section and take up slack. 7. Remove elbow to head capscrews and strong-backs. 8. Lift out manifold section.
FIGURE 1
MANIFOLD SECTION
1. Remove V-band from both ends of section. 2. Remove elbow to head capscrews and strong backs of section. 3. Loosen elbow to head capscrews and strong backs on adjacent sections as necessary in order to separate the male and female connection in the section to be removed.
REMOVAL MANIFOLD BRACE

1. Remove nut (29), lock-washer (28) and clamp plate (27) 2. Remove bolt (23), locating foot (22) and remainder of brace assembly.
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NOTE: It may be necessary to remove the elbow to head capscrews and strong backs on the adjacent sections in order to separate sections sufficiently for removal of the individual section. 4. Remove individual section.
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Exhaust Manifold
MI-ENG-097
INSTALLATION COMPLETE MANIFOLD

1. Check cylinder head alignment with a straight edge, realigning any misaligned heads. 2. Remove the V-band clamps from both ends of the turbocharger and manifolds section. 3. Apply gaskets to the ends of the manifold elbow pipe using either gasket cement or scotch tape to hold them in place. 4. Loosen All V -band clamps just enough to permit each individual section of the manifold to be rotated slightly if necessary. 5. Using a suitable rope sling arrangement, first lift the turbocharger end manifold section into plate on the engine and then the power take-off end manifold section. 6. To ensure proper alignment between the exhaust manifold and the turbocharger, adjust shims between the turbocharger and the turbocharger support so the turbocharger connector flange is located approximately 1/6" above the flange of exhaust manifold spacer. 7. Loosen capscrews, which fasten the connector to the turbocharger main casing sufficiently to obtain approximately 1/2" between the connecting reinforcing ring and the gas inlet casing bolting flange. This will facilitate application of the manifold. 8. Apply manifold gasket and V-band between the turbocharger connector end manifold spacer. 9. Apply manifold gasket and V-band clamp between the turbocharger and
2004
manifold section and the power takeoff end manifold section. 10. Check cylinder head exhaust gaskets and exhaust manifold elbow bolting flanges of cylinders 7A, 7L and 8A, 8L for proper alignment. 11. Align bolt holes and apply capscrews, lock-washers, special nuts and strongbacks. NOTE: When applying the manifo ld, coat all capscrews with anti-seizing compound to DLW Part No. 84980047. Manifold to cylinder head bolting must pull flanges down evenly and be torqued at final tightening to values specified. Torque the exhaust manifold to cylinder head capscrews to 60 ft. pounds torque and the strong-back to cylinder head capscrews to 120 ft. pounds torque. 12. Center manifold elbows between the cylinder heads by rotating the individual sections if necessary. 13. Torque V-band clamps to 12.5 ft. pounds. 14. Make certain that the turbocharger gasket is in place between the turbocharger connector and the gas inlet casing bolting flange. Tighten connector caps crews to 60 ft. pounds torque. 15. Check cylinder head exhausts and exhaust manifold bolting flanges of remaining cylinders for proper alignment. 16. Starting with cylinders 6R and 6L follow steps 10 and 11, continue these procedures with cylinders 5,4,3,2 and 1.
2
Exhaust Manifold
MI-ENG-097
MANIFOLD SECTION
1. Apply manifold section gaskets. 2. Apply gaskets to the ends of the elbow pipes using either cement of Scotch tape to hold them in place. 3. Place individual section in position in the exhaust manifold and center the elbows between the heads by rotating the section if necessary. 4. Apply V-band clamps and tighten to 12.5 ft. pounds torque. 5. Align bolt holes and apply cap-screws lock-washers, special nuts and strongback. Cost all cap -screws with antiseizing compound to DLW Part No. 84980047
5. Torque to 60ft. lbs. 6. V-band Clamp. 7. Manifold Gasket. 8. Connector. 9. Exhaust Manifold Flange. 10. Air Elbow. 11. Torque to120 ft. lbs. 12. Strong -back. 13. Cylinder Head. 14. Cylinder Head Gasket. 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 lifting lug (26). 3. Replace clamp plate (27), locating foot (22) and lock-washer on bolt (23) and tighten with nut (29). 4. Tighten adjusting nut on "A" side by hand (without wrench). 5. Tighten adjusting nut on "B" side with wrench. 6. Tighten lock-nuts on both sides with wrench. 1. Reinforcing ring. 26. Lifting Lug. 2. Turbo -charger Gasket. 27. Clamp Plate. 3. Coat Threads with Anti Seizing Compound. 4. Capscrew.
2004
18. Cotter Pin. 19. Stop Rod. 20. Stop Cup. 21. Spring. 22. Locating Foot. 23. Bolt. 24. Spiral Pin. 25. Adjusting and Lock-nuts.
28. Lock-washer. 29. Nut.

3
Exhaust Manifold
MI-ENG-097
FIGURE 2 SINGLE PIPE EXHAUST MANIFOLD
2004
Diesel Engine
MI-ENG-098
ACCELERATION CONTROL DEVICE LINKAGE

DESCRIPTION An acceleration control device controls the rate at which delivery of fuel is increased. This is done to allow time for the turbocharger to develop an air manifold pressure, which will efficiently burn the fuel being injected. Fuel delivery is increased slowly from "Idle" until an air manifold pressure of about 1/2 psi is obtained. After this the fuel delivery is increased rapidly. The device consists of an air cylinder connected through linkage to a cam. Air from the engine air manifold is connected to the bottom of the air cylinder. A cam stop, connected to the governor linkage through a collapsible link, limits a predetermined amount of fuel available to the nozzles when the throttle is opened. It is not until air manifold pressure builds up and the air cylinder operates that additional fuel flows to the nozzles. pressure increases, travel of the rod is proportional to manifold pressure. To secure the limits on fuel delivery, the operating rod is connected through linkage so as to rotate a cam. The cam serves as a variable rack stop and its contour has been designed to provide the fastest rate of fuel increase consistent with engine performances. No delay in fuel increase is required above approximately 10 psi air manifold pressure at which time the cam with be completely out of the way of the cam follower.
ADJUSTMENT FIGURE 2
1. Back the cam follower completely away from the cam and adjust the fuel pump racks and governor linkage for "Full Fuel", for locomotives see "Test and Adjustments-Locomotives" publication; for commercial engines see "Data Sheet" publication. 2. With the engine shut down and with no air on the piston, adjust the cylinder rod linkage so that the cam follower will contact the cam contour 13/16" from end as shown in Figure 2. Use the link (10) for this adjustment. Retighten jam nut (9). 3. With the governor linkage disconnected and with the cam follower backed away from the cam, position the fuel pump control shaft so that the fuel pump racks are as follows:
1
OPERATION FIGURES 1, 2 AND 3

Air manifold pressure is piped to an operating cylinder containing a low friction type diaphragm and two calibrated springs, one of which is a low r te spring a acting against the diaphragm which responds to the initial slow pressure build up and controls the cam position during the early part of acceleration, the other is a high rate spring which comes into action only after the diaphragm and cam have completed part of their travel. From this point on, the final stage of acceleration begins and the two springs in combination control the cam position. Air manifold pressure of approximately 1/2 psi is required to initiate movement of the operating rod. As
2004
Diesel Engine
MI-ENG-098
FIGURE 1 AIR CYLINDER
2004
Diesel Engine
MI-ENG-098
FIGURE 2 ACCELERATION CONTROL DEVICE LINKAGE (Style 1)
2004
Diesel Engine
MI-ENG-098
FIGURE 3 ACCELERATION CONTROL DEVICE LINKAGE (Style 2)
2004
Diesel Engine
MI-ENG-098
15 mm for fuel pump with 17 mm plunger 15 mm for fuel pump with 16 mm plunger Turn the cam follower until it contacts the cam and then tighten the cam follower lock nut.
STYLE 2 FIGURE 3
1. Disconnect the acceleration device linkage and adjust the fuel pump racks and governor linkage for "Full Fuel". For locomotives see "Tests and Adjustment-Locomotive" publication; for commercial engines see "Data Sheet" publication. 2. With engine shut down and with no air on the piston, adjust the cylinder rod linkage so that cam follower will contact the cam contour 13/16" from end as shown in Figure 3.
3. With the governor linkage disconnected, position the fuel pump control shaft so that the fuel pump racks are at 14 mm. Adjust cam eccentric shaft (3) so that cam contacts lever roller (1). Tighten camlocking capscrew. Recheck rack reading and cam follower adjustment. This sets the maximum fuel delivery that can be obtained before manifold pressure is sufficient to move the cam. Reconnect the governor linkage.
AIR CYLINDER LEAKAGE

To check for air cylinder leakage, disconnect the airline to the cylinder and manually rotate the cam to full fuel position. Cover the inlet fitting with one finger and release the cam. If the diaphragm is tight, the trapped air will hold the piston at some fixed position. If the diaphragm is leaking, the piston will sink all the way back into the cylinder.
2004
Diesel Engine
MI-ENG-112
LINKAGE, GOVERNOR CONTROL

DESCRIPTION
The governor is located on the right hand side of power take-off (generator) end of the engine. The PG type governors are gear-driven from the engine camshaft. Governor action is transmitted to the individual fuel pump racks through a fuel p ump control shaft and a system of control linkages. A lever connects the governor power piston (PG type), to a preloaded torsion spring. This spring transmits torque to a shaft that is connected to the fuel pump control shaft through two levers and an adjustable link. This over-travel mechanism is needed to allow the engine over-speed device to return the racks to "Off," even though the governor may remain at full fuel.
ASSEMBLY OF CONTROL LINKAGES PREASSEMBLY OF TORSION OVER TRAVEL SPRING MECHANISM (PG GOVERNORS FIGURE 1)
The governor drive housing (27) must be assembled to the end cover (26) in order to support the spring mechanism. (Refer to MI-ENG- 08 "Drive, Governor") 1. Assemble two spring levers (6 and 10) torsion spring (9 ) spring tube (8) and spacer (5) if used. NOTE: In some applications of PG governors, Figure 1, the spacer may be at the opposite end of the mechanism and shaft may be extended to drive an auxillary device, such as, an over-speed governor etc. 2. Place the fulcrum shaft (3) through spring assembly and into its baring on the governor drive housing. 3. Install end cover (26) and gasket (21) to governor drive housing. Line up fulcrum shaft with bearing support in end cover. 4. Install pin (7) through governor line spring lever (6) and into fulcrum shaft, spring lever shaft be free to move.
PERIODIC INSPECTION
Refer to "Guide Inspection, Maintenance and Lubrication" suggested inspection and lubrication schedules. 1. Check uniformity of rack setting. 2. Disconnect governor linkage and check for freedom of movement of all racks, linkages and control shafts. 3. Check all linkage for lost motion, clevis pin nuts should be securely tightened against shoulders and cottered. 4. Check torsion spring shaft and bearing assembly for wear, replace as necessary. 5. Check control shaft bearings for wear.
2004
PRE-LOADING TORSION SPRING

1. Install and clamp fulcrum fever (15) to shaft. Do not pin.
Diesel Engine
MI-ENG-112
FIGURE 1 TYPICAL PG GOVERNOR CONTROL LINKAGE
2004
Diesel Engine
MI-ENG-112
2. Place drift pin through governor spring lever (6) and rotate assembly against support. Using square jaw monkey wrench, rotate spring lever (10) in relation to shaft approximately 1/2 turn and clamp in place temporarily.
ASSEMBLY ON MECHANISM ON ENGINE

1. Install governor support (27) or drive housing assembly to engine. Install gasket (29) and shim (28) if required. On PG governors, backlash of drive gears must be established, (see MIENG-081, "Drive Governor"). 2. Install governor link (13) with special pins, nuts and needle bearing. Do not 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 maximum differential between shut down and full fuel position, Subsequent adjustment may be needed, See, "Adjusting Fuel Pump Control Linkage" below. 4. Install adjustable link between fulcrum lever (15) and fuel control shaft (23) with special pins as in step 2. NOTE: The fuel control shaft arm is keyed to control shaft; therefore, no adjustment in linkage is possible at this point. Tighten arm securely to shaft.
FIGURE 2 TORQUE WRENCH ADAPTING TOOL
3. Bolt torquing toll Figure 2, to fulcrum lever such that the hex nut, is in line with end of fulcrum shaft. An alternate, although less accurate method should be to use a square jaw wrench and a "fish" scale. 4. Using a torque wrench (inch pound scale) on adaptor tool installed in step 2, check torque required just to begin to rotate shaft in governor spring lever, as evidenced by movement of pin (7), in slot. Torque should be 109 inch pounds. If torque is incorrect, readjust governor spring lever and recheck torque. Repeat procedure until correct torque is obtained. 5. Check that specified end play (see Figure 1) is established. Drill and pin governor spring lever to fulcrum shaft.
2004
ADJUSTMENT FUEL PUMP CONTROL LINKAGE

If the governor is replaced, or if the shims under the governor and or the gasket between housing and block are changed, or if any of the component parts of the control linkage are renewed, it will be necessary to adjust the control system as follows:
3
Diesel Engine
MI-ENG-112
1. Equalize pump rack readings. See below. 2. Set governor to full position: NOTE: On some 16 cylinder engine a rack acceleration device is installed. Disconnect mechanism to permit racks to move to full fuel.
2. Secure the control shaft so it cannot move during adjustment of other pumps. 3. Adjust all pumps so that they correspond exactly to pump set in step 1. CAUTION: Before altering pump eccentrics, be sure 1/4-20 Allen head screw in linkage clevis is tightened enough to securely clamp ball between arms of clevis. Failure to do this will result in lost motion between racks and linkage. (a) Loosen cap -screw locking pump lever to eccentric in spring lever. (b) Turn eccentric pin with wrench to either increase or decrease rack position. (c) Tighten locking screw. 4. Release control shaft after all pumps are adjusted.
PG GOVERNOR
Using power piston jack, position piston to specified full load gap. 3. Using upper lever on torsion shaft}, rotate lever until specified full rack travel is obtained clamp lever to torsion shaft. Do not pin at this time. 4. Allow governor to return to shut down position, and check position of fuel pump racks. If racks are at less than zero, length of vertical link must be reduced below nominal value and steps 2 must repeated. When proper full and shut down fuel rack travels are obtained, pin lever to torsion shaft. 5. Final adjustments, if needed may be made with vertical link (20) at engine test.
ADJUSTMENT OF RACK STOP (If Used)

On some governor applications a maximum fuel rack stop device is applied. If so, the stop screw should be adjusted to just contact the fuel control shaft arm (23) 1 mm beyond full fuel (PG governors).
EQUALIZING FUEL PUMP SETTINGS

1. At pump nearest to governor, set fuel pump rack eccentric adjustment at approximately its mid position.
2004
Fuel Injection Equipment
MI-ENG-243
FUEL INJECTION EQUIPMENT

INSTALLATION, MAINTENANCE AND RECONDITIONING FOR DLW BUILT LOCOMOTIVES
2004
Fuel Injection Equipment
MI-ENG-243
REFER OEM MANUAL
FIGURE 1 FUEL INJECTION PUMP
2004
Engine Governor
MI-ENG-248
PGEV GOVERNOR
(REFER OEM MANUAL)
2004
LUBRICATING OIL SYSTEM
MI-LOS-003
STRAINER, LUBRICATION OIL

DESCRIPTION The lube oil strainer is of the basket type with oil entering the strainer at the bottom shell connection, the oil flows up through a hollow tube and flows over the top into the space between the tube and strainer screen. The oil then passes through the fine mesh screen and out of the strainer shell. The strainer screen is "star shaped" to provide maximum straining area. 2. Remove shell cover and lift out strainer cage assembly 3. Unscrew wing nut on strainer cage and remove cover. 4. Lift strainer basket free from strainer tube, and bottom cover assembly.
CLEANING
The strainer cage assembly should be thoroughly cleaned before inspection. The following two cleaning compounds are recommended.
DISASSEMBLY
1. Before removing strainer cage assembly, drain the strainer by opening the drain valve between Nos.1 and 2 base doors on the left side of the engine.
TURCO MULSIREX
Mix one (1) part of mulsirex with eight (8) parts of distillate (kerosene or solvent) in a cold immersion tank. Agitate with air for 20 to 30 minutes, remove, drain and immerse in a tank of clean 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.
FIGURE 1 LUBRICATING OIL 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. 2004 1
LUBRICATING OIL SYSTEM 2. Thoroughly clean both inside and outside of strainer shell.
MI-LOS-003
REASSEMBLY
1. Supply new gasket to bottom cover. 2. Apply strainer basket over tube and engage in bottom cover. 3. Insert new gasket in upper cage cover and apply cover to cage. Tighten wing nut securely.
4. Carefully lower cage assembly into strainer shell making sure it engages properly with inlet connection. 5. Apply shell cover gasket and cover with springs. Snug down cover evenly with wrench. Gaskets on strainer unit must be replaced with new ones after each cleaning.
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 7 OD 1/8 WT 12. Cover, Element Assembly 13. Nut, Wing
2004
MI-LOS-005
VALVES, BY-PASS
DESCRIPTION FILTER BY-PASS VALVE
Piped around the lube oil filter is a filter by-pass valve, Figure 1 (refer to Lube Oil System schematic. for use) set for 20 psi for WDM2/ WDP1/ WDP2/ WDG3 differential pressure across the filter. One purpose of this valve is to furnish a definite amount of oil to the engine at all times. If the filter should become clogged, this valve will operate to by-pass all the oil around the filter. DISASSEMBLY 1. Remove from lube oil system piping. 2. Remove valve cap and gasket. 3. Remove adjusting screw and retaining nut together on nonadjustable valves. If the valve is of the adjustable type, loosen lock nut and remove adjusting
FIGURE 1 VALVE
2004
MI-LOS-005
screw. Remove retaining nut. 4. Remove spring and piston.
TESTING APPARATUS
An oil test stand is recommended for testing and adjusting the relief valve. This stand should consist of a positive pressure oil pump, oil heater, pressure gauge, gate and valve and necessary piping for a suggested arrangement, refer to Figure 3.

1. Remove all gummy varnish deposits and carbon by using suitable solvents and crocus cloth. If a ridge shown on the inside surface of the valve body above the piston and opposite the discharge port, carefully remove with emery cloth. See Figure 2. Remove sharp edge on top of the piston with crocus cloth, Figure 1. Removal of this sharp edge will prevent the formation of a new ridge in the valve body.
2.
TO SET VALVE PROCEED AS FOLLOWS:

1. Open gate valve. 2. Start pump. 3. Close gate valve until required pressure is indicated on oil gauge. 4. Turn valve adjusting screw until valve just starts to leak at pressure shown on oil gauge. 5. Re-solder adjusting screw on nonadjustable models. Tighten lock nut on adjustable models. 6. Reapply adjusting screw cap and gasket.
3.
REASSEMBLY
1. Lightly oil piston and apply to valve body making sure it can be moved freely. 2. Apply spring, retaining nut, adjusting screw and on adjustable models, the lock nut, all as shown in Figure 1.
FIGURE 3 TEST STAND
2004
MI-LOS-009
LUBRICATING OIL SPECIFICATIONS (RECOMMENDED LUBRICANTS FOR USE IN DIESEL LOCOMOTIVES)

The bulletin recommends diesel engine oil presently in use. Brand names of various industrial lubricants (other than engine oil and greases) listed herein are in lieu with International Organisation for Standardisation (ISO) classification. The ISO viscosity grade number designates the mid point of kinematic viscosity range in Cs at 40C. A key to ISO viscosity grade numbers and their viscosity limits is given for guidance. ISO Viscosity Grade ISO VG 2 3 5 7 10 15 22 32 46 68 100 150 220 320 460 680 100 1500 Kinematic Viscosity @ 40C Min. Max. 1.98 2.42 2.88 3.52 4.14 5.06 6.12 7.48 9.00 11.00 13.50 16.50 19.80 24.20 28.80 35.20 41.40 50.60 61.20 74.80 90 110 135 165 198 242 288 352 414 506 612 748 900 1100 1350 1650 covered condition. Use of dirty hands in handling lubricants should be avoided.
IMPORTANT
Following points should also be kept in the mind: Although different brands of lubricants marketed by different oil companies may have been recommended for the same application, these are not necessarily compatible with each other. At the time of change over from one brand of lubricant to another, the lubricated parts should be thoroughly cleaned and the system flushed before charging the new brand. Before using any branded lubricant, it must be ensured that the specific brand meets the specification requirement. For this purpose, test for physico-chemical properties must be carried out for identification of the product. In case recommended lubricants are not available, matter should be reffered to RDSO (Motive Power Directorate) for suitable advice.
1.
2.
3.
4.
Lubricating oil used in all engines should be changed semi-annually or more often if indicated by laboratory analysis. Lubricating oil used in new or rebuilt engines should be changed after the first three months of service to remove break-in wear products as well as to remove any foreign material that may have entered the system.
HANDLING OF LUBRICANTS
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
2004
MI-LOS-009
LUBRICATING OIL
Sl. No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. Application Governor Linkage Fuel Injection Pump Rack Electrical Control Equipment Reversal Air Cylinder Braking Switch Cam Roller Electro-pneumatic Equipment Piston Governor (Woodward or G.E.) Traction Motor Suspension Bearing Centre Plate* Loading Pad Compressor Traction Generator Gear/Case Radiator Fan Gear Unit Oil Bath Air Intake Filters Oil Bath Comp. Air Filter Oil Bath Vac. Air Filters IOC BPC HPC
Servoprime 57
Turbinol 78
Turbinol 77
Servo 150
Engine Oil Engine Oil Servo Prime 57
Engine Oil Engine Oil Turbinol 78
Engine Oil Engine Oil Turbinol 77
Note: * For centre plate Molykote A grease an also be used. 17. Diesel Engine Crankcase in Areas with Sulphur in fuel up to 0.5% Diesel Engine Crankcase in Areas with Sulphur in fuel above 0.5% up to 1.0% Calibrating Oil for Fuel Injection Pump Radiator Fan DriveSplines and Universal Traction Motor Gear Case Slack Adjuster Coupling between Engine and Expressor Traction Motor Blower Bearing Electrical Control Equipment, Gear Segments and Cams Crankcase Exhauster Motor Bearings Fuel Booster Pump Motor Bearing SERVO RR-407 BP RR 940 HP-RR-613
18.
SERVO RR-408
-DO-
19. 20. 21. 22. 23. 24. 25.
Servo Calib-5 Servogem-3 Servocoat 170T Servogem-3 Servocoat 170T
Bharat MP Greease-3
Lithon 3 Lithon 3
26. 27. 2004
Servogem-3
Lithon 3 2
MI-LOS-009
28.
29.
30. 31. 32. 33. 34.
35.
36.
37.
38.
39. 40. 41. 42.
43.
Auxiliary Generator, Commutator End Bearing (only WDM2 Locos) Exciter Generator Slip-end Bearing (only WDS2 Locos) Exciter Auxiliary Generator Braking Resistance Blower Motor Bearing Axle Generator Bearing Radiator Fan Clutch Engine Governor NeedleBearing (G.E. Governor only) Traction Generator Bearing of YDM4 and YDM4 A Locos, WDM6 & WDS6 Traction Motor Armature Bearing of all GE Make Locos Traction Motor Armature Bearing (Non-sealed Type) BHEL Make Traction Motor Armature Bearing (Sealed type) BHEL Make Traction Motor Armature AEI/GEC Make Traction Motor Armature Bearing BHEL Make Traction Motor Armature Bearing GE Make Axle Roller Bearing (Timken QUAD & SC Types, SKF and NEI) Impigment Type Car Body, Filter Brake Equipment O Rings Spool Valve
Servogem-3
Lithon 3
Servogem-3 Lithon 3 Servogem-3 Lithon 3
Servogem-3
Lithon 3
Lithon 3
Lithon 3 Lithon 3
Packing Ring and Port Gasket of Brake Valve and Control Valve Camand Cam Dog Surface in Brake Valve and Control Valve Cylinder Piston 2004
*Servoneum 181 No.2 Silione Grease Powdered Graphite or Molybdenum Disulphate Servo Prime 57
NU-Matic 220 NU-Matic 220
Turbinol 77
Graphite Grease Servogem-3
Graphite Grease Bharat MP Grease
Graphite Grease
Lithon 3 3
MI-LOS-009
2004
MI-LOS-010
RELIEF AND REGULATING VALVE

DESCRIPTION The purpose of pressure relief and pressure regulating valves is to protect various components and regulate oil pressure within the lubricating oil system. On many units, the pressure relief valve and the pressure regulating valves are the same type of the valve but with different bodies and/or pressure setting.
DISASSEMBLY Refer Figure 1

1. Remove two capscrews (3) and lockwashers (4) from base for valve spring housing (1). 2. Back off nuts (12) on two studs (13) to relieve valve spring tension. Remove nuts (12) and lift spring housing (1) from valve body. 3. Remove main stem (2), spring (15), bottom spring plate (14), spacer (11) and shims (10). 4. Remove valve cup (8) and thrust ball (9). 5. 5. Unscrew stationary valve and seat bushing (7) from pump housing.
OPERATION
The inner valve is an inverted cup, which slides over a stationary piston. Lifting of the inner valve is opposed by a long spring, which is designed to give a constant regulation over full capacity range as possible. Inlet pressure is transmitted to the underside of the cup disc through a small hole in the center of the piston. As the inner valve lifts, oil escapes through the opening between the cup lip and the seat bushing. Venturi effect (lowered pressure at the small opening area caused by high velocity flow) is held to a minimum by the narrow seating lip on the cup. Because this venturi effect is not transmitted to the underside of the cup disc, the effective diameter of the inner valve opposing the spring force remains constant. Only the true effective pressure in the centre of the inlet line is transmitted to the cup chamber. The velocity of oil flow through the inner valve, as it lifts, creates are increased pressure in the cup chamber to compensate for the changing spring force as the spring is compressed.

1. Thoroughly clean and inspect the surface of all parts. 2. If the inner surface of the valve cup or the stationary valve has been scored of if the valve seat has been damaged, lap the parts together with powdered emery and oil.
REASSEMBLY Refer Figure 1

1. Screw stationary valve and bushing (7) into valve body. seat
2. Insert thrust ball (9) in valve cup (8) and place cup on stationary valve (7), diametral clearance between cup and valve is 0.0015- 0.0035 in. 3. Set adjusting shims (10), spacer (11) and bottom spring plate (14) on main stem (2). Place stem in valve cup.
1
2004
MI-LOS-010
EXAMPLE: The pressure setting of the valve is stamped at the top of the valve spring housing. A valve having a pressure setting of 105-110 psi requires one 11/16" spacer plus shim(s) necessary to obtain a measurement of 7/8" at "A", Figure 1. 4. Apply spring (15) to main stem (2), making sure that spring properly engages bottom spring plate. 5. Install a new gasket (5) and set spring housing (1) on valve body. Diametral clearance between spring housing and valve base in pump is 0.003-0.007 in. FIGURE 1 PRESSURE RELIEF OR PRESSURE REGULATOR VALVE
housing down to the surface of the pump housing evenly
PRESSURE SETTING CLEARANCE

Pressure Setting psi (Reg. Old) 70-75 (Reg) YDM4. 75-85 (Reg. New) YDM4. (Relief) WDM2/WDP1 WDG3 105110 A Dimension 9/16 5/8 Spacer Width 3/8 3/8 Hydro-static Tests 100 psi 140 psi
1-3/16
140 psi
REGULATOR VALVE
1. Spring Housing 2. Main Stem 3. Cap-screw 4. Lock-washer 5. Gasket 6. Pump Housing 7. Stationary Valve and Seat Bushing 8. Valve Cup 9. Thrust Ball 10. Shims 11. Spacer 12. Nut, Lockwasher 13. Stud 14. Spring Plate 15. Spring
NOTE: Because of various body styles, which 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
2
2004
MI-LOS-012
FILTER LUBRICATING OIL

DESCRIPTION The filter tank contains multiple elements. Each filter element may consist of a metal cage with a paper filter with no cage and a baffle, Figure 1. Contained in the filter sock are 6-1/2 pounds of long strand cotton waste. Two drain valves are provided in the filter tank as well as a vent line to eliminate any formation of air pockets. Thoroughly clean the interior of the filter tank and wipe dry with clean rags. Be sure all rags are removed after completion of the cleaning.
REASSEMBLY
1. Apply the filter assemblies to locate the tank and locate the bottom hole of the assembly carefully over the stand pipe. The hairpin bends on the partition plate will guide the filter into place. FIGURE 1 FILTER
REMOVAL
It is not usually necessary to remove the filter tank from the locomotive. There is sufficient headroom to service it in position. However, if it should become necessary to remove, drain the tank, disconnect piping and remove tankmounting 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.
2004 1
MI-LOS-012
2. Replace the guide plate and tighten down the wing nut. Where more than one wing nut is used tighten the nuts evenly. 3. Close drain-valve and connect vent line.
4. Add clean engine oil to the tank to replace the oil loss in filter change. 5. Clean and inspect the "O" ring rubber cover gasket and place in top flange groove. Change if required. 6. Lower cover and tighten nuts.
2004
MI-LOS-013
COOLER, LUBRICATING OIL

RECTANGULAR SHELL TYPE DESCRIPTION
The lubricating oil cooler Figures 1 & 2 is a heat exchanger of the vertical shell and tube type consisting of a bundle of tubes rolled into tube sheets and closed in a shell. Both tube sheets are fixed. Cooling water from the radiator flows into the top end cover of the unit. Down through the tubes and out at the bottom end cover. The lubricating oil enters the cooler at the top of the shell. During this process, heat is removed from the oil due to its contact with the tubes through, which the cooling water is flowing. Baffles are provided inside the shell to channel the oil flow in the most efficient manner.
REMOVAL
To remove the lube oil cooler, it is necessary to drain the oil and water systems and disconnect the piping. After unfastening the bracket and floor bolts, the unit may be lifted out.
DISASSEMBLY
The top and bottom water box covers may be unbolted and removed allowing access to the water boxes and to the waterside of the tubes. The front shell cover may be unbolted and removed, giving access to the oil side 'of the tubes and inside of the shell.
FIGURES 1 & 2 COOLERS
CLEANING COOLERS WATER SIDE

Access to the waterside of the lube oil cooler tubes can be obtained by unbolting and removing the end covers. Match mark the end covers so that they may be properly, reassembled. It will normally be necessary to remove the cooler from the locomotive to accomplish a satisfactory waterside cleaning. Soft scale may be removed by means of brushes. Should hard scale be present, tube cleaners may be used. Care must be exercised in handling tubes, as their walls are very thin. Frequent inspection of tubes is necessary to keep them clean.
NOTE: Do not attempt to clean tubes by blowing steam through individual tubes. This overheats the tube and results in severe expansion strains and leaks
OIL SIDE
Generally speaking, it is necessary to clean the oil side of the cooler more
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than the waterside. It is therefore advantageous to clean me 011 sloe OT the cooler in place, Various solutions can be used for this purpose. Turco "Steam Off" or Oakite "92" at a rate of 25 pounds per 100 gallons of water is satisfactory. Information on other suitable cleaning compounds can be obtained from service engineers of the various compound manufacturers.
hose depending on the type of cooler to be washed, A globe valve should be provided to bypass part of the pump output if the discharge pressure exceeds 19 psi.
CLEANING PROCEDURE
The cleaning procedure is as follows: 1. After draining the lube oil system of oil, disconnect the oil lines at the cooler, Allow any oil remaining in the cooler to FIGURE 3 LUBE OIL COOLER CLEANING APPARATUS
CLEANING APPARATUS
A cleaning apparatus such as is represented in Figure 3, is necessary to circulate the cleaning solution, this apparatus comprises a steel tank of approximately 200 gallons capacity, an electric motor driven pump, a heating coil, a pressure gauge, a temperature gauge, and the necessary piping and valves. The tank is divided by a baffle, which extends about 2/3 the height of the tank. This allows the sludge to settle out in one compartment while the pump intake comes for the other. A water pump from a Diesel Engine may be used. The pump should be driven at approximately 1300 RPM. At this speed it will require 7- horsepower. It should take its suction from 3bout 19" above the bottom of the tank. The apparatus can be stationary or equipped with suitable wheels to make it portable. The heating coil should be placed in the bottom of the tank section next to the pump and both ends of the coil should be equipped with valves to control steam flow. Where steam is not available, electric immersion heaters may be used. A dial thermometer should be located on the side of the tank in this section. Three inch hose should be provided to attach the pump to the cooler and mating flanges or Victaulic connections should be attached to the
2004
drain. 2. Connect the pump discharge from the cleaning apparatus to the outlet of the cooler,
IMPORTANT: BLOCK OFF CONNECTIONS TO ENGINE AS NECESSARY TO RESTRICT FLOW OF CLEANING SOLUTION TO COOLER ONLY
3. Connect the return line to the cooler inlet.

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MI-LOS-013
4. The apparatus should be filled to about 3/4 full of water and the water heated to 190F. The cleaning agent should be added slowly during the heating period and mixed properly to make the solution. 5. Maintain the temperature of solution near tile coiling point. the
10. After rinsing, blowout the excess water with compressed air. The cooler can now be returned to service.
INSPECTION AND MAINTENANCE TESTING FOR TUBE LEAKS

1. With end covers off, blank off both oil inlet and outlet connections. 2. Fill shell assembly with fuel oil through pipe plug connection. 3. Apply air or pump pressure not to exceed 150 psi and check for tube sheet leaks and cracked tubes.
6. Start the pump and circulate the solution for 3 hours. At the end of this time, reverse the hoses and circulate the solution for another 2 hours. 7. After a total of 5 hours, shut off pump and insert a thin strip of metal through the inspection opening and between the rows of tubes. If this strip comes out with any oily deposit, the cleaning is not finished. Circulate the solution for a longer period. If the solution is excessively dirty, replace it at this point. Usually, under normal conditions, 5 hours of circulation is sufficient if coolers are cleaned every 6 months. However, your particular circulation time can only be determined after several coolers are cleaned since conditions may vary from one engine to another. The 5 hour period given is only a guide and represents the average experience of a number of customers. 8. If the cooler has been removed from the engine for cleaning, it can be weighted before and after cleaning to determine the efficiency of the operation. If records are kept of such weights. it will be easy to determine after each operation whether a cooler is clean. 9. After the cooler is clean, thoroughly rinse it with hot water, the cleaning apparatus can be used to circulate the rinse water after the cleaning solution has been removed. Rinse for 30 minutes or until the rinse water returns clean.
2004
CORRECTING LEAKS
1. If tubes leak at the tube sheet joint, reroll. 2. If a tube is cracked, it may be plugged at both ends with a shallow tapered pin. Do not plug more than 6 tubes. If new tubes are available, the damaged one should be collapsed and removed. Apply new tube and rod into both tube sheets.
REASSEMBLY
1. Apply cover gaskets and end cover lining up match marks. Apply nuts to studs and tighten. 2. The unit should be hydrostatically tested to 150 psi. Test oil chamber with clean oil.
INSTALLATION
1. Lower cooler through hatch opening in hood and position. 2. Insert gasket and flange bolts.
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MI-LOS-013
3. Apply cooler to engine capscrews. 4. Tighten evenly. all bolts and capscrews These PTLCOs conform to DLW drg. No. TPL-8515. Relevant Instructions manuals of the manufacturers should be referred for maintenance details. 2. All older 16 Cylinder and 12 Cylinder engine location are fitted with shell and tube type Lube Oil Cooler.
LUBE OIL COOLER (PLATE TYPE)

1. All new 16 Cylinder and 12 Cylinder locomotives are fitted with plate type lube oil coolers (PTLCOs). These PTLCOs are of two types: Make Model No. Alfa Laval Dower India P2FLT GX-18
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LUBRICATING OILSYSTEM
MI-LOS-014
SYSTEM, LUBRICATING OIL GENERAL DATA

DESCRIPTION
All locomotives with the Model 251 diesel engine have a series system with lifter by-pass protection, Figure 1. The system consists of the following: circulating pump, regulating valves, filter assembly, heat exchanger (cooler), strainer and associated piping. The lubricating oil pump, mounted on the free end of the engine, draws the lubricating oil from the engine sump and discharges it into the system. A relief valve at the discharge side of the pump protects the pump from high pressure and controls the discharge pressure at 135140 psi by-passing a portion of the oil back to the sump. The remainder of the oil flows on through the filter, which is equipped with a differential pressure bypass valve to hold a relatively constant pressure across the filter. From the filter the oil flows on through the cooler, or heat exchanger; next, through the lubricating oil strainer and then into the main lubricating oil header of the engine to provide pressure lubrication to the bearing surfaces. A pressure regulating valve, located at the cooler discharge and set at 105-110 psi, regulates the oil flow through the cooler and the lube oil pressure in the system. Lubricating oil is delivered to the main lubricating oil header in the engine at pressures ranging from 40 psi to 60 psi. The delivery pressure is a function of the lube oil temperature, engine rpm and setting of the regulating valves. The normal operating pressure at full engine output will be approximately 105-110 psi. The lube oil is distributed from the main header to the main bearings. Two branch lines leading from the main header supply lubricating oil to the turbo-supercharger and camshaft bearings. Two secondary headers supply oil to each bank of
2004
cylinder head valve mechanisms, fuel pump lifters and camshaft gears. The pump drives, at the free end, are provided with lubricating oil by a spray nozzle. The oil supplied to the main bearings flows through passages in the crankshaft to the connecting rod bearings. The oil passes through the rifle drilled connecting rods to hollow full floating piston pins, the oil then flows from the pin through passages in the piston to cool the piston crown. The oil eventually discharges from a hole inside the skirt to the piston to the engine sump. A small line leads before the main header to the pressure gauge and the low oil pressure switch.
FILLING AND DRAINING TO ADD MAKE-UP OIL

Remove one of the base doors and add oil directly to the sump. WARNING: Never remove the base doors while the engine is in operation. If the filter elements are changed, add approximately 30 gallons of lube oil to the filter on locomotives using a 12 cylinder engine and approximately 50 gallons to the filter on locomotives using a 16 cylinder engine to saturate the elements.
TO DRAIN THE SYSTEM

1. Open the two filter drain valves. 2. Remove the pipe plug from the external drain pipe and drain plug in the base. At the time of an oil change, if necessary, the base screens should be removed and the base washed out and wiped thoroughly with clean rags. A dipstick gauge is provided for lube oil level checks. The oil level should
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MI-LOS-014
be maintained between the high and low marks, preferably at the high, with the locomotive on a level track, the engine idling and the crankcase exhauster shut off.
PRE CIRCULATION OF OIL

After every major engine overhaul the lubricating oil should be pre circulated through the system (after application of break-in filters to the main bearings, camshafts and turbo-supercharger) for four reasons: first to check visually lubricating oil discharge points to assure that the oils reaching all bearing surfaces; second, to provide sufficient oil to the bearing surfaces during the engine starting period while the lubricating oil pump is building up pressure; third, passing the oil through the strainer, filter and break-in filters before the engine is started will give assurance against possible damage to the bearing surfaces caused by foreign material in the lube oil; fourth, to provide an opportunity of checking the system for serious leaks. To pre circulate the lubricating oil, fill the engine crankcase with DLW acceptable lube oil and connect the suction side of a portable oil pump to the drain of the crankcase oil sump. Connect the discharge of the portable pump to the priming connection between the engine pump discharge and the filter.
4. Fill crankcase with clean acceptable (see LOS- 009), lube oil and circulate through the system for at least one hour (flushing time will be determined by the quantity of water in the oil). Rotate the engine crankshaft manually several revolutions during this period of time. 5. Drain and discard oil from the crankcase sump and renew filter cartridges: 6. Refill crankcase with clean acceptable lube oil, again flush the system, rotating the engine crankshaft periodically during the period of time. Take an oil sample and check for water in the oil. If the sample shows the oil is free from water, drain the flushing oil. Should the oil sample show water in the lube oil, continue changing filter socks and flushing system until the oil sample is clear. Drain oil, apply crankcase sump plug and disconnect portable pump. Apply strainer and new filter socks. Close filter-drain valves. 7. Fill crankcase with clean acceptable lube oil and apply crankcase covers".
FOREIGN MATERIAL
In order to clean the system after the installation of a rebuilt engine and the reapplication of the lube oil piping and system parts: 1. Apply new filter socks and clean strainer. Close filter drain valves. 2. Remove crankcase sump drain plug and connect the suction of a portable lube oil pump, with a magnetic trap to the drain pipe of the crankcase. Connect the discharge of the portable pump to the priming connection between the engine pump discharge and the filter. 3. Remove the main bearing lube oil pipes and install special break-in filters connecting them to the lube oil header but not to the main bearing caps. Apply break-in filters in both right and
2
FLUSHING THE LUBE SYSTEM WATER DILUTION

In order to clear the lube oil system of water contamination. 1. Open drain valves at filter tank and remove crankcase sump drain plug: Remove filter socks and strainer. After system is drained close filter drain valve. 2. Connect the suction of a portable lube oil pump to the drain of the crankcase lube oil sump. Connect the discharge of the portable pump to the priming connection between the engine pump discharge and the filter. 3. Apply clean filter socks.
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left side lube oil lines from the main header to the camshaft, turbo (right side only) and valve levers. 4. Fill crankcase with clean acceptable lube oil and circulate the oil through the system for at least one hour. During this period of time, bar the engine manually two or more revolutions to assure against any possible internal or external obstruction. Remove and inspect the elements or cartridges of all break-in filters, strainers, filter socks and magnetic trap. Clean and renew as necessary. If an excessive amount of foreign material is noted, continue flushing until the system is cleaned as indicated by further inspections of trapping equipment. 5. After the lube oil system is cleaned, connect the break-in filters to the main bearing caps and continue circulating lube oil with the portable pump for an additional ten (10) minutes for complete pre-lubrication. Inspect oil flow at the cooling oil drain of each piston, at all main bearing and connecting rod bearings and gear trains. Remove the valve lever covers and inspect the valve levers for lubrication. 6. Disconnect the portable pump and drain the lube oil. Replace the sump drain plug and close the filter drain valves. Fill the crankcase with clean acceptable lube oil and replace crankcase covers. 7. Idle engine and check for leaks.
LUBRICATION PROBLEMS DILUTION

WATER Discoloration of the lubrication oil to a gray brown or milky colour is evidence of water in the oil. Any thickening or emulsifying of the oil is more evidence of water. Possible source of water in the oil may be traced back to a defective water seal in the water pump with the tell-tale hole plugged, cracked liner or cylinder head, defective liner or damaged tubes in the lubricating oil cooler. Never operate an engine if the presence of water in the oil is detected. FUEL OIL The presence of fuel oil in the lubricating oil can be detected by (1) a gradual rise in the lubricating oil level during operation, (2) inability of pump to maintain normal oil pressure or (3) a definite fuel oil odour in the lubricating oil. Possible sources of fuel oil in the lubricating oil may be traced back to a defective nozzle and its connecting piping. Never operate an engine when the percentage of fuel dilution reaches or exceeds 5 percent.
LOW LUBRICATING OIL PRESSURE

This may be caused by a low oil level, broken or leaking oil line, inoperative pressure regulating valve, clogged filters, defective pump, hot engine, diluted or low viscosity oil, plugged cooler or idling speed too low.
EXCESSIVE OIL CONSUMPTION

This may be caused by an oil leak; worn, broken or stuck piston rings; broken or stuck or clogged oil control rings; clogged drain holes in pistons or an improper grade of oil.
FUEL DILUTION
1. Open filter drain valves. Remove oil sump drain plug and drain the system. 2. Apply new filter socks. Close filter drain valves, apply oil sump drain plug and fill crankcase with clean acceptable lube oil.
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LITTLE OR NO OIL CONSUMPTION

This may be caused by water or fuel oil leaking into the oil, improper oil control rings or too heavy oil.
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MI-LOS-014
FIGURE 1 LUBRICATING OIL SYSTEM
2004
FUEL OIL SYSTEM
MI-FOS-001
FUEL OIL SPECIFICATIONS

This bulletin provides recommendations for Fuel Oil to provide efficient low maintenance operation of the engines, as well as economical procurement of the fuel. The Fuel shall conform to HSD of IS 14601974 and shall have the following characteristics:
Sl. No. Characteristic Requirement HSD Method of Test Ref. To (P) of IS 1448* P:9
A diesel index of 45 is normally considered sufficient to ensure a Minimum cetane number of 42. This approximate Correlation holds good only in case of Fuel which are of petroleum origin and contains no additives. For arbitration purposes, the direct determination of Cetane number by means of the standardized engine test shall be used unless the buyer and the seller agree otherwise. **This test shall be carried out only at the refinery or manufacturer's end. NOTES: 1. For cold weather operation. the cloud point and pour point shall be 10' F below the prevailing ambient temperature operation, except where fuel oil heating facilities are provided. 2. Low atmosphere temperature, as well as engines operating at very high altitudes, may require the use of fuels with a higher Cetane rating. 3. Gum content of the Fuel shall be at a level consistent with satisfactory engine performance. 4. Fuel Oil, Lubricating oil and engine service are mutually interdependent. A marked change in anyone 01 these variables should be accompanied by careful engine observations to determine the effect of the change on engine condition. 5. Fuels not meeting the above requirements in all respects shall only be used after testing has established their effect on engine operation and maintenance.
1
(a)
Cetane number, Min. Pour Point, Max. Copper Strip Corrosion for 3 hours at 1000C
42
(b) (c)
6C Not worse than No.1 90
P:10 P:15
(d)
Distillation Parent Recovery at 3660C Min. Flash Point Able C, Min. Pensky (Closed), 0C, Max.
0
P:18
(e)
38
P:20 P:21
(f)
Kinematic Viscosity CS, at 380C Sediment, percent by mass. Max. Total Sulphur, Percent by Mass, Max. Water Content, Percent by Volume, Max. 0.05 ** Total Sediments, mg per 100 ml., Max. 1.0
2.0 to 7.5
P:25
(g)
0.05
P:30
(h)
1.0
P:33@ or P:35
Max. 0.05
P:40
Max. 1.0
** Methods of Test for Petroleum and its Products.
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FUEL OIL SYSTEM
MI-FOS-001
STANDBY SERVICE UNITS

Standby units have a particular problem in that a comparably large Fuel supply is required, but little is used during the weekly exercising of the engines. All fuel oil tends to degrade extended storage. The degradation, in general, is of two types. The first is oxidation, and polymerization resulting in the formation of soluble and insoluble gums. The gums in the fuel can ultimately result in exhaust value sticking during the unloaded idling of the engine during exercising. The second IS bacteria growth at the increase of the fuel and water in the storage tank, resulting in clumps of bacteria in the fuel.
Both of these degradation processes can be inhibited by the use of stability additives put into the fuel. The oxidation can be limited by certain proprietary anti-oxidants and dispersants, while the bacteria can be controlled by the use of biocides. However, fuels vary in their response to both the inhibitors, and testing will be required to determine the suitable doses of the material. Also, it is known that the oxidation inhibitor can provide indefinite by protection against the formation of the gums and testing of the fuel would be required periodically to establish that the gums are within allowable limits. The use of the additive, particularly the biocides may result in a conflict with environmental are regulations in some areas.
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FUEL OIL SYSTEM
MI-FOS-003
VALVE, RELIEF AND REGULATING

DESCRIPTION
A relief value, Figure 1, is located in the fuel line between the fuel booster pump and the engine filter. The valve is set at 75 psi and normally does not function. If the filter clogs or fuel flow stoppage occurs, the valve protects the pump and motor against overload. The fuel pressure is maintained by a regulating valve located in the fuel return line from the fuel manifold to the fuel tank. The valve pressure setting is 35 psi. A sudden drop in the fuel oil pressure when the throttle is opened indicates a sticky pressure regulating valve. The adjustable type regulating and relief valves are adjusted by removing the valve cap and turning the adjusting screw clockwise to raise the pressure and counterclockwise to lower the pressure. Normally no priming of the fuel system is necessary, as the pressure regulating value will vent the system when the booster pump is started.

1. Remove all gummy varnish deposits and carbon by using suitable solvent and crocus cloth. If a ridge shows on the inside surface of the valve body above the piston and opposite the discharge port, carefully remove with emery cloth. See Figure 2. Remove sharp edge on the top of the piston with crocus cloth. Figure 1. Removal of this sharp edge will prevent the formation of a new ridge in the valve body.
2.
3.
REASSEMBLY
1. Lightly oil piston and apply to valve body making sure it can be moved freely.
FIGURE 1 VALVE
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.
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MI-FOS-003
2. Apply spring, retaining nut, adjusting screw and on adjustable models, the lock nut, all as shown in Figure 1. 3. When adjusting, set valves to open at specified psi (regulating) and 75 psi (relief). These figures are stamped on the side of the valve body.
For a suggested arrangement, refer to Figure 3.
TO SET VALVE PROCEED AS FOLLOWS:

1. Open gate valve. 2. Start pump. 3. Close gate valve until required pressure is indicated on oil gauge. 4. Turn valve-adjusting screw until valve just starts to leak at pressure shown on oil gauge. 5. Re-solder adjusting screw on nonadjustable models. Tighten lock nut on adjustable models. 6. Reapply adjusting screw cap and gasket.
TESTING
FIGURE 2 VALVE SHOWING RIDGE ON VALVE BODY
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.
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FUEL OIL SYSTEM
MI-FOS-005
PUMP FUEL, BOOSTER

DISMANTLING PROCEDURE
1. Place pump shaft facing up in vice, so that one jaw grips across the two ports. Do not tighten excessively as pump housing may be distorted. 2. Remove mechanical Seal Nut (10) Bronze bush (13) with "0" Ring (12), "0" Ring Holder (18) Spring (16) Washers (15 & 17) and Circlip (14) only in case of pumps up to Serial No. AILDO 274040-X circlip). 3. Hold the pump now shaft facing down in the vice. Remove the five-flange bolts (3) and washers (4). 4. Lift the flange (2) along with the aluminium flange washer (5). 5. Remove idler gears (8). 6. Push the pump shafted gear (7) out of the pump body (1). 7. Remove Thrust Bearing Plate (6) CLEAN ALL THE PARTS IN KEROSENE AND BLOW COMPRESSED AIR ON THEM NOTE: Figures shown in brackets are part Nos. as indicated in our drawing showing the exploded view of the pump. gears on the flange, and install on the pump body taking' care to locate dowel pin in dowel hole. 4. Put the 5 flange bolts in their places and tighten them equally (refer repair procedure). 5. Hold the pump body inverted in vice, shaft facing upwards. 6. Replace the circlip in the groove provided on the shaft and aluminium mechanical seal nut washer (11). 7. The replace washer (15), Spring (16), Washer (17), "O" Ring holder (18) with "O" Ring (19) Bronze Bush (13) with "O" Ring (12) and fasten the nut (10) taking care to see that the steel ball is held in the slot provided in the nut. Tighten the nut by a spanner. MAKE SURE THAT CAUTION: MECHANICAL SEAL PARTS ARE FREE OF ANY ABBRASIVE PARTICLES.
INSTALLATION INSTRUCTIONS
1. Make sure that the pump turns freely by hand when coupled to the motor (maximum misalignment allowed between pump shaft and motor shaft is 0.1 mm TIR). 2. Make sure that the sense of rotation is correct (marked by an arrow nameplate on the pump). 3. Make sure that the coupling does not put any stress in any direction on the pump shaft or push the pump shaft towards the pump. 4. Make sure that the gap between the two coupling halves is 2 mm.
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ASSEMBLING PROCEDURE
1. Put thrust bearing plate in the pump body (oil grooves facing upwards). 2. Install shafted gear in the pump body. 3. Replace flange washer (after applying shellac lightly on both sides) and idler
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FUEL OIL SYSTEM
MI-FOS-005
5. Make sure that coupling does not touch the mechanical seal nut. 6. Check the suction pipe and ensure that it is clean and free from any solid particles. 7. Clean the top surface of the pump body before removing the dust caps and make sure no dirt enters the pump ports at the time of removal of dust caps. 8. Pour some oil in suction port and rotate the coupling by hand until oil is discharged from the discharge port. 9. Apply "Shellac or Teflon Tape" to the male fitting and note to the female.
3. Put on carrier on the pump shaft. 4. With the help of dial indicator check the endplay of the shaft. 5. The endplay should not exceed 0.025 mm. 6. If the endplay exceeds 0.05 mm change thrust bearing plate of suitable thickness. 7. After the above procedure is completed make sure that the pump shaft rotates free. 8. Replace all the mechanical seal parts.
TEST PROCEDURE
1. Block the discharge port by 1/2" NPT blind plug. 2. Connect the suction port compressed air line (4 kg/cm2). with
CONDEMNING LIMITS CLEARANCE BETWEEN

1.
Shafted gear (7) shaft & Pump body shaft bore Shafted gear head and pump body main more Diameter of idler gear (9) and id of idler gear (8) Shaft end play (ref. repair procedure "8")
0.05 mm
2.
0.10 mm
3.
0.12 mm
3. Dip the pump in a Kerosene bath to detect air leakages. (If leaking from flange, dismantle flange, clean and reassemble as per instructions. If leaking from mechanical seal replace mechanical seal). 4. Output test specification. as per DLW test
4.
0.05 mm
MAINTENANCE REPAIR PROCEDURE

1. After cleaning reassemble the pump up to step 4 of assembly procedure (Figure 2). 2. Hold the pump in "L" plate shown in Figure 2.
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1. After every 2500 working hours clean all parts of the pump in kerosene by dismantling the pump as mentioned in 1 above (However, life of pump will be enhanced if servicing is done after every 1000 to 1500 hours).
FUEL OIL SYSTEM
MI-FOS-005
2. Reassemble the pump as mentioned above. FIGURE 1
FIGURE 2
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FUEL OIL SYSTEM
MI-FOS-006
FILTER, FUEL OIL, PRIMARY AND SECONDARY

DESCRIPTION
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.
FIGURE 1 SECONDARY 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.
FIGURE 2 PRIMARY FUEL OIL FILTER
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FUEL OIL SYSTEM
MI-FOS-011
SYSTEM, FUEL OIL, GENERAL DATA

DESCRIPTION
All locomotive units have individual fuel oil systems. Figure 1 and each locomotive has a fuel supply tank located beneath the under frame between the trucks. A fuel oil booster pump draws fuel from the tank and then distributes it through out the system. The suction side is between the tank and the booster pump. All oil drawn from the tank must pass through primary filter used. The pressure side is between the booster pump and the pressure-regulating valve. As the oil flows through the system, it first passes by a pressure relief valve set for 75 psi, the purpose of which is to protect the
FIGURE 1 NUMBERING SEQUENCE INDICATES OIL FLOW THROUGH THE SYSTEM

]
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FUEL OIL SYSTEM
MI-FOS-011
booster pump, motor and system from overload. Oil then passes through the primary and secondary filter into the rightbank fuel header, which feeds the fuel injection pumps on the right side of the engine. Fuel crosses over at the generator end into the left bank header, which feeds the left back fuel injection pumps. The 35 psi pressure regulating valve, located at the discharge end of the left bank header, control the fuel oil pressure in both headers. Near this valve is the line connecting to the fuel oil pressure gauge.
welded to the lower inside of the cylinder block. A tee ties into this line at the fuel pump support there by draining the fuel oil leak off from the fuel pump. From the channel the fuel oil drains to the fuel tank.
FUEL PROBLEMS
A. If the fuel oil pressure gauge indicates low or on pressure with the pump running, look for: 1. Empty tank. 2. Emergency fuel cutoff valve tripped. 3. Primary (suction) filter is dirty or packed too tightly, or the secondary filter is plugged or dirty. 4. Defective booster pump. 5. Suction pipe leaking. 6. Plugged, loose or broken pipes. If a fuel pump low pressure line is leaking and replacement parts are not available, the leak is the best stopped by plugging the header with an ordinary pipe plug or a suitable wooden plug. To prevent, fuel injection pump from overheating turn adjustable tappet down until pump becomes inoperative. 7. Stuck relief or pressure regulating valve. 8. Detective pressure gauge. B. If the fuel oil pressure gauge indicates zero pressure. 1. No Fuel 2. Fuel booster pump not operating. 3. Battery switch not closed. 4. Control negative circuit breaker in "off" position.
FILLING AND DRAINING FUEL TANK FILLING

The fuel tank on all locomotive may be filled from either side at a rate of 250 GMS. CAUTION: Do not overfill as pressure may rupture the tank. A liquid level "Glo-Rod" is located on each side of the fuel tank. Each indicates in liters the amount of fuel in tank The fuel tank is equipped with one vent pipe.
FUEL TANK DRAINING

The tank is equipped with a water drain valve and so with draining plugs washout purposes. The washout plugs are locked in the bottom of the tank; the drain valve is located at one end. To drain water from the fuel tank, remove pipe and open the drain valve by turning the stem at the top of the valve with a wrench. After draining, close valve and replace pipe plug.
FUEL DRAINAGE SYSTEM

A system of fuel oil drain lines is provided at each cylinder to accommodate for fuel injection nozzle and fuel injectionpump leak-out. The nozzle leak-out accumulates in the cylinder head from which it drains into the drain channel
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FUEL OIL SYSTEM
MI-FOS-011
5. Fuel pump circuit breaker and switch in "off" position. 6. Defective fuel oil pressure gauge. 7. Defective boosting pumping motor. 8. Broken booster pump coupling. 9. Emergency fuel cut off valve tripped. 10. Loose or broken pipes (header to pump). 11. Broken fuel pipes.
C. Fuel injection pump should be cut out if the following occurs. 1. Excessively hot pump. 2. Stuck rack. 3. Broken injection tubing. 4. Broken delivery valve spring. 5. Broken guide cup spring. 6. Injection nozzle stuck open or closed.
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FUEL OIL SYSTEM
MI-FOS-013
GAUGE, LIQUID LEVEL GLO-ROD

DESCRIPTION
The liquid lever "Glo-Rod" gauge uses the principle of "piping" light (supplied by flashlight) through the vertical 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 the gauge is a circular concavity, or "Target", through which the lower end of the plastic rod is bent forward to receive flashlight illumination when necessary. Placing a flashlight against this target transmits light upward, through the rod and liquid, to appear as dots below the surface of the liquid but as horizontal bars above the surface of the liquid. Thus the usual light losses due to reflection by the gauge window are eliminated, and readings are rapid and accurate.
MAINTENANCE
Maintenance of the gauge simply requires visual inspections and occasional cleaning. Since the gauge is mounted with special heat resistant synthetic rubber and neoprene cork gasket, much of the maintenance caused by leaking gaskets has been eliminated.
FIGURE 1 FUEL OIL LEVEL GAUGE
FIGURE 2
2004
COOLING WATER SYSTEM
MI-CWS-001

TREATMENT OF DIESEL ENGINE COOLING WATER WITH NON CHROMATIC TYPE OF CORROSION INHIBITOR. This type of Treatment is recommended for DLW built Engine fitted on WDM1, WDM2A, WDM2B, WDM2c, WDM4, WDM7, WDP1, WDP2, WDG2, WDS6, WDS6R and YDM4 Locomotive and DG sets.
3.2 INDION-1344
a. Physical Form Colour pH 5% Solution Nitrite : Powder
b. c.
: :
Pink 12-14
e.
Min. 20% as NaNO2
2. APPROVED BRANDS 2.1 NALCO-2100

Manufactured by M/s. Ravi Chemicals, Chartered Bank Building, 4, N. S. Road, Calcutta -700001.
4.0 PREPARATION PROCEDURE 4.1 NALCO-21 00

a) Only distilled demineralised water shall be used. b) The initial value is of about 1250 ppm as NaNO2 in the treated water shall be maintained. c) In case of any topping up Nalco-2100 shall be added in proportion of 3.0 liters for every 100 liters of distilled demineralised water. Dosage can be controlled by maintaining a residual NaNO2 of 10001250 ppm.
2.2 INDION-1344
Manufactured by M/s. ION Exchange specially Chemicals Ltd. Saran Chambers, 6th Floor, 5 Park Road, Lucknow -226001
3.0 QUALITY CONRTOL SPECIFICATION
4.2 INDION-1344 3.1 NALCO-2100

a. Physical Form Colour pH Sp. Gr. Nitrite : Liquid
a) Only distilled/demineralised water shall be used. b) The initial value is about 12~0 ppm as NaNO2 in the treated water shall be maintained. c) In case of any topping up Indion- 1344 shall be added in proportion of 0.68 Kg for every 100 liters of distilled demineralised water. Dosage shall be controlled by maintaining a residual NaNO2 of 1000 1250 ppm.
b. c. d. e.
: : : :
Red 11.4 11.8 1.18 1.20 At 4% dilution 18502150 ppm as NaNO2
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MI-CWS-001
5.0 pH VALUE
The treated water should have a DH value between 9.5 to 10. In case the pH value obtained is higher for a concentration of 1250 ppm, the proportion of chemical in the mixture may be reduced suitably.
water should be charged into the system. The engine should be operated with this solution for one day. The above solution should then be drained, flushed with water and then filled with coolant water treated with either of the above compounds.
10.0 TOPPING UP COOLING WATER

Only distilled demineralised water should be used for topping up. Over flowing of the system and topping with raw water at outstation should be avoided.
6.0 ADDITION OF THE CHEMICAL COMPOUND

It is not desirable to add the mixture directly to the expansion tank. The mixture should first be dissolved in a few liters of the cooling water and this concentrated solution should then be charged into the engine cooling system.
11.0 PERIODICAL OBSERVATION

Coolant water should be tested at every trip schedule for, 1. NaNO2 residual (ppm) 2. Total hardness as CaCO3(ppm) 3. pH 4. Chloride as NaCI(ppm).
7.0 TESTING OF COOLANT WATER

1. The coolant water should be tested in the laboratory during each trip inspection. 2. The method for determining the residual nitrite, chlorides, hardness and pH Value are given at Para 13.
12.0 DRAWING OUT SAMPLE FOR TESTING

The sample of cooling water should be drawn from the cooling water circuit immediately after stopping the engine. The sample should be drawn from a point where there is a regular flow of water. At least 2 or 3 liters of the coolant should be allowed to drain off before collecting the sample.
8.0 LIMITS FOR THE CHANGE OF TREATED WATER

1. The coolant water should be changed when the sample. drawn from the loco is contaminated with lube oil, fuel oil suspended matter etc. 2. The coolant water should also be changed when the total hardness and the total chloride content exceeds the following limits:Total hardness 200 ppm as CaCO3 Chlorides 50 ppm as NaCI
13. TEST PROCEDURE 13.1 RESIDUAL NITRITE IN WATER REAGENTS:

1. 0.1 N standard solution of Ceric Ammonium Sulphate. 2. Ferrous Indicator.
9.0 CLEANING OF THE COOLANT SYSTEM

The coolant water should be cleaned or flushed at least once in a year and whenever oil contamination is detected. After draining coolant water, 4.5 kg to Tri sodium phosphate dissolved in clean
2004
PROCEDURE
Take 50 ml of water sample and add one or two drops of Ferrous indicator to it. Titrate this with 0.1 ,N standard
2
MI-CWS-001
solution of Ceric Ammonium Sulphate to pale bluish end point.
2. BUFFER SOLUTION
(a) Dissolve 40 gms. of Borax in approximately 800 ml distilled water. (b) Dissolve 10 gms of sodium hydroxide, 10 gms of sodium potassium tartarate and 5 gms of sodium sulphate in 100 ml of distilled water. (c) When cool, mix the two solutions (a & b) and dilute the 1000 ml of distilled water. NOTE: The buffer reagent should not be used for more than one month after preparation. 3. Standard EDTA solution (0.2 C2N) Dissolve 3.72 gms of Disodium Ethylenediamine Tetra -Acetate Dihydrate in one litre of distilled water.
CALCULATIONS
Active content of NaNO2 in ppm = V X N X 34.5 X 20 where V = The Volume of Titrant N = is the Normality of Titrant
13.2 ESTIMATION OF CHLORIDE

1. Pipette out 50.0 cc of coolant water collected from the engine into 3" dia Chine Dish. 2. Titrate slowly against N/58.5 silver nitrate solution till a permanent brick red colour is obtained. 3. If V is value in cc of standard silver nitrate solution consumed, then the concentration of Chloride as sodium chloride is 20 V ppm
PROCEDURE
1. Pipette out 50 ml of the coolant water sample into a 250 ml conical flask. . 2. Add 2 to 3 drops of indicator solution and mix. 3. Add 0.5 of buffer solution and mix. 4. Titrate immediately with EDTA solution with continuous shaking of the flask until the colour changes from red to blue. NOTE: As the end point is approached the solution shows some blue colouration but a definite reddish tinge is absorbed and discharged at the end point.
13.3 ESTIMATION OF pH VALUE

1. pH value of the coolant solution is estimated with pH meter using coloured and glass electrodes. 2. In case pH meter is not available/out of order BDH- Narrow range pH indicator paper ( pH 8.5 -10) manufactured by BDH (India) Pvt. Ltd. Laboratory Chemical Division, 19 Wittet Road, Mumbai -1 may be used
CALCULATION 13.4 TOTAL HARDNESS (EDTA METHOD) 1. REAGENTS

Indicator solution Dissolver 0.5 gm of Eriochrome black T in 100 ml of Triethanolamine.
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Total hardness (as CaCO3 in ppm) = 1000 X V1/N2 Where V1 = Vol. in ml of Std EDTA sol. Consumed. V2 = Vol in mi. of sample taken for Test.
3
MI-CWS-002
MAINTENANCE, RADIATOR
INTRODUCTION
All locomotives are provided with a radiator assembly designed to reduce the temperature of the engine cooling water system. On some locomotive the engine lubricating oil is cooled in a section of the radiator. Radiator assemblies are made up of one or more panels, which in turn, are made up of one more cores. The radiator core is the basic unit of the assembly and is bolted to cast iron or fabricated steel tanks using a gasket seal. Cores are constructed of thin walled tubes, which are passed through cooling fins and attached to tube sheets or headers at each end. Two specific types of construction are used by radiator manufacturers, the soldered core construction and the brazed core construction. Maintenance of each core construction-differs from that of the other and care should be used to determine the construction of the core being repaired. Brazed construction core have 0.018 inch wall seamless copper tubes fitted through copper cooling fins and brazed to a copper alloy header. Soldered construction cores are made up of 0.012 inch wall lockseam soldered copper tubing fitted through copper cooling fins and soldered to a copper alloy header. Identification of the construction may be determined by scraping the braze or solder at the joint between the tube and header with the blade of a pocket knife. If the metal uncovered is soft and white, the construction is soldered; while if the metal is harder and has a yellowish hue, it indicates brazed construction. Careful observation of the tube itself to note whether the tube shows a
2004
definite seam is also a method of identification, since the soldered construction has a seam and the brazed construction does not.
CLEANING AND TESTING GENERAL

For the most part of the equipment needed to repair and maintain radiator will normally be available at back shops and round houses. In case all of the equipment is not readily available, the following list will serve as a guide from the minimum requirements: 1. A tank large enough to submerge radiator core to be repaired. This tank should be provided with steam coils, a gas burner or some method of heating. 2. Gas welding torch and sources of acetylene and city gas. 3. Chemicals degreasing. for cleaning and
4. Brazing and soldering supplies such as brazing wire solder and fluxes. 5. Pressure hose and pump (50 psi, 50 GPM approximately) for spray cleaning and testing. 6. A source of 60 psi air for testing. 7. Wire brush and rods for cleaning and routing.
IN THE LOCOMOTIVE INTERIOR OF COOLING SYSTEM

1. Drain and flush the entire cooling water system. 2. Fill with a solution of warm water containing 2 ounces of turco trec, Oakite penetrant, or equivalent, per gallon of water.
MI-CWS-002
3. Operate engine for 1 hour, (or 1/2 hour after operating temperature has been reached) to purge contamination, including grease and oil deposits from walls of cooling system. 4. Drain and flush with clean warm water. 5. Fill with a solution of cold water containing 5 percent (by volume) of Turco Descaler, 10 percent Oakite 32, or equivalent. Circulate solution for 10 minutes using an acid resistant pump and a small tank with 50 gallons of additional solution; the same equipment that is used to descale the steam generator on passenger locomotives may be used. If such equipment is not available in the shop, then operate engine for 5 minutes. This operation will remove water scale from the interior of the cooling system. Scale often accumulates from the use of inadequately treated water and from the common practice of adding untreated water at outlying points. In addition, any rust or corrosion will be removed that has occurred from running with insufficient inhibitor in system. NOTE: This operation and (6) and (7) should only be used when large deposits for scale are known to exist in engine. In any of the descaling operations, the reduction in acid strength (indicating scale removal by chemical dissolving action) may be checked by standard chemical titration. Suitable fielandle all normal cases without resort to chemical titration for check. 6. Drain and flush with clear water. 7. Fill with a solution of warm water containing 1/2 ounce per gallon of Turco Trec, Oakite Penetrant or equivalent. This will serve to neutralize any residual acid. It is not necessary to
2004
operate engine. Drain if it is not necessary to flush, as residual neutralizer is compatible with chromate inhibitors and will actually aid inhibition. 8. Add correctly treated inhibitor to correct level. 9. Check for engine. leaks water with
while
operating
EXTERIOR OF RADIATORS
1. Clean exterior of radiators and the fin and tube surfaces periodically, depending upon operating conditions, but at least at monthly intervals during the summer months, by blowing compressed air through the radiators in a direction opposite to the normal flow of air with the shutters open. 2. Clean fin and tube surfaces of caked dirt by use of portable washer using 2 ounces of Turco Trec, Oakite, Penetrant, or equivalent, per gallon of water and blasting opposite to the normal flow of air. Portable washers are obtainable from the cleaning compound suppliers or may be constructed by the customer.
OUTSIDE THE LOCOMOTIVE CIRCULATION METHOD WITH HEADERS IN PLACE

1. Flush with + warm water. 2. Circulate in hot solution containing 4 ounces of Turco Trec, Oakite Penetrant, or equivalent per gallon of water in reverse direction to normal flow for 1/2 hour to remove contamination, including grease and oil deposits. 3. Drain and flush with hot water. 4. Circulate a cold solution containing 5 percent (by volume) of Turco Descaler, 10 percent (by volume) of
2
MI-CWS-002
Oakite 32, or equivalent, for one minute by use of small sump tank and an acid pump. This operation, and (5) and (6) may be omitted if certain that radiator is scale and corrosion free. 5. Drain and flush with clear water. 6. Fill with a solution of warm water containing 1/2 ounce per gallon of Turco Trec, Oakite 24, or equivalent. This will serve to neutralize any residual acid. 7. Drain and fill with clean hot water. Circulate under pressure (15 to 30 psi) and check for leaks: 8. Clean fin and tube surfaces of caked dirt by use of portable washer using 2 ounces of Turco Trec, Oakite Penetrant, or equivalent, per gallon of water blasting opposite to the normal flow of air. NOTE: Turco 2220, Turco RR 1 or Turco RR 3 may be used in place of Turco Trec or Oaklte Penetrant by those roads already having one of these items on their approved list provided foaming from heavy wetting and emulsifying power is not a problem. Turco Trec or oakite Penetrant will not foam under any condition.
This operation removes all the grease, oil and sludge along with some scale from the interior. All of the grease, oil and paint are removed from the exterior. NOTE: The cleaning tank strength can be maintained by periodic additions of cleaning compound based on a standard titration of alkalinity: Suitable field kits for titration of the cleaning tank are obtainable from the cleaning compound suppliers. 4. Rinse in another large steel tank of hot (212F) water with constant addition of water and overflow which shims the tank of any oil or scum floating on surface of the rinse water. 5. Dip briefly in a cold solution of 10% Turco Descaler, 15 percent Oakite 32, or equivalent, contained in a wooden or acid proof tank. Ten minutes is average time required to remove scale from interior of tubes. Gassing indicates carbonate scale removal and is a result of the reaction of the acid with carbonate scale. Since other scale and/or corrosion may be present, the radiator should remain in the tank 5 minutes after any gassing has ceased and also should be immersed for at least 5 minutes even if no gas is evolved. NOTE: The descaling tank should be maintained full acid strength by periodic additions (daily or weekly; depending on workload). 6. Rinse in a large overflowing hot watertank. The same tank as in (4) may be used. 7. Dip briefly in the Turco Ferrex B solution, Oakite Stripper R6 or M3 or equivalent, (see item 3) to neutralize and residual acid. 8. Rinse as in paragraph 4. 9. Bolt core section together with new gaskets. Assembly tanks. Submerge in
3
TANK DIP METHOD WITH HEADERS REMOVED (PREFERRED PROCEDURE)

1. Support radiator panel on bench or wooden horses so that the weight is resting on the tube sheet joints. 2. Remove the tanks and separate the core sections by removing the flange bolts. 3. Place a group of radiators vertically in a large steel tank operated at a rolling boil (212 degrees F) containing 8 ounces per gallon of water of Turco Ferrex B, Oakite stripper R6 or M3 or equivalent, for 30 minutes.
2004
MI-CWS-002
water in a flat trough. Apply 35 pound air pressure and check for leaks. Or, as an alternate method, connect water pressure (50 psi) to tanks and check for leaks. NOTE: The rinsing operations can be improved and speeded by use of an air and water, rinser, spraying cold water under pressure on the fins, as the radiator is being lowered and later raised from the rinse tank. Such a rinsing device may be obtained through the supplier of the chemicals used in cleaning.
the leak with a wire brush. Apply heat and flux (Grasseli 41, or equivalent). This flux is diluted in a mixture of 50 percent water to a baume reading of 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 parts, particularly to the tube to header joint if this is where the leak is. A fairly good fillet of solder should be built up at this point. 3. After the soldering operation, the repaired area should be washed in cold water to remove any flux and other impurities. The core should then be dried internally and tested at 35 psi air under water.
REPAIR OF DAMAGED CORES BRAZED CORE CONSTRUCTION

1. When leak is discovered during test, clean immediate area around the hole with a wire brush. 2. Apply flux (handy flux, or equivalent) to the cleaned area and heat with an oxygen-acetylene torch giving a carbonizing flame that will produce sufficient heat. In using such a torch, care must be exercised to avoid burning the material. 3. Brazing may be accomplished with "Silfos", "Phosco" or other similar brazing wires. Either material may be used since they mix readily. 4. After brazing is completed the repaired area should be soaked or washed with hot water to dissolve any flux or other impurities, which might be lodge in air holes. 5. The core should then by dried internally and tested at 35 psi air under water. If any leaks appear, the process should be repeated. 6. The repaired cores are reassembled and the radiator is tested for leaks before being reapplied to the locomotive.
GENERAL INSTRUCTIONS
1. In cases where the tubes of either type construction are too badly damaged for repair, or where the lead is located in the center of the core, it is best to close off these tubes to water. This may be accomplished by inserting brass or steel plugs into the ends of the tube and brazing or soldering them in place. 2. An alternate method of closing off damaged tubes is to crimp the section closed at the header and seal them by brazing or soldering the ends. 3. Not more than 20 tubes per section on panel type radiators or 5 tubes per section on sectional type radiators should be closed off. 4. If the fin edges are bent, they should be straightened as evenly as possible to allow full airflow. 5. Painting can be done with any standard paint. However, it should be cautioned that the core composed of
4
SOLDERED CORE CONSTRUCTION

1. When a leak is discovered in a soldered core, clean the area around
2004
MI-CWS-002
fins and tubes is primarily a heat transfer surface and the paint film should be kept to minimum thickness in order not to reduce the cooling any more than necessary.
2004
MI-CWS-006
SWITCH, LOW WATER LEVEL

DESCRIPTION
In addition to a hot engine alarm switch a low water level switch may be used. The float switch is mounted in the expansion tank and when the water drops to a predetermined level, the alarm will sound and the engine will shut down. Heavy-duty sylphon bellows eliminates all packing. Designed as a balanced, center-pivoted unit, the action of the float is transmitted through knife-edge stainless steel bearings.
MAINTENANCE
At monthly inspections close the valve in the line to the expansion tank to drain the float chamber. The alarm should sound the indicating light should light and the engine should shut down. Dismantle at yearly inspection and check for wear of moving parts.
FIGURE 1 LOW WATER LEVEL SWITCH
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MI-CWS-016
RADIATORS
DESCRIPTION
Radiator panels are vertically mounted on each side of the rear of the locomotive. Each of these panels consists of two or more cores. The cores are bolted together through flanges at the ends. No filler pieces or centre tanks are used on the two core radiators. FIGURE 1 TOP ANGLE IRON HINGE (PART A)
REMOVAL TWO CORE RADIATORS

1. Drain engine cooling water system. 2. Disconnect piping radiators headers. connections to
3. Disconnect airline and wiring to shutter cylinder. FIGURE 2 TOP ANGLE IRON HINGE (PART B)
FIGURE 3 BOTTOM HINGE (PART A)
FIGURE 4 BOTTOM HINGE (PART B)
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MI-CWS-018
SYSTEM, COOLING WATER GENERAL DATA

DESCRIPTION
The engine in each locomotive unit has an individual cooling water system, Figure 1 in which the water is circulated by a centrifugal pump, gear driven from the crankshaft. Water flows from the pump through headers into the right and left banks of the engine block where the water circulates around the cylinder liners. Water also flows from the pump to the turbo supercharger and the after-cooler. Cooling water from the engine block rises into the cylinder heads and flows out through risers, which are connected to two water outlet headers running along the top of the engine. Water then flows to the radiators, and expansion tank. Cooled water from the radiator flow through the oil cooler and finally returns to the water pump. The cooling system is a closed one with the expansion tank vented to atmosphere through an overflow pipe. To rid the system of air and gasses on all locomotive units vent pipes are connected to air collecting domes and lead to the expansion tank. The radiators are also vented. The water temperature into the engine is maintained between 145-155F by switch controlling (Eddy Current Clutch). The engine is protected against high water temperature by a switch, which sounds an alarm and on some locomotives returns the engine to idle,' when the water outlet temperature reaches 1850F.
FILLING AND DRAINING TO FILL

1. Apply hose to filler nozzle. Water pressure should not exceed 25 psi. 2. Open the fill-drain valve on engine room floor at free end of engine. 3. Fill system until sight glass expansion tank reads 3/4 full. on
CAUTION: Never operate engine without water showing in sight glass. 4. Close fill-drain valve. NOTE: If no water pressure is available, the system can be filled through the top filling connection in the expansion tank of the roof of the locomotive.
TO DRAIN
Open the fill-drain valve located on engine room floor at free end of engine.
OIL IN SYSTEM
In case oil is ever noticed in the water glass, indicating oil in the water system, eliminate the source of the leak, flush the system, refill with clear water and add 10 pounds of tri-sodium phosphate. The engine should be operated with this solution in the system for one day only, after which it should be drained and flushed. Refill the system with fresh water and add the correct amount of water treatment.
2004
MI-CWS-018
WATER TREATMENT
Recommended water treatment should be used at all times to maintain the engine cooling system in proper condition and prevent corrosion and/or cavitation erosion. The water treatment used should be as specified in MI-CWS-OO1 and this treatment should be added to clean water when filling the system. Under no circumstances should boiler water treatment be used in the engine cooling system, nor treatment compounds or cleaners that will attack a particular system's flexible connections, gaskets or grommets, or that might cause corrosion. The cooling system capacities of the locomotives covered by this manual are in the Locomotive Data Bulletin. At the time of engine overhaul or disassembly the cooling system surfaces should be examined to determine whether correct treatment has been followed. When treatment is used it IS not necessary to flush the system except in unusual cases.
1. Make sure the drain valves are closed. 2. Inspect all water piping, hoses and couplings for leaks. 3. Inspect radiators for leaks. 4. Inspect the cylinder block-to-cylinder head and cylinder head-to-water manifold gaskets. 5. An internal leak to the lubricating oil such as from the lower end of the liner will be indicated by drops of water on the base screens. The engine must be shutdown in case of water in the lubricating oil, the trouble corrected and the lubricating oil changed. 6. Inspect water pump seal tell-tale hole.
HIGH WATER TEMPERATURE

If high water indicated, check: temperature is
WATER LEVEL
The water expansion tank is located in the radiator compartment and is equipped with a sight glass and overflow pipe. The sight glass should show water at all times. Never operate the engine without water showing in the sight glass.
1. Water level in expansion tank; if the engine has overheated from low water it should be allowed to idle. Warm or hot water (1500F) should be added slowly if available. If cold water is to be used, add it very slowly after the engine has cooled down to the extent that your hand can be held comfortably on the engine parts. 2. Radiator fan drive: If radiator fan is not operating because of mechanical difficulty, do not operate the engine. 3. Water circulation and temperature by feeling various parts of the system: If examination of the system indicates the pump is not working or water not circulating, the engine should not be operated.
2
COOLING PROBLEMS WATER LEAKS

Water leaks should not be permitted to persist. In case an unusual amount of make up water is required proceed as follows:
2004
MI-CWS-018
FIGURE 1 COOLING WATER SYSTEM

2004 3
2004 COOLING WATER SYSTEM MI-CWS-018
FIGURE 2 ENGINE COOLING WATER (FUEL EFFICIENT) SCHEMATIC

4
MI-CWS-016
4. Remove shutter, cylinder assembly and top coaming plate. 5. Apply small clamp to centre hinge at top angle iron support. Figure 1 and Figure 2. 6. Apply lifting bracket to vertical face of top angle iron and take a little strain with overhead crane, Figure 5. 7. Remove all bolts holding top and bottom angle irons to chassis and those through front bulkhead into inlet tank of radiator. 8. Swing front end of radiator panel out of hood and then swing assembly free. 9. Apply large clamp to front end of bottom angle iron before lifting from walkway, Figure 3 and Figure 4.
4. Remove shutter. 5. Apply small clamp to centre hinge at top angle iron support, Figure 1. 6. Apply lifting bracket to vertical face of top angle iron and take a little strain with overhead crane, Figure 5. 7. Remove all bolts holding top and bottom angle irons to chassis and those through rear bulkhead into inlet tank of radiators. 8. Swing rear end of radiator panel out of hood and then swing assembly free. 9. Apply large clamp to rear end of bottom angle iron before lifting from walkway, Figure 4.

For disassembly, cleaning and testing, repair of damaged cores and reassembly, see MI-CWS- 002 Radiator Maintenance.
MORE THAN TWO CORES

1. Drain engine cooling water system. 2. Disconnect piping radiator headers. connections to
INSTALLATION
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
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MI-CWS-022
PRESSURISED COOLING WATER SYSTEM

DESCRIPTION
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 drain pipe, open the line for filling or draining and simultaneously connects the expansion tank overflow pipe to atmosphere for venting. With the cock in operating position, all direct connections to atmosphere are closed. FIGURE 2 FOUR-WAY COCK
A 3.5 kg/cm2 pressure relief valve, Figure 3, is applied to expansion tank and prevents escape of air or vapour. When pressure reaches 0.4 to 0.5 kg/cm2 above atmosphere. The valve opens and vents through a tube connection to the overflow to atmosphere. The vacuum relief portion prevents operation at less than atmosphere pressure. FIGURE 3 RELIEF VALVE
FIGURE 1 PRESSURISED COOLING WATER SYSTEM
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MI-CWS-022
FIGURE 4 TANK VENT CAP
COOLING SYSTEM PRESSURIZATION

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.
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AIR SYSTEM
MI-AIS-000
SYSTEM AIR
DESCRIPTION
Air from the compressor passes through pipe and cooling coils, then enters No.1 main reservoir as shown in Figure 1. From No.1 main reservoir, the air passes through another section of pipe, fitted with a safety valve set at 150 psi. The air then enters No.2 main reservoir through air dryer where moisture is absorbed. As a safety precaution, the air in the No.2 main reservoir is reserved solely for use in the air brake system by means of a check valve ahead of the No.2 main reservoir. supply cutoff valve or isolating cock. This prevents main reservoir pressure from reaching the air compressor unloader valves and thereby keeps the compressor loaded.
CONTROL AIR
Air pressure is used to operate the reverser, and series and series-parallel contactors. The system includes a cutout cock, strainer, check valve, reducing valve, air gauge and reservoir. Main reservoir air pressure is reduced to 70 psi by the reducing valve and stores in the control air reservoir. If the control air gauge indicates pressure other than 70 psi even though the reducing valve has been properly adjusted, the trouble will probably be found in this valve. Close the cutout cock and open the drain valve in the control air reservoir to drain the system of air before removing the reducing valve portion from the piping. If higher pressure is indicated no serious difficulties should be experienced before the trouble is corrected. However, low pressure will cause the electropneumatic contactors and reverser to become inactive with the result that the locomotive will not move.
DRAINING AIR SYSTEM

The air system should be drained daily or after each trip to prevent moisture from reaching the air brake and control system. Drain the following: 1. Air compressor inter-cooler-both sides. 2. Main air reservoir. 3. Control air reservoir.
TESTING MAIN RESERVOIR SAFETY VALVE

In order to test the main reservoir safety valve or valves, it is necessary to keep the air compressor loaded above the governor high-pressure setting. To accomplish this, close the governor air
2004
AIR SYSTEM
MI-AIS-000
2004
AIR SYSTEM
MI-AIS-000
2004
AIR SYSTEM
MI-AIS-000
PANEL MOUNTED BRAKE SYSTEM All new 16 cylinders locomotives are fitted with Panel Mounted Brake System (PMBS). These PMBS are of two make1. 2. M/s. Stone India Ltd. / Kolkata M/s. SABWABCO Ltd. / Hosur These PMBS conform to DLW Brake Schematic of MI-AIS-000 page -2. Relevant instructions manuals of the manufacturer should be referred to maintenance detail.
2004
AIR SYSTEM
MI-AIS-001
INERTIAL ENGINE AIR FILTRATION SYSTEM

DESCRIPTION
The system consists of Selfcleaning multiple fiber bag tube cyclonic air pre-cleaner for primary filtration and glass bag filtration for secondary and final filtration. Specially designed motor driven exhaust fan is provided for removal of dust separated by the pre cleaner. over 99.75% passes to the tube charger via the connecting ducts.
MAINTENANCE REMOVAL AND RESET

The secondary glass bag filters should be replaced every six-month indicated below: 1. Open the connection between the precleaner and dust collector piping. 2. Open the pre-cleaner. 3. Remove the glass fiber bag filters and insert new ones. 4. Re-install the pre-cleaner in place. 5. Re-connect the pre cleaner to the dust collector pipe. 6. Reset the filter service indicators by pressuring he bottom knob till the red band is no more visible.
OPERATION
The intake air comes into the pre cleaner. The pre-cleaner is a compact panel comprising of cyclonic tubes and a dustbin located at the bottom of the panel. The cyclonic tube consist of fixed helical vanes (deflector) a conical outer tube converging' towards the outlet end, flow straightening blades and an inner discharge tube. The air entering the cyclonic tube is deflected by the fixed vanes and spring with high radial velocity. This switching is accelerated due to the conical converging shape of the outer tube. During this switching of the air, large heavier dust particles are spun out of the air under centrifugal force and fall into the dust bin, The dust is carried away to atmosphere with the scavenge air by bleeding off 10% of inlet air by dust exhauster. The balance 90% of the inlet air free of heavier contaminants and still spinning, reverses its direction and travels towards the inlet around the inner discharge tube and is passed out through this tube to the secondary stage glass filters. The air coming out of the first stage cyclone panel, enters the glass fiber bag filter and comes out of them, leaving the fine dust particles arrested in the filter. The air, cleaned to an overall efficiency of
2004
TESTING
After the system has been installed, take locomotive to the load box and record the vacuum (in mm of water) at the near of the secondary filter casing with the locomotive on 8th notch, full load. For this purpose a water mariometer should be attached after removing the filter service indicator. With the system appropriately sealed, the initial vacuum with new secondary paper filters should be between 470 mm of water.
GENERAL PRECAUTIONS
1. The secondary filters to be checked for replacement in six monthly schedule.
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COMPRESSOR EXHAUSTER UNIT, AIR

AIR COMPRESSOR VACUUM EXHAUSTER UNIT MODEL 6CD-3UC DESCRIPTION Locomotives equipped with vacuum brake systems have a compressor-exhauster unit, which furnishes compressed air for purposes of locomotive control and vacuum for the train brakes. Power to drive the compressorexhauster unit comes from the diesel engine through a flexible coupling, major components are crankcase, crankshaft pistons, connecting rods, low pressure and high pressure compressor cylinders, intercooler, exhauster cylinders connected in parallel and fan for cooling. A GD-80 paper filter prevents the passage of dirt and foreign matter from the vacuum brake system into the vacuum cylinders of the compressor exhauster. dipped in lubricating oil. After oil has drained off, it is ready to be put back into service
INTERCOOLER DESCRIPTION
Since these compressors are of the compound type, each is fitted with an intercooler through, which the discharge air from each low-pressure cylinder passes to the intake of the high-pressure cylinder. The use of an intercooler reduces the temperature of the discharge air and improves the volumetric and overall efficiency of the compressor; The intercooler is of the radiator type, employing finned copper tubing mounted between cast iron headers except on the 6 CD-3UC machine; the intercooler is divided into two halves, one for each of the low pressure cylinders. The low pressure discharge air enters the intercooler, through a side header leading to the top or upper header where it is directed down through part of the tubes in the one-half of the intercooler and back up through the remaining tubes in that half, in this way the air from each low pressure cylinder is so directed through its half of the intercooler that, in passing to the high pressure cylinder the air has travelled approximately twice the length of an intercooler tube. Suitable baffles are employed to insure that the air follows the path desired. After passing the tubes, the air enters a common passage leading to the intercooler safety valves and to the inlet side of the high-pressure cylinder. Safety valves are employed to protect the intercooler against excessive pressure. These valves are set to open at 60 psi.
INTAKE STRAINERS
The air intake strainers, used at inlet of the low-pressure cylinders, are of the "cartridge type" which permits removal of the strainer element without the necessity of dismounting or disconnecting from the air compressor. Air passing through the strainer unit enters the compressor intake. The strainer element should be cleaned periodically. Dirt deposited on the metal wire mesh cover may be dislodged by jarring the strainers and by using dry compressed air. The blast of air should be directed along and not against the strainer unit. The strainer element should then be cleaned in an alkali-free hydrocarbon solvent and dried after which it should be
2004
MAINTENANCE
The only attention the intercooler should need is draining to insure removal
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of moisture. Drain the intercooler every time the main reservoirs are drained. A drain cock is located in the bottom header of each bank of intercooler tubes. NOTE: When handling the intercooler care should be exercised to avoid damage to the finned tubing and also to see that undue strains are not placed on the header assembly. Except on 6 CD- 4UC machine. The top header is in one piece while the bottom header is in two pieces to accommodate expansion due to temperature change. The lower headers are tied together by means of a bottom tie strap and capscrew and upon its removal the intercooler may be lifted vertically. When handling, replace the strap to prevent distortion of the assembly.
removal and cleaning, however, if removal of oil pump becomes necessary first drain the crankcase oil through the drain provided for this purpose. Then proceed as follows: 1. Remove the crank case side cover. 2. Remove the oil pressure pipeline that runs from the pump body to the side of the crankcase. 3. Remove lock wire and three capscrews two of which fasten oil pump body around crankshaft journal and third fasten oil pump body to bottom of crankcase. 4. Pump can then be removed from machine and further disassembled as required. Care should be exercised not to damage gear teeth or housing, which encloses gear teeth. To reassemble, perform steps 1 through 4 in the reverse order.
INTERNAL OILING SYSTEM DESCRIPTION

A gear driven gear type oil pump circulates oil under pressure through the system. Before the oil goes to the pump it is filtered. The filter consists of housing incorporating a fine straining screen of large area through which the oil flows on its way to the pump body. A screen retainer holds the screen in place. To take out the screen, first remove the screen retainer. An oil pressure relief valve, mounted in the oil pump housing, protects the pump and associated parts against excessive pressure. The oil pressure gauge is screwed into the side plate of the crankcase on left side when viewed from the intercooler end. The oil pressure gauge should read approximately 45 psi at all speeds.
CONNECTING RODS AND PISTONS

The connecting rods are of the split type and are fitted with replaceable inserts of various sizes for adjustment. The crankshaft end of the connecting rod contains the bearing insert. Access to the connecting rods and the interior of the compressor for inspection can be made through the side plates on either side of the compressor just below the lowpressure cylinders. If, for any reason, it becomes necessary to remove the pistons or connecting rods, all but those of the high-pressure cylinder can usually be taken out without disturbing the cylinders. Pistons and connecting rods come but through the top of the cylinders after removing the heads. On the high-pressure cylinders, and sometimes on the low-pressure cylinder because of external interferences, it is necessary to remove the cylinder before the rod can be taken out. After the
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MAINTENANCE
Under normal conditions only the screen at oil pump inlet will require
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removal of cylinder, the piston is lifted out through the opening left by removal of the cylinder.
AIR VALVES AND UNLOADER ARRANGEMENT COMPRESSOR PORTION-MODEL 6CD-3UC

There are two inlet valves and two discharge valves for each of the lowpressure cylinders. The high-pressure cylinder has only one discharge valve. These valves are all of the double washer type and are located in the cylinder heads. The inlet valves of the two low pressure and the one high-pressure cylinders are equipped with unloaders which are controlled by a governor. When main reservoir air pressure is allowed to act on the unloaders, they open the inlet valves and prevent the compressor from delivering any more air to the main reservoir. When main reservoir pressure is removed from the unloaders, they allow the inlet valves to close on each discharge stroke and thus allow the compressor to deliver air
handle wrench with head might be more suitable. After removal of the valve plug the complete discharge valve assembly can be lifted out, the seat, valves, springs and spring retainer being held together by a stud, castle nut and cotter pin.
INLET VALVES-REMOVAL
The inlet valves are held in place by the unloader body and an inlet plug like that described for the discharge valve. To remove the inlet valve assembly first remove the unloader body and lift out the unloader valve assembly (Unloader Valve Assembly used on Compressor Portion only). Back out the inlet valve plug, using the bar wrench as described for the discharge valve, which will free the inlet assembly and permit its removal. The valve assembly, which consists of seat, valves, springs and spring retainer, is held together by a stud, castle nut and cotter.
REPLACING INLET AND DISCHARGE VALVE ASSEMBLIES

When replacing inlet and discharge valve assemblies in the cylinder head it is important that the copper gasket between the head and valve seat is in good condition. Generally, it is better policy to replace this gasket with a new one when reassembling. The same gasket is used for all inlet and discharge valve assemblies. It is also important to make absolutely certain that valve assemblies are replaced with the castle nut side pointing outward, i.e., away from the piston. In some instances it might be possible to turn an assembly over and should this be done, serious damage to the compressor or compressor-exhauster might result if operated under this condition. The valve discs and valve springs of all inlet and discharge valve assemblies are completely interchangeable. All inlet valve assemblies have the same valve
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EXHAUSTER PORTION MODELS 6CD-3UC

There are two inlet valves and a discharge valve on each cylinder of the exhauster portion. The exhauster cylinders have no unloader arrangement.
DISCHARGE VALVES-REMOVAL
If for any reason it is desired to remove or inspect the discharge valves, it is only necessary to remove the cap nut and then back out the valve plug using a rectangular bar wrench 3 long which fits into rectangular slots on the face of: the plug. A large monkey wrench will be necessary to turn the bar, or a "T"
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seat; all discharge valve assemblies have the same valve seat. Exhauster inlet valves do not require unloader return springs such as are used on compressor inlet valves.
CRANKCASE EVACUATION
The compressor exhauster crankcase is evacuated to reduce oil consumption. This is accomplished by connecting an orifice-controlled tube from the exhauster header to the oil filter housing body. The piping should be inspected to insure tightness and the orifice inspected to insure that it is not obstructed. NOTE: To achieve the best performance the vacuum maintained in the crankcase should not be less than 5 inches below the vacuum in the vacuum reservoir pipe.
Use a 17/64 " diameter orifice with square edges and bored through a plate 1/16" thick. The orifice and gauge should be placed in the reservoir farthest from the compressor. With the compressor running. 550 rpm the following table shows the condemning limit pressure at various altitudes.
ELEVATION 6CD-3UC
Feet Meters Psi Atmos.
CONDEMNING LIMIT 6CD-4UC

Psi Atmos.
0 1000 2000 3000 4000 5000 6000
0 305 610 915 1220 1525 1830 2135 2440
102 96 94 90 86 82 78 75 71
6.95 6.68 6.40 6.11 5.58 5.58 5.30 5.10 4.83
52.5 50.5 48.5 46.5 45.0 43.0 41.5 40.0 38.0
3.571 3.435 3.299 3.163 3.061 2.925 2.823 2.721 2.585
FAN
The fan is attached to the coupling and will come off with the coupling should the compressor- exhauster be removed.
7000 8000
ORIFICE TEST (TO CHECK CONDITION OF COMPRESSOR)

In this test, the compressor portion of the compressor-exhauster is required to supply the air reservoir with high pressure air while the second reservoir is allowed to discharge to the atmosphere through an orifice of standard size. The amount of pressure maintained upstream of the orifice serves to indicate whether the machine is acceptable for service.
FURTHER MAINTENANCE INSTRUCTION

For detailed information on compressor- exhauster maintenance, refer to the appropriate instructions issued by the compressor manufacturer.
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AIR COMPRESSOR
AIR COMPRESSOR MODEL LG 3 CDB & KCW 623 DESCRIPTION
Locomotive equipped with IRAB-1 Air Brake system have compressor unit which furnishes compressed air for purposes of locomotive control and air for the train brake. Power to drive the compressor unit comes from the diesel engine through a flexible coupling. It consists of three sets of cylinders and cylinder heads, two pair for first stage (Low -pressure) and one pair for second stage (High-pressure) fitted in a 'W' form on a crankcase. The crankcase the crankshaft and connecting Rod assembly which receives and converts circular motion into reciprocating motion. The drive is taken from the locomotive. removal of the strainer element without the necessity of dismounting or disconnecting from the air compressor. Air passing through the strainer unit enters the compressor intake. The strainer element should be cleaned periodically. Dirt deposited on the metal wire mesh cover may be dislodged by jarring the strainers and by using dry compressed air. The blast of air should be directed along and not against the strainer unit. The strainer element should then be cleaned in an alkali-free hydrocarbon solvent and dried after which it should be dipped in lubricating oil. After oil has drained off, it is ready to be put back into service.
INTERCOOLER DESCRIPTION
Since these compressors are of the compound type, each is fitted with an intercooler through which the discharge air from each low -pressure cylinder passes to the intake of the high-pressure cylinder. The use of an intercooler reduces the
INTAKE STRAINERS
The air intake strainers used at inlet of' the low -pressure cylinders are of the "cartridge type", which permits
FIGURE 1 SCHEMATIC DIAGRAM
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temperature of the discharge air and improves the volumetric and overall efficiency of the compressor. The intercooler is of the radiator type, employing finned copper tubing mounted between cast iron headers the intercooler is divided into two halves, one for each of the low pressure cylinders. The low pressure discharge air enters the intercooler, through a side header leading to the top or upper header where it is directed down through part of the tubes in the one-half of the intercooler and back up through the remaining tubes in that half, in this way the air from each low pressure cylinder is so directed through its half of the intercooler that, in passing to the high pressure cylinder the air has travelled approximately twice the length of an intercooler tube. Suitable baffles are employed to insure that the air follows the path desired. After passing the tubes, the air enters a common passage leading to the intercooler safety valves and to the inlet side of the high pressure cylinder. Safety valves are employed to protect the intercooler against excessive pressure. These valves are set to open at 60 psi.
vertically. When handling, replace the strap to prevent distortion of the assembly.
INTERNAL OILING SYSTEM

DESCRIPTION A chain driven gear type oil pump circulates oil under pressure through the system. Before the oil goes to the pump it is filtered. The filter consists of housing incorporating a fine straining s creen of large area through which the oil flows on its way to the pump body. A screen retainer holds the screen in place. To take out the screen, first remove the screen retainer. An oil pressure relief valve, mounted in the oil pump housing, protects the pump and associated parts against excessive pressure. The oil pressure gauge is screwed into the side plate of the crankcase on left side when viewed from the intercooler end. The oil pressure gauge should read approximately 45 psi at all speeds.
MAINTENANCE
The only attention the intercooler should need is draining to insure removal of moisture. Drain the intercooler every time the main reservoirs are drained. A drain cock is located in the bottom header of each bank of intercooler tubes. NOTE: When handling the intercooler, care should be exercised to avoid damage to the finned tubing and also to see that undue strains are not placed on the header assembly. The top header is in one piece while the bottom header is in two pieces to accommodate expansion due to temperature change. The lower headers are tied together by means of a bottom tie strap and capscrew and upon its removal the intercooler may be lifted
2004
MAINTENANCE
Under normal conditions only the screen at oil pump inlet will require removal and cleaning, however, if removal of oil pump becomes necessary, first drain the crankcase oil through the drain provided for this purpose. Then proceed as follows: 1. Remove the crankcase side cover. 2. Remove the oil pressure pipeline that runs from the pump body to the side of the crankcase.
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3. Remove lockwire and three capscrews two of which fasten oil pump body around crankshaft journal and third fastens oil pump body to bottom of crankcase. 4. Pump can then be removed from machine and further disassembled as required. Care should be exercised not to damage gear teeth or housing, which encloses gear teeth. To reassemble, perform steps 1 through 4 in the reverse order.
There are two inlet valves and two discharge valves for each of the low pressure cylinders. The high-pressure cylinder has only one discharge valve. These valves are all of the double washer type and are located in the cylinder heads. The inlet valves of the two low pressure and the one high-pressure cylinders are equipped with unloaders, which are controlled by a governor. When main reservoir air pressure is allowed to act on the unloaders, they open the inlet valves and prevent the compressor from delivering any more air to the main reservoir. When main reservoir pressure is removed from the unloaders, they allow the inlet valves to close on each discharge stroke and thus allow the compressor to deliver air. COMPRESSOR PORTIO N- MODEL LG 3 QDB & KQW 523 The low -pressure cylinder is equipped with two inlet and two discharge valves, while the high-pressure cylinder has but one of each. All three inlet valves have same unloader arrangement, which is used on Model LG 3 CDB & KCW 623.
CONNECTING RODS AND PISTONS

The connecting rods are of the split type and are fitted with replaceable inserts of various sizes for adjustment. The crankshaft end of the connecting rod contains the bearing insert. Access to the connecting rods and the interior of the compressor for inspection can be made through the side plates on either side of the compressor just below the low pressure cylinders. If, for any reason, it becomes necessary to remove the pistons or connecting rods, all but those of the high-pressure cylinder can usually be taken out without disturbing the cylinders. Pistons and connecting rods come but through the top of the cylinders after removing the heads. On the high-pressure cylinders, and sometimes on the low -pressure cylinder because of external interferences, it is necessary to remove the cylinder before the rod can be taken out. After the removal of cylinder, the piston is lifted out through the opening left by removal of the cylinder.
DISCHARGE VALVES-REMOVAL
If for any reason it is desired to remove or inspect the discharge valves, it is only necessary to remove the cap nut and then back out the valve plug using a rectangular bar wrench 3 long which fits into rectangular s lots on the face of the plug. A large monkey wrench will be necessary to turn the bar, or a "T" handle wrench with head might be more suitable. After removal of the valve plug the complete discharge valve assembly can be lifted out, the seat, valves, springs and spring retainer being held together by a stud, castle nut and cotter pin.
AIR VALVES AND UNLOADER ARRANGEMENT COMPRESSOR PORTION-MODEL LG 3CDB & KCW 523
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INLET VALVES-REMOVAL
The inlet valves are held in place by the unloader body and an inlet-plug like that described for the discharge valve. To remove the inlet valve assembly, first remove the unloader body and lift out the unloader valve assembly. Back out the inlet valve plug, using the bar wrench as described for the discharge valve, which will free the inlet assembly and permit its removal. The valve assembly which consists of seat, valves, springs and spring retainer, is held together by a stud, castle nut and cotter.
CRANKCASE EVACUATION
The compressor crankcase is evacuated to reduce oil consumption. This is accomplished by connecting an orifice controlled tube from the exhauster header to the oil filter housing body. The piping should be inspected to insure tightness and the orifice inspected to insure that it is not obstructed. NOTE: To achieve the best performance the vacuum maintained in the crankcase should not be less than 5 inches below the vacuum in the vacuum reservoir pipe.
REPLACING INLET AND DISCHARGE VALVE ASSEMBLIES

When replacing inlet and discharge valve assemblies in the cylinder head it is important that the copper gasket between the head and valve seat is in good condition. Generally, it is better policy to replace this gasket with a new one when reassembling. The same gasket is used for all inlet and discharge valve assemblies. It is also important to make absolutely certain that valve assemblies are replaced with the castle nut side pointing outward, i.e., away from the piston. In some instances it might be possible to turn an assembly over and should this be done, serious damage to the compressor or compressor-exhauster might result if operated under this condition. The valve discs and valve springs 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.
FAN
On some locomotives the fan is attached to the coupling and will come off with the coupling should the compressorexhauster be removed.
TESTING THE PERFORMANCE

Run the compressor again at a maximum speed and pressure for about 30 minutes to regain normal operating conditions, at a speed of 400 to 500 rpm with orifice 8.7 mm in the orifice holder on the pressure side. Close the shut of valve on the air receiver. Note down the reading in the pressure gauge.
FURTHER MAINTENANCE INSTRUCTION

For detailed information on compressor- exhauster maintenance, refer to the appropriate instructions issued by the compressor manufacturer.
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FIGURE 2 TEST RIG
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FIGURE 3 PERFORMANCE CHART
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GOVERNOR, AIR COMPRESSOR

ELECTRO PNEUMATIC EPG DESCRIPTION
The electro-pneumatic compressor governor is working with pneumatic pressure and electric supply. The governor is of the electro-pneumatic double "safety valve" type and consists of two distinct portions: the operating portion and the pipe bracket. Separate pipe connections to the expresser and to the main reservoir are provided so that the operating portion may be removed for repairs or replacement without breaking any pipe joint. The housing of the regulation mechanism is marked HP and LP. The adjusting screw in the HP section is used to regulate the air compressor cutout or unloading point while the adjusting screw in the LP section is used to regulate the point of air compressor cut-in or loading point. Therefore, it is necessary to set two pressures when adjusting the governor, the high pressure where the governor unloads the compressor and the low pressure where the governor loads the compressor. broken/withdrawn by the pressure switch.
a pipe bracket for connecting inlet

and outlet ports to the pipe line.
a terminal block to fix the wire

terminal to give electrical supply to pressure switch/ magnet valve.
a bracket to fix all the above items,

namely pressure switch, magnet valve, pipe bracket and terminal block. This has also drilled holes for interconnecting air pressure.
WORKING PRINCIPLE OF ELECTRO PNEUMATIC GOVERNOR

When the compressor is charging the pneumatic circuit the air pressure is building up. When the air pressure exceeds the cutout pressure, pressure switch makes contact to give electrical supply of 72 V DC to magnet valve to energize the coil, which will connect the inlet air pressure to outlet to off- load the compressor or to actuate auto drain valve etc. When using the compressed air pressure for different application, air pressure drops down. When the air pressure is sufficiently reduced below the cut-in pressure setting of the pressure switch the pressure switch will break the electrical supply to the magnet valve for de-energizing the coil resulting in connecting the outlet pressure to atmosphere for compressor to start building up the air pressure in the circuit.
CONSTRUCTION OF ELECTRO PNEUMATIC GOVERNOR

Electro pneumatic governor has:
a pressure switch type RT-5X, to

sense the degree of air pressure and to adjust the pressure setting, if required.
a magnet valve 72 V DC normally

closed to give pressure to outlet when it receive electrical signal from pressure switch or to exhaust the outlet pressure to atmosphere when electrical signal is
2004
PRESSURE SETTING AND ADJUSTMENT

There is no need to disturb the pressure setting of the governor, as it is
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factory set to the requirement of the customer. However, in case of any adjustment needed on cut-in or cutout pressure setting the following procedure may be followed: Cut-in and cutout pressure setting adjustment has to be done in the pressure switch portion. Refer Figure. The pressure switch diagram shown in Figure is without the face cover to explain the process of pressure setting. 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.
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WIPER WINDSHIELD
DESCRIPTION
Windshield wipers are provided for both the driver's and assistant driver's position. The wipers require very little attention and will give long service with ordinary care. Failures are often traceable to mistreatment such as unnecessary forcing of the wiper arm past the normal stroke position. it is over-riding or under-riding on the ball bearing, the timer reverser will wear an egg-shaped hole where it turns on the motor. . 7. If overriding or under-riding, loosen the lock nut and nut below it in valve chamber. 8. Remove timer and loosen lock nut, which is riding the face of the rotary seal on the shaft. 9. Twist the main bearing up or down in the valve chamber so that the point of the timer reverser will be seen centered in the hole when placed in position on the main bearing and viewed through the hole where the reverser ball housing has been removed. 10. Blowout the holes in the valve chamber by removing cylinder end caps; also blow into exhaust. This is a complete check for internal air flow continuity. 11. With both cylinder caps off, check for cylinder lubrication. 12. Reassemble and turn on air supply. If motor does not operate, check for air leaks. If leak occurs near rotary seal, replace with a new shaft.
MAINTENANCE REMOVAL
Disconnect wiper arm, connecting piping, mounting bolts and pull wiper assembly straight forward until operating shaft is free of cab structure.
INSPECTION
1. Hook up motor to air line and operate by hand through a few cycles. If unable to operate by hand, turn off the air and take it through a few cycles. This test checks the seating of the valve in the air chamber, Figure 1. In most cases it will clean the valve seat of foreign particles. 2. Remove exhaust fitting and clean filter and hole. 3. Remove reverser ball housing and check for broken or jammed ball spring. 4. Remove air chamber cap and check for sufficient lubrication, broken wings on timer valve, broken wings on timer reverser or broken valve spring. 5. Replace reverser ball housing complete with spring and ball. 6. Hands operate the motor with air chamber cap removed to check whether timer reverser is riding on the greatest diameter of the ball bearing. If
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CHANGING SHAFTS
1. Remove air chamber cap and gasket. 2. Remove lock nut and nut next to it on shaft end. 3. Remove reverser ball housing, spring and ball bearing. 4. Insert a small prying tool through the ball-housing hole and under the timer. Pry timer off the shaft end.
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FIGURE 1 WINDSHIELD WIPER
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5. Remove timer reverser. 6. Unscrew back plate and remove from shaft. 7. Remove transmission screw attached to shaft arm. 8. Pull shaft out of main bearing. 9. If main bearing is to be replaced, remove main bearing lock nut. 10. Remove main bearing from inside of air chamber. 11. Remove spring and valve from main bearing.
Wiper assemblies are driven by air operated motor and control by individual hand operated valve. The air motor assy. Consist of your moving part, including rack and pinion power train and simple internal involving with reversal provided by pneumatic mechanical action. Valve parts of material that is very durable and resist the effect of contamination there for very little maintenance is required. If a windshield wiper motor is not operating correctly, make sure that the air connections to the motor are tight and that they do not leak. If necessary, remove the air connection to inspect for signs of foreign particles that may have settled on air motor valve seat. If such as not the case disassemble the motor further to check for broken or jammed components or plug air ports. Check the air motor internal airflow by removing the air connections and valve chamber, then blowing out the ports. Also, blow into the exhaust port to ensure it is not plugged. If the motor still does not work properly replaced it with a new or qualified motor. To remove the wiper-connecting arm from the air motor shaft, remover the acorn nut from the end of the shaft and pull the connecting arm off the spline shaft, when reassembling the connecting arm to the shaft be careful not to over tighten the acorn nut. The asslys are designed to operate at a maximum speed of 60 to 80 cycles (120 to 160 strokes) per minute.
REASSEMBLY
1. Reverse the above procedure. 2. In assembling the timer valve, timer reverser and timer, arrange as follows: a. Timer valve on the bottom with extended area facing down. b. Replace timer reverser with pointed end down, side wings down and top wings up. c. Replace timer with slotted area up. 3. In assembling the connecting rod and piston cups, it is important that the connecting link have its loose end pointing in the same direction as the exhaust port.
INSTALLATION
Apply wiper assembly bolt to cab structure, connect piping and apply blade so as to get a full sweep on window. WINDSHIELD WIPER ASSEMBLY Wiper assemblies are provided for each windshield in front and behind the operators consoles. Each windshield
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VALVE, HORN, PUSH-PULL TYPE

OPERATION
The push-pull valves, Figures 1 and 2, are composed of two basic parts the valve body to which all pipe connections are made and a removable cartridge which houses all working parts. The type "A" cartridge is used to actuate the horn forward. When the knob is pushed air is admitted to the actuating line and small warning port blows to Horn. When the knob is released the main reservoir air is communicated from the actuating line and the actuating line is closed. This turns off the Horns. See air diagram Figure 3. The same procedure is adopted for the operation of backward horn. FIGURE 2 CARTRIDGE REMOVED FROM VALVE BODY FIGURE 1 TWO UNIT VALVE
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HORNAND PUSH BUTTON SWITCHES There are two non-latching block, colored plush- button devices provided on each of the desk to activate the unit's front & rear air horns. These horns are individually controlled by pressing the button of choice causing the locomotive horn to sound. AIR HORN The locomotive operator through a 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 operators desk. To the inspect and the clean an air horn diaphragm, remove the back covers bolts, the back cover, the diaphragm ring and finally the diaphragm itself. Whenever removing an air horn back cover, blow out the air lines and clean out the orifice dowel pin. This can be done by fully opening the air horn valve while the air line to the valve is at full operating pressure (with the air horn back cover removed).
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SANDER CONTROL VALVE

TYPE 500 BS DESCRIPTION
All air connections are made to a bracket, which becomes a permanent part of the locomotive, Figure 1. When the valve is removed, no air pipe connections are broken. The bracket contains four studs to which the valve is secured. There are air gaps between the main reservoir, sanding air outlets and actuating air inlet so that if a gasket leaks, there is no possible chance of communications between the main reservoir and sanding outlets or actuating air inlet. The cylinder cap is of flange constructron secured with capscrews, sealed airtight with an "O" ring and requiring no special tools for removal. The "O" ring seal on the pressure end of the sander jet ensures only the prescribed amount of metered air being admitted to the sand trap. There is no metal-to-metal seat since the piston and intake seats are made of Teflon. No machining or reseating is necessary.
OPERATION (Figure 2)
The following description of operation applies to the Type 500 B valve. In the 500 BS valve the actuating air is permitted to operate the valve only when the solenoid is energized. Part 1 Control Valve is Off PositionNo air at actuating inlet (B): Main reservoir air is held dormant by Teflon seat at "A". Part 2 Charging Cycle When air is admitted to actuating inlet (B), piston (C) starts moving downward opening seat (A) and allowing main reservoir air to rush momentarily through the two " openings (D) to sand traps. This air charges the sanding system, producing instantaneous sand delivery at the rail
FIGURE 1 TYPE 5000 BS MOUNTING ARRANGEMENT
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AIR SYSTEM
MI-AIS-009
FIGURE 2 OPERATION
Part 3 Sanding Cycle After piston (C) completes its downward travel and is seated at E all air then flows through sanding jets (F). This jet meters the minimum amount of CFM flow of air to the sand traps for dependable and efficient sanding. Part 4 Cleaning Cycle When the actuating air is exhausted out of port (8), Piston (C) moves upward, unseating seat (E) and again allowing a momentary rush of air to pass through " openings to sand trap. This quantity of air is necessary to clean the sand delivery: pipes of all sand in transit through them and leave them clean and ready for the next cycle.
JET CLEAN OUT

The sanding jets may be cleaned by pushing in on plungers. Refer to Figure 3.
MAINTENANCE 500 B Refer to Figures 4 and 5.

This is a complete bracket type valve. All working parts can be removed without dis-connections of any pipes or electrical connections. To disassemble from bracket, remove four 5/16" hex nuts, Item 24. Valve will now slip off bracket.
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AIR SYSTEM
MI-AIS-009
MAINTENANCE
1. Dismantle and thoroughly clean all parts. 2. Measure free height of spring, Item 14 if less than 1- 7/16", or not straight, replace. 3. Inspect seals, Item 7; replace if worn. 4. Inspect seals, Item 6 and 16, replace if worn. See "Lubrication:' 5. Inspect other seals, Items 2 and 20, they are static seals. 6. Inspect cup washer, Item 3; replace if cracked or hard. See "Lubrication:'
FIGURE 3 CLEANING OUT SAND JETS
FIGURE 4 5000B-MOUNTING AND CROSS SECTION VIEW
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AIR SYSTEM
MI-AIS-009
FIGURE 5 500B-EXPLODED VIEW PARTS LIST
LUBRICATION
Cup washer, Item 3; seals, Item 6 and 16; piston, Item 5 and seal grooves should be generously lubricated before reassembled. A light amount of lubricant should be applied to all static seals. A good grade of air brake grease should be used.
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MAINTENANCE 50085 APPLICABLE FOR WDM2

Refer to Figures 6 and 7. This is a complete bracket type valve. All working parts can be removed without disconnections of any pipes or electrical connections.
AIR SYSTEM
MI-AIS-009
reversible. To disassemble from bracket 1. Remove exhaust nut, Item 18. Solenoid coil housing will then slip off coil pole. 2. Remove four 5/16" hex nuts, Item 43. Valve will now slip off bracket. 8. Inspect spring, Item 13, must not be less than 31/32" free height 6 coils. Do not stretch. 9. Inspect and check coil, Item 15, ohms resistance 600+ 5%. LUBRICATION Cup washer. Item 10; seals items 8 and 34; piston. Item 9, and seal grooves should be generously lubricated before reassembled. A light amount of lubricant should be applied to all static seals. A good grade of air brake grease should be used.
MAINTENANCE
1. Dismantle and thoroughly clean all parts. 2. Measure free height of spring, Item 36. If less than 1-7/16", or rot straight, replace. 3. Inspect seats, Item 4. Replace, if worn. 4. Inspect seals, Item 8 and 34. Replace, if worn. See "lubrication." 5. Inspect other seals, Items 11, 12, 17, 31 and 40 they are all static seals. 6. Inspect cup washer, Item 10. Replace, if cracked or hard. See "lubrication." 7. Inspect seats, Item 28, seats are
FIGURE 6 5000B-MOUNTING AND CROSS SECTION VIEW
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AIR SYSTEM
MI-AIS-009
FIGURE 7 5000B-EXPLODED VIEW AND PARTS
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AIR SYSTEM
MI-AIS-017
TRAP, SAND
CONVEYOR TYPE 575
DESCRIPTION Sand flows into the conveyor by gravity and assumes its natural line of repose. The position of this line of repose is governed by the adjustable paddle A. Figures 1 and 2. The depth of the sand from the surface of the line of repose to delivery edge in the conveyor governs the amount of sand delivered. When air is admitted through the conveyor from the sander control valve, it removes the foundation triangle C of the line of repose. This sand is immediately delivered to the rail and the removal of the triangle starts the continuous flow of sand by gravity through the conveyor. As the sand drops from the delivery edge B, it falls into the air stream and is immediately airborne and conveyed to the rail, Figure 2.
FIGURE 1
FIGURE 2
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AIR SYSTEM
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AIR SYSTEM
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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. The flow of sand through the conveyor is by the natural and dependable forces of gravity. As sand drops into the
air stream each grain of sand is immediately air-borne and propelled in the direction of the air stream travel. 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
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MI-AIS-018
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MI-AIS-025
REGULATOR, PRESSURE
CONTROL AIR DESCRIPTION
The control air pressure regulating valve, Figure 1 reduces the auxiliary air pressure to approximately 70 psi. The valve contains an integral pressure gauge and is of the self-relieving type. This feature permits the regulated pressure to be reduced by backing off the adjusting screw and automatically prevents the build-up of excessive pressure in control air system.
DISASSEMBLY
Refer to identification. Figure 2 for parts
1. Turn out adjusting screw (1) to relieve all compression on springs (7). 2. Remove bonnet screws (4) and take off bonnet intermediate spring rest (6), springs (7) and diaphragm assembly (8, 9 and 10). 3. To disassemble the diaphragm assembly, grasp lower spring rest (8) firmly in one hand and with a wrench unscrew the diaphragm relief seat (10); 4. To disassemble the valve (15), remove bottom plug (20), parts 14 through 19 can also be removed.
REMOVAL
Close the control air cutout and open the drain valve in the control air reservoir to drain the system of air before removing the regulator from the piping. The regulator can be disassembled for servicing without removing it from the pipeline. FIGURE 1 PRESSURE REGULATING VALVE

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 disassembly. When assembling the valve (15), put a coat of grease onto the "O ring (16).
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FIGURE 2 PRESSURE REGULATOR EXPLODED VIEW
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AIR SYSTEM
MI-AIS-043
ELECTRICAL SANDING SYSTEM

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

The sanding is initiated by pressing manual sanding control switch (SOCS) located on the control, stand. Forward and reverse direction of sanding is controlled by electrical connections on the main reverser, which control the operation of the desired sander control valves (3). The standard circuits are shown by bold lines in Figure 1. Actuating the sander control valves allows main reservoir air to flow to the forward or reverse sand traps (2) at each truck in most applications a sand shut-off valve (1) is also applied. The emergency sanding switch (ESS) actuates all sander control valves regardless of reverser position in operations such as "plugging". Two other automatic controls of sanding are applied in most applications. One, wheel slip sanding, is controlled from the wheel slip detection equipment and applies sand in the direction of locomotive movement. The second, emergency sanding from air brake equipment, also applies sand in the direction of locomotive movement. The normal manual control of sanding and emergency sanding are train2004
LEAD AXLE SANDING

Lead axle sanding with a manual control switch may be applied as a modification. Operation of the control switch will apply sand forward of No.1 axle only. In some applications an indicating light is also applied.
PNEUMATIC TRAIN LINE

Equipment consisting of relay and pressure switches may be applied to permit operation in MU with locomotives equipped with pneumatic sanding -control. Refer to Figure 1 for schematic diagram. Sanding initiated electrically by the controls described above will also operate a pneumatic relay valve (4) through a reverser interlock. The relay valve in turn will admit main reservoir air to the forward or reverse train line pipe to start sanding on a trailing unit. In the event these units are trailing, a pneumatic signal received via the train line pipe will close the proper pressure switch which will in turn initiate sanding electrically as shown in Figure 1.
EQUIPMENT MAINTENANCE
Refer to respective publications for descriptions and maintenance procedures for individual system components.
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MI-AIS-043
FIGURE 1 COMPLETE ELECTRIC AND PNEUMATIC DIAGRAM SANDING SYSTEM
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CHASSIS
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FILTERS, PANEL
DESCRIPTION Panel filters are used on all types of locomotives and should be cleaned periodically. However, the elapsed time between such necessary servicing will depend on and vary with the severity of dust conditions encountered in operation. surface to be cleaned. Spray from outlet side first and then from intake side. After accumulation has been removed, rinse in clean hot water and allow to dry. CAUTION: Do not use caustic soda or lye. Method C Stand filter on end and flush 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 compressed air of 85 to 1 00 psi. Wash outlet side first and then inlet side of element. After all accumulated dirt has been removed allow the filter to drain and dry. 2. For servicing filters where hot and cold water is present at normal tap pressure of 65 to 90 pounds. Method D Immerse filter in dipping tank containing a hot solution (1500 F to 180F) of water and grease solvent, i.e., Oakite 20, 24 and penetrant (4 oz. per gal. of water). Agitate filter with outlet side down until the dirt accumulation works loose from the screen. Shim the floating dirt from the tank rinse in hot water and allow to dry. CAUTION: Do not use caustic soda or lye. 3. For servicing filter where steam, hot water, and compressed air are not available. Method E- Immerses filter in dipping tank, containing a solution of Oakite 8 or 9 mixed 1 part to 4 parts kerosene or equivalent and agitate. For heavy deposits of dust on the intake side it may be necessary-to use a scrub brush. When the accumulation has been removed, rinse thoroughly with water and allow to dry. It is
1
REMOVAL
1. Remove clip-holding panel in place. 2. Lift filter panel free.

Automatic mechanical filter cleaning and re-oiling equipment is now available recommendations set forth by the manufacturer of this type of equipment should be followed. However, the following cleaning methods have also been found to be practical and are now being used in the field. 1. For centralized servicing setups where steam, hot water, compressed air, and drainage facilities are available. Method A Immerse the filter in a boiling solution of water and a suitable grease solvent. Examples of grease solvents are Oakite 20. 24 or Penetrant (4 oz. per gal. of water) and Tri-sodium phosphate (5 oz. per gal. of water). Boil for 20 to 30 minutes or until accumulation has been removed. Rinse in plain hot water and allow to dry. CAUTION: Do not use caustic soda or lye. Method B Hang filter in exhaust hood and flush with hot solution (1500 F to 1800 F) of water and suitable grease solvent at 60-90 Ibs. pressure using flat jet nozzle held at approximately 3 inches from
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advisable to use rubber gloves to protect the hands of the workman.
RE-OILING FILTERS
Filters should be thoroughly dried before re-oiling Method A Immerse filter in dipping tank containing engine oil or satisfactory air filter oil. After element is saturated, remove the filter and stand on end on a drain board to permit surplus oil to drain off then replace the filter in a heated chamber where temperature of 200 to 300 above working ambient is maintained. Let the filter drain for a minimum of 8 hours before using. Wipe off surplus from frame before mounting in the air box. Method B For use in locations where only compressed air is available. Immerse filter in a dipping tank containing engine oil or satisfactory air filter oil. Remove the filter from the tank and stand on end and permit surplus to drain off. Then use compressed air of 85 to 100 psi. starting at top of element with nozzle and working down. Blow off heavy oil deposit. Use the air blast on both faces of the element. Wipe off surplus oil from the frame before mounting in the air box. Method C Where dipping tank is not available put the filter on two ends over a drain pan. Pour the oil over the filter element; making sure that the engine face area is covered and allowing the oil to penetrate through the element. Stand the 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 nozzle and working down 10 blow off heavy oil deposits. Use the air blast on both faces of the element. Wipe surplus oil from the frame before mounting in air box.
Method D Where compressed air and a spray gun available, fill the gun with oil or satisfactory air filter oil. Maintain air pressure at the minimum pressure required to emit oil from the spray gun; this is essential to minimize atomizing of the spray. Traverse both faces of the filter with the nozzle held approximately 3 to 5 inches from the element. It normally requires a minimum of 1/2 pint of oil per square foot of filter area to ensure complete penetration of the element. Stand the filter on end and permit the surplus oil to drain off, then use compressed air (85 to 100 psj) starting at the top of the element with nozzle and working down to blow off heavy oil deposits. Use the air blast on both faces of the element. Wipe surplus oil from the frame before mounting in air box. This is an emergency measure and should only be used when no other facilities are available. Method E Where compressed air or heated drain chamber is not available, use a mixture of 3 parts engine oil to 1 part trichloroethylene, non-leaded gasoline, white gas, mineral spirits or kerosene. Immerse the filter or pour on the mixture until the element is saturated. Stand the filter on end to drain and allow it to stand until all volatile materials are evaporated. CAUTION: This is an emergency method and must be used outside any building to eliminate danger from explosion of volatile gases and injury from toxic fumes.
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BELTS AND PULLEYS

BELTS GENERAL INFORMATION
In as much as V-belts have contact surfaces on the sidewalls, the high tension required with flat belts will not apply. If possible a complete set of new matched belts should always be installed and the remaining old belts removed. If sufficient number of good second hand belts have accumulated it may be possible to match up these belts and utilize them for future installations. These belts should not be used on a drive where it is expected that they will be kept in service for a long length of time or where application is difficult, as naturally the life of these used belts will be less .than new belts. When applying new belts on any drive the tension device should be released so that the belts can be applied freely over the pulleys. If the belts are forced over the pulleys a ply-break may occur resulting in damage to the belts. After a set of belts has been applied, the drive should be run for the break-in period before checking the tension. This will allow the belts to become well seated and equalized on both sides of the pulley. If too much tension is applied, trouble will be experienced on the bearing of the drive, with resultant short belt and pulley life. If the belts are applied too loosely, the belts will slip, there by decreasing their life. Belt dressings are not required and should never be used. Belts should be kept clean and free from oil. Belts not in use should be in a cool dark place as
2004
excessive heat deteriorates the belts. Do not store on a damp floor or where water or steam may damage the belts. When necessary to replenish stock, make sure that the belts previously in stock are used before using the newly acquired belts. When applying new belts, a continuous type V belts should be used. When applying a new set of belts, care should be taken to have the belts matched. Connector type belts can be used in an emergency. These should be replaced as soon as possible. Belts should never ride the bottom of the grooves.
PULLEYS PULLEY GROOVE WEAR

Pulley groove wear has been found to have a great effect on belt life. Pulley should be re-grooved or resurfaced at reasonable intervals.
PULLEY REPLACEMENT
Pulley should be inspected to ensure their being tight on the shaft at all times, and in each case during repair or replacement, the following rule should be observed. The pulley should be pulled up tight, should have a good fit over the shaft surface and the key should be carefully fitted so that the pulley does not rest upon it.
PULLEY ALIGNMENT
When applying new pulleys or making adjustments, make sure the running pulleys are in alignment to ensure straight belt operation.
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MI-CHS-004
BLOWER, TRACTION MOTOR

CONSTRUCTION
The construction of the blower incorporates a single inlet single width type forward curve impeller mounted inside down blast casing blowing the air downwards. The impeller is locked up on the shaft by washer (MB 11) and standard checknut (KM 11). The impeller is mounted on a shaft, which is supported on two bearings each installed at each side of the blower. The bearing on the pulley side is a fixed parallel bore spherical roller bearing, which is locked in. fixed position in -the housing. The shaft is also fixed axially in this bearing by a lock nut. The suction side bearings incorporate taper adopter sleeve for easy mounting and dismounting of the shaft and the impeller itself is locked on to shaft by a check nut with star locking washer. (The broad details of the construction are shown in the spare part catalogue-cum-drawing enclosed herewith after pg. 8). The blower takes drives from the main shaft through a V-Belt arrangement and a six-groove "B" section pulley is provided on the blower for the Purpose. The length of the belt is to be selected depending upon the centre distance between the blower and your driving source, so that the maximum margin is available for tensioning the belts during their subsequent use. length should be mounted on the pulley and before tensioning the belt, pulley of blower and driving source should be aligned properly. To check if belts are properly tensioned or not, press each belt at the centre between driving and driven pulley with a thumb of your hand, applying normal pressure. In properly tensioned condition, the belt will get pressed by thumb in the centre by about 25 mm. A too loose belt will get pressed by more than 25 mm and too tight belt will not allow the belt to be pressed up to the 25 mm. We wish to clarify here that this method is an approximate method and can be used as good guide. We also wish to caution that proper alignment of 2 faces of the pulley in one plane is also very important for getting good life out of belt. If Pulleys are not properly aligned, the belts will wear out very fast. It is also important that all the belts should be of same identical size and in a matched set and all belts from same batch.
STARTING
Before starting the fan rotate the pulley impeller by hand by removing belts, and check if the shaft is moving free and no metal to metal touching is noticed. Ensure that the blower is rotating freely. After flexing the belts, start the blower and stop immediately. While starting observe for any abnormal sound and while the blower is coming to rest after being stopped check the direction of the rotation of the blower to ensure that the same is matching with direction of rotation marked on the blower by an arrow. After ensuring that the direction is correct and that there is no abnormal sound restart the blower and now carefully observe if there is abnormal noise either from inside of the fan like metal to metal rubbing or from the bearings. If there is no abnormal sound continue to run the blower for about 2 hours and after that check the belt as well
1
INSTALLATION
Place the Blower on its outlet. on the air receiving duct on the loco and tighten the bolts provided on the outlet. Also fix nut bolts in the side wall of the blower provided on suction side and fix the same with the internal partition of the loco hood. All the holes provided for fixing are slotted so that the blower can be moved away from the driving pulley for the purpose of belt tensioning. After fixing the blower, B-section belt of appropriate
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as the bearing to ensure that they are not unduly heated.
MAINTENANCE SCHEDULE
To get dependable service from the blower it is important that following maintenance schedule is adhered to:
grease through grease nipples. With this, dirty grease will start coming out from the plug hole. Continue pumping grease till fresh grease starts coming out from the plug hole instead of dirty grease. With grease plug open, run the blower for about a minute. With this, excess grease will come out. After that replace the plug back in position. CAUTION: Grease plug has been tied with a metallic chain so that the same may not accidentally fall from hand. If the chain has come out or broken, replace the same to prevent accidental fall of plug. In any case, the plug must be replaced in position after regreasing and under no circumstances should the blower be run without grease plug in position, as otherwise the grease may run out from the bearing housing and the bearing may run dry, in which case the bearing will get damaged.
(A) EVERY 500 HRS.

1) To check the belts for tension and if found slack, tighten them as per the procedure explained above for installation. If the belts are found worn out, replace them. Care must be taken to ensure that all the belts. are changed simultaneously and not only those which are worn out. All the belts should be of the same batch and should be correctly matched for length. If this is not done, then some belts may run tight and some may run loose resulting into inefficient power transmission and faster wear out of belts. 2) To check bearings for any abnormal heating or abnormal noise. Presence of any of the two would indicate a possible damage to the bearing, which would need replacement. 3) Check if the vibration of the blowers is high. The blowers when supplied are statistically and dynamically balanced. Since our impellers are of welded construction, deformation normally does not take place. Therefore if any undue vibrations are noticed, the same could be due to uneven deposition of dust on the impeller blades. In such an event, the impeller would have to be removed, thoroughly cleaned and repainted and can be put back to use. 4) Re-grease the bearing. For this, remove the plug and pump fresh
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B) EVERY 2000 HRS.

1) Repeat all the above points mentioned for 500 hrs. However, for replacing the dirty grease, open the bearing cover and remove with hand as much dirty grease as possible, which otherwise does not become feasible only by pumping the grease.
C) EVERY 8000 HRS.

1) All the procedure for 500/2000 hrs. should be repeated. In addition to that the blower internals should be cleaned and the dust that might have accumulated inside the casing or on the impeller should be removed. Any rust, if observed should be cleaned and the blower should be repainted from inside and outside with enamel paint of desired colour.
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BEARING AND IMPELLER REMOVING PROCEDURE:

We have designed the bearing for a long service life and the bearing housing is of sealed construction so that the grease does not get sucked into the blower and then on to the commutator chamber of the Traction Motor. Should you need to remove the bearings or impeller, the following procedure should be adopted. (Item Nos. mentioned below are same as given in spare part catalogue and Figure Nos. mentioned are as per Figure given on the next page).
2) REMOVING PULLEY SIDE
BEARING
a) First remove the pulley by removing the locking bolts of taper adopter as you have been doing in the past, as we have adopted the same design on the taper adopter bush of the pulley as per DLW'S drawing. b) Remove the bearing housing cover no. 1 by opening the screws. c) Unlock the bearing locking nut by straightening the locking tab of the locking washer as shown in Figure 02. d) Unscrew the bearing locking nut with hook spanner (Figure 03) or by using soft metal drift as shown in Fig. 04. Unscrew and remove the nut and lock washer out completely. e) Now, completely remove three fixing bolts of the legs of the bearing housing on the suction side and also remove tile inlet suction cover by removing its bolts. f) Now place the blower on 2 or 3 blocks placed a distance apart with shaft remaining in vertical position and suction side down wards. Thc blocks should be placed in such a way that they will not obstruct the inlet suction cover being pushed down. Now keeping a soft metal piece like aluminium on the face of the shaft, hammer the shaft down wards to push it out towards the suction side. By doing this, the shaft will get dislodged from the inner race of the bearing on pulley side. Keep hammering till shaft comes out of the bearing and the whole shaft, impeller and hub assembly along with the suction side bearing housing comos out. Now the pulley side bearing complete with triangular housing can be removed
5
1) REMOVING SUCTION SIDE BEARING

a) Remove the bearing housing cover No.8 by opening the screws. . b) Open the lock washer tab from the slot of the nut of taper adopter sleeve as shown in Figure 02. Unscrew the nut either by using a hook spanner as shown in Figure 03 or by using a soft metal drift as shown in Figure 04. Using a pipe sleeve dolly of 50.1 mm I.D. (made from soft material like aluminium), as shown in Figure 05, give sharp and evenly distributed blows with a small hammer on the "dolly, to loosen the taper adopter sleeve from the shaft. Bearing is now loose on the shaft but the same is still fixed on the bearing housing." c) Remove the complete bearing housing along with bearing and the sleeve by removing the mounting bolts of the three legs of the bearing housing. At this stage, the bolts may be kept loosely in position. This will help in removing the pulley side bearing easily.
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from the main casing by removing 3 Nos. holding bolts.
4) REASSEMBLY
g) To remove any of the bearings out from the bearing housing, we have provided 2 Nos. holes on the back face of the bearing housing. The bearings can be removed by inserting a soft metal rod of 6 inch dia. from the holes and alternately tapping the same with a small hammer. Reverse procedure of the above will have to be followed for reassembling the blower and its bearing. While locking the taper adopter sleeve of the suction side bearing, it is essential that the sleeve is neither tightened too loose not too tight. If tightened too loose, the sleeve will be loose on the shaft and damage it. If too tight, then it will pre-load the rollers of the bearing, thus reducing the clearance between the rollers and two races (inner and outer) of the bearing and thereby damage the bearing. Therefore, just & proper tightening must be ensured. Getting proficiency on this, is a matter of experience and no fixed guidelines can be given. After assembly, the tab of the lock washer must be bent into anyone slot of the lock nut for each the three nuts, i.e., one lock nut in each bearing and 1 No. for the impeller locking.
3) REMOVING THE IMPELLER

The impeller is locked on the shaft with a similar lock nut and washer as provided) on the taper adopter sleeve of the suction side bearing and can be opened by using the same method as shown Figures 2, 3 and 4. The impeller can be now removed by slightly tapping the shaft from one end by a soft metal hammer as it has a slide fit on the shaft.
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COUPLING, RADIATOR FAN DRIVE
MI-CHS-005

DESCRIPTION
The locomotive air compressor is connected to the radiator fan drive shaft by a rubber cushioned flex-rigid coupling, Figure 1. It consist of rigid half mounted on the compressor shaft and the flexible half mounted on the fan drive, shaft, made up of an inner and an outer member using rubber blocks between the two members. Transmittal of power from one hub to the other is through the rubber blocks. 2. Loosen the traction motor drive belts (if used) and support the horizontal fan drive shaft (14). Remove the spacer plate (10) from the coupling. Install two of brass bushings built up to equal the thickness of the spacer plate (approximately 1") or slightly more, and secure with two of the through bolts (7), which hold the coupling together. Warp the horizontal fan drive shaft with abrasive paper about 6" from the coupling and apply a four foot Stilson wrench over the abrasive paper. Make sure the wrench does not mark the shaft. Apply the wrench so that
3. 4.
DISASSEMBLY AND REMOVAL

1. Remove cover plate (6) which incorporates a bronze bushing (5) from the coupling and move it away from the coupling as far as possible.
5.
FIGURE 1 COUPLING RADIATOR FAN DRIVE
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the torque can be applied in the direction of rotation. 6. With the torque applied to the shaft, six of the twelve rubber blocks will be unloaded and can be pushed out by use of a copper bar (with right angle bend at both ends) inserted in the one inch space between the coupling halves. When the first set of six rubber blocks are removed, the torque on the coupling can be released and the remaining blocks removed by hooking the end of the copper bar in back of the blocks and pulling them out. 4. 8. Remove the two brass bushing and outer member (2). Separate the coupling hubs (1 and 4) by disconnecting the fan drive shaft from the eddy current clutch. . 2.
entire length of the hub keyway. It must not bear on the top or bottom. Clean cover plate (6) and its bronze bushing (5). Remove any burrs or rough spots. Slide the cover plate on the fan drive shaft. Heat both hubs in an oven or by induction to 2000 F for 20 minutes and apply to shafts. This will give an advance of from 0.020" to 0..030". Apply hex, nuts and lock fan shaft nut with cotter pin and air compressor nut with setscrews. Bolt horizontal radiator fan drive shaft to eddy current clutch. Tighten bolts to 160 ft. torque. Position the outer member (2), as shown in Figure 1, and install the spacer plate (10) tightening the connecting bolts to 85-95 ft. Ibs. torque. Coat each rubber block with Castor Oil before insertion. Insert two rubber blocks on opposite sides of the inner and outer member. These blocks will go into place easily as they will not be compressed. Apply torque to the horizontal shaft so as to compress the two blocks previously installed. The next two sets of blocks can now be inserted in position next to be the blocks already applied. Continue installing the blocks in sets on opposite sides of the inner and outer members until all blocks are installed. Clean and polish the area on the inner member hub on which the bronze bushing rides.
3.
7.
9.
5. 6.
10. Remove the cotter pin from the hex nut on the fan drive and the set screws from the hex nut on the compressor shaft. 11. Remove the shaft hex nuts and with a hub puller remove the coupling hubs from both shafts.
7.

Clean and inspect the inner and outer members, which contain the rubber blocks. Remove any sharp edges or burrs on the members. Coat the contact surfaces with Castor Oil as a lubricant for the blocks. 8.
9.
REASSEMBLY AND INSTALLATION

1. Clean both shaft keyways and apply keys. Make sure that key has no burrs and that it fits on its sides for the
10. Coat bronze bushing lightly with engine oil and install cover plate tightening the bolts to 50-60 ft. Ibs. torque.
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11. Shift the right engine gear box assembly so that the edge of the cover plate and edge of the hub are in line. This should give a nominal shaft separation of 1-1/16". 12. Remove the top 7/16" bolt from the cover plate (6) and insert a threaded rod into this hole to support a dial indicator. Mount the dial indicator vertically with the stem on the shaft driving the eddy current clutch. Pry up on shaft and note the deflection. 13. If the deflection is more than 0.008" the shaft must be centered by applying shims between pieces 1 and 6 Figure 1. Remove dial indicator. 14. Apply a jig to this jacking hole and attach a dial indicator with the stem resting on the shaft. Take reading at zero, 90, 180, 270 and check zero setting at 360. The differential between zero to 180 and between 90 to 270 should not exceed the value listed on the following page. Jig Length 12 inches 6 inches 3 inches Differential 0.006 inches 0.003 inches 0.0015 inches
15. If the differential in either the horizontal plane or the vertical plane exceeds that listed, the gearbox unit must be shifted accordingly. CAUTION: When adding or removing shims be sure that the same thickness is used on all four corners of the gear box also when shifting the gear box unit laterally, be sure that the unit is shifted as a whole and not just pivoted on one of its mounting bolts. Dowel pins through the base of the gear box in the support must be removed prior to the shifting of the unit and reapplied (in new holes, if necessary) after alignment. 16. Mount a dial indicator on the vertical face of the eddy current clutch inner rotor on the gear box side with the indicator stem resting on the vertical face of the outer rotor and at right angle to the vertical face of the outer rotor. 17. Rotate inner rotor and note deflection. If deflection exceed 0.070", shim the gearbox accordingly. 18. A 0.035" air gap should exist between the inner and outer rotor. 19. Recheck shaft run out at flexible coupling. Refer step 14 above. 20. If shims were used in coupling to centralize shaft, be sure, they are removed upon completion of alignment. Refer to step 13 above. 21. Lubrications not required for the coupling.
NOTE: If another Jig length is used, proportion the differential reading accordingly.
2004
DRIVE, RADIATOR FAN
MI-CHS-006
DRIVE, RADIATOR FAN

DESCRIPTION
A single thermostatically controlled engine cooling water fan, located in the radiator compartment is driven by a universal joint vertical drive shaft from the diesel engine through the eddy current clutch and right angle gearbox. The fan draws air through two banks of tube and fin type radiators, dissipating the heat from the water and exhausting the hot air through the roof opening.
TO DISASSEMBLE UNIVERSAL JOINT VERTICAL FAN SHAFT FIGURE 1

1. Remove nuts lockwashers and capscrews from fan and right angle gear unit-drive flanges. The vertical shaft will be free to be removed. ARROW MARKS Clean the shaft and locate the arrow marks, which are stamped on the shaft and sleeve yoke before removing the slip joint. If arrow marks are not readily seen, mark both members so that when reassembled they will be in exactly the same relative position. SLIP JOINT Unscrew the dust cap from the slip joint and remove the joint from the shaft.
2.
FIGURE 1 UNIVERSAL JOINT
3.
FIGURE 2 UNIVERSAL JOINT EXPLODEED VIEW
2004
DRIVE, RADIATOR FAN
MI-CHS-006
TO DISASSEMBLE UNIVERSAL JOINT - FIG. 2

1. BEARING ASSEMBLY Remove by tapping with a soft round drift on the exposed face of one bearing assembly until opposite bearing assembly comes out. Tap the exposed end of the journal cross until the opposite bearing is free. Use a soft round drift with a flat face about 1/ 32" smaller in diameter than the hole in the yoke, otherwise, there is danger of damaging the bearing. 2. JOURNAL CROSS Remove by sliding it, to the side of the yoke and tilting it over the top' of the yoke lug.
the lugs. Pull the opposite trunnion in the opposite bearing hole. 3. BEARING ASSEMBLIES Insert from outside of yoke. Press into place with an arbor press or tap with a soft round drift so as not to mar any surfaces.
TO ASSEMBLE SLIP JOINT ON SHAFT

1. SLIP JOINT Lubricate the sleeve yoke and shaft splines thoroughly with suitable gear lubricant and apply the sleeve yoke to the shaft. BE SURE that the arrows or marks on the shaft and slip joint are in line, since the sleeve yoke lugs must be in the same plane as the yoke lug stop prevent excessive vibration. 2. CORK WASHERS Renew if necessary before assembling with the dust cap and steel washer on the sleeve yoke. TO INSTALL UNIVERSAL JOINT SHAFT UNIVERSAL JOINT SHAFT ASSEMBLY Place in pair of centers and check the shaft for run out. The run out on the tube should not be more than 0.020" indicator reading, and on the neck of the slip stud shaft the run out should not be more than 0.005" indicator reading. Mark the high and low points on the shaft with chalk and straighten if necessary. Install with the slip nearest the source of power.
CLEANING AND INSPECTION

1. CLEAN ALL PARTS Use a suitable cleaning fluid. Allow the parts to remain in the cleaner for some time to loosen up any particles of grease or foreign matter. Remove any burrs or rough spots from any machined surfaces. 2. BEARING ASSEMBLY Do not disassemble. Clean with short stiff brush and compressed air. Work a small quantity of suitable gear lubricant into each bearing on the trunnion to check wear. Replace if worn. 3. JOURNAL CROSS Because worn bearings used with a new journal cross or new bearings used with a worn journal cross will wear more rapidly making another replacement necessary in a short time, always replace the journal cross and four bearing assemblies as a unit.
LUBRICATION- DO NOT USE GREASE

Use suitable gear lubricant. Use the high-pressure lubrication fitting provided on the journal cross. The lubricant is forced by centrifugal action from a central chamber in the journal cross to all four reservoirs and then directly to the bearing where it is actually required. The bearings are well protected against leakage and the entrance of foreign matter by the gasket provided. Lubricate the sleeve yoke and spline shaft each time the universal joint is lubricated.
2
TO ASSEMBLE UNIVERSAL JOINT

1. GASKET Install new gasket in the retainers on the journal cross. 2. JOURNAL CROSS With the lubrication fitting facing away from the yoke insert one trunnion of the journal cross into the bearing hole between
2004
DRIVE, RADIATOR FAN
MI-CHS-006
FIGURE 3 RADIATOR FAN DRIVE
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DRIVE, RADIATOR FAN
MI-CHS-006
FIGURE 4
The sleeve yoke is provided with a Lubrication fitting.
TO REMOVE FAN AND FAN SHAFT FIGURE 3

1. Remove fan protective screening from air opening in locomotive roof. 2. Remove cotter pin and nut from fan shaft. 3. Apply puller (Cat. 6756397G8) and draw fan from shaft.
Due to (slight) difference in width the shim heights needed in case of FAG/MTC bearing will vary and should be adjusted on assembly. FAG/FAFNIR PART NO. WIDTH 11400055 63.5 mm MTC 11400294 34 mm
ASSY WITH MTC BEARING ASSY WITH FAFNIR/FAG/SKF BEARING FIGURE 4

Indigenous bearing MTC 36 14 have been cleared in replacement of FAG 3614/FAFNIR W 314PP/SKF 4623 14. These bearings are of single row construction and 4 nos. are fitted per assembly.
2004
4. With hoist or suitable lifting device, lift fan from locomotive. 5. Disconnect bracing from locomotive structure and fan shaft bearing housing. 6. Disconnect the upper universal shaft flange from fan drive shaft flange. 7. Remove mounting bolts from fan shaft bearing housing and lift out assembly.
4
DRIVE, RADIATOR FAN
MI-CHS-006
TO REMOVE FAN SHAFT AND BEARINGS FROM HOUSING

1. Remove key from fan hub. 2. Take off upper housing cover and, shim between cover and housing. 3. Take off lower housing cover. 4. Slide shaft and upper and lower bearings out of housing.
either position; but, once used, they must remain in their original location. Press the bearing on the shaft until they are against the shaft shoulders.
TO REASSEMBLE SHAFT AND BEARINGS TO HOUSING

1. Spread a 1/8 inch thick layer of ball bearing grease on ball bearing seal plates and on inside faces of upper and lower bearing housing covers. 2. Slide bearings and shaft into the housing. 3. Pull on lower housing cover. Tighten screws evenly and lock them with wires. 4. Support bearing housing, shaft and bearings as assembled in a vertical position. 5. Apply upper cover to bearing housing. Use depth gauge and one or more shims to get a clearance of 0.010 to 0.015 inch between cover lip and outer race of upper bearing. Tighten cover plate screws evenly and lock with wires.
TO REMOVE BEARINGS FROM SHAFT

If bearings are to be reused, before pulling bearings from the shaft, identify them as to location and direction on the shaft. Identification is necessary in order that the thrust side of the race groove will be the same after re-assembly.

Thoroughly clean bearing and shaft with a suitable solvent. Remove all grease from outer sides of bearing seal plates. Check for excessive play in bearing races, and replace bearing if necessary. With a suitable solvent, clean off air grease from the inside of the housing and also from the upper and lower housing covers. If re-packing of sealed bearing is desired, remove seals and thoroughly clean bearings. Pack with ball bearing grease and replace seals. Do not add grease to that already in bearings as new grease may not be compatible with that used by bearing manufacturer. For recommended greases. "Lubricating Oil Specification" See publication.
TO REAPPLY FAN AND FAN SHAFT

1. 2. 3. 4. 5. Reapply fan shaft mounting bolts. housing with
Bolt upper universal shaft flange to fan drive shaft flange. Apply bracing to locomotive structure and fan shaft housing. Remove nicks or burrs from fan shaft upper key and place in slot. Lift fan on shaft. Tap fan hub lightly into place and draw up with nut. Apply cotter pin. Replace fan protective screening on locomotive roof.
5
TO REAPPLY BEARINGS TO SHAFT

Used bearings must be reapplied in the same location from which they were removed. New bearings are interchangeable and may be applied in
2004
6.
DRIVE, RADIATOR FAN
MI-CHS-006
TO DISMANTLE SNAP RING TYPE

To remove sliding joint form splined shaft, unscrew the dust cap and pull back the cork. 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 3. If necessary top cap bearing race from inside with small diameter bar taking care not to damage bearing race.
2. To bearing should begin to emerge, turn shaft over and finally remove with fingers.
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 parts in petrol. For fixed end similar operations will apply. Complete shaft to be supported on wooden blocks.
2004
DRIVE, RADIATOR FAN
MI-CHS-006
TO DISMANTLE BEARING CAP TYPE

Having unscrewed completed the dust cap and pulled back the cork washer pull splined sleeve yoke off 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 remaining bearing races. Wash all parts in petrol. For fixed end similar operations will apply. Complete shaft, to be supported on wooden blocks.
2004
DRIVE, RADIATOR FAN
MI-CHS-006
EXAMINE AND CHECK FOR WEAR

The parts most likely to show signs of wear after long usage are bearing races and spider journals. Should looseness in the fit of these parts, load markings or distortion be observed, they should be renewed complete as a unit i.e because worn needle bearings used with a new spider journal, or new needle bearing used with a worn spider journal, will wear more rapidly, making another replacement necessary in a short time. It is essential that bearing races are a light drive fit in the yoke trunnions. In the rare event of wear having taken place in the yoke cross-holes, the holes will most certainly be oval, and the yokes must be removed In the case of the wear of the cross holes in a fixed yoke, which is a part of the tubular shaft, yoke and tube or yoke and shaft assembly only in cases of emergency should these be replaced in the field. They should normally be replaced by a complete assembly. The other parts likely to show signs of wear are the splined sleeve yoke, or splined stud. A total of 0.004 circumferential movement, measured on the outside diameters of the spline, should not be exceeded. Should the splined stud shaft require renewing, this must be dealt with in the same way as the fixed yoke, i.e., a replacement tubular shaft assembly fitted.
2004
DRIVE, RADIATOR FAN
MI-CHS-006
2004
DRIVE, RADIATOR FAN
MI-CHS-006
LUBRICATION
Both types of Universal joints, one without external lubricator and other with lubricator require lubrication. Those without external lubricator should be repacked with lubricant at general overhaul, and those fitted with external lubricator should have attention during ordinary lubricating period. On the larger series of joints a lubricator )s standard fitment to the center, spider for lubrication of the bearings. "greasy" as received from vendor they should be packed with lubricant on assembly. Lithium Base Grease should be used for lubrication of the Needle Bearings. This should be acid and soap free as the former causes corrosion and the latter clogs the passages. As a guide for type, the following are suitable and air are equally 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. On all shafts where a slip joint is used a lubricator is fitted to enable the spline to be lubricated and this should be done every 2,000-3,000 miles or every time the chassis is lubricated. On all sizes, for necessary replacement, we supply "Unit Packages" consisting of a spider cross piece four bearing races and four snap rings or lock straps, etc. complete and while these are
2004
Esso multipurpose grease H, and T.S.D. 110; Gulfsil grease G 78 -2 and G 64A-2 Super lithium, 'filtrate' and E.P. 3; Almarine H.S. Grease; 'maxima' lithium grease; mobil grease M.P. and fantal No. 2; Oilith 3 and Oiline lithium L. 24; fina manson H. T. L. 2 and E.P.L. 2; Shell retinax A and Alvania grease 2 and 3; Ambroline L.H.T. and Stemoline 720; F. V. 73 E.P. and F. V. 71 Vatvoline lithium grease No.2; Evco B.B. No. 3 grease; and M.L.I. grease; Castrol ease L.M. and Spheeral A.P.T. 2E.
10
DRIVE, RADIATOR FAN
MI-CHS-008
COUPLING, AIR COMPRESSOR DRIVE

DESCRIPTION
The locomotive air compressor is connected to the diesel engine by a forged steel flexible coupling, Figure 1. The coupling consists of two flexible symmetrical halves, each made up of a hub and sleeve connected through gear teeth which provide transmittal of power from one hub or shaft to the other. The two hubs are identical and can be used as either the drive or driven member. One sleeve is equipped with two oil holes, which are located diametrically opposite each other in the sleeve flange. This sleeve (with the oil holes) should be located on the drive or engine extension shaft, so that at either an engine or air compressor replacement, the correct combination of sleeves is assured. 2. Move air compressor to separate hubs. 3. Remove hex, nuts from shaft ends and with a hub puller, remove coupling hubs from both shafts. 4. Remove coupling sleeves.

1. The backlash when new, of each coupling hub to its mating sleeve in 0.012" at a 3-1/2" radius, or a total coupling backlash of 0.024" at a 3-1/2" radius. The condemning backlash when worn of each coupling hub to its mating sleeve is 0.050" at a 3-1/2" radius, or a total coupling backlash condemning limit of1 0.100" at a 3.1/2" radius. 2. After the coupling is dismantled, all parts should be thoroughly cleaned and inspected. At that time the backlash should be checked and if it is found to exceed the above condemning limit, that hub and Its
REMOVAL
1. Remove nuts, lockwashers and bolts from coupling flange and jack coupling sleeves apart. A small container should be used to catch the lubricant.
FIGURE 1 AIR COMPRESSOR DRIVE COUPLING
2004
DRIVE, RADIATOR FAN
MI-CHS-008
mating sleeve should be renewed. Once a hub has operated with its matinq sleeve, it should never be remated with another sleeve, either worn or new, and vice versa. However, it is perfectly acceptable to remate an already mating hub and sleeve assembly with any other mating hub and sleeve assembly. 3. Check coupling alignment see "Installation and Alignment" instructions. 4. To determine the correct hub separation of 3-1/ 8" to 3-3/8" (shaft separation of 5/16" to 9/16") without dismantling the coupling, measure the distance from the end of each sleeve to the end of its hub. These measurements are shown as dimensions "A" and "B" in Figure 1. The sum of these two-dimensions should equal between 2-1/2" and 23/4". 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 causes of noise and wear.
apply to shafts. This will give 0.020" to 0.030" advance. Apply hex. nuts and pull up tight. Lock engine extension shaft nut with cotter pin and air compressor nut with the setscrew. 4. Align air compressor faces are separated 3/8", This will give a of between 5/16" Figure1. so that the hub by 3-1/8" to 3shaft separation to 9/16", See
FIGURE 2 COUPLING ALIGNMENT
INSTALLATION AND ALIGNMENT

1. The coupling hubs have a tapered fit and are keyed to the shafts. Clean and remove burrs from hub bores. Shaft fits, keys and key ways. The keys should have a 0.001" to 0.003" interference side fit in the keyway but must have clearance on the top or bottom of the keyway. 2. Slide the sleeves over the shaft before applying the hubs (male sleeve with ojl holes on engine extension shaft) . 3. Heat both hubs in an oven or by induction to 200F for 20 minutes and
2004
5. Align coupling so that there is a maximum indicated angular run out of 0.006" between vertical hub faces at the extreme edge of the faces (actual angular misalignment of 0.006" see Figure 2) and maximum indicated offset 1 run out of 0.016" between hub outside) diameters (actual offset misalignment of 0.008" see Figure 2). During the actual indicating of the alignment of the coupling. The air compressor and engine hole down bolts must be securely tightened to insure accurate and true conditions. 6. After the alignment is completed but before the sleeves are engaged the engine extension shaft keyway and air
2
DRIVE, RADIATOR FAN
MI-CHS-008
Compressor J shaft keyway must be 1800 out of alignment. 7. Carefully install the gasket on the male sleeve. Pull both sleeve together and apply flange bolts, lockwashers and nuts. Tighten bolts to 320 fl. lbs. torque. Add lubricant. See Lubrication".
LUBRICATION
1. Apply quantity and type of lubricant specified in MI-LOS-OO9.
2. Either hand pack with approximately 2 pints of lubricant when coupling is disassembled or use grease gun alter assembly applying gun to one of the holes provided in the sleeve. Positioning of the lubrication holes in the sleeve is unnecessary. Use of excessive amount of lubricant will not impair the operation of the coupling since excess lubricant will be throw from the coupling during operation.
2004

Maintain peak performance of your diesel locomotive

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Maintain peak performance of your diesel locomotive

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MAINTENANCE INSTRUCTION MANUAL

3100/2750 HP DIESEL ELECTRIC MAIN LINE LOCOMOTIVE

TYPE-WDG3A FITTED WITH DUAL BRAKE SYSTEM 2004-05

DIESEL LOCOMOTIVE WORKS VARANASI 221 004 (UP) INDIA

3100 HP WDG3A CLASS DIESEL LOCOMOTIVE

MI-ENG-089 MI-ENG-019 MI-ENG-001

Fuel Injection Pump, Support and Drive

MI-ENG-071 MI-ENG-067 MI-ENG-074 MI-ENG-030

Governor, Engine Governor Traction Mounting and Removal

MI-ENG-020 MI-ENG-024 MI-ENG-019

Inspection, Engine Final Installation Engine

MI-ENG-034 MI-ENG-049 MI-ENG-049 MI-ENG-018 MI-ENG-025

SYSTEM LUBRICATING OIL

SYSTEM, FUEL OIL

SYSTEM COOLING WATER

GENERAL LOCOMOTIVE DATA FOR WDG3A LOCOMOTIVE

AUXILIARY HORSE POWER WDG3A REQUIREMENTS

100 Kmph. 18/74 73.2 m.

APPROXIMATE WEIGHTS IN KG.

MAXIMUM OVERALL DIMENSIONS

TROUBLE SHOOTING CHART

High Cylinder Exhaust Temperature

Engine will not start

TROUBLE SHOOTING CHART

High Cylinder Exhaust Temperature

Engine will not sta rt

TROUBLE SHOOTING CHART

Low Compression Pressure

Abnormal Firing Pressure

High Lube Oil Temperature

Abnormal Noises in Engine

Blue -White Exhaust

TROUBLE SHOOTING CHART

Low Compression Pressure

Abnormal Firing Pressure

High Lube Oil Temperature

Abnormal Noises in Engine

Blue -White Exhaust

TROUBLE SHOOTING CHART

Low Compression Pressure g g g

Abnormal Firing Pressure g g g

High Lube Oil Temperature

Abnormal Noises in Engine

Blue -White Exhaust

ENGINE FINAL INSPECTION PRE-RUN AND BREAK-IN

FINAL INSPECTION AND PRE-RUN

BREAK -IN OR OPERATION TEST

Break-in Test 1 Hour 1 Hour 2 Hours 2 Hrs. Min.

BREAK -IN AND FLUSHING MATERIAL LIST

FIGURE 1 CRANKCASE EXHAUSTER

INSPECTION AND MAINTENANCE

OIL CATCHER, POWER TAKE-OFF END

4. Drill through with a 7/16 inch drill.

PISTON AND CONNECTING ROD

CRITERIA FOR INSPECTION OF CON. ROD BOLTS

FIGURE 2 CONNECTING ROD ASSEMBLY

5. Connecting Rod 6. Lower Bearing Shell 7. Connecting Rod Cap

DISASSEMBLY REMOVAL OF CONNECTING ROD BEARING SHELLS ONLY

INSPECTION AND MAINTENANCE PISTON CLEANING TANK

1. Upper Bearing Shell 2. Lower Bearing shell

PISTON AND CONNECTING ROD DISASSEMBLY

FIGURE 4 PISTON CLEANING TANK