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REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECTAuthor: LIBERTO PIRESDate: 11TH SEPTEMBER 2000

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SEQUENCE TITLE, WORK DESCRIPTION AND COMMENTS SPECIAL TOOLS ANDINSTRUCTIONS

1

PRE-CLEANING OF THE ENGINE

The engine weight is approximately 15,700 kg (without turbocharger) or 16,500kg (withturbocharger). A 20-ton crane can handle the engine by means of a lifting bar with two hooks, whichwill sling on two lifting eyes available on the engine’s ends.

Pre-cleaning will remove oil, grease and heavy dirt contained in all surfaces and components andmake further disassembling easier for the personnel.

Several methods can be used, but spraying a suitable manufacturer’s industrial cleaner detergent(alkaline liquid) all over the surfaces and leaving it 10 - 15 minutes, then spraying it with hot water athigh pressure, will remove most of the substances referred to above.

Bolts, screws and other attachments showing heavy rust must be sprayed with suitable rustremovers (liquid cans) in order to get them easier to unscrew during disassembling.

• Special lifting bar.

• Spray guns8193041

• Hot water HPequipment.

2

COMPLETE DISASSEMBLING OF ENGINE

The methods can differ from one to another workshop, however the following sequence can beadopted following the E.M.M in reverse sequence.

2.1 Remove the two starting motors – ship the motors to the repair shop.2.2 Remove the protecting devices (engine protector, hot oil shutdown and over speed trip

• Injector pry bar8041183

• Waterpumpboltwrench9519601


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2

housing and mechanism)- ship the devices to the specialised repair shops.2.3 Remove the governor and linkages – ship the unit to the repair shop.2.4 Remove fuel filters/valves and injectors-ship the units to the repair shop.2.5 Remove the 2 water pumps and after-coolers together with piping and housing – ship to the

specialised repair shops.2.6 Remove the lube oil filters, lube oil pumps (two), turbo pump, filter and valves, and strainer

housing together with attached piping – ship them to the repair shops.2.7 Remove exhaust manifold, exhaust screen and exhaust joints – ship to repair shops.2.8 Remove front and rear gear train covers and accessory housings- ship to repair shop.2.9 Remove all gears at the front and rear of the engine-ship to the repair shop (except the

spring drive turbo gear).2.10 Remove the camshafts – ship to the repair shop.2.11 Remove the stub shafts - ship to the repair shop2.12 Remove the accessory drive coupling, flywheel and vibration damper – ship to repair shop.2.13 Remove conn rod and main bearings (baskets and main caps kept in matched units with

serial numbers registered).2.14 Remove complete power packs – ship for further disassembling into components.2.15 Split crankcase and oil pan and remove crankshaft – ship to the repair shop.2.16 Remove miscellaneous piping, tubes, hoses, flanges etc – ship to the repair shops.

• File 690 to lift aftercooler

• Exhaust manifoldtorque tool kit8463512, 8463513and 8463514

• Turbo charger liftingeye bolt 8496116

• Main BRG cap tool8487487

• Test valve wrench8032587

• Lifting clamp8417858

• Piston hold eng tool8417859

• Conn rod clamp8417881

• Crab nut wrench set9551713

• E.M.M all sectionsfrom o thru.


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3

REBUILD/RE-QUALIFICATION OF ENGINE COMPONENTS

All components of the engine will be inspected, deeply cleaned, measured, magnafluxed (whereapplicable) and repaired or replaced accordingly. In this project some components will be replacedby new or utex components supplied to the re-manufacturer to be assembled later.

All repair kits, single parts, gaskets, seals etc will be supplied during individual repair of eachcomponent.Instructions, dimensions, limits and clearances are supplied on the E.M.M. or MI’s where applicable.These instructions are remarked on the column tools/instructions.

3.1

CRANK CASE AND OIL PAN RE-MANUFACTURING / RE-QUALIFICATION

a) DEEP CLEANING

The crankcase will be immersed into a suitable tank in a solution of caustic soda and hot water. Allwater and oil piping attached must be flushed with the solution to remove all scale, sediments anddirt. After deep cleaning the crankcase will be flushed with clean water and dried with compressedair. All surfaces must show a shinning grey colour after being clean. Alternative methods usingsteam, spray of detergents etc. can also be used as long as the final appearance is the same.

Gasket surfaces must be brushed to remove traces of old gasket material stuck to the surfaces. Oldtraces of paint should be brushed off. Holes, threads and rusty surfaces must be brushed or wipedand have a clean aspect for further inspections.

• List of chemicalsused for deepcleaning engines.

• Liquid detergentsprayers.

• High pressure hotwater equipment.

• Rotating wirebrushes of severaldiameters fromsmall to very large.

• Straight ruler with 3


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3.1

b) VISUAL INSPECTIONS

• Top deck covers for distortions.• All gasket surfaces for any defects that prevent good sealing later on.• All “A “ frames for distortions.• Base rail to air box welds (if cracks are suspected confirm by Magna Flux).• Hand holes cover surfaces for sufficient sealing area.• Gussets and bracings in oil pan for damages.

Water manifold pipes for damages.( intensive corrosion )• Head frames for damages or distortions.

NOTE: All areas with defects must be marked with visible coloured markers and reported in suitable documents, which contains the serial number of the component.

c) MAGNA FLUX INSPECTIONS

As per amperage rating defined on MI-318 all following areas must be subject to magnetic particle inspection. The iron dust in powder cans with spray gun must be from a recognised source (Magnaflux company or equivalent). Suitable ultra violet lamp must also be used during inspection of.

• Mainframe serration.• Cylinder head retainers inside and outside diameter welds.• CRV tubes to retainer welds.• CRV tubes to crankcase side sheets.• Air box stress plate to end plate welds.• Cam pad welds.• Injector pad welds.• Cylinder head water discharge holes.• Top deck weld joints.

meters min.• Feeler gage 0,1mm• Magnifying glasses.• 150 to 200 watts

inspection lamp.• Yellow or white

marker.

• MI –318• Magnaflux unit or

D.C weldingmachine for 500AMP ratingminimum.

• Magnaflux ironpowder and SAE 10oil.

• Ultra violet lamp.


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3.1

• End bar to top deck welds.• End bar support welds.• Exhaust manifold elbow welds• Oil pan piping application welds.• Oil pan mounting pads.

NOTES: all areas showing defects are marked with coloured markers for further correction. Allareas that have been repaired by grinding and welding must again be Magnafluxed to confirm thatrepairs have been properly done.

d) HYDRAULIC PRESSURE TESTIf during visual and Magnaflux inspections no cracks are found it is necessary to perform ahydraulic pressure test. Water/ fuel can be used compressed at 100psi pressure either bymechanical or manual pumps. All water and oil passages are sealed in one extremity andhydraulic pressure fluid injected at the opposite side of the passages. No leaks can beacceptable. If leaks of fluid are found these areas must be marked to be ground/welded/pluggedor any other suitable repair method. New hydraulic test must be performed after repair.

e) DIMENSIONAL INSPECTION• Main bearing bore dimensions (EMM page 1-5 and MI – 100)• Main bearing cap serration (MI-100)• Main frame member serration• Main bearing studs with die method• Upper pilot and lower liner bores diameters and concentricity (EMM 1-100) with liner insert

installed (MI-315). (note: if this dimension is not correct, insert must be removed andconcentricity checked again without insert).

• Upper pilot and lower liner bores perpendicular to crankshaft centre line• Base rail parallel to line bore (crankshaft centre line)• End plates perpendicular to line bore• Cylinder head seats wear step (MI-316 and 317)• Keyways on crankcase and oil pan for spacing and size

• Set of sealingcovers (to fabricate)

• Set of rubber seals.• 100 psi capacity

electric or manualpump.

• Tools and gagespreferred on EMM,MI-100, MI-315, MI-316, MI-317

• Go – no go gagesaccording to the liston the text forthreads.

• Line boring fixturesfor horizontal orvertical boring.


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3.1

• Exhaust deck wear step versus top deck thickness• Hand hole cover flanges for wear and thickness• Hand hole cover diameters• Cylinder head’s water outlet orifices for wear step• Exhaust deck to cam pads dimensions• Crab bolts with die nut method• All bolt holes by thread chasing method

Note: to be considered go / no go gages for threads of 1 ¾ “-12 1 ¼ -12” 1”-14 1”-8 ¾”-16 5/8”-18 3/8”-24 3/8”-16 ½”-20 and ¼“-20

• Dowel holes on oil pan mounting feet for roundness and size• Stubshaft dowel holes for roundness and size• Base rail hole sizes for possible alignment purposes between crankcase and oil pan.Note: preferentially dimensions must be marked and a document filled in indicating thedeviations found versus the factory’s standard and instructions for further machining (or build upwelding stock to increase thickness).

f) CRACK CORRECTION BY WELDING All cracks found in any area must be corrected according to instructions contained in MI-318.

Suitable grinders and a variety of grinding bits, (carbide), with different shapes and sizes, will beproperly chosen, to cut the material around the crack and prepare the area for further welding.Electrodes, amperages and welding machines must comply with MI-318 in all parametersaccording to the place where the defect exists.Exhaust elbows (complete) P/N 8344765 will be supplied to replace elbows that cannot besalvaged.Welders must be qualified to perform all possible welding jobs in any position. Welders mustexhibit a suitable factory certificate or be trained on the job by and EMD’s instructor.

g) PLUG WELDING AND THREAD INSERTSHoles with diameter above ½” must be plug welded and re-taped if they are found defective.

• MI-318 tools.• Rotating grinder

with several sparegrinding bits.

• AC/AC or AC/DCwelding equipment.

• Electrodes as perMI 318.

• Air compressedhammers of severalsizes.


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3.1

Holes with diameter bellow and including ¼” can be repaired by thread inserts.

h) BUILD UP STOCK BY WELDINGAn area such as main bearing bores, cylinder bores, and head retainer seats etc. if found withinsufficient stock to be machined can be welded in minimum possible amounts to gain suchstock. Suitable techniques must be used to control deformation of the surfaces being welded.

i) HEAT STRESSES AND CONTROL OF DEFORMATIONThe crankcase and oil pan can deform if extensive welding is necessary. By shot peeningduring the process or/and into a suitable oven at proper temperature. The material stresses anddeformation must be avoided.

j) MACHINING OF CRANKCASE AND OIL PANMilling, boring, re-surfacing etc. are operations to be performed in crankcases and oil panscalling for precision on the 0,001” range.Some operations such as re-surfacing must cover the entire surface to be machined and someothers will cover individual spots or specific surfaces limited in areas of defects.Specific machining requirements are as follows:• Main bearing cap serration

Note: caps cannot be welded and stock must be gained by serration re-machining.• Line bore just one or several bores• Weld shim to end plate of oil pan and match crankcase to oil pan• Base rail parallel to line bore after line bore is done• Upper pilot bores concentricity and/or perpendicular to line bore• Same for lower liner inserts before and after installation of new inserts• Head seats re-machined after build up welding• Keyways re-machined at correct sizes and spacing

Note: when this repair is necessary, it is mandatory to re-machine the top deck.• Holes and new threads to be done on a case by case basis• Exhaust decks re-machining if thickness is maintained within limits of drawing.• Hand hole cover flanges machined for correct diameter and thickness• Main frame serrations machined to maintain spacing and parallelism.

• Hammer bits ofseveral sizesaccording to areasto shot peen.

• Guaranteedprecision ofmachines andinstruments up to0,0005”with propercalibration within 6months validity.


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3.1

• Crab stud support re-machining ( spherical seats )• End bars machined• Piston cooling pipes flanges machined• Crank shaft thrust faces re-machined• Re-machine the first end plate hole• O.S Hsg internal drain hole modification• Cam drive holes in end plate to be re-applied• Drill and tap hole for crankcase/oil pan protector modification• End plate dowel holes to be drilled oversized (or plug welded) and re-located• Crab bolt threads to be chased.• CRV bores to be re-bored if plug welded• CRV faces• Stubshaft dowel holes• Modify head frame to convert square into rounded corners

Notes on machining:The tasks above described will be executed partly or totally according to the inspection criteriadictated before welding and re-machining.The surface finishes are clearly shown on manufacturer’s blue print therefore the tooling and cuttingspeeds need to comply with the superficial texture of the faces varying from rough surfaces forsealing purposes till almost polished faces of fine texture such as main bearing bores.Critical fixing points such as main bearings and crab bolts on the heads require 100% inspection onthreads, studs and nuts to guarantee the tightness of these elements.

3.2

OIL PAN RE-MANUFACTURING

The works will be done together with the crankcase as described in 3.1The oil pan will be matched with its specific crankcase and it may require the dowel holes to be plugwelded and re-drilled to fit the alignment of end plates and parallel to crankshaft centreline after lineboring. Serial numbers on both crankcase and oil pan will be registered during matching in an


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3.2appropriate document which belongs to the engine’s remanufacture documents.

Note: Both crankcase and oil pan will be washed again in the end of the machining process andfinally inspected including Magnaflux all areas welded to repair rejects. Special EMD primer will beused inside and outside of both components before shipping them for the assembly phase.

3.3CRANKSHAFT

The crankshaft must pass by a process if inspection before a decision is taken to accept it and re-use it or to reject it for further rehabilitation or scrap.

3.3 .1

INSPECTION OF CRANKSHAFTS

a) CLEANING• Oil gallery plugs are removed• Crankshaft is immersed in a hot caustic solution to degrease quickly• Oil galleries are rodded with a wire brush• Oil galleries are flushed with hot caustic solution• Crankshaft is removed from tank and power washed• Crankshaft is dried with compressed air and lubricated lightly for rust prevention

b) MAGNAFLUXUsing proper equipment and methods as per MI–314 several critical areas of the crankshaftmust be inspected.

• All journals• All fillets• Oil holes• Counter weights


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3.3.1

3.3.2

c) DIMENSIONAL CHECKS• Main and rod journal diameters• Main thrust faces• Rod thrust faces• Main run out between segments and adjacent journals• Pilot diameters

Note: all defects must be marked and a document produced indicating serial number of thecrankshaft.

CRITERIA’S TO ACCEPT OR REJECT CRANKSHAFTS

According to Magnaflux and dimensional inspections the following procedures must be adopted.

a) Cracks - Any crack in any area reject the crankshaft for further usage.b) Dimensions-Comparing maximum and minimum dimensions with EMM page 6-16

and 6-17 any dimensions out of limits reject the crankshaft.c) Defects - Scratches or similar defects cannot change the polished surfaces of the journals. Deep superficial defects that cannot be eliminated by hand polish will reject the crankshaft.

3.3.3

REHABILITATION OR REPLACEMENT OF CRANKSHAFTS

If a crankshaft is rejected and if the re-manufacturer is not equipped with proper chrome platingfacilities, another new or qualified crankshaft must be ordered to replace the one rejected.


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3.3.4

SALVAGE OF REJECTED CRANKSHAFTS

There are several methods, however the process described bellow, complies with the O.E.M.criteria.

a) PRE-GRINDThe areas showing defects, cracks or lack of dimensions must be ground to an undersizediameter that cannot exceed 0.030” in order to eliminate defects. In order to reduce costs, it issuggested to grind manually to a thickness not deeper than 0.002” to 0.005” and Magnafluxagain. Once the crack is removed and a sound core is found the grinding operation can stop.

b) DISASSEMBLE THE CRANKSHAFT INTO TWO SEGMENTSIn cases where one half can be saved and the other half be rejected the Crankshaft can be splitinto two halves. A new or qualified segment can be attached to the segment that has beensaved and the segment flanges re-dowelled with conical Dowels (special) to form anothercomplete Crankshaft. In these circumstances it mandatory to perform a complete re-balance ofthe Crankshaft in addition to the tasks performed if the whole crankshaft was originally saved.

c) MAGNAFLUX INSPECTIONSEvery time it becomes necessary to grind the journals or fillets or thrust areas to eliminatecracks it is mandatory to Magnaflux the areas that were ground to ensure that the crack hasdisappeared completely.

d) SHOT PEENINGFillets will be shot peened to improve fatigue life

e) GLASS BEAD PROJECTION AT HIGH PRESSUREThe whole Crankshaft, (or each segment separately before re-assembly) will pass by GlassBeads splashing in order to offer a suitable texture for the chrome plating process.

f) CLEAN WITH SOLVENTSGasoline or any spirits will help to de-grease and remove the Glass Bead residue.


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3.3.4

g) PRE-BRAKEIt improves the stress relief after pre-grinding and evaporates any residual oil, grease orvolatiles in the steel pores. Time and temperature to be closely controlled during the process.

h) PLATING PREPARATIONLead tape will be applied at the fillets to provide sharp split between the chromed journal andthe steel fillet and also to reduce the hydrogen absorbed by the fillet. Remaining areas not to beplated will be waxed.

i) PLATINGShaft will be brought to the bath temperature and reversed etched. Current density, bathtemperature, bath chemistry and time will be the parameters to closely control, in order to getthe correct thickness, hardness and adherence of the chrome layer. Maximum acceptablechrome layer should be 0,015”, to comply with max undersized diameter of 0.030.

j) LEAD TAPE REMOVAL AND SOLVENT DEGREASEDTo eliminate wax and grease contained in the parts, clean with solvents or spirits.

k) POST BAKETo eliminate hydrogen embrittlement, the temperature and time are closely controlled to obtainthe desired results.

l) FINAL GRINDMany light cuts are mandatory. The surfaces being cut must be cooled by flooded fluid. Theperipheral speed of the grinder and the part must be closely controlled to obtain the desiredresult.

m) MAGNAFLUX INSPECTIONTo guarantee that after the final grind, the Crankshaft is free of defects.


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3.3.4

n) ASSEMBLY OF THE TWO HALVESShould a new or qualified segment be joined to the original one, new dowel alignment isnecessary to connect the mating flanges. Oversized dowels are available.

o) BALANCING OF THE CRANKSHAFT (only if two different halves are matched together)If an original Crankshaft is completely re-habilitated by chrome plating, it doesn’t require re-balancing. If two halves are joined together delivered from two originally different segments, thenew Crankshaft formed, must be balanced.

p) POLISHING JOURNALSAfter all above steps have been followed, all journals must be polished “mirror like”.

Note: after rehabilitation of the crankshaft, as described above and using the correct data for thevarious parameters, the Crankshaft should be as good as new for continuous operation.

3.4

CAMSHAFTS

The Camshafts will be inspected together with their respective stubshafts for signs of discoloration,indicating possible operation with lack of lubrication. If sensible discoloration is found both areasmust be Magnafluxed and tested for hardness.

a) CLEANINGWash with solvents and flush all dirt from the oil passages clean with dry compressed air andwipe with clean cloths the cams and journals in order to make them shine.

b) INSPECTION (visual)Cam lobes and journals shouldn’t show pitting, chipping or excessive score marks. Camswithout wear steps and very light flat spots or pit marks can be re-used after hand polishing,blending and eliminating sharp edges.

Magnifying lens for fineinspection of defects.

Precise V blocks andprecise table to checkrun out and bending.


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3.4

c) INSPECTION (dimensions)Journals must be checked for diameters, tapers, runouts, squareness of flanges, concentricitybetween stubshaft and journals.The stubshafts that accompany each camshaft must also be checked for diameter, thrustdimension, thrust wear etc. as per EMM 7-23 data.

d) ACCEPTANCE/REJECTION CRITERIA AND SALVAGE OF CAMSHAFT PARTSCamshafts have two segments each, therefore it is possible to replace just one segment ifdamaged.

Excessive wear on cam lobes or diameter of journals or significant defects on the wearingsurfaces compels rejection of the parts.Under certain conditions camshaft segments can be saved, as long as journal diameters are notbellow the minimum of 2.490” and Cam Lobes still have sufficient hardness left after re-grinding.The segment has conditions to be saved by chrome plating the journals and re-profiling thelobes, (with suitable template).These costs must be balanced against the cost of a new (or qualified) segment.

3.5

POWER PACK

The power pack is removed from the engine as a unit which now needs to be further cleaned,disassembled into sub-components which will be individually inspected to determine those that canbe re-qualified from those that require further rehabilitation and finally those that must be scrappedand replaced by new or qualified ones.

a) LIGHT CLEANING OF THE POWER PACKThe power pack must be washed with solvent (spirits) sprayed around the top of the head,through the liner ports and underneath in order to remove dirt, carbon and oil before splitting it


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3.5

in sub-components.Alternatively the power pack can be immersed in a caustic solution or sprayed with steam toachieve the same results.

b) DISASSEMBLING THE POWER PACK INTO SUB-COMPONENTSAll gaskets and attaching materials will be removed and scrapped. The disassemblingprocedure must follow instructions of EMM section 5 step by step using the proper tools andfixtures there contained. Each individual sub-component will be inspected as per instructions orthe next chapters as follows:

3.5.1 Cylinder head, valves and springs, bridges, lash adjusters and test valve.3.5.2 Piston and carriers with piston pin.3.5.3 Connecting rods fork and blade types.3.5.4 Liner.

The inspection, special cleaning, tests and re-qualification criteria to replace, reuse or repair arebellow described in detail.

3.5.1 CYLINDER HEAD, EXHAUST VALVES, SPRINGS, BRIDGES, ROCKER ARMS, LASHADJUSTERS AND CYLINDER TEST VALVES.

3.5.1.1 CYLINDER HEADAfter the exhaust valve and springs are removed from the bare head it will pass by a heavy cleaningand inspection as follows:

a) CLEANING OF THE BARE HEAD (EMM 2-3)With caustic solution and carbon remover chemicals to eliminate built in carbon and sludge harddeposits on water and exhaust passages. Rinse in pressurised water and dry with compressedair and rotating brush. Valve guides must be cleaned by brushing the inside diameter.


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3.5.1

b) INSPECTION (VISUAL)-(EMM 2-4)Overheated head –to –liner grommets reject the head for further usage. Scratches or nicks onthe sealing area require re-machining. Valve seats with pits and burned must be re-machined.

c) INSPECTION (MAGNAFLUX) (EMM 2-4)Any cracks found by metallic particle inspection reject the head.

d) DIMENSIONAL CHECK (EMM 2-4)The injector hole area and flange thickness as well as fire face to flange dimensions mustcomply with standards otherwise it rejects the head.

e) LEAK TEST (EMM 2-3)At 100 psi air pressure on the head immersed in water at 75°C and sealed all passages during2 minutes no leaks can be detected otherwise it causes rejection.

Note: if a cylinder head passes the inspection without rejection it may require further repair inspecific areas such as:

3.5.1.2 EXHAUST VALVE

a) CLEANINGUsing solvent to remove oil and soft carbon. glass bead and vapour blasting or alternativewire brushing.

b) INSPECTION – visual and die penetrant (Emm 2-9)Micro finishing the valve stem better than 0.6 microns. No sign of cracks at the cup. Crackson the outside rim diameter. Wear at the stem groove area. Deep nicks or scuffs. All theseareas reject the valve.

• Valve seat grinding • Valve guide replacement (if necessary)• Injector hole rework • resurfacing


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3.5.1

c) INSPECTION– dimensionalAll dimensions according to EMM 2-19

d) ACCEPTANCE AND SALVAGE OF VALVESIf inspections reveal defects as referred above valves must be scrapped. If only light pittingor small nicks are found the valve can be salvaged. If stem diameters are smaller thanstandards the stems can be chrome plated but costs need to be balanced against the costof a new valve. Valves that still have stem diameters acceptable and only small defects atthe rim face must be ground with special grinders.

3.5.1.3 VALVE SPRINGS (EMM 2-10)

a) CLEANINGWith solvent and brushing.

b) INSPECTION (visual and dimensional) EMM 2-19According to EMM instructions and data provided.

c) ACCEPTANCE OF VALVE SPRINGSIf a spring has its free length within tolerances and the pressure is still in the middlebetween max and min it can be re-used as long as the remaining conditions areacceptable. Otherwise springs must be rejected and replaced by new.

Note: valve springs and bridge springs are the same and must be qualified at the sametime. Valve locks must be replaced by new (always).

3.5.1.4 EXHAUST VALVE BRIDGES The bridges (two per head) require further disassembling into parts before final inspection and re-qualification. These parts are as follows:

• Valve bridge body (to be inspected and re-qualified or rejected)• Spring with lock ring (tested together with valve springs EMM 2-10)


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3.5.1

• Hydraulic lash adjuster ( to be replaced by new).

a) CLEANINGBefore disassembling into parts the whole bridge is clean in solvents (spirits)Note: do not use caustic solution.

b) INSPECTION OF BRIDGE BODY (visual and dimensional)-EMM 2-12 (3.5.1.3item)The disassembling process requires special tools and fixtures. The valve bridge bodymust be measured in 9 (nine) areas according to EMM 2-12 and EMM 2-20.Any areaout of dimensions reject the bridge body.

d) CRITERIA TO ACCEPT/REJECT BRIDGE BODIESIf pin at the end of bridge is bent it can be straightened and re-used. If all dimensionsare within parameters of EMM 2-20 the bodies can be re-used. Spring seats and lockrings which maintain the bridge springs in place must be replaced by new.

3.5.1.5 ROCKER ARM ASSEMBLIES. (EMM 2-15 and 2-16)

The arms (3 per head) require further disassembling into parts. Together with the arms it isnecessary to re-qualify the rocker arm supports (2 per head) and the rocker arm shaft ( oneper head) the whole assembly contains the following individual parts:

• Rocker arm body ( to be re-qualified)• Roller assembly (to be replaced by new)• Adjusting screw assembly (to be replaced by new)• Supports and support caps ( to be re-qualified)• Shaft (to be re-qualified)• Bushings and bolts/nuts (to be replaced by new)


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3.5.1

3.5.2

a) CLEANINGAll oil passages must be cleaned using solvents. No caustic solution acceptable. Theattached parts must be disassembled from the bodies, and those to be scrapped will beseparated from those to inspect and re-qualify.

b) INSPECTION (visual and dimensional)To re-qualified or reject rocker arm bodies, supports and support caps as rocker arm shaftsinstructions or EMM 2-15 and 2-16 must be followed and dimensions must comply withEMM 2-20.

3.5.1.6.LASH ADJUSTERS

Due to special equipment tools and procedures involved as well as the cost for parts thatrequire replacement during repair, lash adjusters quality is very important and high risks offailure exist it is considered of no value to attempt repairing them. Complete replacement bynew units is fundamental.

3.5.1.7. CYLINDER TEST VALVE

The complete test valve assembly is removed (unscrewed) from the cylinder head, cleanedand inspected as per EMM 12-16 and 2-17. The valve may receive a proper re-conditioningif leaking after being tested at 90psi air pressure. Reconditioning limits for the body areavailable at EMM 2-17 and the whole valve must be scrapped and replaced by new, shouldthe valve require repairs.

PISTON, CARRIER AND PISTON PIN

The piston, carrier and connecting rod are removed from the power pack as a unit that is furtherdisassembled into the major components and sub-components.

• Piston (to be re-qualified)• Carrier (to be re-qualified if its life is less than 15 years)


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3.5.2

• Thrust washer (to be scrapped)• Piston pin (to be re-qualified if its life is less than 15 years)• Bearings (to be scrapped)

Note: connecting rods re-qualification will be dealt with in chapter 3.5.3.

3.5.2.1 PISTON a) CLEANING The piston requires a deep cleaning to remove under crown deposits according to MI-1759. This cleaning procedure also removes the phosphate coating and prepares the piston surfaces for new phosphate treatment or tin plated.Note: If the piston is cracked or the grooves are damaged, deep cleaning doesn’t becomenecessary therefore inspections are prior to the deep cleaning.

b) VISUAL INSPECTION After immersing the piston in an alkaline solvent solution to remove carbon deposits and brushing it with steam or hot water and blow dry air, inspect it for excessive scoring of the skirt as per EMM 3-7

c) MAGNAFLUX INSPECTION To determine cracks in the crown or at the ring groove land.

d) DIMENSIONAL INSPECTION Should a piston show any cracks it must be scrapped and dimensional inspection is not

necessary. Otherwise the basic dimensions of the piston must coincide with the standards of EMM 3-14 in 6 areas of measurements. Should any dimension change beyond the limits the piston is rejected.

e) SALVAGE OF PISTONS Under certain conditions of excessive scores and oversized first groove the piston can be re-machined to use oversized first compression ring and re-coated thru phosphatization or tin plating.


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3.5.2

3.5.3

3.5.2.2 CARRIER The carrier is a sturdy piece that has an indefinitely long life therefore light cleaning and magnaflux inspections are the only two tasks required to re-qualify the carrier. Dimensional checks are done in addition to the above tasks according to EMM 3-15 and any minor area of defect will reject the carrier. Carriers older than 15 years should be scrapped.

3.5.2.3 PISTON PIN

External surface of the pin must be washed and brushed to remove any traces of oil, carbon etc and rinsed in clean solvent and dried with compressed air. Tap hole with 7/8 –14-28 tap.

a) Rejection of pins by serial number and specific defects. All pins over 15 years old must be scrapped even if found in good condition. Pins p/n 9518958 from serial no.9760001 thru 97k0240 must be scrapped. Any minor defect noticed on Magnaflulx inspection especially around the 0,375” drive hole on the side of the pin will force the pin to be scrapped. Discolouration caused by possible overheat will scrap the pin too.

b) MAGNAFLUX INSPECTION To detect longitudinal cracks the current is 2000 to 2500 amperes on the coil around the pin. For transversal cracks the current is 1000 to 1500 amperes with the coil crossways. Time is 5 seconds. Any small defect noticed will scrap the pin. Demagnetise the qualified pin before re-usage.

CONNECTING RODS

The two types of rods have different criteria for re-qualification however the cleaning process is thesame. To remove rust oil, carbon and dirt it requires caustic, solvents, wire brush, rinsing and dryair.

3.5.3.1 PROCESS OF FORK ROD RE-QUALIFICATION


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3.5.3

• It is necessary to remove, debris and tap the following.• Fork rod dowel pins (1/2”)• Fork basket dowel pin (0,3125”)• Fork rod bore protrusions.• Fork rod counterbore.• Fork baskets serrations and bore• Tap the 5/8-18-28 hole

a) MAGNAFLUX FORK ROD To find the transverse cracks in I beam, saddle and U slot and longitudinal cracks in saddle

and U section. If such defects are found scrap the rod. b) MAGNAFLUX BASKET To find longitudinal or transverse cracks. If defects are found scrap the basket. c) DE-MAGNETIZE all rods that have not been scrapped. d) DIMENSIONAL checks for all holes with go-no go gages if any hole doesn’t qualify scrap

the rod. e) DIMENSIONAL check of C bore width and depth. If width is not within parameters scrap the rod. If depth is not within limits scrap the rod. f) CHECK OF DIMENSIONS for twist, parallelism and overall length between centre lines. If dimensions are not within parameters scrap the rod.

g) SALVAGE OF RODS If some or all the conditions bellow are observed the fork rod can be salvaged by rework (EMM 3-10).

• Fork rod and basket bore exceed the maximum• Nicks, burrs or fretting on serrations• Damaged threads in bolt holes or loose dowels• Damaged or distorted basket• Out of parallel in excess of limits in length


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3.5.3

• Length of rod shorter than limits• Fork counterbore exceeds the maximum depth

h) RODS THAT CANNOT BE SALVAGED There are cases that rods must be scrapped since it is not possible to salvage

• Cracks revealed by magnaflux• Heat discolouration on fork or basket• Twisted, bent or out of parallel beyond repair• Length between bore centres beyond minimum rework limit

3.5.3.2 BLADE ROD RE-QUALIFICATIONThe rod must be deburred at the pin end, I beam and shoulder

a) MAGNAFLUX BLADE ROD To find transverse cracks in beam section and saddle parallel to piston pin and longitudinal cracks in saddles.

b) DEMAGNETISE ALL RODS THAT HAVE NOT BEEN SCRAPPED

c)CHECKING “OPEN” OR “CLOSED” ENDS.With a 7,692” mandrel diameter and feeler gage.

d) CHECKING SHOULDER THICKNESSIf less than 0,320” the rod must be scrapped.

e) CHECKING TWO HOLES ON PIN ENDDiameter of 0, 890” if cannot meet standards after rework the rod is scrapped.

f) MICRO FINISHING OF SLIPPER SURFACE TO BE LESS THAN 6 MICRO INCHES.

g) LENGTH, TWIST AND PARALLEL QUALIFICATION


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3.5.3

To be done with a special gage as per EMM section 3.

h) SALVAGE OF RODSBlade rods can be reworked and re-qualified if the following conditions exist.• Scarred, pitted or deeply rusted at slipper surface.• Slipper “closed” or “opened” beyond limits.• Out of parallel along side of saddle length.• Length of rod between bore centres is less than minimum.

i) RODS THAT MUST BE SCRAPPED• Cracks found during Magnaflux inspection• Heat discolouration on slipper surface• Less than minimum flange thickness on slipper shoulder.• Twisted, bent, out of parallel damaged beyond repair.• Length of rod between bore centres is less than minimum rework limits.

• EMM page 1 to 10of section 3.

3.5.4

CYLINDER LINER

Before washing the liner in a caustic bath and/or scale remover from the water passages it isnecessary to use the tool file 686 to clean the water seal counterbore.

a) WASHING Immerse liners in a tank containing an acid solution adequate for removing inside scale deposits at the water passages without attacking the base cast iron. Prior to washing the water deflector and seal must be removed to allow the circulation for the cleaning fluid.

b) VISUAL INSPECTION All inner surfaces of the liner for scratches, hot spots, nicks, ridge at the combustion

• Drawing file 686.


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3.5.4

chamber part and other cosmetic defects at outside and inside diameters. Any minor crack found, scrap the liner. Signs of overheating and scratches longer than 1” at the working area of the liner will scrap the liner.

c) DIMENSION CHECKS With special indicator and handler will tale 2 readings 90” apart in several areas of the inside diameter as per EMM 4-2 and compare with standards on EMM 4-5. Should all measurements be within standards, check with a new piston the clearance at 6” bellow the top of the liner. If clearance is more than 0,5mm the liner can be matched selectively with another piston that shows a clearance less than 0,5mm.

d) CHROME PLATED LINERS If chrome plated liners cannot be re-qualified by dimensional checks and if no cracks are found, they can be re-chromed after being reclaimed and sent to specialised companies for salvage.

3.6

INJECTORS

The injectors removed from the engine will be packed into groups after light washing in solventswith out disassembling them.Groups of injectors contained in boxes will be shipped to outside of the country. Replacementinjector will be sent to the shop for final installation.Note: the injectors are controlled by means of a set of levers, shafts and unions with adjustingscrews, nuts and springs, all these components will be individually inspected and qualified on item3.23. “injector” control rods and governor control levers, following the column sequence”.


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3.63.6.1 STANDARDIZATION OF INJECTORSAll injectors received P/N 5229250 (UTEX 8478046) or P/N 5229335 (UTEX 8478055) respectivelyfor engines type E3 or E3B will be standardized in just one type E3B. In these circumstances allinjectors to replace and be assembled on overhauled engines must be P/N 5229335 new or8478055 UTEX.

3.6.2 RE-QUALIFICATION AND OVERHAUL OF INJECTORSOut of the scope of this project but can be dealt separately upon request.

3.7

GOVERNOR

The governor removed as a complete unit will be emptied of oil and lightly washed in solventswithout disassembling. The units will be wrapped up in plastic with a light film of clean oil to bepreserved for shipment to the specialized shop. Replacement governors will be supplied forinstallation in the engine.Two types of governors will be received type E3 and E3B all associated levers, adjusting screws,knobs, springs etc will be qualified separately under item 3.23” injector control rods and governorcontrol levers.

3.7.1 STANDARDIZATION OF GOVERNORSAll governors to be installed in the overhauled engines will be standardized in just one type eitherP/N 9516898 or 9329963 rated to 900 RIM and 0,80 rack setting. The standardization will occurduring the unit exchange process.

3.7.2 RE-QUALIFICATION AND OVERHAUL OF GOVERNORSOut of the scope of this project but can under request be dealt separately.


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3.8

ENGINE PROTECTOR

All protectors removed from the engines will be lightly washed with solvents and packaged for unitexchange. The UTEX unit to be supplied for assembly in the overhauled engine may have twodistinct part numbers. P/N 9320130 new (9332828 UTEX) delta “P” for turbo engine P/N 40006305new (40042768 UTEX) dual delta “P” for turbo engine.The dual delta “P” protector is identical to the single delta “P” except for the addition of anotherindependent low water portion to sensing pressure rise through the right bank water pump.If the dual delta “P” protector is supplied as a much better and efficient protector, the right bankwater pump requires the addition of the hardware (piping, fittings etc.) now only available on the leftbank water pump as well as suitable connections to the extra low water portion of the protector.Cost study should compare prices of 9320130 and 40006305 to decide commercially the bestarrangement.

3.8 (a)REPAIR OF ENGINE PROTECTOR

Alternatively being available a special tester for protectors (9339066) and the repair kit 9535869 it ispossible to repair and test the protector following instructions of MI-260.

3.9WATER PUMPS

The water pumps and respective water inlet and outlet piping must be cleaned, disassembled,inspected and reconditioned as per instructions or EMM section 10 pages 10-5 to 10-11.

a) PUMP DISASSEMBLY Some special tools (9549072) are necessary together with normal wrenches to split the pump into sum-components and parts. All replaceable parts (water slinger, seal assembly, gaskets, ball bearings, brass bolts, wear ring, thrust collar and drive ring). If the shaft is magnetic and not silver plated it must


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3.9

be disregarded and replaced by current shaft. b) CLEANING Rust, scale deposits, dirt etc must be cleaned thoroughly, to allow further inspections.

c) VISUAL AND DIMENSIONAL INSPECTION• Dimension of bearing bores in support housing (to be reworked)• Housing thrust face dimension (to be reworked)• Shaft dimensions (to be scrapped)• Defective threads (to use keenserts)• Gasket surfaces (to re-machine if corroded)• Impeller housing for cracks (scrap if defective)

d) UPGRADING The pump may need to be transformed into self oiling to meet current specifications.

e) RE-ASSEMBLY With repair kit and new parts to replace those scrapped the pumps will be re-assembled respectively “L” (left) and “R” (right) per engine according to EMM 10-8. Some special tools will be needed.

3.10OIL PUMPS

The two oil pumps (main pump and scavenging pump) will be dealt separately despite being similarin design and repair methods.Whereas the main pump operates to distribute the oil in two distinct circuits (for general lubricationand for piston cooling). The scavenging pump only circulates the oil through external circuit


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3.10.1

MAIN LUBE OIL PUMP

a) CLEANING Just externally a light cleaning with solvents before disassembling.

b)DISASSEMBLING Using special puller and following EMM 9-10 procedure. c) CLEANING INDIVIDUAL PARTS With solvents and compressed air. d) INSPECTION – VISUAL AND DIMENSIONAL

• Pump bodies (front and rear) –rework if scratches are found.• Spacer between pump chambers – scrap if nicks and wear are visible.• All gears teeth in excess of 30% contact area pitted must be scrapped/• Defective threads may be repaired with keenserts• Gear bores wear cuts, grooves, nicks or scoring – to be reworked• Drive shafts nicks – to be reworked• Shaft’s thrust wear – to be reworked• All bushings, seals etc to be replaced

e) ASSEMBLY According to EMM 9-11 procedure and all tolerances of EMM 9-19and 9-20 regarding (any tolerance out of limits must be corrected accordingly.)

• Drive shaft to rear housing bushing clearance.• Sleeve to bushing clearance .• Idler shaft to gear bushing clearance.• Driven gears total thrust clearance.• Thrust face of body to bushing clearance.• Drive and driven gear back lash.• Radial clearance of drive gear to body.• Drive shaft thrust clearance.• Pump drive gear face runout.• Pump flange face runout.


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3.10.1 • Pump flange pilot concentricity.• Pump drive gear to acc drive gear backlash.

3.10.2

SCAVENGING PUMP a) CLEANING Same procedure as for main pump item 3.10.1

b) DISASSEMBLING Same as for item3.10.1

c) CLEANING INDIVIDUAL PARTS Same as for item 3.10.1 d) INSPECTION – visual and dimensional The scavenging pump doesn't have the central spacer, which is used on the main pump only. The remaining components are the same with the same criteria for re-qualification or rejection. e) ASSEMBLY According to EMM 9-14 and 9-15 and check all clearances indicated as follows for item 3.10.1 (indicated in EMM 9-19 and 9-20)

• Drive shaft to rear Hsg bushing clearance.• Sleeve to bushing clearance.• Idler shaft to gear bushing clearance.• Drive and Driven gears back lash.• Radial clearance of drive and driven gears.• Drive shaft thrust clearance.• Pump drive gear face runout.• Pump flange pilot concentricity.• Pump drive gear to acc drive gear backlash.


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3.11

FRONT AND REAR COVERS AND HOUSINGS

The engine has basically five housings located at the front and rear ends requiring individual re-qualification since they form a group of structural members.

• Accessory drive housing.• Camshaft drive housing.• Engine air filter housing (not attached to the engine on locomotive appl).• Governor drive housing.• Overspeed device housing.

Each one of the four remaining housing (since air filter HSG is not part of this project) must beindividually cleaned, inspected and rejected or reworked accordingly. a) CLEANING Caustic solution and brushing in order to remove all paint and old gasket material at the sealing faces. The housing must show a “clean to the touch” appearance, grey and shining material. b) VISUAL AND MAGNAFLUX INSPECTIONS

All bolting holes must be inspected for roundness, threads condition and cracks and markedfor further correction by plug welding and re-drilling or tapping.Surfaces with nicks, burrs etc must be blended at the sealing areas, Cracks that affect thefuture strength of the members must be ground and welded/ machined.Thickness, straightness etc must be confirmed. Any slight deformation must be correctedand stress relieved by peening or normalization.c) CRITERIA FOR REJECTION AND REPLACEMENTOnly when housings are damaged beyond repair they must t be replaced by new.


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3.12

GEAR TRAIN AND SPRING DRIVE GEAR

The gear train is the group of main gears that are located respectively at the front and at the rear ofthe engine which transmit motion from the crankshaft up to all other major components timed withthe motion of the crankshft. The major gear assemblies are as follows:

• Accessory drive gear.• Crankshaft gear.• Camshaft drive gears (two gears).• No.1 Idler gear.• No. 2 Idler gear (see also spring drive gear).• Spring drive gear (turbocharger drive).• Governor drive gear.• Auxiliary drive assembly.

Note: the no.2 idler gear and the turbocharger drive gear are assembled together into one singleassembly called spring drive gear containing a special hub with a group of springs separating thetwo gears.Each gear must be cleaned, inspected, magnafluxed, re-worked (if possible) or replaced (ifdamaged beyond repair).

3.12.1

3.12.1 – ACCESSORY DRIVE GEAR

The gear assembled is sub-divided into:• Gear• Solid disc• Spring housing disc• Dowelled hub• Oil slinger• Spring segments• Spring (to be scrapped)


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3.12.1

a) CLEANINGIndividual elements of the gear assembly will be cleaned with solvents and brushed toremove oil, grease, dirt etc. till all parts are shiny clean.b) INSPECTIONAccording to EMM 6-8 and 6-9 item by item individually.c) CRITERIA TO ACCEPT/REJECTFollow EMM 6-8 and 6-9 except for springs which must be scrapped and replaced by new.d) RE-ASSEMBLY AND PHOSPHATE TREATMENTBefore re-assembly it is important that the gear, hub, discs and segments are hosphatisedand all bolts, nuts, washers etc be also new together with springs.To assemble the accessory drive gear, follow EMM 6-8 and 6-9.The final assembly of the acc drive gear in the front of the engine depends on thecrankshaft end configuration. If the configuration is standard the assembly procedure isdifferent to the bolt-on stubshaft. Most of the crankshafts are passing to bolt-on stubshaftconfiguration and those that are still standard can be converted into bolt-on stubshaft type.EMM 6-8 and 6-9 and mounting clearances of EMM 6-15 and 6-16 must be followedintegrally during assembly.

3.12.2

3.12.2 CRANKSHAFT GEAR

a) CLEANING With solvents and compressed air. b) DISASSEMBLING The gear and oil slinger can be separated and inspected individually. c) MAGNAFLUX INSPECTION No sign of cracks can be found in any tooth of the gear. Fatigue indications, pits, excessive wear can still reuse the gear as long as the backlash as per figure 7-6 of EMM is within limits.


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3.12.2

d) INSPECTION OF SLINGER AND OIL SEAL RETAINER If bent or damaged beyond repair should be scrapped and replaced. The clearance between slinger and oil seal must be 0,090” to 0,110” and if not obtained shims can be added or removed to comply (shims P/N 8035526-0,010”; 8035527 – 0,020” or 8035528- 0,030” can be used to adjust the clearance accordingly).

e) RE-ASSEMBLY The gear, slinger and oil retainer must be assembled as a unit to be installed afterwards at the crankshaft and during the assembly of the gear train with gage file 768 the backlash is out of limits the crankshaft gear must be removed and scrapped.

3.12.3

3.12.3- CAMSHAFT DRIVE GEARS (TWO)

a) CLEANINGWith solvents and compressed air.b) MAGNAFLUX AND VISUAL INSPECTIONS

No signs of cracks can be found in any tooth of the gears fatigue indications as well as pits on the teeth can still be acceptable if backlash between gears is still acceptable as per EMM 7-21 potting or gouging on teeth that mate with auxiliary drive gear indicates misalignment of the auxiliary gear that need to be investigated and corrected during engine assembly. c) RE-ASSEMBLY The camshaft gears will be installed at the gear train during engine assembly. The counterweights to be attached to each one of the camshaft gears should be clean and mounted with new bolts and washers, however they will only be installed after the whole gear train at the rear of the engine is installed and timed relatively to the top dead centre.


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3.12.4

3.12.4- NO.1 IDLER GEAR

a) CLEANING With solvents and compressed air.

b) MAGNAFLUX AND VISUAL INSPECTION As per inspection of Emm 7-5 c) CRITERIA TO ACCEPT/REJECT If cracks, fatigue or damaged beyond rework it must be replaced by new.

d) RE-ASSEMBLY As per instructions of EMM 7-6 Note: Alignment of no.1 idler gear and backlash depends on condition of stubshafts which are inspected and qualified according to item 3.l13 of this project, therefore the assembly of no. 1 idler gear is after the assurance that its stubshaft is duly qualified.

3.12.5

3.12.5- NO. 2 IDLER GEAR (SPRING DRIVE GEAR)

This gear is inserted into an assembly called spring gear, therefore the re-qualification or rejectionof one of the gears (two gears in the assembly) affects the qualification of the other.The assembly consists of the following:

• No.2 Idler gear with 58 teeth• Turbocharger drive gear with 74 teeth• Spring assembly mounted between the two above gears

The spring assembly can be object of inspection after cleaning with solvents as follows: a) SPIDERS - Magnaflux for cracks, fretting on ID, verify max.ID. of pilot, verify all threaded holes and reject the whole assembly if these defects arise. b) SNAPRING- Magnaflux for cracks and replace old model by current one.


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3.12.5

c) SPRING SEAT ASSEMBLY- Magnaflux for cracks at the swaged lip and must be tight on the plate (reject if a 0,002 “feeler gage can pass between seat and plate. d) SPRINGS- Magnaflux for cracks and check for length. e) SPRING RETAINER PLATES- Magnaflux for cracks.The two gears must be inspected using the same criteria as for all other gears of the engine geartrain.Should anyone of the parts of the assembly be out of limits beyond repair the whole assembly mustbe changed by a new or re-qualified one. The spring gears rejected should be packed for exchange.

The UTEX spring gear must be checked before assembly on the gear train no. 2 idler positionapplying a torque of 1000 ft lb on one gear while the other is immobilised to check the binding andfreedom of action. The torque must be applied in both directions to analyse the total freedom ofaction.

3.12.6SPRING DRIVE GEAR

Same as above.

3.12.7

3.12.7 GOVERNOR DRIVE GEAR

The governor drive gear located at the front of the engine is an assembly of the followingcomponents.

• Governor drive gear and bushing• Stubshaft• Retainer plate• Governor drive flange

Each sub-component requires proper cleaning with solvents and brushing all components must bemagnaflux inspected for cracks and visually inspected for nicks, burrs, dowel oval holes, etc. as per


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3.12.7EMM 6-9. The bushing must be replaced if worn out visibly. During re-assembly the thrusttolerances between hear and stubshaft must be checked as per EMM 6-16.

Note: the governor drive gear backlash depends on the final position of its stubshaft against thelocation in the crankcase dowel holes, therefore it may become necessary to re-drill oversized holesat both governor gear stubshaft and crankcase to insert oversized pins/dowels after the correctbacklash of 0,4 to 0,8 mm is obtained between the governor drive gear and the main oil pump gear.

3.12.8

3.12.8 AUXILIARY DRIVE ASSEMBLY

This assembly is located at the rear of the engine driven by the right bank camshaft drive gear andtransmits axial motion to exterior components (auxiliary generator). It comprises the following itemsreferred to at EMM 7-11

• Coupling flange• Dust shield• Cover• Oil Slinger• Mounting pilot• Drive shaft and gear• Support housing• Bushing

a) DISASSEMBLY AND CLEANING INDIVIDUAL PARTS All components are cleaned with solvents and dried with compressed air. Each individual component will be split for individual inspection. b) MAGNAFLUX INSPECTION On the drive shaft and gear for cracks. Cover, mounting pilot, support housing, attachment holes, coupling flange and slinger must be checked visually and if suspected cracks magnaflux detection is necessary. In all these components except shaft and gear can be salvaged in case of damage.


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3.12.8

c) DIMENSIONAL INSPECTIONTo the diameter of the central bushing according to EMM 7-11 and 7-22 and the drive shaftalso of same reference needs to be checked. The bushing can be replaced if worn out butrequires reaming to fit exact diameter of 2,5025” to 2,5035”.d) RE-ASSEMBLINGWith new or re-qualified parts the auxiliary drive assembly has to fit at the camshaft drivehousing together with the turbocharger in order to check the gear back lash as per EMM7-22

3.13

STUBSHAFTS

The main stub shafts to re-qualify are the following:• Crankshaft stubshaft• Idler gears stubshafts (two)• Camshaft stubshaft (qualified together with the camshafts –two)• Governor drive stubshaft

All stubshafts must be disassembled, cleaned and visual and dimensionally inspected. Bushing ofstubshafts are replaced by new, however inmost cases it is possible to salvage a damagedstubshaft re-machining the core at the bushing area and replace the bushing by oversized partinstallation of bushings is dictated by EMM 7-6. Inspection of holes for dowels must ensure that thestubshaft will be correctly aligned vis a vis the gear trains correct backlashes.

3.14LUBE OIL STRAINER

It is fabricated in aluminium and contains 3 filters (strainers). Two filters serve the main pump andone filter serves the scavenging pump. It also contains the engine lube oil drain valve. l thecompartment of the two filters is separated from the compartment where the scavenging pump filteris located. All filters are metallic and only require washing.


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3.14 a) CLEANING All inside and outside of the strainer box must be cleaned with solvents and dry with air. All other components must be disassembled and inspected individually.

b) INSPECTION VISUAL Signs of cracks or damage can be reworked. If filters are too much damaged they must be replaced, otherwise only cleaning them will be enough for operation. All seals must be scrapped and replaced by new as well as all gaskets. The hand wheel must be tested to ensure that the cover is sealing efficiently.

3.15

OVERSPEED DEVICE

The overspeed device is a mechanism with a substantial amount of parts requiring inspection. Theassembly is divided as follows for a 16 cylinder engine.

• 2 Camshaft asm’s (right and left)• 16 Cams• 1 Housing• 2 Bracket assemblies• 1 Spring actuating• 1Linkage including levers, pins etc

The whole mechanism requires cleaning with solvents and inspection of each component. All bolts,washers, pins and small springs must be discarded and replaced. The wearing parts such as therocker arm catch pawls and flyweights must be thoroughly inspected and remarked signs of wearscompels replacing or reworking the parts. This mechanism after assembled in the engine must betested to confirm its operation at 1020 rpm of engine speed when the mechanism must shutdownthe engine by cutting the fuel supply to injectors. (EMM 13-4).


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3.16

WATER COOLING PIPING

The piping requires removal, cleaning and individual inspection to guarantee sufficient flow of waterwithout restriction and no leaks by piping walls (cracks) or by connecting elements (sealing). Theelements of the system are as follows for 16 cylinder engine.

• Two manifolds horizontally mounted at the top of the engine.• Two manifolds horizontally mounted inside of the air box.• Two connecting elbows for the water pumps• Two connecting elbows for the after coolers.• Sixteen water inlet tubes for connection to cylinder liners.• Sixteen cylinder head water discharge elbows and seals.

a) CLEANING All piping must be immersed in acid solution to remove scale dirt etc. Mechanical cleaning is also recommended to remove soft rust inside of pipes and elbows. b) INSPECTION Visual inspections from inside and outside must be performed to analyse the amount of corrosion, cracks etc. suspected cracks must be confirmed by magnlaflux inspection. All sealing faces at connecting areas must be inspected for corrosion or signs of leakage. All elements such as seals, gaskets, bolts, nuts, must be scrapped and replaced by new. Each liner flange contains a deflector and seal arrangement that must be re-qualified when the liner is inspected. c) RE-ASSEMBLING Instructions to assemble the elements are contained on EMM 10-2 and 10-3 d) TESTING It is recommended to pressure test all piping and its connections after assembling the engine using water at 35 to 50psi pressure (around 4kgs/cm2 ) pumped through the system. Leaks must be inspected using fluorescing activator mixed with water.


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3.17

CYLINDER TEST VALVES

The cylinder test valves must prevent combustion leakage to the exterior and operate properly torelease compression inside of the cylinder whenever needed. There are 16 valves to re-qualify.The body, packing nut, seal and compression relief section must be disassembled, clean andinspected part by part. a) CLEANING

With solvents, carbon removers and brushing.b) INSPECTION DIMENSIONALThe dimensions of needle valve seal as per EMM 2-17 must be checked. The inside bodymust be reamed to remove carbon deposits if they had not been removed during cleaning.The seals, gaskets etc must be replaced by new.c) ASSEMBLING AND TESTINGThe complete valve must be re-assembled following EMM 2-17 and tested with air pressureat 90psi for leaks.Note: The packing nut must be torqued correctly at 65ft lb during test. Do not over torque.If leaks continue the packing nut or the complete test valve must be replaced.

3.18

LUBE OIL PRESSURE RELIEF VALVE

The lube oil valve must be disassembled into parts, cleaned and inspected. a) CLEANING With solvents b) INSPECTION The principal component to inspect is the spring which must be tested as per EMM 9-4 with a load of 140kgs for a minimum depression height of 114mm. The valve guide, valve stem, squareness of the valve face and general inspection of damaged areas must be checked visually and dimensionally as per EMM 9-4 and 9-19. Scrap any part that is found beyond limits.


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3.18 c) ASSEMBLING AND TESTING As per EMM 9-14.

3.19

FUEL JUMPER LINES AND FUEL MANIFOLDS

Located at the engine top deck connecting the fuel manifolds (inlet and outlet) to the injectors (inletand return) are sources for fuel leaks into the engine therefore sealing of the fasteners is veryimportant. Each cylinder contains jumper tube of U configuration that require individual inspectionand complete replacement if damaged. The fuel jumper lines operate at low pressure (max 60psi)The fuel jumper lines operate in conjunction with the fuel manifolds that extend along the top deck inboth right and left banks (4fuel manifolds total).

a) CLEANING AND INSPECTION The cleaning is simplified to just blow compressed air. All sealing areas, nuts, flared ends etc require accurate visual inspection to make sure that sealing effect is optimised. Bent pipes can be straightened carefully to prevent further damage. Brackets, bolts, washers, gaskets, seals etc must be scrapped and replaced unless they show sure indications that can be reused.

b) RE-ASSEMBLING This attaching elements must be properly torqued as per EMM 0-9 following exact recommendations for injector fuel lines (40ft lb torque) and fuel manifold blocks (40 ft lb).

3.20WATER JUMPER PIPES AND FLANGES

The water tubes connecting the water manifolds to the cylinder liners require special attention inaddition to the comments of item 3.16 “water cooling piping”. The attaching flanges to liner arecritical for sealing due to vibration and heat in such area.


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3.21

PISTON COOLING PIPES

Also designated by “P” pipes, they bring oil under pressure towards the bottom part of the pistoncarrier. The showering effect of the oil cools the inner side of the piston. The correct alignment ofthe “P” pipes vis a vis the core of the carrier is critical and a special tool is used. The cooling pipesare individually removed from the oil manifolds that are located at the oil pan running horizontallyalong side each bank, and cleaned and inspected individually.

a) CLEANING AND INSPECTION Each “P” pipe will be cleaned with solvents and brushing specially at the nozzle area. Due to its shape that has a bent end at the bottom it is necessary to make sure that dirt is not accumulated and is removed completely. The attaching flange at the bottom must have a good sealing surface to prevent oil leakage.

b) RE-ASSEMBLING During engine assembly the “P” pipes are attacked to the bottom oil manifold and thoroughly sealed and aligned with tool no. 8071720 gauge as per instructions provided on EMM 9-5. Any pipe that does not align, must be replaced by new or qualified one.

3.22

HAND HOLE COVERS

There are 31 covers to re-qualify on a 16 cylinder engine. The cover assembly contains the cover,cross bar assy, and hand wheel assy. Each individual cover component must be cleaned, inspectedand re-qualify, reworked or replaced in case of damage, the sealing surface cannot show bends ordeformation beyond repair. The gasket must be replaced by new one.


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3.23INJECTOR AND GOVERNOR CONTROL RODS AND LEVERS

All mechanical linkage that connects the governor to injector’s racks must be inspected for bindingor damage beyond repair. All pins and bearings must be replaced to prevent cumulative gaps alongthe whole linkage.

3.24

EXHAUST MANIFOLD

The exhaust manifold is an assembly of chambers (3), expansion joints (4), heat shields (8), screen(1) several attaching members.

a) CLEANINGDue to severe amount of carbon deposits, it is important to use carbon softeners and brushas well as caustic solution in a container with agitation of the solution. The parts must be inperfect condition to weaknesses in the materials subject to high temperatures in operation.

b) INSPECTION (Magnaflux and /or dye penetrant)Any cracked leg baffles can be repaired by welding and re-machining any crackedexpansion joint must be replaced by new. The turbo screen will be scrapped if cracks areemanating from ends of slots in the screen support.If screen is damaged and support is in good workable condition, it is possible to rebuild theassembly just by replacement of a new, drilled screen. Any screen with more than 5 yearsof usage must be scrapped and replaced by new one (maintaining or not the samesupport). The screen protects the turbocharger against bombardment of metallic particlesfrom the cylinders during combustion, therefore its integrity and cleanliness is a must.All fixing elements (bolts, washers etc) must be replaced everywhere in the exhaustmanifold. The connector bellow the turbo adapter must be inspected on the sealing areasfor leaks of exhaust cases.


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3.24c) RE-ASSEMBLING

All elements of the exhaust manifold must be re-assembled during engine final assembly With turbocharger installation in the engine. Final torques are very important and the access to some fasteners require special wrenches.

3.25AIR FILTER HOUSING

Due to the fact that turbocharger doesn’t make part of the scope of works this item is not included.

3.26

AFTER COOLERS AND AIR INLET DUCTS

Two after coolers (one on left bank and the other on the right) should be disassembled removing thecores from the housings and cleaning, inspecting and deciding to replace any part. All gaskets, boltswashers etc. will be discarded. a) CLEANING Two methods will be used. For the housing and air inlet ducts caustic solution to remove any dirt deposits. For the core must be immersed in a tank with an organic cleaner non- toxic for approx. 3 hours with tubes lying horizontally. The tubes must be clean when observed from one end to the other illuminated by a lamp. It may require brushing the tubes inside, if the chemical cleaning is not sufficient. b) TESTING THE CORE If the visual inspection indicates that less than 5% of the tubes are clogged and less than 5% of the pins are damaged beyond combing and repair the core is still acceptable if submitted to a 50psi air pressure test with all passages blocked and immersed in a water tank without leaks the testing procedure is available on EMM 10-4 c) INSPECTION OF HOUSING AND AIR INLET DUCTS The sealing areas must be free of any defects that affect air leaks. The flanged holes and dowels at the headers must be reworked if damaged. Any damage like cracks or visible defects can be reworked.


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3.26 d) RE-ASSEMBLING The cores must be installed into the housings and ducts as per instructions of EMM 10-5 in order to be finally assembled in the engine.

3.27

CRABS, CRAB NUTS, STUDS AND RESPONSIBLE FIXING ELEMENTS

The old type of attachment of the cylinder head (old crab type) has been replaced by the plate typecrab attachment, therefore the new elements will update the old elements if available in the receivedengine to be overhauled.The plate type crabs demands a higher torque of 2400 ftlb instead of 1800ftlb of the old design.The studs and nuts must be also in impeccable condition and it is recommended to replace all nutsby new ones and reconfirm the threads of the studs by go-no go gages and replace those that don’tconform the standards.

The same standards are applicable for other responsible bolts, nuts and studs such as:a) Cylinder head to liner b) Rocker arm shaft nutsc) Exhaust manifold to crankcase d) Accessory drive coupling retaining bolte) Main bearing nuts f) Crankcase to oil pang)Basket to conn Rod

Note: All the above torques are listed on EMM 0-0,0-10 and 0-11 that must be followed integrally.

3.28ENGINE TOP DECK COVERS (RE-QUALIFICATION AND UPGRADING)

The top deck frames of current design have round top inside corners whereas the old design hadsquare corners. On cases where the conversion is possible new type seals will be installed after theconversion. In some circumstances it may be necessary to maintain the old type. The decision is ona case by case basis. The top deck frame must be cleaned and inspected independently of thepossible conversion/upgrade.


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3.28Any defects found on the fabrication steel frame (cracks, deformation etc) can be reworked. Thelatches, brackets and attaching elements welded or bolted to the frame must be inspectedindividually. Any hinge or clamp damaged must be replaced. Bolts, washers, gaskets etc must bereplaced by new. The covers must also be inspected for deformation that prevents convenientsealing against the frame. The latching system after equipped with new seals, gaskets, bolts,Washers etc. must be tested to ensure that all cover sealing area coincide at its whole peripheralarea against the mating frame surface.

3.29

DRIVE ASSEMBLY – GOVERNOR

The governor drive assembly converts horizontal motion transmitted by the governor drive gear(item 3.12 of this specification) into vertical motion by means of conical gears, shafts and a 90°housing. The shafts are moving inside of bushings and lubricated by oil. The whole assembly mustbe cleaned with solvents and split into parts for individual inspection. All seals, gaskets and

bushings must be replaced by new. The inspection of each part must follow the standard criteria asbellow:

• Housing – Cracks and dowel holes must be reworked to standards.• Shafts - Pits, scratched of re-workable nature can save the part, otherwise if damage is

beyond repair scrapping is the only solution.• Gears - Cracks on teeth or visible wear on the gear tooth must reject.• Nuts/Spacers – can be re-used if conditions are acceptable.• Bolts/Washers – Discard/replace by new.

3.30WATER COOLING MANIFOLDS

Refer to item 3.16 “water cooling piping” and 3.1 b) Visual inspection of crankcase and oil pankeeping in mind that such manifolds must be in perfect sealing order to avoid any water leaks intothe air box when in operation.


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3.31OIL MANIFOLDS

Located at the oil pan must be flushed and clean and pressure tested according to item 3.1 d)Hydraulic pressure test and re-qualified or repaired or replaced together with remaining works to beperformed in the oil pan.

3.32

FLYWHEEL, VIBRATION DAMPER AND RING GEAR

The flywheel is made of a coupling disc with a ring gear in its periphery. Cleaning with solvents andmagnaflux inspection will detect cracks in both parts, which will reject the parts for re-usage.Warped disc can be spot faced as long as the minimum thickness of 17.5mm. If spot facing isperformed the max. face run out of 0,25mm and eccentricity of 0, 13mm maximum must beobserved as per EMM 6-12 same instructions must be followed for bolt holes found fretted.

The vibration damper of gear type requires very careful cleaning, in especially the 4 vent holes andtested rotating it 10° in either direction before disassembling. If the damper cannot be moved afterthe cleaning of the 4 vents and oil passage it must be replaced by new.

Dampers with over 6 years of usage must be replaced anyway. Pertinent instructions todisassembly/assembly are contained on EMM 6-6.

3.33FUEL FILTERS, SIGHT GLASSES AND BY-PASS VALVES

Spin on fuel filter elements, gasket etc. must be changed. The two valves must be testedrespectively by simulation at 5 psi (on return line) and 60 psi (in inlet line). If test parameters are notmet the by-pass valves (open at marked pressure) must be replaced or re-qualified. The glass ofeach filter must be intact and sealed (no leaks). The fuel piping from the filters to the engine andfuel manifolds (please see item 3.19 of this specification) must not leak by junction and sealingpoints.


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3.34

TURBOCHARGER PUMP

The turbo pump is mounted independently to the engine at its side and contains an electric motorD.C. (or AC/DC) driving a gear type pump. The re-qualification of the turbo pump is not within thescope of this specification. New pumps will be supplied by the user, together with the turbocharger.If re-qualification becomes necessary the electric motor and pump must be re-qualified separatelyas per instructions of MI-4110-C or replaced by new A.C. type pump.

3.35TURBOCHARGER FILTERS AND BY PASS VALVES

The turbo filters are mounted in the engine and contains 3 by-pass and check valves the elementsof the turbo filters must be changed and the whole bodies must be cleaned with solvents and driedby air. The instructions to check and maintain these components are at EMM 9-16 and 9-17.

3.36TURBOCHARGER

The turbocharger will be free issued by the user for assembly in the engine hence suitableinstructions to installation are contained at EMM 8-1 thru 8-6 on a step by step sequence. In orderto handle the turbocharger a special lifting device has to be fabricated in order to maintain the unit incorrect position to install and align. The same tool is used to remove the turbocharger.

4ENGINE ASSEMBLY

All components of the engine must be pre-assembled and ready for final assembly. All special tools,lifting, handling, alignment fixtures and reading tolerances gauges must be available as well as allcompounds, grease, lubricating oil etc necessary to effect a successful and cost effective assembly.It is considered sub-assemblies the following items and all must follow exactly in detail the EMM.Sequence (or otherwise the assembler can at its own option organise the most efficient sequence


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4

for its own facilities and personnel training).• Crankcase and oil pan.• Crankshaft complete with crankshaft gear and accessory gear.• Camshafts complete with stubshafts.• Power pack assembly (head, liner, piston and connrod).• Injectors completely assembled.• Oil scavenging pump complete with its drive gear.• Oil main pump complete with its drive gear.

• Water pumps (two) complete with their drive gears.• Accessory drive coupling assembled.• Oil strainer assembled.• After coolers (two) assembled.• Turbo pump assembled.• Governor assembled.• Governor drive assembled.

• Idler gears stubshafts completed• Individual gears of the gear train ( no.1, no.2 idler, governor drive and camshaft gears).• Fuel filters with sight glasses and valves complete.• Turbo filters (primary and secondary) assembled with valves.• Camshaft counterweights and overspeed device assembled.• Hot oil valve assembled.• Protector/detector assembled• Starting motors (two) assembled.

Besides these sub-components already assembled or under the form of major individual parts, acomplete list of new parts used in 100% of the replacements that are mandatory during completeengine overhaul must be available as follows but not limited to:

a) Main and connrod bearingsb) Thrust washers (crankshaft)


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c) All bolts, washers, bushings, screws, gaskets, seals etc decided to be replaced in 100%of the cases.

d) All bolts, nuts, studs etc re-qualified or new for responsible attachments.

MOST PROBABLE SEQUENCE OF ASSEMBLY OPERATIONS

4.1 Crankcase is placed horizontally to install crankshaft into main bearings. Upper and lower main bearings installed and crankshaft inserted, checked, torqued and tolerances obtained.4.2 Crankcase and crankshaft qualified assembly can sit at oil pan aligned the dowels torqued

and tolerances checked.4.3 Rear gear train assembly and alignment from the bottom at crankshaft gear, no.1 idler, no.2

idler and camshaft gears with prior installation of stubshafts (EMM section 7 sequences)fixtures, tools and gages of EMM 7-24 must be used integrally.

4.4 Front gears train assembly and housings to fit main oil and scavenging pumps and waterpumps. Also install oil strainer.

4.5 At top deck, installation of camshafts and top deck frame in order to align camshaft gear atcorrect timing with gear train idler.

4.6 Installation of power packs with associated rocker arm assemblies.4.7 Installation of overspeed camshaft, trip devices and linkages.4.8 Installation of injectors and bridges.4.9 Installation of after coolers and air inlet housings.4.10 Installation of piston cooling pipes and water jumper pipes to liners.4.11 Installation of oil pressure regulator and hot oil valve.4.12 Installation of detector/protector.4.13 Installation of governor drive assembly.4.14 Installation of governor and fuel control rods and linkage.4.15 Installation of fuel filters and lube oil filters4.16 Installation of exhaust piping and manifold4.17 Installation of turbocharger.


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4.18 Installation of top deck covers and timing of injectors and valves.4.19 Installation of water outlet flanges.4.20 Installation of starting motors4.21 Installation of turbo pump

4.22 Installation of crankcase and oil pan inspection covers.4.23 Installation of test valves.4.24 Tune-up injector racks, timing valves and injectors.4.25 Revision and quality control inspection.4.26 Move engine to test room.

Notes: All relevant bolts, screws, washers, gaskets, nuts etc that have operated for at least 4 years,showing even minor signs of rust, wear, deterioration etc. will be scrapped and replaced. Only itemsthat show “like new” appearance may tentatively be used if the areas where they are used areconsidered areas of minor stresses. As a rule or thumb all these items must be replaced by new tominimise risks of failures or improper torques.Follow EMM section O for torque valves.

5LOAD-TEST

The load test is fundamental to ensure that the engine operates according to standards ofperformance and rated power as well as a means to observe any errors occurring during assemblyand re-qualification of components (i.e. –incorrect timing, leakages of fuel, oil, water, air or exhaust,improper assembly of the power package originating smoke etc).In order to perform a load test and introduce load in the engine, two possible solutions can beadopted. a) To adapt the engine to an hydraulic dynamometer or,

b) To use a D/C or AC generator (DC preferentially) of 2500 kw capacity being voltage andamperage outputs controlled and registered to indicate the electric power that the enginedelivers.


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• A suitable test room to test 16-645 E3/EBB engine must contain the exterior circuits andsystems that complete the engine as follows:

• Fuel tank, fuel pump and fuel exterior circuit to the engine fuel filters.• Water cooling system by means of radiators or cooling tower equipped with a

thermostatic valve that is regulated to be fully open at 93°C and close at 60°C watertemperature.

• Lube oil cooling system by means of oil coolers (single or mounted in parallel) whichare contact water/oil and inserted in the water cooling system on the thermostaticcontrolled side so that oil temperature depend directly of the water temperature,(maximum 10°C differential).

• Air filter system to prevent that foreign particles, dust etc. in entrained in the engineduring the testing phase.

• Exhaust piping to atmosphere with suitable high temperature attachments.• Suitable flexible connections for all exterior piping some of them containing check

points for engine temperature, pressure etc.• Suitable flexible couplings with correct dimensions and bolting arrangements for engine

to dynamometer attachment.• Suitable flexible mountings where the engine sit during testing. These mountings can

be fabricated in steel plates and sandwiched in rubber or plastic to absorb vibration andunalignment of drive and driven components.

5.1INSTRUMENTS

Suitable mechanical, electric or electronic instruments must be installed in several check points asfollows:

a) Lube oil pressure of the main circuit (at turbo oil filter inlet)b) Lube oil pressure at turbocharger impeller end.c) Lube oil pressure at turbo pump discharge pipe.d) Fuel pressure at inlet of fuel filters.


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5.1

e) Air box pressure at one air box cover, (manufactured from a sample cover)f) Water temperature at outlet flange to exterior circuit.g) Water temperature at radiator/cooling tower.h) Water temperature at inlet of water pump (or outlet of oil cooler, (on the water side).i) Oil temperature at oil strainer housing (or outlet of oil cooler).

j) Oil temperature at outlet of scavenging pump (or inlet of oil cooler)k) Fuel temperature at fuel filter inlet line.l) Fuel temperature at fuel filter return line.m) Air inlet temperature before turbocharger (at air filter outlet).n) Barometric pressure at site.o) Oil pan vacuum through one cover mounted manometer adaptation.p) Exhaust temperature of individual cylinders taken with a laser portable gauge.q) Main bearing and conn rod bearing temperature taken with laser portable gauge.r) Rpm of the engine by PTO at governor drive and suitable mechanical or electric

tackometer.

5.2

CONTROLS

Suitable mechanical/electrical speed control with 8 notches must simulate the range of speeds fromidle thru max. governor speed of 900 rpm in 8 successive steps simulating operation inside of thelocomotive and matching the governor characteristics and design operating by solenoids ABC andD. It is possible to establish a remote control to energise the solenoids at 74 D.C volts and obtainthe speeds desired by the test parameters.

5.3POWER READING

Either by hydraulic dynamometer direct/indirect readings or via voltage and amperes readingsuitable multiplication factors must be encountered to read the power output of the engine.


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5.4LOAD CONTROL

Either thru the hydraulic dynamometer fluid control or via generator excitation control the load iscontrolled from zero till 120% of the engine power.

5.5HEAT DESSIPATION OF THE LOADThe load dessipation heat that must influence the efficiency of its application and the readings ofconstant power, must be maintained within limits.

5.6

PREPARE ENGINE FOR STARTING

With the engine and load at test room proceed as follows:a) Check fuel tank level, cleanliness of fuel and operation of the independent fuel pump

observing the return line sight glass for air bubbles until a clear path of fuel is observed andthe system is primed properly.

b) Fill water and inspect with air box and oil pan covers open any accidental water leakageinside of it.

c) Pre-lubrication of the engine by means of an electric pump of 15gpm flow and minimum 10psi thru the two plugs at main pump (one for the main oil gallery and the other for pistoncooling). Open the test valves and covers and bar engine one complete revolution. Pre-lubrication must be for 3 to 5 minutes. Check arrival of oil to top deck and camshaftbearings.

d) Drop some lube oil at the top deck over the bridge and rocker arm mechanism as well as atthe latches of the overspeed device. Arm the lever of overspeed device to latch position andinspect the latching mechanism at each individual infector rocker arm to move to latchposition.

e) Bar the engine manually again one more revolution and observe free movement ofcomponents at the top deck and piston rings, liners etc. As well as turbocharger movementthru the top of exhaust inspection cover.


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5.6f) Close crankcase and oil pan and top of exhaust covers, remove the turn over bar (or

mechanism).g) Inspect all around the engine for water, fuel or oil leaks and make sure the oil drain valve at

the bottom of the oil pan is closed and not leaking oil.h) Maintain the top deck covers open to observe arriving of oil after starting. Move tailshaft to

full fuel position and press the start button.

5.7

LOAD TEST PARAMETERS AFTER THE STARTING PROCEDURE

The engine will start and stay on idle for 10 to 15 minutes in order to get all components lubricatedproperly. The main pressure gage for oil should indicate a minimum of 15psi. The water inlettemperature must raise slowly up to 65°C at which point the engine control will increase speed up tothrottle 4 steps of 1,2 and 3 with 30 seconds intervals. Fuel, lube oil and air box pressure mustraise slightly per each increment of speed. Load control must increase load from zero to 20% ofload at throttle 4 and stay fixed till the engine reach normal operating temperatures (approximately10 minutes of warm up). Remove load to zero and come back to idle. At idle speed check rpm of theengine (315 +/- 4rpm). If the engine rpm on idle is different than the standard check at top deck anybinding lever or injector rack not properly positioned. If this cannot be corrected the engine shouldstop for governor, injectors, timing, valves etc. tolerances.Once idle speed gets the standard and all temperatures and pressure resumed normalized, get anindividual cylinder exhaust temperature check. Using the laser thermometer when engine runningon idle each individual exhaust pipe must show equal readings of temperature as for all otherswithin plus or minus 10°C. if one or more exhaust pipe temperatures is higher or lower than allothers such cylinder must be immediately checked to find out where the problem arises.

Note: The starting procedure involves pre-lubrication, opening of all test valves, bar the engineby hand one or two revolutions inspecting etc as described in the chapter “prepare engine forstarting”.The engine must go step by step from throttle 1,2,3,4 etc. staying approximately 5 to 10 minuteseach step and a set of readings in all instruments installed in the engine as per chapter


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5.7 “instruments” referred to before. A chart indicating step by step positions and all readings takenmust be designed to be used at the test room.

5.8

TEST AT 100% LOAD AND MAXIMUM SPEED

Reaching throttle 8 and 100% load the engine must run constantly for 30 minutes at maximumrating. With the laser thermometer performing one or two readings of exhaust temperature perindividual cylinder while running in full load, full speed.After 30 minutes stop the engine and remove the oil pan cover at no.2 main bearing position. Theremoval must be made quickly to prevent engine cooling down completely. With laser thermometer,check temperature of no.2 main bearing. If the temperature is above 120°C the engine must stoptesting and all other bearings checked the same way. If all other bearings show the sametemperature, the external oil cooler circuit must be corrected since it must be deficient. If only onebearing or two show a differential temperature higher than 15° C vis a vis all others, such bearingsmust be rechecked carefully to find the cause.The engine must resume its test after the checks referred to before and run for two consecutivehours non-stop with readings (the complete set except for main bearing temperature) taken every30 minutes. Around 3 to 4 readings throughout the test will finally be analysed under the point ofview of stabilisation of the check point reading. If readings don’t stabilize at a certain level within 5 to10 percent deviations, the causes for abnormal deviations must be detected and solved.Here are the check points summarised into a chart.

1. Governor rack position (3 to 4 readings) – remark any hunting if it exists. Note any vibrationon the governor rack scale (normal position of rack is 0,80).

2. Lube oil pressure. Expectable minimum 40psi maximum 75psi.3. Lube oil pressure at turbo end. Expectable minimum 20psi max 50psi.4. Lube oil pressure at turbo pump. Expected minimum 15psi max 50psi.5. Fuel pressure at inlet of fuel filters. Expected minimum 15psi maximum 60psi.6. Air box pressure, expected minimum 14psi maximum 20psi.7. Water temperature at outlet flange. Expected max 98°C.8. Water temperature at radiator/ cooling tower outlet. Expected 5°C to 8°C bellow item 7.


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5.8

9. Water temperature at water pump inlet. Expected 5°C to 6°C bellow item 7.10. Oil temperature at strainer housing. Expected 5°C to 7°C above water temperature of item

9.11. Oil temperature at outlet of scavenging pump. Same as item 10 within 1°C to 2°C

difference.12. Fuel temperature at fuel inlet line. To be registered for loss of power calculations.13. Fuel temperature at return line, to be registered for loss of power calculations.14. Air inlet temperature. It is ambient temperature of the inlet air during the test. To be

registered for power loss calculations.15. Barometric pressure. To be registered for power loss calculations.16. Oil pan vacuum. Expectable 1 to 2” of water column vacuum.17. Exhaust temperature of individual cylinders. Expected 400° to 480°C taken with laser

thermometer.18. Main bearing and conn rod bearing temperature. Taken with laser thermometer at the caps

and basket metallic part expected minimum 80°C maximum 105°C immediately upon test isfinished with very hot engine. Differential between bearings should not exceed 10°C.

19. Engine rpm to be 900 +/-5rpm along the whole test in throttle B maximum load.

5.9

VISUAL INSPECTIONS ALONG THE TEST AND AFTER THE TEST

Once the test is running every 30 minutes visual inspections to oil, fuel, water, air, leaks must beperformed. Finalising the test oil leaks must be checked at the inside walls of the air box andradiating from the after-coolers towards the air box.Smoke analysis must be observed along the test after the engine has got normal operatingtemperatures. It is acceptable a very light grey smoke spaced with periods of no smoke at all.Consistent grey smoke or darker is not acceptable and the combustion must be examined. Bluesmoke is a sign of oil being expelled from exhaust and the cause needs to be investigated. Waterleaks inside of the air box coming from the top deck or oil coming from the top deck require analysistoo. If oil is radiating from areas not properly sealed correction with sealing reinforcement must bedone.


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5.10POWER OF THE ENGINE

After calculations for power losses, generator or hydraulic dyno efficiencies etc it is expectable 3150hp to 3300 gross to be obtained from the 16-645 E3/E3B engine.Lower or higher power ratings at the test must be investigated.

5.11

RETORQUE OF SPECIFIC COMPONENTS

Immediately upon concluded the load test some steps must be taken to ensure that the engine isready for service. (engine still hot).

• Retorque the rod basket hardware.• Retorque crab nuts.• Retorque exhaust manifold base bolts.• Retorque expansion joints hardware.• Reset injector timing.

6.

PAINTING

The painting of the engine is done before and after the load test. Interior painting of the crankcaseand oil pan is done with a special primer-sealer, sold in quantities of 1 gallon (P/N 8187781) or 5gallons (P/N 8187782). The primer is spread generously around all sealing points. The sameprimer-sealer can be used at the exterior in critical areas for sealing, otherwise a buff primer sold in1 gallon cans (P/N8228726) can be sprayed at the exterior parts of the engine.All surfaces containing holes, friction or threads must be covered with tape before painting. The finalpaint is suede grey enamel sold in cans of one quarter of gallon (P/N 8078289) or 1 gallon(P/N8122047) or 5 gallons (P/N8133054) the enamel paint is highly resistant to temperatures above100° C and during application require mixing with thinners sold in 1 gallon cans (P/N8079447).


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6 Two layers (at least) of enamel paint sprayed generously all over and dried with hot air ventilated bya proper blower at low air pressure will provide a quick and professional appearance.

7.

FINAL INSPECTION, DOCUMENTATION REPORT, BOXING AND COATING

Along the execution of the works, suitable item by item reports will be filled in. the format of suchreports is at the judgement of the supplier (or the department) however some guidance must befollowed:

a) Each component that was repaired and reused must indicate why it was necessary toprocess the repair and what was the final result upon repair.

b) Each component that was approved to be reused must indicate all dimensionsmeasured compared with the standards in order to clearly indicate why it can bereused.

c) Each component that was rejected and required replacement by a new componentmust indicate why it was rejected, if the component was damaged beyond repair (ie. un-repairable crack or fracture) a photograph can be taken to document the damage whichis annexed to the report as clear evidence.

Each sheet or chart or written report must have the title of each component according to each itemof this instruction (example: Lube oil pressure relief valve item 3.18).All documents will be organised by item no. order under the form of a book containing in the coverthe model and serial no. of the engine. Photocopies will be taken and the supplier will keep theoriginal (or more at supplier’s request) for the user. The book organised this way not only providesan excellent track for any future failures that accidentally occur, eliminating this repetition as well asfor personnel training at suppliers and users end.


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7.

FINAL INSPECTION

Having performed the load test and painting, a careful, all over, detailed inspection must be done ofthe entire engine taking into consideration the following areas:

a) All pipingb) All bolts and threads.c) All hoses and attachments such as brackets.d) All holes, inlets and outlets for cleanliness.e) Painted details for cosmetic defects that need retouching with paint.f) All surfaces not supposed to be painted in order to remove excessive paint with paint

remover. The quality control of the user must be called to check if all details areacceptable.

BOXING AND COATING

Before boxing all surfaces not painted must be lubricated with light oil for protection and taped.

All holes must be covered with plastic seals. All fluids must be drained and engine protected againstcorrosion. The boxing must be done according to users instructions but a sturdy metal frame can bedesigned to involve the oil pan and allow the assembly of the wooden frames (if required a woodenbox). In some cases plastic cover wrapped up with plastic straps and soft protections aroundsensitive components. The boxing must be hermetic to humidity regardless of the covering materialused in the box, in order to be warehoused for at least 6 months.

END

scope of engine rebuildemd

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