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Catalogo de Mantenimeinto Vibrocompacatador Tampo

When lifting engine, make sure lifting device is fastened securely. When working on an engine that is running, accidental contact with the hot exhaust manifold can cause severe burns. Explosive hydrogen gas may remain in and around the battery for several hours after it has been changed.

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100% found this document useful (2 votes)

2K views676 pages

Catalogo de Mantenimeinto Vibrocompacatador Tampo

Uploaded by

Tupacc Kito Gonzalez G

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Available Formats

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TM 5-3895-346-14

TECHNICAL MANUAL

OPERATOR'S, ORGANIZATIONAL, DIRECT SUPPORT

AND GENERAL SUPPORT MAINTENANCE MANUAL

FOR

ROLLER, VIBRATORY, SELF-PROPELLED,

HIGH IMPACT, SINGLE SMOOTH DRUM

(CCE) TAMPO MODEL RS-28

(NSN 3895-01-012-8875)

HEADQUARTERS, DEPARTMENT OF THE ARMY

UNIVERSITY OF VIRGINIA LIBRARY

IIIIIIII III III . II III III II FEBRUARY 1985

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TECHNICAL MANUAL

OPERATOR'S, ORGANIZATIONAL, DIRECT SUPPORT

AND GENERAL SUPPORT MAINTENANCE MANUAL

FOR

ROLLER, VIBRATORY, SELF-PROPELLED,

HIGH IMPACT, SINGLE SMOOTH DRUM

(CCE) TAMPO MODEL RS-28

NSN 3895-01-012-8875

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TM 5-3895-346-14

WARNING

Consider hazards of job and wear protective gear such as safety glasses, safety

shoes, hard hat, etc. to provide adequate protection.

WARNING

When lifting engine, make sure lifting device is fastened securely. Be sure

item to be lifted does not exceed the capacity of the lifting device.

Be sure the engine is securely mounted to overhaul stand before releasing the

lifting sling. Severe injury to personnel and destruction of engine parts will

result if the engine breaks away from the overhaul stand.

Hold the flywheel firmly against the crankshaft by hand to prevent it from

slipping off the end of the crankshaft, when removing the attaching bolts. The

flywheel is not doweled to the crankshaft.

When working on an engine that is running, accidental contact with the hot

exhaust manifold can cause severe burns. Remain alert to the location of the

rotating fan, pulleys, and belts. Do not make contact across battery termi-

nals. It results in severe arching.

Explosive hydrogen gas may remain in and around the battery for several hours

after it has been changed. Sparks and flame can ignite this gas.

Loss of shutdown control could result in a runaway engine and can cause

personal injury.

WARNING

Always use caution when using power tools.

WARNING

Use caution when welding on or near the fuel tank. Explosion can result if

heat build-up inside the tank is sufficient.

When using compressed air to clean a component such as flushing a radiator or

cleaning an air cleaner element, use a safe amount of air. Recommendations

regarding the use of air are indicated throughout the manual. Too much air can

rupture or in some other way damage a component and create a hazardous situa-

tion that can lead to personal injury.

When making an oil cooler core pressure test, be sure that personnel are ade-

quately protected against any stream of pressurized water from a leak or rup-

ture of a fitting, hose, or the oil cooler core.

Use extreme care while removing coolant pressure control cap. Remove the cap

slowly after the engine has cooled. Sudden release of pressure from a heated

cooling system can result in scalding from the hot liquid.

Avoid excessive injection of ether into engine during start attempts. Follow

instructions on container or by the starting aid manufacturer.

TM 5-3895-346-14

WARNING

Do not use carbon tetrachloride as a cleaning agent because of harmful vapors

it releases. Use perchloroethylene or trichloroethylene. While less toxic than

other chlorinated solvents, use these cleaning agents with caution. Be sure

the work area is adequately ventilated. Use protective gloves, and goggles or

face shield and apron.

Circulating a solution of trichloroethylene through an oil cooler for cleaning

shall be done in well-ventilated area.

Exercise caution when using oxalic acid to clean the cooling passages of the

engine.

Fuel spray from an injector can penetrate skin. Fuel oil which enters the

bloodstream can cause serious infection. Follow instructions and use proper

equipment to test an injector.

Do not inhale alkali cleaners. Skin rashes can be caused by alkalies.

Use extreme care in handling using butyl cellosalve to clean a lubrication

system. Serious injury or damage to surfaces could be caused by splashing.

Immediately wash off spilled fluid with clean water.

TM 5-3895-346-14

TECHNICAL MANUAL | HEADQUARTERS

> DEPARTMENT OF THE ARMY

NO. 5-3895-346-14 ) WASHINGTON, DC,4 Feb 1985

OPERATOR'S, ORGANIZATIONAL, DIRECT SUPPORT

AND

GENERAL SUPPORT MAINTENANCE MANUAL

FOR

ROLLER, VIBRATORY, SELF-PROPELLED,

HIGH IMPACT, SINGLE SMOOTH DRUM

(CCE) TAMPO MODEL RS-28

(NSN 3895-01-012-8875)

REPORTING OF ERRORS AND RECOMfENDING CHANGES

You can help improve this publication. If you find any mistakes, or if you

know of a way to improve the procedures, please let us know. Mail your

letter, DA Form 2028 (Recommended Changes to Publication and Blank Forms),

or DA Form 2028-2 located in the back of this publication direct to: US

Army Tank-Automotive Command, ATTN: AMSTA-MB, Warren, MI 48090. A reply

will be furnished to you.

This technical manual is an authentication of the manufacturer's commercial

literature and does not conform with the format and content specified in

AR 310-3, Military Publications. This technical manual does, however,

contain available information that is essential to the operation and

maintenance of the equipment.

NOTE

To locate information on operation, maintenance or repair of specific com-

ponents, refer to the index, page 657.

Page

WARNING i

CHAPTER I - INTRODUCTION 1

WARRANTIES 2

SPECIFICATIONS 4

GENERAL INFORMATION 5

CHAPTER II - OPERATIONS 7

CHAPTER III - MAINTENANCE 23

APPENDIX A - MAINTENANCE ALLOCATION CHART 634

APPENDIX B - BASIC ISSUE ITEMS LIST 650

APPENDIX C - MAINTENANCE AND OPERATING SUPPLY LIST 651

APPENDIX D - FABRICATED TOOLS 652

INDEX 657

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TM 5-3895-346-14

CHAPTER I

NOTE

INTRODUCTION

COMPONENT IDENTIFICATION

HYDROSTATIC DRIVE

When practical, always refer

to Identification tags and plates

to determine part identity.

ENGINE

Detroit Diesel 453 Number 5043-7201

The engine serial number from

the identification plate is

needed to determine the use

of some parts.

TRANSMISSION

Funk Double Pump Drive designated

T20-0063 by Tampo

Sundstrand Model 20-2055 Pump, Model

22-3037 Motor

VIBRATORY DRIVE

Sundstrand Model 20-2022 Pump, Model

20-3010 Motor

DRIVE AXLE

Rockwell SA2410 designated VRH 180 by

Tampo

POWER STEERING

Sperry-Vickers VTM Series

Char-Lynn Orbitrol Control

TM 5-3895-346-14

WARRANTIES

Tampo Warranty - One (1) year from date

of delivery to the first user. Tampo's

obligation is to repair or replace,

F.O.B. its factory, any part of its own

manufacture that proves defective in

material and workmanship. Those items

purchased for use on a Tampo roller are

covered under the respective manufac-

turer's warranty as follows:

Engine - Detroit Diesel: One (1)

year or 4000 hours, whichever

occurs first. First six (6) months

or 2000 hours, free parts and

labor. Second six (6) months or

2000 hours, free parts and fifty

(50%) percent labor. For parts and

service, contact nearest Detroit

Diesel engine dealer.

Sundstrand Pumps and Motors: The

Sundstrand hydraulic components are

warranted for a period of two (2)

years from date of delivery. This

warranty covers repairs or replace-

ment of parts only. Labor and

other charges are not covered under

this warranty. Certain repairs are

allowed without voiding this war-

ranty. These repairs are described

in the Sundstrand Bulletin #9630,

Section VII. Further details and

procedures on warranty repair are

also listed under Section VII in

Bulletin //9630.

Goodyear Tires: Warranty against

defects in material and workmanship

will be made on a prorated basis of

tire wear. These claims are made

with the nearest local represen-

tative of Goodyear Tire and Rubber

Company.

Reliable Battery: Warranty period

is two (2) years from date of

delivery on a prorated basis.

Warranty claims should be made to

the nearest member organization of

the Independent Battery Association

or to Tampo Manufacturing Company.

Funk Manufacturing Company: Warranty

of transmission, clutch, and pump

drive gearbox is six (6) months from

date of delivery. Warranty claims

received by Tampo Manufacturing

Company will be processed and

forwarded to the manufacturer for

consideration.

Rockwell International: The axles

and differentials used on rollers

carry an overall warranty of one (1)

year from the date of delivery

against defective material or workman

ship but not against damage caused by

accident or abuse. Rockwell, at

their option, will repair or replace

such parts if found on examination to

be defective. Requests for warranty

may be made direct with Rockwell

International or forwarded to Tampo

Manufacturing Company for processing

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TM 5-3895-346-14

WARRANTIES (Continued)

Venders warranty covers parts, unless

otherwise specified. Warranty on any

component is voided for any failure

caused by physical accident, abuse,

lack of proper maintenance, con-

taminated hydraulic systems, etc.

TM 5-3895-346-14

Weight

Rolling Width

Roll Diameter

Overall Width

Overall Height

Overall Length

Wheel Base

Turning Radius

Tire Size, Standard

Vibration Frequency

Centrifugal Force

Speed, Forward and Reverse

Power Unit

Roller Drive

Vibratory Drive

Steering

Brakes

Fuel Capacity

Oil Reservoir Capacity

SPECIFICATIONS

RS-28

19,450 pounds

84 inches

60 inches

96 inches

98 inches

17 feet, 3.5 inches

108.5 inches

17 feet, 10 inches

23.1/18-26 all weather high

flotation tread.

1100-1500 vpm

30,000 pounds maximum

0-15 mph

Detroit Diesel 4-53, 107 HP at 2,200,

with double pump drive and disconnect

clutch.

Variable speed hydrostatic drive with

heavy-duty transmission and planetary

axle with high-traction differential.

Variable speed hydrostatic indepedent

of roller travel speed.

Automotive hydraulic power type with

center-hinge body pivot (articulated)

steering.

Hydrostatic braking in drive train.

Hydraulic brakes on drive axle.

Parking brake on transmission output

shaft.

50 gallons

16 gallons

TM 5-3895-346-14

GENERAL INFORMATION

This is a Department of the Army au-

thenticated operation and maintenance

manual for the Tampo RS-28 Vibratory

Roller, NSN 3895-01-012-8875. As such,

this document complies with MIL-M-7298C

In content and format.

The vibratory roller is used in con-

struction operations such as road bed

repairs and construction. Primary

tasks are compacting new beds of sand

and gravel prior to laying an asphalt

surface. Secondary uses are compaction

of pavement base courses and stabiliz-

ing bases.

Maintenance Pons and Records

Maintenance forms and records on this

equipment are to be maintained in

accordance with standards established

in the current TM 38-750, The Army

Maintenance Management System (TAMMS).

Equipment Improvement Recommendations

(EIR)

Prepare recommendations on equipment

improvement in accordance with TM

38-750. ASF 368, Quality Deficiency

Report should be prepared and mailed

to: Commander, US Army Tank-Automotive

Command, Warren, MI 48090.

Compaction is accomplished by a single

smooth drum roller powered by a vibra-

tory drive capable of producing between

1100 and 1500 vibrations per minute.

The vibratory drive and drive train are

each powered by a hydrostatic pump and

motor unit, coupled by a double pump

drive transmission to a Detroit Diesel

four-cylinder 4-53 engine. Hydrostatic

pumps and motors are manufactured by

Sundstrand. The double pump drive

transmission is manufactured by Funk.

Shipment and Storage

Refer to TB 740-97-2 for procedures

covering preservation of equipment for

shipment and storage. Refer to TM 740-

90-1 for instructions on administrative

storage.

Destruction to Prevent Enemy Use

Refer to TM 750-244-3 for procedures

covering destruction to prevent enemy

use.

Steering is hydrostatically assisted by

a Sperry-Vickers pump and an Orbitrol

control. It Is accomplished through an

articulated hinged joint behind the

roller drum. Power is transmitted to

drive wheels through a Rockwell plane-

tary drive axle.

Fire Protection

A hand-operated fire extinguisher may

be installed at the discretion of the

using unit. Approved hand-portable

fire extinguishers are listed in

TB 5-4200-200-10.

Braking is accomplished by shutting off

the hydrostatic drive under normal con-

ditions, and through Rockwell hydraulic

brakes under emergency conditions.

The roller is manufactured by Tampo

TM 5-3895-346-14

- Always engage the parking brake move the forward-reverse lever to the

before dismounting the unit. neutral position to slow the unit.

- Never shut down the engine when

traveling up or down a slope. Always

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TM 5-3895-346-14

CHAPTER II

OPERATIONS

THEORY OF OPERATION

Compaction is the compression of soil

by forcing air and water from between

its particles. This can be accom-

plished in many ways, but in the case

of sand and gravel (the two materials

most often used as the subbases in pav-

ing), the best way is through vibra-

tion. The Tampo roller can produce as

much as 30,000 pounds of impact force

up to 1500 times a minute over a path

60 inches wide. The amount of compac-

tion obtained by the machine is not a

result of the number of blows it

strikes, but of the number at which the

roller and soil vibrate in union.

All types of soil can be moved to a

state known as resonance under vibra-

tion. In this state, particles in

soil, particularly sand and gravel,

will compact 10 to 50 times more ef-

ficiently than when under random

impacts or pressure.

Where time and conditions allow it,

some research should be done to deter-

mine the resonance of the material

being compacted. However, even when

this research cannot be done, vibration

in any form will shake sand and gravel

into a more compact base than without

vibration.

In addition, compaction can be enhanced

by the moisture content of the soil.

Particles float into a compact condi-

tion when moisture reaches an optimum

condition best determined by engineer-

ing studies. But if the moisture

content goes beyond the optimum point

for compaction, the force of impact is

spread over too great an area, destroy-

ing the compactive force.

A vibratory roller can produce compac-

tion up to a depth equal to three times

the width of the roller if soil and

moisture conditions are ideal and reso-

nance can be obtained. Even under this

condition, the top inch of soil will

remain loose. Final compaction of this

material can be attained by rolling the

material without the vibrator engaged.

The vibratory roller is best used on

sand and gravel and is least efficient

on loam or clay soils. Loam and clay

not only bear weight through friction

among particles, but also through elec-

trical attraction among the particles

and suction from moisture in the soil.

Vibration cannot efficiently break down

those forces. When clay or loam is

encountered while making a subbase,

consideration should be given to chang-

ing equipment (a determination best

made by the field engineer).

TM 5-3895-346-14

SAFETY

ROLLER OPERATIONS

SAFETY

Read this manual completely before

operating roller. Make sure you

understand and follow these instruc-

tions thoroughly.

Carefully inspect your equipment for

visual defects: leaks in fuel, lubri-

cation and hydraulic systems, and

broken or missing parts.

DO NOT START OR OPERATE A DEFECTIVE

MACHINE. Have it repaired and then

okayed by your supervisor before using

it.

Always enter operator's platform from

the right-hand side of tractor

utilizing ladder and safety grab

rails.

Be sure to clean any oil, grease, or

mud accumulation from floor of opera-

tors platform, stepping points, and

grab rails to minimize the danger of

slipping.

Do not climb off the machine with

engine running. After applying parking

brake, pull out fuel cutoff stop and

turn off key.

Never leave the roller unattended with

the engine running as unauthorized per-

sonnel may accidentally engage controls

and move machine resulting in possible

serious injury.

Never stand up or climb on or off

machine while in motion.

DO NOT STAND BETWEEN TRACTOR AND ROLL

FRAME with engine running or when

steering roller. This is an articu-

lated machine and there is danger of

being crushed between the two

units.

Always stop machine, turn off engine,

and set parking brake to lubricate or

make minor adjustments.

PREPARING THE ROLLER FOR OPERATION

All rollers are completely serviced and

properly lubricated before leaving the

factory, but always check all liquid

levels to ensure against damage or

inadvertant leaks during shipment.

Check ignition wiring connections, bat-

tery connections, and battery water

level.

Fill fuel tank with a good grade of

clean diesel fuel.

Check all fuel lines for leaks.

Check hydraulic reservoir for proper

oil level on sight gage.

The roller is now ready to operate.

The engine is factory tested.

TM 5-3895-346-14

ROLLER OPERATIONS

TO START

TO START ENGINE

NOTE

See page 12 if roller engine

has never been started before.

Always enter operator's platform us-

ing ladder and safety grab rails

provided.

St securely - do not operate this

machine from any position other than

seat provided.

Before attempting to start engine, be

sure that all personnel are clear from

machine.

Check to see that parking brake is on.

Be sure vibratory control is in the off

position.

Place F and R control in neutral. (See

Neutral Safety Switch.)

Turn ignition switch and engage starter

by pushing starter button.

Do not crank engine for more than 30

seconds continuously to prevent pos-

sible damage to starter motor. Re-

lease pressure on starter when engine

fires.

Warm up engine and check instruments.

Engine oil pressure should be a minimum

of 25 pounds at 1000 rpm and ammeter

should move in charge direction.

For detailed instructions on power unit

see Engine Operating Instructions, page

12, and Engine Overhaul, page 45.

OPERATING GEARS

The gear range transmission has the fol-

lowing three speed ranges:

Compaction Gear (low gear) - provides

0-3.5 mph and should be used when com-

pacting most materials.

Travel Gear (second gear) - provides

0-6.9 mph and should be used for road-

ing the machine from one location to

another.

High Gear - should be used in limited

applications only.

TO START, STOP, AND REVERSE ROLLER

Check to make sure area is clear all

around roller.

With the engine and hydraulic system

properly warmed up, set engine speed at

2200 rpm using throttle control and

maintain this speed during the entire

time this machine is operated, either

compacting or traveling.

TM 5-3895-346-14j

ENGINE SHUTDOWN

ROLLER OPERATIONS

With the engine running and the

forward-reverse and roller speed

control in the neutral position, shift

the gear range transmission to the

desired range. The forward-reverse

lever may have to be jockeyed slightly

to help snap in the gear range

transmission.

Release parking brake.

Before movement in any direction, check

again to make sure area is clear all

around roller.

Move the forward-reverse and roller

speed control from its neutral position

toward the desired direction of travel

until the desired roller speed is

reached. Maintain engine rpm at 2200.

CAPTION

Do not operate the roller con-

tinuously above 180 hydraulic

oil temperature. Should the

roller be in travel or high

gear range and the oil tempera-

ture reaches 180, shift to the

next lower gear range.

Should damage occur to the hy-

drostatic drive line, stop

roller and shut off engine im-

mediately. The foot operated

brakes are provided to ensure

a safe stop in this event.

To stop roller, slowly move forward-

reverse lever to neutral. The hydro-

static drive will provide all of the

braking needed for the normal stopping

operation of the roller.

To reverse direction, move forward-

reverse lever in the direction of

travel desired.

ENGINE SHUTDOWN

Normal engine shutdown is accomplished

by pulling out the T-handle marked PULL

TO STOP, which cuts off fuel supply,

and turning off ignition key, which

de-energizes circuit to starter.

Emergency engine button is accomplished

by pulling out the T-handle marked

EMERGENCY STOP, which cuts off air

supply to engine. Do not use this for

normal cutoff.

AVERAGE ROLLING CONDITIONS

Operate in compaction gear range.

Maintain engine speed at 2200 rpm.

Do not operate with hydraulic oil

temperature above 180.

Do not overheat engine coolant. Keep

water temperature below 200.

Do not attempt to change gear range

without stopping roller.

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TM 5-3895-346-14

ROLLER OPERATIONS

HAULING

When hauling the roller, the frame

should be blocked under both sides at

the roll end to prevent overstressing

of the roll rubber mount blocks when

chaining down and to prevent frame

"bouncing.

DRIVE CLUTCH

Trie double pump drive connecting the

engine to the hydrostatic pumps is

equipped with a clutch, which can be

disengaged should the hydrostatic or

other drive elements need service.

This will allow the operation of the

engine and power steering as an aid to

towing and loading of the machine. It

can also be used as an aid to engine

service. The clutch lever can be

reached from the inside of the drive

compartment.

TM 5-3895-346-14

FIRST START

OPERATIONS

ENGINE OPERATING INSTRUCTIONS

PREPARATION FOR STARTING ENGINE

FIRST TIME

Before starting an engine for the first

time, carefully read and follow these

instructions. Attempting to run the

engine before studying these instruc-

tions may result in serious damage to

the engine.

NOTE

When preparing to start a new

or overhauled engine or an

engine which has been in stor-

age, perform all of the opera-

tions listed below. Before a

routine start (at each shift),

see Daily Operations in the

Lubrication and Preventive

Maintenance Chart.

Cooling System

Install all of the draincocks or plugs

in the cooling system (draincocks are

removed for shipping).

Open the cooling system vents, if the

engine is so equipped.

Remove the filler cap and fill the

cooling system with clean, soft water

or a protective solution consisting of

high boiling point-type antifreeze, if

the engine will be exposed to freezing

temperatures. Refer to Engine Coolant.

Keep the liquid level about two inches

below the filler neck to allow for

fluid expansion.

Use a quality rust inhibitor if only

water is used in the cooling system.

Close the vents, if used, after filling

the cooling system.

Lubrication System

The lubricating oil film on the rotat-

ing parts and bearings of a new or

overhauled engine, or one which has

been in storage, may be insufficient

for proper lubrication when the engine

is started for the first time.

It is recommended that the engine

lubricating system be charged with a

pressure prelubricator, set to supply a

minimum of 25 psi (172 kPa) oil pres-

sure , to ensure an immediate flow of

oil to all bearings at the initial

engine startup. The oil supply line

should be attached to the engine so

that oil under pressure is supplied to

the main oil gallery.

With the oil pan dry, use the prelubri-

cator to prime the engine with suffici-

ent oil to reach all bearing surfaces.

Use heavy-duty lubricating oil as speci-

fied under Lubricating Oil Specifica-

tions. Then remove the dipstick, wipe

it with a clean cloth, insert it, and

remove it again to check the oil level

in the oil pan. Add sufficient oil, if

necessary, to bring it to the full mark

on the dipstick. Do not overfill.

If a pressure prelubricator is not

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TM 5-3895-346-14

OPERATIONS

FIRST START

Fuel System

Fill the fuel tank with the fuel

specified under Diesel Fuel Oil

Specifications.

If the unit is equipped with a fuel

valve, it must be opened.

To ensure prompt starting, fill the

fuel system between the pump and the

fuel return manifold with fuel. If the

engine has been out of service for a

considerable length of time, prime the

filter between the fuel pump and the

injectors. The filter may be primed by

removing the plug in the top of the

filter cover and slowly filling the

filter with fuel.

In addition to the above, on an engine

equipped with a hydrostarter, use a

priming pump to make sure the fuel

lines and the injectors are full of

fuel before attempting to start the

engine.

NOTE

The fuel system is filled with

fuel before leaving the fac-

tory. If the fuel is still in

the system when preparing to

start the engine, priming

should be unnecessary.

Lubrication Fittings

Fill all grease cups and lubricate at

all fittings with an all-purpose

grease. Apply lubricating oil to the

throttle linkage and other moving parts

and fill the hinged cap oilers with a

hand oiler.

Drive Belts

Adjust all drive belts as recommended

under Lubrications and Preventive

Maintenance.

Storage Battery

Check the battery. The top should be

clean and dry, the terminals tight and

protected with a coat of petroleum

jelly, and the electrolyte must be at

the proper level.

NOTE

When necessary, check the bat-

tery with a hydrometer; the

reading should be 1.265 or

higher. However, hydrometer

readings should always be

corrected for the temperature

of the electrolyte.

Clutch

Disengage the clutch, if the unit is so

equipped.

STARTING

Before starting the engine for the

first time, perform the operations

listed under Preparation For Starting

Engine First Time.

Before a routine start, see Daily

Operations in the Lubrication and

Preventive Maintenance Chart.

If a manual or an automatic shutdown

system is incorporated in the unit, the

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TM 5-3895-346-14

FIRST START

OPERATIONS

Reference should be made to these

instructions before attempting a cold

weather start.

CAUTION

Starting fluid used in cap-

sules is highly inflammable,

toxic, and possesses anes-

thetic properties.

Initial Engine Start (Electric)

Start an engine equipped with an elec-

tric starting motor as follows: Set

the speed control lever at part throt-

tle, then bring it back to the desired

no-load speed. In addition, on mech-

anical governors, make sure the stop

lever on the governor cover is in the

RUN position. Then press the starting

motor switch firmly. If the engine

fails to start within 30 seconds, re-

lease the starting switch and allow the

starting motor to cool a few minutes

before trying again. If the engine

fails to start after four attempts,

an inspection should be made to

determine the cause.

CAUTION

To prevent serious damage to

the starter, if the engine

does not start, do not press

the starting switch again

while the starting motor is

running.

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TM 5-3895-346-14

OPERATIONS

RUNNING

01 Pressure

Observe the oil pressure gage imme-

diately after starting the engine. If

there is no pressure indicated within

10 to 15 seconds, stop the engine and

check the lubricating oil system. The

minimum oil pressure should be at least

18 psi (124 kPa) at 1200 rpm. The oil

pressure at normal operating speed

should be 40-60 psi (276-414 kPa).

Wan Up

Run the engine at part throttle and

noload for approximately five minutes,

allowing it to warm up before applying

a load.

If the unit is operating in a closed

room, start the room ventilating fan or

open the windows, as weather conditions

permit, so ample air is available for

the engine.

Clutch

Do not engage the clutch at engine

speeds over 1000 rpm.

Inspection

While the engine is running at oper-

ating temperature, check for coolant,

fuel, or lubricating oil leaks.

Tighten the line connections where

necessary to stop leaks.

Engine Temperature

Normal engine coolant temperature is

160-185F (71-85C).

Crankcase

If the engine crankcase was refilled,

stop the engine after normal operating

temperature has been reached, allow the

oil to drain back into the crankcase

for approximately 20 minutes, and check

the oil level. Add oil, if necessary,

to bring it to the proper level on the

dipstick.

Use only the heavy-duty lubricating oil

specified under Lubricating Oil

Specifications.

Cooling System

Remove the radiator or heat exchanger

tank cap slowly after the engine has

reached normal operating temperature

and check the engine coolant level.

The coolant level should be near the

top of the opening. If necessary, add

clean, soft water or a high boiling

point-type antifreeze.(Refer to Engine

Coolant),

TM 5-3895-346-14

STOPPING

OPERATIONS

Avoid Unnecessary Engine Idling

During long engine idling periods, the

engine coolant temperature will fall

below the normal operating range. The

incomplete combustion of fuel in a cold

engine will cause crankcase dilution,

formation of lacquer or gummy deposits

on the valves, pistons and rings, and

rapid accumulation of sludge in the

engine.

CAUTION

When prolonged engine idling

is necessary, maintain at

least 800 rpm.

STOPPING

Normal Stopping

1. Release the load and decrease the

engine speed. Put all shift levers in

the neutral position.

2. Allow the engine to run at half

speed or slower with no load for a

short time, then move the stop lever to

STOP to shut down the engine.

Emergency Stopping

If the engine does not stop after using

the normal stopping procedure, pull the

EMERGENCY STOP knob all the way out.

This control cuts off the air to the

engine. Do not try to restart again

until the cause for the malfunction has

been found and corrected.

CAUTION

The emergency shutdown system

should never be used except in

an emergency. Use of the emer-

gency shutdown can cause oil

to be sucked past the oil seals

and into the blower housing.

The air shutoff valve, located on the

blower air inlet housing, must be reset

by hand and the EMERGENCY STOP knob

pushed in before the engine is ready to

start again.

Fuel System

If the unit is equipped with a fuel

valve, close it. Fill the fuel tank; a

full tank minimizes condensation.

Exhaust System

Drain the condensation from the exhaust

line or silencer.

Cooling System

Drain the cooling system if it is not

protected with antifreeze and freezing

temperatures are expected. Leave the

drains open. Open the raw water drains

of a heat exchanger cooling system.

Crankcase

If the engine crankcase was refilled,

stop the engine after normal operating

temperature has been reached, allow the

oil to drain (approximately 20 minutes)

back into the crankcase, and check the

oil level. Add oil, if necessary, to

bring it to the proper level on the

dipstick.

Use only the heavy-duty lubricating oil

specified under Lubricating Oil

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TM 5-3895-346-14

OPERATIONS

STOPPING

Refer to Lubrication and Preventive

Maintenance and perform all of the

daily maintenance operations. Also

perform the operations required for the

number of hours or miles the engine has

been in operation.

Make the necessary adjustments and

minor repairs to correct difficulties

which became apparent to the operator

during the last run.

TM 5-3895-346-14

OPERATING CONTROLS

OPERATIONS

OPERATING CONTROLS

Operator controls (Fig. 1) have been

provided for maximum flexibility of

roller operation. The operator is

placed in such a position that he may

see the front or rear of the machine

without sacrificing hand control of

direction and speed.

Instrument Panel (1)

The engine instruments and controls are

mounted on the right-hand side of the

steering column.

Steering

Roller steering is the automotive hy-

draulic power-type with center-hinge

body pivot (articulated).

Engine Throttle (2)

To be set and maintained at 2200 rpm

after warmup period.

Engine Tachometer (3)

Indicates engine speed setting.

Parking Brake (4)

The parking brake is operated by a

lever attached to the platform on the

left side of the operator. Brake

band adjustment is obtained by rotat-

ing knurled knob on the top of the

lever.

Forward-Reverse and Roller Speed

Control (5)

The forward-reverse and roller speed

control are combined into one lever

located on top of the console located

to the left of the operators position.

Movement of this lever from neutral

position causes the hydrostatic trans-

mission to drive the roller either

forward or reverse, depending on the

direction in which the lever is moved.

Continued movement of the control lever

increases travel speed in the direction

selected.

CAUTION

During engine and hydraulic

system warmup, leave control

lever in neutral position.

Gear Range Lever (6)

The gear range lever located on the

side of the console provides three

ranges with a neutral position between

each range. Detents provide a positive

location for each range and neutral.

The compaction gear position is slight-

ly above the horizontal and the high-

gear position is vertical, with the

travel gear position equally spaced

between the compaction and high-gear

range.

Brake Pedal (7)

Hydraulic wheel brakes are provided for

use in the event of an emergency only.

To stop roller, slowly move forward-

reverse lever to neutral. The hydro-

static drive will provide all the brak-

ing needed for the normal operation of

the roller.

Vibrator Frequency Control Lever (8)

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TM 5-3895-346-14

OPERATING CONTROLS

OPERATIONS

Water Temperature Gage (9)

Engine Oil Pressure Gage (10)

AMP Meter Gage (11)

Fuel Gage (12)

Hydraulic Oil Pressure Gage (13)

Emergency Stop Lever (14)

Fuel Stop Lever (Normal Stopping

Device) (15)

Ignition Switch (16)

Starter Button (17)

Horn Button (18)

Light Switch (19)

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TM 5-3895-346-14

OPERATIONS

ROLLING INSTRUCTIONS

Vibrator Frequency Adjustment

Frequency of the vibrator is controlled

by the operation of the vibrator con-

trol lever which regulates the oil flow

to the hydraulic motor on the vibrator

drive. The highest frequency does not

necessarily produce the greatest com-

paction force. Most efficient compac-

tion occurs when the material being

compacted is vibrated at its own natur-

al frequency; that is, the frequency at

which it wants to vibrate. Magnifica-

tion of the vibrating force by 5 to 50

times can be obtained by vibrating at

the natural frequency of the earth-

roller mass combination.

Resonant frequency of most highway con-

struction materials will fall in the

range of 1100 to 1500 vibrations per

minute for this roller. The amplitude

of vibration (movement) of the roll

will be greatest when it is operating

at the natural frequency of the mate-

rial being compacted.

Rolling Speed

The recommended rolling speed is from 1

to 3 mph.

Number of Passes

The number of passes vary, of course,

with the amount of lift and the mate-

rial being compacted. Specified den-

sity may normally be reached after two

or three passes. Caution should be

used not to make too many passes and

over vibrate the material, because

this may tend to pulverize the mate-

rial, or cause it to loosen near the

surface.

Rolling Heavy Loose Lift

When rolling a heavy loose lift, the

first pass should be made with the roll

first to improve the footing for the

drive wheels.

Construction Engineering Data

For guidance in the optimum use of this

equipment under varying soil condi-

tions, operators should refer to TM 5-

331A, Utilization of Engineer Construc-

tion Equipment; Volume A, Earthmoving,

Compaction, Grading, and Ditching

Equipment.

21/(22 blank)

TM 5-3895-346-14

CHAPTER III

MAINTENANCE

PREVENTIVE MAINTENANCE CHECKS AND SERVICES (PMCS)

(See page 427 for Engine PMCS)

Maintenance Pons and Records

Every mission begins and ends with

paperwork. There isn't much of it, but

you have to keep it up. The forms and

records you fill out have several uses.

They are a permanent record of the ser-

vices, repairs, and modifications made

on your vehicle. They are reports to

organizational maintenance and to your

commander. And they are a checklist

for you when you want to know what is

wrong with the vehicle after its last

use, and whether those faults have been

fixed. For the information you need on

forms and records, refer to TM 38-750.

Preventive Maintenance Checks and

Services:

1. Do your before (B) PREVENTIVE

MAINTENANCE just before you operate the

vehicle. Pay attention to the CAUTIONS

and WARNINGS.

2. During (D) checks and services of

PREVENTIVE MAINTENANCE will be per-

formed while the equipment and/or its

component systems are in operation.

3. Do your after (A) PREVENTIVE MAIN-

TENANCE right after operating the

vehicle. Pay attention to the CAUTIONS

and WARNINGS.

4. Do your weekly (W) PREVENTIVE

MAINTENANCE weekly.

5. Do your monthly (M) PREVENTIVE

MAINTENANCE once a month.

6. If something doesn't work,

troubleshoot it with the instructions

in this manual or notify your

supervisor.

7. Always do your PREVENTIVE MAINTE-

NANCE in the same order so it gets to

be a habit. Once you've had some prac-

tice, you'll spot anything wrong in a

hurry.

8. If anything looks wrong and you

can't fix it, write it on your DA Form

2404. If you find something seriously

wrong, report it to organizational

maintenance RIGHT NOW.

9. When you do your PREVENTIVE MAIN-

TENANCE, take along the tools you need

to make all the checks. You always

need a rag or two.

a. Keep it clean: Dirt, grease,

oil, and debris only get in the way and

may cover up a serious problem. Clean

as you work and as needed. Use dry-

cleaning solvent SD-2 on all metal

surfaces. Use soap and water when you

clean rubber or plastic material.

WARNING

Dry-cleaning solvent, used to

clean parts, is potentially

dangerous to personnel and pro-

perty. Do not use near open

flame or excessive heat. Flash

point of solvent is 100F -

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TM 5-3895-346-14

c. Welds: Look for loose or chipped

paint, rust, or gaps where parts are

welded together. If you find a bad

weld, report it to organizational

maintenance.

d. Electric wires and connectors:

Look for cracked or broken insulation,

bare wires, and loose or broken connec-

tors. Tighten loose connectors and

make sure the wires are in good shape.

e. Hoses and fluid lines: Look for

wear, damage, and leaks, and make sure

clamps and fittings are tight. Wet

spots show leaks, of course. But a

stain around a fitting or connector can

mean a leak. If a leak comes from a

loose fitting or connector, tighten it.

If something is broken or worn out, re-

port it to organizational maintenance.

10. It is necessary for you to know

how fluid leakage affects the status of

your vehicle. The following are defini-

tions of the types/classes of leakage

an operator or crew member needs to

know to be able to determine the status

of his/her vehicle. Learn and then be

familiar with them, and REMEMBER - WHEN

IN DOUBT, NOTIFY YOUR SUPERVISOR!

Leakage Definitions for Crew/Operator

PMCS

Class I Seepage of fluid (as indi-

cated by wetness or dis-

coloration) not great

enough to form drops.

Class II Leakage of fluid great

enough to form drops but

not enough to cause drops

to drip from item being

checked/inspected.

Class III Leakage of fluid great

enough to form drops that

fall from the item being

checked/inspected.

CAUTION

Equipment operation is allowable

with minor leakages (Class I or

II). Of course, consideration

must be given to the fluid capa-

city in the item/system being

checked/inspected. When in

doubt, notify your supervisor.

TM 5-3895-346-14

OPERATOR/CREW PREVENTIVE MAINTENANCE CHECKS AND SERVICES

B-Before D-During A-After W-Weekly M-Monthly

ITEM

INTERVAL

ITEM TO BE INSPECTED

PROCEDURE: CHECK FOR AND HAVE RE-

PAIRED, FILLED, OR ADJUSTED AS

NEEDED

EQUIPMENT IS NOT

READY/AVAILABLE

IF:

NOTE

Perform weekly as well as

before PMCS if:

You are the assigned opera-

tor but have not operated

equipment since the last

weekly.

-or-

You are operating the equip-

ment for the first time.

GENERAL

a. Visually check for loose wiring,

damaged piping, or hoses.

b. Look for evidence of fluid leak-

age (oil, fuel, coolant).

Class III leaks or

any fuel leakages

are found.

ENGINE CRANKCASE

Check dipstick for proper level.

Add oil as necessary to FULL mark.

RADIATOR

Check coolant level. Add coolant as

required. (Level should be approxi-

mately one inch from bottom of

filler neck.)

FUEL STRAINER

Drain approximately 1/4 pint to

remove sediment and water.

TIRES

a. Check for cuts and general con-

dition.

One or more missing,

flat, and/or

unserviceable.

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TM 5-3895-346-14

OPERATOR/CREW PREVENTIVE MAINTENANCE CHECKS AND SERVICES

B-Before D-During A-After W-Weekly M-Monthly

ITEM

INTERVAL

ITEM TO BE INSPECTED

PROCEDURE: CHECK FOR AND HAVE RE-

PAIRED, FILLED, OR ADJUSTED AS

NEEDED

EQUIPMENT IS NOT

READY/AVAILABLE

IF:

TIRES (CONT)

b. Check for correct air pressure

(16 psi).

ROLL SCRAPER

Check clearance between scraper and

roll. (Clearance should be approxi-

mately 7/8 inch.)

Clearance incorrect.

VIBRATING ROLL BUMPERS

Check clearance between rubber

bumper and suspension beam.

(Clearance should be approximately

1/8 inch.)

Clearance incorrect.

HYDROSTATIC DRIVE RESERVOIR

Check fluid level sight gage on

reservoir. Add as required.

ROLL AXLE BEARINGS

Lubricate until grease appears from

under seal in inner end of bushing

next to roll head.

CONTROLS AND INSTRUMENTS (Check for

proper indication and operation.)

Engine coolant, oil

pressure, or hy-

draulic oil tempera-

ture gages indicate

abnormal operation.

a. Engine coolant temperature gage

160-180F normal operation

b. Engine Oil Pressure Gage

40-60 psi normal operation

c. Ammeter

Slight ( + ) charge

d. Hydraulic Oil Temperature Gage

100-180F normal operation

TM 5-3895-346-14

OPERATOR/CREW PREVENTIVE MAINTENANCE CHECKS AND SERVICES

B-Before D-During A-After W-Weekly M-Monthly

INTERVAL

ITEM TO BE INSPECTED

PROCEDURE: CHECK FOR AND HAVE RE-

PAIRED, FILLED, OR ADJUSTED AS

NEEDED

EQUIPMENT IS NOT

READY/AVAILABLE

IF:

ITEM

CONTROLS AND INSTRUMENTS (Check for

proper indication and operation.)

(CONT)

e. Tachometer

2200 rpm normal operation

f. Fuel Gage

g. Controls (i.e., steering, shift-

ing, etc.) Check for proper

operation.

AIR CLEANER

a. Check air cleaner indicator; if

red, clean and service element.

Element missing.

b. Inspect air cleaner element.

BRAKE MASTER CYLINDER

Check fluid level. Add as required

to 1/2 inch below top of reservoir.

POWER STEERING RESERVOIR (hot check)

Check fluid level. Add as required

to 4 inches below breather.

V-BELTS

Check for frayed, cracked, or broken

belts.

BATTERY

Check fluid level. Fill as required

to split ring. Inspect for obvious

defects, such as cracked case, or

burnt, broken, or loose terminal

and cables.

Missing or will not

crank engine.

TM 5-3895-346-14

ORGANIZATIONAL PREVENTIVE MAINTENANCE CHECKS AND SERVICES

Q-Quarterly S-Semiannually A-Annually B-Biennially H-Hours M-Miles

ITEM NO

INTERVAL

ITEM TO BE INSPECTED

PROCEDURE: CHECK FOR AND HAVE REPAIRED, FILLED,

OR ADJUSTED AS NEEDED

ENGINE

Check for leaks, loose mounts, and proper

operation.

100

OIL FILTER (Engine)

Change oil and filter element.

300

FUEL FILTER AND STRAINER

Change filter element and strainer element.

200

V-BELTS

Check tension.

AIR CLEANER

a. Check filter element and clean as

required.

500

b. Change filter element.

BLOWER SCREEN

Check and clean if required.

100

BATTERY

Check specific gravity of electrolyte in

each cell.

RADIATOR

a. Check for leaks and clean exterior as

required.

b. Check antifreeze protection.

1000

c. Drain and flush radiator and engine.

GAGES AND CONTROLS

Check operation.

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TM 5-3895-346-14

ORGANIZATIONAL PREVENTIVE MAINTENANCE CHECKS AND SERVICES

QQuarterly S-Semiannually A-Annually B-Biennially H-Hours M-Miles

ITEM NO

INTERVAL

ITEM TO BE INSPECTED

PROCEDURE: CHECK FOR AND HAVE REPAIRED, FILLED

OR ADJUSTED AS NEEDED

TIRES

Check for cuts and general condition.

Check tire pressure (16 psi).

200

HYDROSTATIC DRIVE FILTER

Replace filter element.

NOTE

Install new element if service is re-

quired on any component.

HYDROSTATIC DRIVE RESERVOIR

Drain and refill.

GEAR RANGE TRANSMISSION

Drain and refill.

PUMP GEAR DRIVEN

Drain and refill.

ECCENTRIC SHAFT BEARINGS

Drain and refill.

DRIVE AXLE (planetary and differential)

Check level and add as required.

TM 5-3895-346-14

LUBRICATION CHART

LUBRICATION

LUBRICATION CHART

(See Fig. 1)

ITEM

LUBRICATION

POINTS

LUBRICANT

INSTRUCTIONS

DAILY

Hydrostatic Drive

Reservoir

Automatic Transmission

Fluid, Type F

Check fluid level sight

gage.

Engine

FIRST WEEK

Refer to Engine Main-

tenance Section.

Hydrostatic Drive

Filter

10 Micron Filter

WEEKLY

Replace.

Engine Air Cleaner

See Engine Maintenance

Section.

Power Steering

Reservoir

Auto Transmission Fluid

Type A

Check and fill to 4

inches below breather

when hot.

Steering Joint

Bearings

GAA Grease

One fitting top and one

bottom of yoke.

Oscillating Thrust

Washer

GAA Grease

One fitting each side

of crossbeam in yoke.

Steering Cylinder

Bearings

GAA Grease

One fitting each end of

cylinders.

Clutch Throw Out

Bearings

GAA Grease

Clutch Lever Shaft

GAA Grease

U-Joint Drive Shaft

GAA Grease

TM 5-3895-346-14

Figure 1. Lubricating Points

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TM 5-3895-346-14

LUBRICATION CHART

LUBRICATION

LUBRICATION CHART

(See Figs. 1 and 2)

LUBRICATION

POINTS

LUBRICANT

INSTRUCTIONS

Drive Axle

Differential

Drive Axle

Planetary

Pump Gear Drive

Gear Range

Transmission

G085W/140 Hypoid Gear

Lube

G085W 140 Hypoid Gear

Lube

GO80W/90

Battery

Brake Master Cylinder VV-B-680

Fill to level plug.

Fill to level plug

(located approximately

2 inches below center-

line of unit).

Fill to level plug.

Maintain level.

Fill to 1/2 inch below

top of reservoir.

Recommended Tire Air Pressure:

23.1-26 All-Weather Tire 16 psi

EVERY 60 DAYS OR 200 WORKING HOURS

Hydrostatic Drive

Filter

Hydrostatic Drive

Oil Reservoir

10 Micron Filter

Element

Replace. (NOTE: Install

new element if field

service required on any

component.)

Check tank breather.

EVERY 6 MONTHS OR 1000 WORKING HOURS

Pump Gear Drive

Gear Range

Transmission

GO80W/90

Drain and refill.

Drain and refill. Refer

to Funk Transmission

Service Manual.

MODEL NO. # SPEC. NO

'c/unk

SERIAL NO. RATIO

'LU,,ATION'

CLUTCH Apply small amount of lubricant to clutch throwout collar once a day.

POWER TAKE-OFFs Apply small amount of lubricant to shaft bearings

every 50 hours. Gun fittings below.

OREDUCTIONS - Use universal gear lubricant, SAE 90 EP. Remove breather f *\

cap and fill to check plug on side. Change oil after first 5 hours and after ^ *

each season of operation.

CLUTCH ADJUSTMENT (OVERCENTER TYPE ONLY)

IMPORTANT If clutch does not pull, heats, or operating level jumps out, adjustment is

required. To adjust clutch, remove hand hole plate, turn clutch until adjusting lock pin can

be reached. Pull adjusting pin out and turn adjusting yoke to right or clockwise until oper-

ating lever requires a distince pressure to engage. A new clutch requires several adjustments

until friction discs are worn in.

COFFEYVILLE FUNK M FG CO* KANSAS

Figude 2. Lubdication Plate

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TM 5-3895-346-14

LUBRICATION CHART

LUBRICATION

ITEM

LUBRICATION

POINTS

LUBRICANT

INSTRUCTIONS

EVE

RY YEAR OR 2000 WORKING HOURS

Hydrostatic Drive

Oil Reservoir

Automatic Transmission

Fluid Type F

Drain and refill.

Screen (located in

cleaned should clog

Refer to Sundstrand

oil reservoir) should only be

ging prevent system from workj

troubleshooting procedure.

removed and

.ng properly.

NOTE:

Stop engine before checking or adding oil.

Clean around oil fill before checking or adding oil.

The oil in the unit should be changed whenever the oil shows

traces of dirt or effects of high temperature, evident by

discoloration or strong odor.

Drain dirty oil while the unit is warm.

Clean all magnetic drainplugs before replacing.

Do not overfill.

TM 5-3895-346-14

LUBRICATION

LUBRICATION CHART

(See Fig. 3)

LUBRICATION

POINTS

LUBRICANT

INSTRUCTIONS

Roll Stub Axle

Bearings

EVERY DAY OR 8 WORKING HOURS

GAA Grease

Jackshaft Pillow

Block and Flange

Bearing

Eccentric Shaft

Bearings

PVERY WEEK OR 50 WORKING HOURS

GAA Grease

GO80W/90

One fitting each of the

roll thrust cap. Lubri-

cate until grease, ap-

pears from under seal

in inner end of bush-

ing next to roll head.

One fitting each.

Check oil level plug on

both sides. Plug lo-

cated on bearing hous-

ing flange near roll

head.*

*Check each morning before operating roller. The roller must

be on level ground when checking oil level and roll should be

in a position so that the fill-drain plug (1-inch pipe plug)

is in the top most position. This will put the oil level plug

(3/8-inch pipe plug) in its proper location as shown in fig. 4.

Drive Sheave

Bearings

Eccentric U-Joint|

Slip Spline

GAA Grease

1-90 fitting on in-

side frame above eccen-

tric drive shaft.

One fitting on slip

joint.

EVERY 6 MONTHS OR 1000 WORKING HOURS

Eccentric Shaft

Bearings

Eccentric U-Joint|

and Outer Cross

GO80W/90

GAA Grease

Drain and refill (see

special instructions

for 50-hour check).

Two fittings - one each

cross.

TM 5-3895-346-14

EVE

ITEM

Drive

POINTS

Repack.

LUBRICANT

GAA Grease

LUBRICATION

INSTRUCTIONS

TM 5-3895-346-14

Coupling Vibratory

LUBRICATION CHART

RY YEAR OR 2000 WORKING HOURS

TM 5-3895-346-14

ROLLER MIUBUICI

Engine

For detailed operating and maintenance

instructions, see Engine Operating

Instructions, page 12, and Engine

Overhaul, page 45.

Daily Checks:

Coolant level

Crankcase oil level

Exhaust system

Fittings on injection lines

Air intake connections and air

cleaner

Coolant hoses

Fan belts and miscellaneous

Power Steering

Power steering system consists of pump

and reservoir, orbitrol and booster

cylinders, and connecting hoses.

Daily inspection shall be made to be

certain that all hydraulic connections

are tight. A loose connection will

allow fluid to escape and cause air to

be drawn into the system, resulting in

noisy and erratic operation.

Inspect hydraulic fluid in the reser-

voir for evidence of foreign particles.

When contamination is found, the system

shall be drained. Clean reservoir

thoroughly before refilling. Remove

all lint particles to avoid possible

clogging of system filter. Refill

reservoir with new automatic trans-

mission fluid, type A, poured through a

filtered or screened funnel.

When filling, permit oil to settle into

the system and fill the reservoir.

Start engine, and, while maintaining

oil level in the reservoir, turn the

steering wheel slowly to the right and

left to purge air from the system. Oil

level should be at FULL position when

hot.

For troubleshooting and additional in-

spection and maintenance information,

see Power Steering information on page

555.

Brakes

Check brakes occasionally for proper

adjustment.

Shoes are adjusted in a conventional

manner by a star wheel ratchet acces-

sible through the backup plate

assembly.

Check fluid in master cylinders for

proper level and keep plumbing fittings

tight to prevent leaks in system.

Inspect hydraulic brake lines frequent-

ly for abrasive wear against frame

members or rotating wheel parts, and

accidental kinks and sharp bends.

Parking Brake

Minor adjustment and takeup of parking

brake is accomplished by rotating

knurled knob on parking brake handle.

Differential Axle

See Lubrication Chart.

Articulated Hinged Joints

These joints are equipped with heavy-

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TM 5-3895-346-14

ROLLER MAINTENANCE

MAINTENANCE

Air Cleaner Service Procedure

The air cleaner should be inspected

periodically to maintain maximum engine

protection and maximum service life.

These inspections should include the

following points:

Inspect the air transfer duct between

the air cleaner and the engine to be

sure all clamps are tight and there are

no cracks in the ducting.

Air cleaner mounting bolts and clamps

must be tight to hold the air cleaner

securely.

Check for dents and damage to the air

cleaner which could mean a leak.

Make sure all inlet accessories are

free from obstruction and securely

mounted.

Check precleaner fins for plugging.

Clean element with compressed air

(maximum 100 psi) or by washing in

water and detergent solution. Inspect

for ruptures, holes, or damaged gas-

kets. Replace after six cleanings or

annually, whichever occurs first.

Hydrostatic Drive Oil Filter

When tightening, center post hold hous-

ing from turning, otherwise the O-ring

may stretch out of shape causing leak-

age. Tighten center post to a maximum

of 20 ft-lb.

V-Belt Adjustment - Vibratory Drive

The vibrator shaft V-belt drive con-

sists of a four V-belt band. Adjust-

ment of the belt tension is made with

the tension bolt located in the rear

right side of the frame.

To adjust belts, loosen the jamnut on

the tension bolt. Wrenching the nut in

tightens the belt. The belt tension

may be checked through a round hole in

the side of the frame, which is located

at the upper side of the belt drum near

the center between the sheaves.

Check the tension adjustment frequently

on new belts until the initial stretch

is out.

Vibrating Roll Bumpers

The bumpers are provided to limit the

movement of roll to the front and rear.

However, the roll must be free to

vibrate, therefore, the brackets should

be adjusted to maintain approximately

1/8-inch clearance between the rubber

bumpers and the suspension beam.

Roll Scrapers

The scrapers are the fixed type and

should be adjusted to clear the roll

approximately 7/8-inch when not operat-

ing. This will allow sufficient clear-

ance for the roll to vibrate without

striking the scrapers and still keep

the roll clean.

Vibrating Shaft Assembly

Under normal operating conditions, no

maintenance is required except as spe-

cified in the lubrication instructions.

TM 5-3895-346-14

MAINTENANCE

ROLLER MAINTENANCE

Eccentric Shaft Oil Seal Replacement

When it becomes necessary to change the

eccentric shaft oil seal, it may be

done without removing the roll from the

frame or the eccentric shaft from the

roll.

To remove the eccentric shaft oil seal,

remove sheave access covers and belts

from the frame. The eccentric shaft

sheave with shaft, bearings, and

housing, and half of the drive shaft

may be removed by unscrewing the drive

shaft dust cover and unbolting the

sheave mounting assembly from the

frame.

Next, unbolt the inner half of the

drive shaft from the eccentric shaft

and remove the remaining four bolts

from the end of the eccentric shaft; a

stub shaft with a collar. Insert a

squarehead jackscrew in end of

eccentric stub shaft which will remove

the stub shaft and collar, and will

pull the seal out at the same time.

Seal surface on the eccentric stub

shaft is a wear sleeve pressed on the

shaft. It should be replaced if

grooved or rough. Replacement requires

the use of a piece of round material of

sufficient length and proper diameter

to drive the new seal into place.

Stub shaft, drive shaft, and the

remaining assemblies should be replaced

in the reverse manner to the disassem-

bly as described above. When reassem-

bling the splined parts of the eccen-

tric drive shaft, make sure the same

crosses on both ends of the drive shaft

line up (are in the same plane), other-

wise uneven speeds will result between

the input and output shaft halves.

accentric Shaft Bearings

No maintenance is required except as

called for in the lubrication instruc-

tions. The eccentric shaft has two

spherical roller bearings: one in the

right-hand end and one in the left-hand

end of the roll. Normal operating tem-

perature should not exceed 200F. To

measure the temperature, use a Stewart

Warner D-361-T gauge or similar. Ro-

tate the roll until the oil fill drain

holes are in top position and remove

the plugs, one in each end of the roll

near the cone. Insert the temperature

gauge sensing unit and feed it until it

is submerged in the oil. Wait until

temperature gauge reading does not rise

anymore to get a true reading. Remove

gauge and sensing unit, and replace

plugs.

If it becomes necessary to replace an

eccentric shaft bearing, the roll and

frame must be disconnected. Since the

roll weighs 7,200 pounds it will be

easier to lift the frame from the roll.

(The frame weighs approximately 3550

TM 5-3895-346-14

ROLLER MAINTENANCE

MAINTENANCE

to assist in this operation. The tool

consists of a 60 inch length of 3-inch

standard black iron pipe with a 1-inch

thick plate x 3 1/16 finished O.D. The

plate has a 1 1/4-6NC 3 1/4 long grade

5 hex head bolt which is installed in a

drilled hole in the center of the plate

and with the head of the bolt welded to

the plate. The plate and bolt assembly

are welded in one end of the pipe. The

plate and the bolt must be square with

the pipe so that the pipe tool may be

screwed in squarely against the end of

the eccentric shaft. A print of the

above described pipe tool, VRG-610, is

available in appendix D.

After screwing the pipe tool in firmly

against the end of the eccentric shaft,

support the weight of the eccentric

shaft and bearing housing to avoid mis-

alignment damage to the eccentric shaft

and eccentric bearing housings. To do

this, take a strain on the pipe tool

with a hoist at approximately halfway

out the length of the pipe. Unbolt the

eccentric bearing housing from the roll

head and remove from the roll head and

eccentric shaft by supporting the bear-

ing housing with another hoist and a

sling.

After completely removing the eccentric

bearing housing with bearing from the

roll, the bearing can now be removed

from the bearing housing in the follow-

ing manner: Remove the bearing retain-

er and the four hex socket setscrew

plugs from the bearing housing. Re-

place the setscrews with four 3/4NC x 8

long heat treated squarehead setscrews,

and jack the bearing out of the housing

evenly.

Replacement - To reassemble the eccen-

tric bearing in the housing, place the

housing in the press with the bearing

bore up and place the new bearing

squarely in the starting bore of the

housing. Next, place the bearing re-

tainer, centered on the bearing in the

assembled position, with a thick plate

on top of the bearing retainer to pro-

vide a pressing surface. Center this

assembly under the press ram as nearly

as possible and begin slowly pressing

the bearing into the housing. Care-

fully observe and measure the width of

the bearing outer race pressed in the

housing all around at intervals. If

the bearing begins to cock in the hous-

ing, shift the assembly so that the ram

is pressing off center toward the high

side, until the bearing is straightened

in the housing. Continue this process

until the bearing is far enough in the

housing to prevent further cocking,

then press the bearing to the bottom of

the bore. Replace the bearing retainer

plate.

TM 5-3895-346-14

MAINTENANCE

ROLLER MAINTENANCE

Removal and Replacement of R.H.

Eccentric Shaft Bearing

Removal - To remove the R.H. eccentric

shaft bearing, remove the hubcap and

frame suspension assemblies from both

bearing journals. Remove the L.H.

eccentric bearing and housing as pre-

viously described under Removal and

Replacement of L.H. Eccentric Shaft

Bearing. Remove the L.H. oil slinger

plate from the eccentric shaft. Unbolt

the R.H. bearing housing from the roll

and install the eccentric shaft and

bearing housing aligning tool to pre-

vent possible damage to the shaft seal.

This tool consists basically of two

tools: a flanged stub shaft which

bolts to the end of the eccentric shaft

and a counterbored aligning plate which

slips over the end of the outside dia-

meter of the bearing housing journal.

The aligning plate also has a capped

length of tubing long enough to press

the eccentric bearing housing onto the

eccentric bearing in the reassembly

process. Prints of these two tools,

VRF-1039A and VRF-1039B, may be ob-

tained from Tampo on special request.

Next, screw the pipe tool VRG-610 into

the L.H. end of the eccentric shaft

until the pipe is firmly seated against

the end of the shaft. Unbolt the R.H.

eccentric bearing housing from the roll

and, with two hoists and slings, slide

the housing and eccentric shaft only

far enough out of the roll head to re-

place the sling with a chain and bolts

through two holes in the top of the ec-

centric bearing housing flange to pre-

vent excessive load on the stub trun-

nion shaft. Remove the R.H. bearing

housing and eccentric shaft from the

roll.

The R.H. eccentric bearing is held on

the shaft by means of a bearing lock-

nut, so the housing must actually be

pressed off of the bearing outer race

before the bearing can be removed from

the shaft.

Remove the bolts from the bearing re-

tainer plate and the four setscrew

plugs from the face of the bearing

housing. Replace the setscrews with

four 3/4 NC x 8 heat-treated, square-

head setscrews and jack the bearing out

of the housing. The bearing may now be

simply removed from the shaft after re-

moving the locknut and lockwasher.

Replacement - To replace the R.H. eccen-

tric shaft bearing, first install the

oil slinger plate onto the shaft if

removed. Then place the bearing re-

tainer ring and bearing backup ring on

the shaft before installing the bear-

ing. The bearing should be tightened

against the backup ring with the bear-

ing locknut as tight as reasonably

TM 5-3895-346-14

ROLLER MAINTENANCE

MAINTENANCE

shaft. These tools will now hold the

eccentric bearing and housing square

with the eccentric shaft so that the

bearing and housing may be pressed onto

the eccentric bearing without cocking

and binding. Press the housing all the

way down onto the bearing until the

bearing bottoms in the housing. Next,

install the bearing retainer with

drilled head bolts and lock wire two

bolts together at a time with each lock

wire. A print of the above described

tools (VRF-1039A and VRF-1039B) may be

obtained from Tampo on special request.

Articulated Hinged Joint

The joint is equipped with heavy-duty,

self-aligning bearings which can be

adjusted to take up any looseness which

may occur. Adjustment is made by turn-

ing the hex nuts (one located on top

and one on bottom of hinged joint).

Adjust top and bottom nuts alternately,

a little at a time, checking after each

adjustment to maintain an equal gap

above and below the yoke assembly.

Caution should be taken not to

overtighten.

Engine Governor Setting

The engine governor has been set at

2355 rpm (no load) and 2200 rpm (full

load) (Detroit Diesel 4-53 using 60 x

84 inch roll and frame with standard

eccentric shaft).

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TM 5-3895-346-14

ENGINE OVERHAUL

GENERAL INFORMATION

CLEARANCES AND TORQUE SPECIFICATIONS

Clearances of new parts and wear limits

on used parts are listed in tabular

form at the end of each section through-

out the manual. It should be specifi-

cally noted that the New Parts clear-

ances apply only when all new parts are

used at the point where the various

specifications apply. This also ap-

plies to references within the text of

the manual. The column entitled Limits

lists the amount of wear or increase in

clearance which can be tolerated in

used engine parts and still assure

satisfactory performance. It should be

emphasized that the figures given as

Limits must be qualified by the judge-

ment of personnel responsible for in-

stalling new parts. These wear limits

are, in general, listed only for the

parts more frequently replaced in

engine overhaul work. For additional

information, refer to the paragraph

entitled Inspection under General

Procedures in this section.

Bolt, nut, and stud torque specifica-

tions are also listed in tabular form

at the end of each section.

TM 5-3895-346-14

PRINCIPLES OF OPERATION

ENGINE OVERHAUL

PRINCIPLES OF OPERATION

The diesel engine is an internal com-

bustion power unit, in which the heat

of fuel is converted into work in the

cylinder of the engine.

In the diesel engine, air alone is com-

pressed in the cylinder; then, after

the air has been compressed, a charge

of fuel is sprayed into the cylinder

and ignition is accomplished by the

heat of compression.

The Two-Cycle Principle

In the two-cycle engine, intake and

exhaust take place during part of the

compression and power strokes respec-

tively as shown in Fig. 1. In con-

trast, a four-cycle engine requires

four piston strokes to complete an

operating cycle; thus, during one half

of its operation, the four-cycle engine

functions merely as an air pump.

A blower is provided to force air into

the cylinders for expelling the exhaust

gases and to supply the cylinders with

fresh air for combustion. The cylinder

wall contains a row of ports which are

above the piston when it is at the bot-

tom of its stroke. These ports admit

the air from the blower into the cyl-

inder as soon as the rim of the piston

uncovers the ports as shown in Fig. 1

(scavenging).

The unidirectional flow of air toward

the exhaust valves produces a scaveng-

ing effect, leaving the cylinders full

of clean air when the piston again

covers the inlet ports.

As the piston continues on the upward

stroke, the exhaust valves close and

the charge of fresh air is subjected to

compression as shown in Fig. 1

(compression).

SCAVENGING

COMPRESSION

POWER

EXHAUST

FIG. 1 - THE TWO STROKE CYCLE

TM 5-3895-346-14

ENGINE OVERHAUL

PRINCIPLES OF OPERATION

Shortly before the piston reaches its

highest position, the required amount

of fuel is sprayed into the combustion

chamber by the unit fuel injector as

shown in Fig. 1 (power). The intense

heat generated during the high compres-

sion of the air ignites the fine fuel

spray immediately. The combustion con-

tinues until the injected fuel has been

burned.

The resulting pressure forces the pis-

ton downward on its power stroke. The

exhaust valves are again opened when

the piston is about half way down,

allowing the burned gases to escape

into the exhaust manifold as shown in

Fig. 1 (exhaust). Shortly thereafter,

the downward moving piston uncovers the

inlet ports and the cylinder is again

swept with clean scavening air. This

entire combustion cycle is completed in

each cylinder for each revolution of

the crankshaft, or, in other words, in

two strokes; hence, it is a two-stroke

cycle.

TM 5-3895-346-14

GENERAL DESCRIPTION

ENGINE OVERHAUL

GENERAL DESCRIPTION

The two-cycle diesel engines covered In

this manual have the same bore and

stroke and many of the major working

parts such as injectors, pistons, con-

necting rods, cylinder liners, and

other parts are interchangeable.

The meaning of each digit in the model

numbering system is shown in Fig. 2 and

3. The letter L or R indicates left-

or right-hand engine rotation as viewed

from the front of the engine. The

letter A, B, C, or D designates the

blower and exhaust manifold location on

the in-line engines as viewed from the

rear of the engine, while the letter A

or C designates the location of the oil

cooler and starter on the V-type

engines.

Each engine is equipped with an oil

cooler, full-flow oil filter, fuel oil

strainer and fuel oil filter, an air

cleaner, governor, fan and radiator,

and a starting motor.

Full pressure lubrication is supplied

to all main, connecting rod and cam-

shaft bearings, and to other moving

parts. A rotor-type pump on in-line

engines draws oil from the oil pan

through a screen and delivers it to the

oil filter. From the filter, the oil

flows to the oil cooler and then enters

a longitudinal oil gallery in the

cylinder block where the supply di-

vides. Part of the oil goes to the

camshaft bearings and up through the

rocker arm assemblies; the remainder of

the oil goes to the main bearings and

connecting rod bearings via the drilled

oil passages in the crankshaft.

Coolant is circulated through the en-

gine by a centrifugal-type water pump.

Heat Is removed from the coolant, which

circulates in a closed system, by the

radiator. Control of the engine tem-

perature is accomplished by thermo-

stat (s) which regulates the flow of the

coolant within the cooling system.

Fuel is drawn from the supply tank

through the fuel strainer by a gear-

type fuel pump. It is then forced

through a filter and into the fuel

inlet manifold in the cylinder head and

to the injectors. Excess fuel is

returned to the supply tank through the

fuel outlet manifold and connecting

lines. Since the fuel is constantly

circulating through the injectors, it

serves to cool the injectors and to

carry off any air in the fuel system.

Air for scavenging and combustion is

supplied by a blower which pumps air

into the engine cylinders via the air

box and cylinder liner ports. All air

entering the blower first passes

through an air cleaner.

Engine starting is provided by an elec-

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TM 5-3895-346-14

ENGINE OVERHAUL

GENERAL DESCRIPTION

5 043-5101

NUMBER

BASIC ENGINE

ARRANGEMENTS

SPECIFIC MODEL NUMBER

AND STARTER-BLOWER

ARRANGEMENT

SERIES

APPLICATION

DESIGNATIaN

DESIGN

VARIATION

CYLINDERS

(SEE BELOW)

APPLICATION DESIGNATION

DESIGN VARIATION

5042- 5100 MARINE 5043-5000

5043- 5100 FAN TO F/W-INDUSTRIAL 5043-5100

5044- 5100 POWER-BASE 5043-5200

5045- 5100 GENERATOR 5047-5340

5047-5100 FAN TO F/W-VEHICLE

STARTER-BLOWER ARRANGEMENT

ODD NUMBER IN LAST DIGIT DESIG-

NATES OPPOSITE BLOWER.

EVEN NUMBER IN LAST DIGIT DESIG-

"N" ENGINE

2 VALVE HEAD

4 VALVE HEAD

TURBOCHARGER NATES STARTER SAME SIDE AS BLOWER.

"2, 3, 4-53 BASIC ENGINE ARRANGEMENTS

Rotation: R-(right) and L-(left) designates rotation as viewed from the end of the engine opposite the flywheel.

Type: A-B-C-D designates location of exhaust manifold and blower as viewed from the flywheel end of the engine.

EXHAUST MANIFOLD

BLOWER

LA (XXXX-1XXX)

EXHAUST MANIFOLD

LB (XXXX-2XXX)

EXHAUST MANIFOLD 1 EXHAUST MANIFOLD

LC (XXXX-3XXX)

BLOWERl

LD (XXXX-4XXX)

EXHAUST MANIFOLD

BLOWER

RA (XXXX-5XXX)

EXHAUST MANIFOLD

BLOWER

RB (XXXX-6XXX)

EXHAUST MANIFOLD lEXHAUST MANIFOLD-i"

RC (XXXX-7XXX)

BLOWERl

RD (XXXX-8XXX)

ALL ABOVE VIEWS FROM REAR (FLYWHEEL) END OF ENGINE

Figure 2. In-line Engine Model Description, Rotation, and Accessory Arrangements

TM 5-3895-346-14

GENERAL DESCRIPTION

ENGINE OVERHAUL

4-53

FRONT

()

FIRING

ORDER

RH-1-3-4-2

MODEL

NUMBER

SERIAL

NUMBER

'5047-7240

.4D-I3577

Figure 4. Typical Model and Serial

Numbers as Stamped on Cylinder

Block (In-Line Engine)

Figure 3. Cylinder Designation and

Firing Order

ENGINE MODEL, SERIAL NUMBER AND

OPTION PLATE

On the in-line engines, the model num-

ber and serial number are stamped on

the right-hand side of the cylinder

block in the upper rear corner

(Fig. 4).

An option plate, attached to the valve

rocker cover, carries the engine serial

number and model number and, in addi-

tion, lists any optional equipment used

on the engine (Fig. 5). Engines built

in Brazil have a serial number prefix

of 4DB (four-cylinder).

With any order for parts, the engine

model number and serial number must be

given. In addition, if a type number

is shown on the option plate covering

the equipment required, this number

should also be included on the parts

order.

All groups of parts used on a unit are

standard for the engine model unless

otherwise listed on the option plate.

OPTION PLATE

VALVE ROCKER COVER

Figure 5. Option Plate

Power takeoff assemblies, torque con-

verters, marine gears, etc. may also

carry name plates. The information on

these name plates is also useful when

ordering replacement parts for these

assemblies.

GENERAL PROCEDURES

In many cases, a serviceman is justi-

fied in replacing parts with new mate-

rial rather than attempting repair.

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TM 5-3895-346-14

ENGINE OVERHAUL

GENERAL DESCRIPTION

However, there are times when a slight

amount of reworking or reconditioning

may save a customer considerable, added

expense. Crankshafts, cylinder liners,

and other parts are in this category.

For example, if a cylinder liner is

only slightly worn and within usable

limits, a honing operation to remove

the glaze may make it suitable for re-

use, thereby saving the expense of a

new part. Exchange assemblies such as

injectors, fuel pumps, water pumps, and

blowers are also desirable service

items.

Various factors such as the type of

operation of the engine, hours in ser-

vice, and next overhaul period must be

considered when determining whether new

parts are installed or used parts are

reconditioned to provide trouble-free

operation.

For convenience and logical order in

disassembly and assembly, the various

subassemblies and other related parts

mounted on the cylinder block will be

treated as separate items in the vari-

ous sections of the manual.

DISASSEMBLY

Before any major disassembly, the

engine must be drained of lubricating

oil, coolant, and fuel. Lubricating

oil should also be drained from any

transmission attached to the engine.

To perform a major overhaul or other

extensive repairs, the complete engine

assembly, after removal from the engine

base and drive mechanism, should be

mounted on an engine overhaul stand;

then the various subassemblies should

be removed from the engine. When only

a few items need replacement, it is not

always necessary to mount the engine on

an overhaul stand.

Parts removed from an individual engine

should be kept together so they will be

available for inspection and assembly.

Those items having machined faces,

which might be easily damaged by steel

or concrete, should be stored on suit-

able wooden racks or blocks, or a parts

dolly.

CLEANING

Before removing any of the subassem-

blies from the engine (but after re-

moval of the electrical equipment), the

exterior of the engine should be thor-

oughly cleaned. Then, after each sub-

assembly is removed and disassembled,

the individual parts should be cleaned.

Thorough cleaning of each part is abso-

lutely necessary before it can be satis-

factorily inspected. Various items of

equipment needed for general cleaning

are listed below.

The cleaning procedure used for all

ordinary cast iron parts is outlined

under Clean Cylinder Block, any special

TM 5.-3895-346-14

GENERAL DESCRIPTION

ENGINE OVERHAUL

Rinsing Bath

Provide another tank of similar size

containing hot water for rinsing the

parts.

Drying

Parts may be dried with compressed air.

The heat from the hot tanks will quite

frequently complete drying of the parts

without the use of compressed air.

Rust Preventive

If parts are not to be used immediately

after cleaning, dip them in a suitable

rust-preventive compound. The rust-

preventive compound should be removed

before installing the parts in an

engine.

INSPECTION

The purpose of parts inspection is to

determine which parts can be used and

which must be replaced. Although the

engine overhaul specifications given

throughout the text will aid in deter-

mining which parts should be replaced,

considerable judgement must be exer-

cised by the inspector.

The guiding factors in determining the

usability of worn parts, which are

otherwise in good condition, is the

clearance between the mating parts and

the rate of wear on each of the parts.

If it is determined that the rate of

wear will maintain the clearances

within the specified maximum allowable

until the next overhaul period, the

reinstallation of used parts may be

justified. Rate of wear of a part is

determined by dividing the amount the

part has worn by the hours it has

operated.

Many service replacement parts are

available in various undersize and/or

oversize as well as standard sizes.

Also, service kits for reconditioning

certain parts and service sets which

include all of the parts necessary to

complete a particular repair job are

available.

A complete discussion of the proper

methods of precision measuring an in-

spection are outside the scope of this

manual. However, every shop should be

equipped with standard gages, such as

dial bore gages, dial indicators, and

inside and outside micrometers.

In addition to measuring the used parts

after cleaning, the parts should be

carefully inspected for cracks, scor-

ing, chipping, and other defects.

ASSEMBLY

Following cleaning and inspection,

the engine should be assembled using

new parts as determined by the

inspection.

Use of the proper equipment and tools

makes the job progress faster and pro-

duces better results. Likewise, a suit-

able working space with proper lighting

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TM 5-3895-346-14

ENGINE OVERHAUL

GENERAL DESCRIPTION

When assembling an engine or any part

thereof, refer to the table of torque

specifications at the end of each sec-

tion for proper bolt, nut, and stud

torques.

To ensure a clean engine at time of

rebuild, it is important that any plug,

fitting, or fastener (including studs)

that intersects with a through hole and

comes in contact with oil, fuel, or

coolant must have a sealer applied to

the threads.

A number of universal sealers are com-

mercially available. It is recommended

that Loctite J 26558-92 pipe sealer

with teflon, or equivalent, be used.

NOTE

Certain plugs, fittings, and

fasteners available from the

Parts Depot already have a seal-

er applied to the threads. This

precoating will not be affected

when the pipe sealer with teflon

is also applied.

IMPORTANT

The sealer information above must

not be confused with Internation-

al Compound No. 2, which is a

lubricant applied before tight-

ing certain bolts. Use Interna-

tional Compound No. 2 only where

specifically stated in the

manual.

WORK SAFELY

A serviceman can be severely injured if

caught in the pulleys, belts, or fan of

an engine that is accidentally started.

To avoid such a misfortune, take these

precautions before starting to work on

an engine:

Disconnect the battery from the start-

ing system by removing one or both of

the battery cables. With the elec-

trical circuit disrupted, accidental

contact with the starter button will

not produce an engine start.

Make sure the mechanism provided at

the governor for stopping the engine

is in the stop position. This will

mean the governor is in the no-fuel

position. The possibility of the

engine firing by accidentally turning

the fan or, in the case of vehicle

application, by being bumped by

another vehicle is minimized.

WARNING

Some Safety Precautions To Ob-

serve When Working On The

Engine

1. Consider the hazards of the job

and wear protective gear such as safety

glasses, safety shoes, hardhat, etc. to

provide adequate protection.

2. When lifting an engine, make sure

the lifting device is fastened secure-

ly. Be sure the item to be lifted does

not exceed the capacity of the lifting

TM 5-3895-346-14

GENERAL DESCRIPTION

ENGINE OVERHAUL

5. Avoid the use of carbon tetra-

chloride as a cleaning agent because of

the harmful vapors that it releases.

Use perchlorethylene or trichloroethy-

lene. However, while less toxic than

other chlorinated solvents, use these

cleaning agents with caution. Be sure

the work area is adequately ventilated

and use protective gloves, goggles or

face shield, and apron.

Exercise caution against burns when

using oxalic acid to clean the cooling

passages of the engine.

6. Use caution when welding on or

near the fuel tank. Possible explosion

could result if heat buildup inside the

tank is sufficient.

7. Avoid excessive injection of

ether into the engine during start

attempts. Follow the instructions on

the container or by the manufacturer of

the starting aid.

8. When working on an engine that is

running, accidental contact with the

hot exhaust manifold can cause severe

burns. Remain alert to the location of

the rotating fan, pulleys, and belts.

Avoid making contact across the two ter-

minals of a battery, which can result

in severe arcing.

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TM 5-3895-346-14'

ENGINE OVERHAUL

GENERAL DESCRIPTION

Unit (4-53)

TM 5-3895-346-14

ENGINE OVERHAUL

GENERAL DESCRIPTION

Figure 7. Typical Fan-To-Flywheel

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER BLOCK

The cylinder block (Fig. 1) serves as

the main structural part of the engine.

Transverse webs provide rigidity and

strength, and ensure alignment of the

block bores and bearings under load.

Cylinder blocks for the two-, three-,

and four-cylinder in-line engines are

identical in. design and dimensions

except for length.

The block is bored to receive replace-

able wet-type cylinder liners. On the

in-line cast iron cylinder blocks, a

water jacket surrounds the upper half

of each cylinder liner. The water

jacket and air box are sealed off by a

seal ring compressed between the liner

and a groove in the block (Fig. 2).

The current cylinder blocks

have an additional seal ring

groove approximately 1/8 inch

below the original top groove.

The lower seal ring groove in

the current cylinder block

has been eliminated. All tur-

bocharged engines use a seal

ring in both upper grooves.

An air box surrounding the lower half

of the cylinder liners conducts the air

from the blower to the air inlet ports

in the cylinder liners. An opening in

the side of the block opposite the

blower on the in-line engines provides

access to the air box and permits

inspection of the pistons and compres-

sion rings through the air inlet ports

in the cylinder liners.

The camshaft and balance shaft bores

are located on opposite sides near the

top of the in-line engine block.

The upper halves of the main bearing

supports are cast integral with the

block.

1. CYLINDER BLOCK

2. BORE FOR CYLINDER LINER

3. SUPPORT-UPPER MAIN

BEARING (REAR)

4. SUPPORT-UPPER MAIN

BEARING (FRONT)

5. BORE-CAM OR BALANCE

SHAFT

6. AIR BOX

7. WATER PASSAGE FROM OIL

COOLER TO BLOCK

8. OIL GALLERY (MAIN)

9. OIL GALLERY (TO BLOWER)

10. OIL DRAIN FROM FRONT

COVER

11. OIL PASSAGE TO OIL

COOLER

12. OIL PASSAGE FROM OIL

COOLER

13. OIL DRAIN FROM BLOWER

14. CAP-MAIN BEARING

(FRONT)

15. OIL PASSAGE TO CYLINDER

HEAD (FROM CAMSHAFT)

16. OIL PASSAGE (IDLER GEAR

TM 5-3895-346-14

CYLINDER BLOCK

ENGINE OVERHAUL

Figure 2. Air and Water Passages

in In-Line Cylinder Block

The main bearing bores are line-bored

with the bearing caps in place to

ensure longitudinal alignment. Drilled

passages in the block carry the lubri-

cating oil to all moving parts of the

engine, eliminating the need for

external piping.

The top surface of the in-line block is

grooved to accommodate a block-to-head

oil seal ring. Also, each water- or

oilhole is counterbored to provide for

individual seal rings (Fig. 3).

Figure 3. Cylinder Head Gaskets and

Seals in Place on Cylinder Block

Each cylinder liner is retained in the

block by a flange at its upper end,

which seats in the counterbore in the

block bore. An individual compression

gasket is used at each cylinder.

When the cylinder head is installed,

the gaskets and seal rings compress

sufficiently to form a tight metal-to-

metal contact between the head and the

block.

The in-line cylinder blocks were re-

vised at the idler gear hub mounting

pads, to increase the rigidity of the

flywheel housing, by increasing two of

the three 5/16-18 boltholes of each

mounting pad to 3/8-16 boltholes

(Fig. 4). The 3/8-16 boltholes were

incorporated in engines beginning with

serial number 4D-103. Revised end

plates, end plate-to-block gaskets, and

flywheel housing are required with the

change in bolt sizes. Only the revised

cylinder blocks are available for

service.

The in-line cylinder blocks have also

been revised to improve the breathing

characteristics and increase the flow

of the lubricating oil returning from

the cylinder head to the engine oil

sump by the addition of two vertical

oil passages directly under the cam-

shaft and balance shaft at the front

end of the cylinder block (Fig. 5).

Cylinder blocks with the vertical oil

passages were used in engines beginning

Figure 4. Location of the Four 3/8-16

Boltholes in Rear of Cylinder Block

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TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER BLOCK

Figure 5. Vertical Oil Passages

in Top of Cylinder Block

with serial numbers 2D-4010, 3D-117,

and 4D-348.

New service replacement cylinder block

assemblies include the main bearing

caps, bolts and washers, and the cam-

shaft bearings (bushings). The dowels

and the necessary plugs are also

included.

Since the cylinder block is the main

structural part of the engine, the

various subassemblies must be removed

from the cylinder block when an engine

is overhauled.

The hydraulically operated overhaul

stand provides a convenient support

when stripping a cylinder block. The

engine is mounted in an upright posi-

tion. It may then be tipped on its

side, rotated in either direction (90

or 180s) where it is locked in place

and then, if desired, tipped back with

either end of the oil pan side up.

Remove and Disassemble Engine

Before mounting an engine on an over-

haul stand, it must be removed from its

base and disconnected from the transmis-

sion or other driven mechanism. De-

tails of this procedure will vary from

one application to another. However,

the following steps will be necessary:

1. Drain the cooling system.

2. Drain the lubricating oil.

3. Disconnect the fuel lines.

4. Remove the air cleaner and

mounting bracket.

5. Remove the blower on in-line

engines.

6. Disconnect the exhaust piping and

remove the exhaust manifold(s).

7. Disconnect the throttle controls.

8. Disconnect and remove the start-

ing motor, battery-charging generator,

and other electrical equipment.

9. Remove the radiator, fan guard,

and other related cooling system parts.

10. Remove the air box drain tubes

and fittings.

11. Remove the air box covers.

12. Disconnect any other lubricating

oil lines, fuel lines, or electrical

connections.

13. Separate the engine from the

transmission or other driven mechanism.

14. Remove the engine mounting bolts.

15. Use a spreader bar with a suit-

able sling and adequate chain hoist to

lift the engine from its base (Fig. 6).

To prevent bending of the engine lifter

brackets, the lifting device should be

adjusted so the lifting hooks are verti-

cal. To ensure proper weight distribu-

tion, all engine lifter brackets should

be used to lift the engine.

CAPTION

Do not lift an engine by the

TM 5-3895-346-14

CYLINDER BLOCK

ENGINE OVERHAUL

Figure 6. Lifting Engine with

Spreader and Sling

16. Place the side of the cylinder

block against the adaptor plate on the

overhaul stand (Fig. 6). Use adaptor

plate J 7622-01 (in-line engine), with

overhaul stand J 6837-01.

17. Align the boltholes in the adap-

tor plate with the holes in the cylin-

der block. Then install the 3/8-16 and

5/16-18 bolts, with a flat washer under

the head of each bolt, and tighten them

securely.

WARNING

Be sure the engine is securely

mounted to the overhaul stand

before releasing the lifting

sling. Severe injury to per-

sonnel and destruction of

engine parts will result if

the engine breaks away from

the overhaul stand.

18. With the engine mounted on the

overhaul stand, remove all the remain-

ing subassemblies and parts from the

cylinder block.

The procedure for removing each sub-

assembly from the cylinder block,

together with disassembly, inspection,

repair, and reassembly of each, will be

found in the various sections of this

manual.

After stripping, the cylinder block

must be thoroughly cleaned and

inspected.

Clean Cylinder Block

1. Remove all of the plugs (except

cup plugs) and scrape all old gasket

material from the block.

2. Clean the block with live steam.

Make sure the oil galleries, air box

floor, and air box drain openings are

thoroughly cleaned. On former engines,

jets machined in the camshaft and bal-

ance shaft bores (in-line engines)

permit oil to be sprayed on the cam

followers. Make sure they are not

plugged. A 0.020 inch wire may be used

to clean the jets.

air.

Dry the block with compressed

Pressure Test Cylinder Block

After the cylinder block has been

cleaned, it must be pressure tested for

cracks or leaks by either one of two

methods. In either method, it will be

necessary to make a steelplate of

1/2-inch stock to cover each cylinder

bank of the block (Fig. 7). The

plate(s) will adequately seal the top

surface of the block when used with

cylinder liner compression gaskets and

waterhole seal rings. It will also be

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER BLOCK

Figure 7. Cylinder Block Prepared

for Pressure Test

necessary to use waterhole cover plates

and gaskets to seal the water inlet

openings in the sides of the block.

One cover plate should be drilled and

tapped to provide a connection for an

air line so the water jacket can be

pressurized.

METHOD A

This method may be used when a large

enough water tank is available and the

cylinder block is completely stripped

of all parts.

1. Make sure the seal ring grooves

in the cylinder bores of the block are

clean. Then install new seal rings in

the grooves (above the air inlet

ports).

NOTE

The current blocks have two

seal ring grooves above the

air inlet ports of each

cylinder bore. Only one

seal ring is required, how-

ever. Install the seal ring

in the upper groove, if it is

in good condition; if the

upper groove is pitted or

eroded, install the seal

ring in the lower groove.

2. Apply a light coating of hydroge-

nated vegetable-type shortening or

permanent-type antifreeze solution to

the seal rings.

3. Slide the cylinder liners into

the block, being careful not to roll or

damage the seal rings. Install new

compression gaskets and waterhole seal

rings in the counterbores in the top

surface of the block.

4. Secure the plate(s) on the top of

the block with 5/8-11 bolts and flat

washers.

5. Install the waterhole cover

plates and gaskets on the sides of the

block.

6. Immerse the cylinder block for

twenty minutes in a tank of water

heated to 180-200F (82-93C).

7. Attach an air line to the water-

hole cover plate and apply 40 psi (276

kPa) air pressure to the water jackets

and observe the water in the tank for

bubbles which will indicate cracks or

leaks. A cracked cylinder block must

be replaced by a new block.

8. Remove the block from the water

tank. Then remove the plates, seals,

gaskets, and liners and blow out all of

the passages in the block with com-

pressed air.

9. Dry the cylinder liners with

compressed air and coat them with oil

to prevent rust.

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TM 5-3895-346-14

CYLINDER BLOCK

ENGINE OVERHAUL

METHOD B

This method may be used when a large

water tank is unavailable, or when it

is desired to check the block for

cracks without removing the engine from

the equipment which it powers. How-

ever, it is necessary to remove the

cylinder head(s), blower, oil cooler,

air box covers, and oil pan.

1. Prepare the block as outlined in

Method A. However, before installing

the large sealing plate, fill the water

jacket with a mixture of water and one

gallon of permanent-type antifreeze.

The antifreeze will penetrate small

cracks and its color will aid in de-

tecting their presence.

2. Install the plate(s) and water-

hole covers as outlined in Method A.

3. Apply 40 psi (276 kPa) air pres-

sure to the water jacket and maintain

this pressure for at least two hours to

give the water and antifreeze mixture

ample time to work its way through any

cracks which may exist.

4. At the end of this test period,

examine the cylinder bores, air box,

oil passages, crankcase, and exterior

of the block for presence of the water

and antifreeze mixture, which will

indicate the presence of cracks. A

cracked cylinder block must be replaced

by a new block.

5. After the pressure test is com-

pleted, remove the plates and drain the

water jacket. Then remove the liners

and seal rings and blow out all the

passages in the block with compressed

air.

6. Dry the cylinder liners with

compressed air and coat them with oil

to prevent rust.

Inspect Cylinder Block

After cleaning and pressure testing,

inspect the cylinder block.

1. Check the block bores as follows:

a. Make sure the seal ring grooves

(Fig. 8) are thoroughly clean. Then

inspect the grooves and lands for

evidence of pitting and erosion. Two

grooves are provided above the air

inlet ports of each cylinder bore in

the current block. The single groove

formerly below the air inlet ports has

been eliminated. However, a cylinder

liner seal ring is required in the

upper groove only. The lower groove

(on the current block) is provided for

the seal ring if inspection reveals

extensive pitting or erosion along the

upper land or inner surface of the

upper groove. If both grooves are

eroded to the extent that sealing is

affected, then the block must be

replaced.

b. Measure the entire bore of each

cylinder with cylinder bore gage J

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER BLOCK

Figure 9. Checking Cylinder Block

Bore with Tool J 5347-01

J 23059-01 to preset the cylinder bore

gage to zero. Measure each block bore

at the positions indicated in Fig. 10,

on axis 90 apart. If the diameter

does not exceed 4.5235 inches at posi-

tion A, 4.4900 inches at position B

(and a sealing problem hasn't oc-

curred), or 4.3595 inches at position C

and D, then the block may be reused.

Also, the taper and out of round must

not exceed 0.0015 inch.

2. Check the top of the block for

flatness with an accurate straight edge

and a feeler gage. The top surface

must not vary more than 0.003 inch

transversely and not over 0.007 inch

longitudinally.

MEASURE INSIDE DIAMETER OF BLOCK

BORE AT PLACES A, B, C AND D ON "XY"

AND "WY" AXIS

Figure 10. Block Bore Measurement

Diagram

3. Make sure the cylinder liner

counterbores in the block are clean and

free of dirt. Then check the depth.

The depth must be 0.300 to 0.302 inch

and must not vary more than 0.0015 inch

throughout the entire circumference.

The counterbored surfaces must be

smooth and square with the cylinder

bore within 0.001 inch total indicator

reading. There must not be over 0.001

TM 5-3895-346-14

CYLINDER BLOCK

ENGINE OVERHAUL

inch difference between any two adja-

cent cylinder counterbores when mea-

sured along the cylinder longitudinal

centerline of the cylinder block.

4. Check the main bearing bores as

follows:

a. Check the bore diameters with

the main bearing caps in their original

positions. Lubricate the bolt threads

and bolthead contact areas with a small

quantity of International Compound No.

2, or equivalent. Then install and

tighten the bolts to the specified

torque. When making this check, do not

install the main bearing cap stabili-

zers. The specified bore diameter is

3.251 to 3.252 inches. If the bores do

not fall within these limits, the

cylinder block must be rejected.

CAUTION

Main bearing cap bolts are

especially designed for this

purpose and must not be re-

placed by ordinary bolts.

Effective with engine serial

numbers 6D-27030 and 8D-1155,

a new hexagon headbolt and

hardened steel washer are be-

ing used in place of the for-

mer 12-point flange-type main

bearing cap bolt.

CAUTION

Bearing caps are numbered to

correspond with their respec-

tive positions in the cylin-

der block. It is imperative

that the bearing caps are

reinstalled in their original

positions to maintain the main

bearing bore alignment. The

number of the front main bear-

ing cap is also stamped on the

face of the oil pan mounting

flange of the cylinder block,

adjacent to its permanent lo-

cation in the engine as estab-

lished at the time of manufac-

ture. The No. 1 main bearing

cap is always located at the

end opposite the flywheel end

of the cylinder block (Fig. 11).

b. Finished and unfinished main

bearing caps are available for replac-

ing broken or damaged caps. When

fitting a finished replacement bearing

cap, it may be necessary to try several

caps before one will be found to pro-

vide the correct bore diameter and bore

alignment. If a replacement bearing

cap is installed, be sure to stamp the

correct bearing position number on the

cap.

CAUTION

Use the unfinished bearing

caps for the front and inter-

mediate bearing positions.

The finished bearing caps,

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER BLOCK

caps have been secured in place, and

the bolts tightened to the specified

torque. If a main bearing bore is more

than 0.001 inch out of alignment, the

block must be line-bored or scrapped.

Misalignment may be caused by a broken

crankshaft, excessive heat, or other

damage.

d. If the main bearing bores are

not in alignment when a replacement

bearing cap is used, the block must be

line-bored. Install the bearing caps

in their original positions (without

the bearing cap stabilizers) and tight-

en the bolts to the specified torque

(Specifications). Line-bore the block,

but do not remove more than 0.001 inch

stock. After boring, all bores must be

within the specified limits of 3.251 to

3.252 inches.

5. Refer to the Cylinder Block

Plugging Charts shown as a foldout at

the end of this manual and install the

necessary plugs and dowels.

6. Replace loose or damaged dowel

pins. The dowels at the ends of the

cylinder block must extend 0.680 inch

from the cylinder block face.

The dowels used to retain the crank-

shaft thrust washers on the rear main

bearing cap must extend 0.107 to 0.117

inch from the surface of the bearing

cap.

NOTE

A stepped dowel pin is avail-

able to replace loose pins in

the rear main bearing cap.

Before installing the stepped

pins, rebore the dowel holes

in the bearing cap with a No.

11 (0.1910 inch) or No. 12

(0.1890 inch) drill. After

pressing the pins into the

bearing cap, remove all burrs

from the base of the dowel

pins to ensure proper seating

of the thrust washers.

7, Check all of the machined sur-

faces and threaded holes in the block.

Remove nicks and burrs from the ma-

chined surfaces with a file. Clean up

damaged threads in tapped holes with a

tap or install helical thread inserts.

8. After inspection, if the cylinder

block is not to be used immediately,

spray the machined surfaces with engine

oil. If the block is to be stored for

an extended period of time, spray or

dip it in a polar-type rust preventive

such as Valvoline Oil Company's Tectyl

502-C, or equivalent. Castings free of

grease or oil will rust when exposed to

the atmosphere.

Assemble and Install Engine

After the cylinder block has been

cleaned and inspected, assemble the

engine as follows:

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TM 5-3895-346-14

CYLINDER BLOCK

ENGINE OVERHAUL

4. Clean and inspect all of the

engine parts and subassemblies and,

using new parts as required, install

thera on the cylinder block by reversing

the sequence of disassembly. The proce-

dures for inspecting and installing the

various parts and subassemblies are out-

lined in the following sections of this

manual.

5. Use a chain hoist and suitable

sling to transfer the engine to a dyna-

mometer test stand.

6. Install the air box covers and

tighten the bolts. On in-line engines,

tighten the bolts to 12-16 lb ft

(ffc-22 Nm) torque.

7. Complete the engine buildup by

installing all remaining accessories,

fuel lines, electrical connections,

controls, etc.

8. Operate the engine on a dynamome-

ter, following the run-in procedure

outlined in Run-in Instructions.

9. Reinstall the engine in the

equipment which it powers.

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER BLOCK END PLATE

A flat steel plate, bolted to the rear

end of the cylinder block, provides a

support for the flywheel housing. A

gasket is used between the block and

the end plate.

Inspection

When the end plate is removed, it is

essential that all of the old gasket

material be removed from both surfaces

of the end plate and the cylinder

block. Clean the end plate as outlined

under Clean Cylinder Block.

Inspect both surfaces of the end plate

for nicks, dents, scratches, or score

marks and check it for warpage. Check

the plug nuts in the end plate for

cracks or damaged threads. If nicks or

scratches on the sealing surfaces of

the end plate are too deep to be

cleaned up, or the plug nuts are dam-

aged, replace the end plate or plug

nuts.

When installing a plug nut, support the

end plate on a solid flat surface to

avoid distorting the plate. Then press

the nut in the end plate until the head

on the nut seats on the end plate.

Install End Plate

1. Affix a new gasket to the end of

the cylinder block (flywheel end),

using a nonhardening gasket cement.

Also apply an even coating of gasket

cement to the outer surface of the

gasket (the surface next to the end

plate).

2. Align the dowel pinholes in the

end plate with the dowel pins in the

cylinder block. Then start the end

plate over the dowel pins and push it

up against the cylinder block.

CAUTION

When installing the end plate,

the heads of the plug nuts at

the top of the end plate on

the in-line engine should

always face the forward end of

the cylinder block.

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TM 5-3895-346-14

END PLATE

ENGINE OVERHAUL

3. On in-line engines, refer to

Fig. 1 and install the 3/8-16 x 7/8

inch long bolts with lockwashers.

Tighten the bolts to 30-35 lb ft

(41-47 Nm) torque.

CAUTION

On in-line engines built prior

to engine serial numbers

2D-903, 3D-011, and 4D-103,

the top center end plate

attaching bolt was 3/8-16 x

3/4 inch long. Do not use

a longer bolt at this loca-

tion on engines built prior

to the above engine serial

numbers.

6 - BOLTS

3/8-16 x 7/8"

6 - BOLTS

3/8"-16 x 7/8"

Figure 1. Cylinder Block Rear

End Plate Mounting

(In-Line Engine)

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TM 5-3895-346-14

ENGINE OVERHAUL

AIR BOX DRAINS

During normal engine operation, water

vapor from the air charge, as well as a

slight amount of fuel and lubricating

oil fumes, condenses and settles on the

bottom of the air box. This condensa-

tion is removed by the air box pressure

through air box drain tubes mounted on

the sides of the cylinder block.

The air box drains must be kept open at

all times, otherwise water and oil that

may accumulate will be drawn into the

cylinders.

One drain tube is used on an in-line

engine (Fig. 1) at the rear end of the

cylinder block.

Inspection

A periodic check for air flow from the

air box drain tubes should be made

(refer to Preventive Maintenance).

Figure 1. Air Box Drain Tube

Mounting (In-Line Engines)

TM 5-3895-346-14

AIR BOX DRAINS

ENGINE OVERHAUL

CYLINDER HEAD

The cylinder head (Fig. 1) is a one-

piece casting securely held Co the top

of the cylinder block by special

bolts.

The exhaust valves, fuel injectors, and

the valve and injector operating mech-

anism are located in the cylinder

head.

Depending upon the engine application,

either two or four exhaust valves are

provided for each cylinder.

Exhaust valve seat inserts, pressed

into the cylinder head, permit accurate

seating of valves under varying condi-

tions of temperature and materially

prolong the life of the cylinder head.

INJECTOR

EXHAUST

MANIFOLD

STUD

OoOOooo

CAM

FOLLOWER

ROCKER

ARMS

FUEL

PIPE

CONNECTOR

CONTROL

TUBE ASSEMBLY

Figure 1. Typical Four-Valve Cylinder Head

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER HEAD

To ensure efficient cooling, each fuel

injector is inserted into a thin-walled

tube which passes through the water

space in the cylinder head. The lower

end of the injector tube is pressed

into the cylinder head and flared over;

the upper end is flanged and sealed

with a neoprene seal. The sealed upper

end and flared lower end of the injec-

tor tube prevent water and compression

leaks.

The exhaust passages from the exhaust

valves of each cylinder lead through a

single port to the exhaust manifold.

The exhaust passages and the injector

tubes are surrounded by engine coolant.

In addition, cooling of the above areas

is further ensured by the use of water

nozzles pressed into the water inlet

ports in the four-valve cylinder head.

The nozzles direct the comparatively

cool engine coolant at high velocity

toward the sections of the cylinder

head which are subjected to the great-

est heat. The coolant flow pattern in

the two-valve cylinder head is such

that nozzles are not required.

The fuel inlet and outlet manifolds are

cast as an integral part of the cylin-

der head. Tapped holes are provided

for connection of the fuel lines at

various points along each manifold.

To seal compression between the cylin-

der head and the cylinder liner, sepa-

rate laminated metal gaskets are pro-

vided at each cylinder. Water and oil

passages between the cylinder head and

cylinder block are sealed with syn-

thetic rubber seal rings which fit into

the counterbored holes in the block. A

synthetic rubber seal fits into a

milled groove near the perimeter of the

block. When the cylinder head is drawn

down, a positive leakproof metal-to-

metal contact is assured between the

head and the block.

Cylinder Head Maintenance

The engine operating temperature should

be maintained between 160-185F or

71-85C and the cooling system should

be inspected daily and kept full at all

times. The cylinder head fire deck

will overheat and crack in a short time

if the coolant does not cover the fire

deck surface. When necessary, add

water slowly to a hot engine to avoid

rapid cooling which can result in dis-

tortion and cracking of the cylinder

head (and cylinder block).

Abnormal operating conditions or neg-

lect of certain maintenance items may

cause cracks to develop in the cylinder

head. If this type of failure occurs,

a careful inspection should be made to

find the cause and avoid a recurrence

of the failure.

Unsuitable water in the cooling system

TM 5-3895-346-14

CYLINDER HEAD

ENGINE OVERHAUL

Other conditions which may eventually

result in cylinder head cracks are as

follows:

1. Excess fuel in the cylinders

caused by leaking injectors.

2. Slipping fan belts can cause over-

heating by reducing air flow through

the radiator.

3. Accumulation of dirt on the radi-

ator core which will reduce the flow of

air and slow the transfer of heat from

the coolant to the air.

4. Inoperative radiator cap which

will result in loss of coolant.

Remove Cylinder Head

The following service operations on the

engine require removal of the cylinder

head:

1. Remove and install pistons.

2. Remove and install cylinder

liners.

3. Remove and install exhaust

valves.

4. Remove and install exhaust valve

guides.

5. Recondition exhaust valves and

valve seat inserts.

6. Replace fuel injector tubes.

7. Install new cylinder head gaskets

and seals.

8. Remove and install camshaft.

Due to the various optional and acces-

sory equipment used, only the general

steps for removal of the cylinder head

are covered. If the engine is equipped

with accessories that affect cylinder

head removal, note the position of each

before disconnecting or removing them

to ensure correct reinstallation.

Then remove the cylinder head as

follows:

1. Drain the cooling system.

2. Disconnect the exhaust piping at

the exhaust manifold.

3. Remove the air cleaners or air

silencer.

4. Disconnect the fuel lines at the

cylinder head.

5. Remove the thermostat housing and

the thermostat as an assembly.

6. Clean and remove the valve rocker

cover and the governor cover.

7. Disconnect and remove the fuel

rod between the governor and the injec-

tor control tube lever. Remove the

fuel rod cover, if used.

8. Remove the exhaust manifold.

9. Remove the injector control tube

and brackets as an assembly.

10. If the cylinder head is to be dis-

assembled for reconditioning of the

exhaust valves and valve seat inserts

or for a complete overhaul, remove the

fuel pipes and injectors at this time.

Refer to Fuel Injector for removal of

the injectors.

11. Check the torque on the cylinder

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER HEAD

Figure 2. Lifting or Installing

Cylinder Head with Tool J 22062-01

CAUTION

When placing the cylinder head

assembly on a bench, protect

the cam followers and injector

spray tips, if the injectors

were not removed, by resting

the valve side of the head on

2-inch thick woodblocks.

12. Remove and discard the cylinder

head compression gaskets, oil seals,

and water seals.

13. After the cylinder head has been

removed, drain the lubricating oil from

the engine. Draining the oil at this

time will remove any coolant that may

have worked its way to the oil pan when

the head was removed.

Disassemble Cylinder Head

If complete disassembly of the cylinder

head is necessary, refer to Valve Oper-

ating Mechanism and Exhaust Valves for

removal of the exhaust valve and injec-

tor operating mechanism.

Clean Cylinder Head

After the cylinder head has been dis-

assembled and all the plugs (except cup

plugs) have been removed, thoroughly

steam clean the head. If the water pas-

sages are heavily coated with scale,

remove the injector tubes and water

nozzles. Then clean the cylinder head

in the same manner as outlined for

cleaning the cylinder block (Cylinder

Block).

Clean all cylinder components with fuel

oil and dry them with compressed air.

Inspect Cylinder Head

1. Before a cylinder head can be

reused, it must be inspected for

cracks. Five prescribed methods for

checking a cylinder head for cracks are

as follows:

CAUTION

If any method reveals cracks,

the cylinder head should be con-

sidered unacceptable for reuse.

Magnetic Particle Method: The cylinder

head is magnetized and then covered

with a fine magnetic powder or solu-

tion. Flaws, such as cracks, form a

small local magnet which cause the

magnetic particles in the powder or

solution to gather there, effectively

marking the crack. The cylinder head

must be demagnetized after the test.

Fluorescent Magnetic Particle Method:

This method is similar to the magnetic

particle method, but is more sensitive

since it employs magnetic particles

which are fluorescent and glow under a

black light. Very fine cracks that may

be missed using the first method,

especially on discolored or dark sur-

faces, will be disclosed under the

black light.

TM 5-3895-346-14

CYLINDER HEAD

ENGINE OVERHAUL

Fluorescent Penetrant Method: A highly

fluorescent liquid penetrant is applied

to the area in question. Then the ex-

cess penetrant is removed from the sur-

face and the part is dried. A develop-

ing powder is then applied which helps

to draw the penetrant out of the flaws

by capillary action. Inspection to

find the crack is carried out using a

black light.

Nonfluorescent Penetrant Method: The

test area being inspected is sprayed

with Spotcheck or Dye Check. Allow 1

to 30 minutes to dry. Remove the ex-

cess surface penetrant with clean

cloths premoistened with cleaner/

remover. DO NOT flush surface with

cleaner/remover because this will

impair sensitivity. Repeat this pro-

cedure with additional wipings until

residual surface penetrant has been

removed. Shake developer thoroughly

until agaitator rattles. Invert spray

can and spray short bursts to clear

valve. Then spray this developer film

evenly over the test area being in-

spected. Allow developer film to dry

completely before inspecting. Recom-

mended developing time is 5 to 15

minutes.

NOTE

The above four methods provide

basic instructions. Specific

details should be obtained

from the supplier of the

equipment or material.

b. Install scrap or dummy injec-

tors to ensure proper seating of the

injector tubes. Dummy injectors may be

made from old injector nuts and bodies

- the injector spray tips are not

necessary. Tighten the injector clamp

bolts to 20-25 lb ft (27-34 Nm)

torque.

c. Apply 40 psi (276 kPa) air pres-

sure to the water jacket. Then immerse

the cylinder head in a tank of water,

previously heating to 180-200F or

82-93 C, for about 20 minutes to thor-

oughly heat the head. Observe the

water in the tank for bubbles, which

indicate a leak or crack. Check for

leaks at the top and bottom of the

injector tubes, oil gallery, exhaust

ports, fuel manifolds, and the top or

bottom of the cylinder head.

d. Relieve the air pressure and re-

move the cylinder head from the water

tank. Then remove the plates, gaskets,

and injectors and dry the head with

compressed air.

e. If the pressure check revealed

any cracks, install a new cylinder

head.

2. Check the bottom (fire deck) of

the cylinder head for flatness as

follows:

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TM 5-3895-346-14,

ENGINE OVERHAUL

CYLINDER HEAD

Figure 3. Checking Bottom Face of

Cylinder Head for Warpage

Maximum Maximum

Longitudinal Transverse

Engine Warpage Warpage

2-53

3- 53, 6V-53

4- 53, 8V-53

0.004-inch

0.005-inch

0.006-inch

TABLE 1

0.004-inch

b. Use the measurements obtained

and the limits given in Table 1 as a

guide to determine the advisability of

reinstalling the head on the engine or

of refacing it. The number of times a

cylinder head may be refaced will

depend upon the amount of stock pre-

viously removed.

c. If the head is to be refaced,

remove the Injector tubes prior to

machining. Do not remove more metal

from the fire deck of any cylinder head

below the minimum distance of 4.376

inches (Fig. 4).

CAUTION

When a cylinder head has been

refaced, critical dimensions

such as the protrusion of valve

seat inserts, exhaust valves,

injector tubes, and injector

spray tips must be checked and

corrected. The push rods must

also be adjusted to prevent

the exhaust valves from strik-

ing the pistons after the

cylinder head is reinstalled

in the engine.

3. Install new injector tubes

(Injector Tube) if the old tubes leaked

or the cylinder head was refaced.

4. Inspect the exhaust valve seat

inserts and valve guides (Exhaust

Val ves ).

5. Inspect the cam follower bores in

the cylinder head for scoring or wear.

Light score marks may be cleaned up

with crocus cloth wet with fuel oil.

Measure the bore diameters with a

telescope gage and micrometer and re-

cord the readings. Measure the dia-

meter of the cam followers with a

micrometer. Record and compare the

readings of the followers and bores to

determine the cam follower-to-bore

clearances. The clearance must not

exceed 0.006-inch with used parts

(refer to Specifications). If the

bores are excessively scored or worn,

replace the cylinder head.

Figure 4. Minimum Distance Between Top

and Bottom Faces of Cylinder Head

TM 5-3895-346-14

CYLINDER HEAD

ENGINE OVERHAUL

6. Check the waterhole nozzles

(four-valve head only) to be sure they

are not loose. If necessary, replace

the nozzles as follows:

a. Remove the old nozzles.

b. Make sure the water inlet ports

in the cylinder head are clean and free

of scale. The waterholes may be

cleaned up with a 5/8-inch drill.

Break the edges of the holes slightly.

c. Press the nozzles in place with

the nozzle openings positioned as shown

in Fig. 5. Press the nozzles flush to

0.0312-inch recessed below the surface

of the cylinder head.

d. Check to make sure the nozzles

fit tight. If necessary, use a wood

plug or other suitable tool to expand

the nozzles, or tin the outside dia-

meter with solder to provide a tight

fit. If solder is used, make sure the

orifices in the nozzles are not closed

with solder.

DeOAOeOAOX

o oVo oVo c

Figure 5. Correct Installation of

Water Nozzles in Four-Valve Cylinder

Head

7. Replace broken or damaged exhaust

manifold studs. Apply sealant to the

threads and drive new studs to 25-40 lb

ft (34-54 Nm) torque (1.40-1.50-inches

height).

8. Inspect all other components re-

moved from the cylinder head.

If a service replacement cylinder head

is to be installed, it must be thorough-

ly cleaned of all rust preventive com-

pound, particularly inside the integral

fuel manifolds, before installing the

plugs. A simple method of removing the

rust-preventive compound is to immerse

the head in mineral spirits-based sol-

vent or fuel oil, then scrub the head

and go through all the openings with a

soft bristle brush. A suitable brush

for cleaning the various passages in

the head can be made by attaching a

1/8-inch diameter brass rod to brush

J 8152. After cleaning, dry the cyl-

inder head with compressed air.

A service replacement cylinder head

includes the exhaust valve guides,

valve seat inserts, water nozzles, in-

jector tubes, and the necessary plugs.

Assemble Cylinder Head

After cleaning and inspection, assemble

the cylinder head as follows:

1. Coat the threads of the plugs

with Loctite Pipe Sealant with Teflon,

then install the necessary plugs and

tighten them to the specified torque

(Specifications). Drive headless plugs

flush to 0.0625 inch below the surface

of the cylinder head.

2. After the following parts are

cleaned and inspected, and replaced if

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TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER HEAD

a. Exhaust valves, valve seat

inserts, and springs (Exhaust Valve).

b. Cam followers, guides, push

rods, springs, retainers, rocker arms,

shafts, brackets, and other related

parts (Valve Operating Mechanism).

c. Place new washers on the fuel

connectors. Then install the connec-

tors and tighten them to 20-28 lb ft

(27-38 Nn) torque.

d. The fuel injectors, fuel pipes,

and injector control tube assembly can

be installed at this time or after the

cylinder head is installed on the

engine.

Preinstallation Inspection

Make the following inspections just

prior to installing the cylinder head,

whether the head was removed to service

only the head or to facilitate other

repairs to the engine.

1. Check the cylinder liner flange

heights with relationship to the

cylinder block (Cylinder Liner).

2. Make sure the piston crowns are

clean and free of foreign material.

3. Make sure that each push rod is

threaded into its clevis until the end

of the push rod projects through the

clevis. This is important since ser-

ious engine damage will be prevented

when the crankshaft is rotated during

engine tuneup.

4. Check the cylinder block and cyl-

inder head gasket surfaces, counter-

bores, and seal grooves to be sure they

are clean and free of foreign material.

Also check to ensure that there are no

burrs or sharp edges in the

counterbores.

Clean the boltholes thoroughly and

check for damaged threads.

Install Cylinder Head

1. Refer to Fig. 6 and install the

water and oil seal rings and compres-

sion gaskets as follows:

CAUTION

Never install used compression

gaskets or seals.

a. Place a new compression gasket

on top of each cylinder liner.

b. Place new seal rings in the

counterbores of the water- and oilholes

in the cylinder block. Silicone-

composition waterhole seals can be

damaged if they move out of position in

the cylinder block counterbore during

engine rebuild. In turn, damaged seals

can allow engine coolant to contaminate

lube oil and cause serious engine

damage. To prevent this, a spray

adhesive may be used to hold seals in

place if the following precautions are

taken:

5. Inspect the cylinder head bolt-

holes in the block for accumulation of

water, oil, or any foreign material.

TM 5-3895-346-14

CYLINDER HEAD

ENGINE OVERHAUL.

(1) Attach a mask or template to

the cylinder block fire deck to mini-

mize overspray.

(2) Using a high-tack, spray-

type adhesive suitable for synthetic

rubber seals (3M Company Super-Tack

Gasket Adhesive #8082, or equivalent),

spray a light, uniform coating of

adhesive into the seal counterbores.

Keep the adhesive off of adjacent block

surfaces and wipe off any that gets on

the fire deck or liner bores.

(3) Allow the adhesive to dry to

a high-tack consistency (stickiness)

before installing the seal. This

permits the evaporation of the liquid

propellant used with the adhesive.

CAUTION

Do not apply adhesive directly

to the seal. The adhesive will

coat the I.D. of the seal and

the spray propellant may cause

the seal to swell temporarily.

c. Install a new oil seal in the

groove at the perimeter of the cylinder

block. The seal must lay flat in the

groove and must not be twisted or

stretched.

NOTE

3M Company Super-Tack Gasket

adhesive //8082 or equivalent

may also be used to hold the

peripheral head-to-block oil

seals in place during engine

rebuild.

NOTE

Installing the seal strip in

the groove with the colored

stripe facing away from the

cylinder bores can improve its

sealing capabilities.

2. To install the cylinder head on

the engine without disturbing the

gaskets and seals, use guide studs

J 9665. Install the studs in the end

cylinder block boltholes on the cam-

shaft side of the cylinder head

(Fig. 2).

3. Attach lifting fixture J 22062-01

to the cylinder head and lift the head

into position above the cylinder block

(Fig. 2).

4. Make a final visual check of the

compression gaskets and seals to ensure

that they are in place before the cyl-

inder head is lowered. THIS IS A VERY

IMPORTANT CHECK. Gaskets and seals

which are not seated properly will

cause leaks and blowby, resulting in

poor engine performance and damage to

the engine.

5. Wipe the bottom of the cylinder

head clean. Then lower the head until

it is about 1/2-inch from the surface

of the cylinder block.

6. Apply a small quantity of Interna-

tional Compound No. 2, or equivalent,

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER HEAD

7. After the head is in place,

remove the guide studs and chain hoist

and install the remaining bolts, run-

ning all bolts down snug tight with a

speed handle (15-20 lb ft or 20-27 Nm

torque). However, before tightening

the bolts, loosen the lifter bracket-

tocylinder head attaching bolts,

otherwise the head may be prevented

from seating properly on the cylinder

block. A similar condition could exist

if the exhaust manifold is attached to

the cylinder head. Clearance must be

assured between the exhaust manifold

and the bosses on the cylinder block.

On some engine models, these bosses

serve as a rest for the exhaust mani-

fold after the cylinder head has been

installed on the cylinder block.

8. Tighten the bolts to 170-180 lb

ft (231-244 Nm) torque in 50 lb ft (68

Nm) increments with a torque wrench, as

in the sequence shown in Fig. 7. Re-

peat the tightening sequence at least

once, because the first bolts tightened

in the sequence tend to lose signifi-

cant clamp load during tightening of

the remaining bolts. Apply a steady

pressure for 2 or 3 seconds at the

prescribed torque to allow the bolts to

turn while the gaskets yield to their

final designed thickness. Begin on the

cam follower side of the head to take

up tension in the push rod springs.

Tighten the bolts to the high side of

the torque specification, but do not

exceed the limit or the bolts may

stretch beyond their elastic limits.

Attempting to tighten the bolts in one

step may result in trouble and conse-

quent loss of time in diagnosis and

correction of difficulties, such as

compression leaks, when the engine is

put into operation.

CAUTION

Tightening the cylinder head

bolts will not correct a leaking

compression gasket or seal. The

head must be removed and the

damaged gasket or seal replaced.

9. Cover the oil drain holes in the

cylinder head to prevent foreign ob-

jects from falling into the holes.

10. If the fuel injectors were not

previously installed, refer to Fuel

Injector and install them at this

time.

11. Tighten the rocker arm bracket

bolts to 50-55 lb ft (68-75 Nm) torque.

Figure 7. Cylinder Head Bolt Tightening Sequence

TM 5-3895-346-14

CYLINDER HEAD

ENGINE OVERHAUL

CAUTION

The exhaust valves on a four-

valve head may be damaged if

the valve bridges are not rest-

ing on the ends of the exhaust

valves when tightening the

rocker arm bracket bolts (refer

to Install Rocker Arms and

Rocker Arm Shaft). Therefore,

note the position of the valve

bridges before, during, and

after tightening the bolts.

12. Align the fuel pipes and connect

them to the injectors and the fuel con-

nectors. Use socket J 8932-01 to

tighten the connections to 12-15 lb ft

(16-20 Nm) torque.

CAUTION

Do not bend the fuel pipes and

do not exceed the specified

torque. Excessive tightening

will twist or fracture the

flared ends of the fuel pipes

and result in leaks. Lubri-

cating oil diluted by fuel

oil can cause serious damage

to the engine bearings (refer

to Pressurize Fuel System -

Check for Leaks).

13. Set the injector control tube as-

sembly in place on the cylinder head

and install the attaching bolts finger

tight. When positioning the control

tube, be sure the ball end of each in-

jector rack control lever engages the

slot in the corresponding injector con-

trol rack. With one end of the control

tube return spring hooked around an in-

jector rack control lever and the other

end hooked around a control tube

bracket, tighten the bracket bolts to

10-12 lb ft (14-16 Nm) torque.

14. After tightening the bolts, re-

volve the injector control tube to be

sure the return spring pulls the in-

jector racks out (no-fuel position)

after they have been moved all the way

in (full- fuel position). Since the

injector control tube is mounted in

self-aligning bearings, tapping the

tube lightly will remove any bind that

may exist. The injector racks MUST

return to the no-fuel position freely

by aid of the return spring only. DO

NOT BEND THE SPRING. If necessary,

replace the spring.

15. Install the fuel rod and the fuel

rod cover (if used).

16. Remove the covers from the drain

holes in the cylinder head.

17. Install the exhaust manifold and

connect the exhaust piping.

18. Install the thermostat housing

and thermostat.

19. Install the air cleaner or air

silencer.

20. Connect the fuel lines.

TM 5-3895-346-14

ENGINE OVERHAUL

VALVE OPERATING MECHANISM

VALVE AND INJECTOR OPERATING MECHANISM

Three rocker arms are provided for each

cylinder; the two outer arms operate

the exhaust valves and the center arm

operates the fuel injector.

Each set of three rocker arms pivots on

a shaft supported by two brackets. A

single bolt secures each bracket to the

top of the cylinder head. Removal of

the two bracket bolts permits the rock-

er arm assembly for one cylinder to be

raised, providing easy access to the

fuel injector and the exhaust valve

springs.

The rocker arms are operated by a cam-

shaft through cam followers and short

push rods extending through the

cylinder head (Fig. 1).

Each cam follower operates in a bore in

the cylinder head. A guide for each

set of three cam followers is attached

to the bottom of the cylinder head to

retain the cam followers in place and

to align the cam follower rollers with

the camshaft lobes.

INJECTOR

ROCKER

ARM

LOCK

NUT

Figure 1. Valve and Injector

Operating Mechanism

A coil spring, inside of each cam fol-

lower, maintains a predetermined load

on the cam follower to ensure contact

of the cam roller on the camshaft lobe

at all times.

Lubrication

The valve and injector operating mech-

anism is lubricated by oil from a

longitudinal oil passage on the cam-

shaft side of the cylinder head, which

connects with the main oil gallery in

the cylinder block. Oil from this pas-

sage flows through drilled passages in

the rocker shaft bracket bolts to the

passages in the rocker arm shaft to

lubricate the rocker arms.

Overflow oil from the rocker arms lubri-

cates the exhaust valves and cam fol-

lowers. The oil then drains from the

top deck of the cylinder head through

oilholes in the cam followers, into the

camshaft pockets in the cylinder block,

and back to the oil pan.

The cam follower rollers are lubricated

with oil from the cam followers, oil

picked up by the camshaft lobes, and by

oil emitted under pressure from grooves

in the camshaft bushing bores in the

cylinder block.

Service

The following service operations may be

performed on the valve and injector

operating mechanism without removing

the cylinder head:

1. Adjust valve clearance.

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TM 5-3895-346-14

VALVE OPERATING MECHANISM

ENGINE OVERHAUL

It is also possible to replace a push

rod, push rod spring, the spring seats,

or a cam follower without removing the

cylinder head. However, these parts

are more easily changed from the lower

side when the cylinder head is off the

engine. Both methods are covered in

this section.

To replace the exhaust valves and valve

seat inserts, the cylinder head must be

removed (refer to Cylinder Head).

Remove Rocker Arms and Shaft

1. Clean and remove the valve rocker

cover.

2. Remove the fuel pipes from the in-

jector and the fuel connectors.

CAUTION

Immediately after removing the

fuel pipes, cover the injector

fuel inlet and outlet openings

with shipping caps to prevent

dirt or foreign material from

entering.

3. Turn the crankshaft, or crank the

engine with the starting motor, to

bring the injector and valve rocker

arms in line horizontally.

CAPTION

Do not bar the crankshaft in a

left-hand direction of rotation

with a wrench or barring tool

on the crankshaft bolt, or the

bolt may be loosened.

4. Remove the two bolts which secure

the rocker arm shaft brackets to the

cylinder head. Remove the brackets and

shaft.

CAUTION

When removing the rocker arm

shaft, fold the three rocker

arms back just far enough so

the shaft can be removed. Do

not force the rocker arms all

the way back with the shaft in

place as this may impost a load

that could bend the push rods.

5. Loosen the locknuts at the upper

ends of the push rods, next to the

clevises, and unscrew the rocker arms

from the push rods.

CAUTION

If the rocker arms and shafts

from two or more cylinders are

to be removed, tag them so they

may be reinstalled in their

original positions.

Inspection

Wash the rocker arms, shaft, brackets,

and bolts with clean fuel oil. Use a

small wire to clean out the drilled oil

passages in the rocker arms and rocker

shaft bolts. Dry the parts with com-

pressed air.

Inspect the rocker arm shaft, injector

rocker arm bushings, or valve rocker

arm bores for wear. A maximum shaft to

bushing (or bore) clearance of 0.004

TM 5-3895-346-14

ENGINE OVERHAUL

VALVE OPERATING MECHANISM

Follower and Puah Sod (with

Cylinder Head on Engine)

When removing Che cam followers and as-

sociated parts, tag them so they may be

reinstalled in their original location.

To remove a push rod, spring, spring

seat8, and cam follower from the top of

the cylinder head, proceed as follows:

1. Remove the roclcer arm shaft and

brackets as outlined under Remove

Rocker Arms and Shaft.

2. Loosen the locknut and unscrew

the rocker arm from the push rod to be

removed. Remove the locknut.

3. Install remover J 3092-01, a flat

washer and the. locknut on the push rod,

with the lower end of the tool resting

on the upper spring seat.

4. Thread the nut down to compress

the spring.

5. Remove the spring seat retainer

from the groove in the cylinder head

(Pig. 2).

6. Unscrew the locknut to release

the spring. Then remove the nut, flat

washer, and tool from the push rod.

7. Pull the push rod, spring, spring

seats, and cam follower out of the

cylinder head.

Follower and Push Rod

(Cylinder Head Removed)

When removing the cam followers and

associated parts, tag them so they may

be reinstalled in their original

location.

1. Rest the cylinder head on its

side (Fig. 3) and remove the cam

follower guide.

Figure 2. Removing Push Rod from

Upper Side of Cylinder Head

Figure 3. Cam Followers and Guide

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TM 5-3895-346-14

VALVE OPERATING MECHANISM

ENGINE OVERHAUL

2. Pull the cam follower out of the

cylinder head.

3. Remove the fuel pipes from the

injector and the fuel connectors.

CAUTION

Immediately after removing the

fuel pipes, cover the injector

fuel inlet and outlet openings

with shipping caps to prevent

dirt or foreign material from

entering.

4. Loosen the push rod locknut and

unscrew the push rod from the rocker

arm clevis.

5. Pull the push rod and spring as-

sembly from the bottom of the cylinder

head.

6. Remove the push rod locknut,

spring, and spring seats from the push

rod.

NOTE

If the cylinder head is to be

replaced, remove the spring re-

tainers and install them in the

new head.

Inspection

Proper inspection and service of the

cam follower is very necessary to

obtain continued efficient engine per-

formance. When any appreciable change

in injector timing or exhaust valve

clearance occurs during engine opera-

tion, remove the cam followers and

their related parts and inspect them

for excessive wear. This change in

injector timing or valve clearance can

usually be detected by excessive noise

at idle speed.

CAUTION

Wash the cam followers with

lubricating oil or Cindol 1705

and wipe dry. DO NOT USE FUEL

OIL. Fuel oil working its way

in between the cam roller bush-

ing and pin may cause scoring

on initial startup of the

engine since fuel oil does not

provide adequate lubrication.

The push rods, springs, and spring

seats may be washed with clean fuel oil

and dried with compressed air.

Examine the cam follower rollers for

scoring, pitting, or flat spots. The

rollers must turn freely on their pins.

Measure the total diametric clearance

and side clearance. Install a new

roller and pin if the clearances exceed

those specified in Fig. 4. Cam fol-

lowers stamped with the letter S on the

pin, roller, and follower body are

equipped with an oversized pin and

roller. The same clearances apply to

either a standard or oversized cam

follower assembly.

Examine the camshaft lobes for scoring,

pitting, or flat spots. Replace the

camshaft, if necessary.

TM 5-3895-346-14

ENGINE OVERHAUL

VALVE OPERATING MECHANISM

Measure the cam follower bores in the

cylinder head with a telescope gage and

micrometer and record the readings.

Measure the diameter of the cam follow-

ers with a micrometer. Record the

readings and compare the readings of

the followers and bores to determine

the cam follower-to-bore clearances

(refer to Specifications).

Inspect the push rods and spring seats

for wear.

Examine the cam follower springs for

wear or damage and check the spring

load.

The current push rod spring (Fig. 6) is

made from 0.1920-inch diameter wire and

was first used only in the injector cam

follower position, effective with

engine 4D-5323.

Effective with engine 4D-8549, the new

spring is also used in the exhaust

valve cam follower position. The

former push rod spring was made from

0.1770-inch diameter wire.

Use spring tester J 22738-02 to check

the spring load (Fig. 5). Replace the

current-type spring when a load of less

than 250 pounds (1112 N) will compress

it to a length of 2.1406 inches.

Replace the former-type spring when a

load of less than 172 pounds (765 N)

will compress it to a length of 2.1250

inches.

It is recommended that if one former-

type push rod spring requires replace-

ment, all of the former-type springs in

either the injector or valve cam fol-

lower positions be replaced by the

current-type spring. A new design

upper spring seat is required with

the use of the current push rod

spring.

Figure 5. Testing Cam Follower

Spring

SPRING WIRE ENDS

>v SPRING WIRE

END

APPROX. 180

OPPOSITE

CURRENT THIS POINT

SPRING WIRE'

END

FORMER

Figure 6. Spring Identification

TM 5-3895-346-14

VALVE OPERATING MECHANISM

ENGINE OVERHAUL

Replace

Roller and Pin

To replace a cam roller and pin,

proceed as follows:

CAUTION

Do not attempt to bore out the

legs of a standard cam follower

for an oversized pin.

1. Clamp fixture J 5840-01 securely

in a vise as shown in Fig. 7. Then

place the cam follower in the groove in

the top of the fixture, with the fol-

lower pin resting on top of the cor-

responding size plunger in the fixture.

2. Drive the pin from the roller

with a suitable drift. Exercise cau-

tion in removing the cam follower body

and roller from the fixture as the

roller pin is seated on a spring-loaded

plunger in the fixture.

3. Before installing the new roller

and pin, remove the preservative by

washing the parts with clean lubricat-

ing oil or Cindol 1705 and wipe dry.

DO NOT USE FUEL OIL. After washing the

parts, lubricate the roller and pin

with Cindol 1705.

4. Position the cam follower body In

the groove of the fixture, with the

small plunger extending through the

roller pinhole in the lower leg of the

follower body.

5. Position the new cam roller in

the cam follower body. When released,

the plunger will extend into the roller

bushing and align the roller with the

follower body.

6. Start the new pin in the cam fol-

lower body, then carefully tap it in

until it is centered in the cam

follower body.

Figure 7. Removing or Installing Cam Follower Roller and Pin

Using Tool J 5840-01

TM 5-3895-346-14

ENGINE OVERHAUL

VALVE OPERATING MECHANISM

7. Remove the cam follower from the

fixture and check the side clearance

(Fig. 4). The clearance must be 0.011

to 0.023 inch.

Install Cam Follower and Push Rod

If new cam follower assemblies are to

be installed, remove the preservative

by washing with Cindol 1705 and wipe

dry. DO NOT USE FUEL OIL.

Before cam followers are installed, im-

merse them in clean Cindol 1705 (heated

to 100-125F or 38-52C) for at least

one hour to ensure initial lubrication

of the cam roller pins and bushings.

Rotate the cam rollers during the soak-

ing period to purge any air from the

bushing-roller area. The heated Cindol

oil results in better penetration as it

is less viscous than engine oil and

flows more easily between the cam rol-

ler bushing and pin. After the cam

followers are removed from the heated

Cindol 1705, the cooling action of any

air trapped in the bushing and pin area

will tend to pull the lubricant into

the cavity.

CAUTION

Heat the Cindol 1705 in a small

pail with a screen insert. The

screen will prevent the cam fol-

lowers from touching the bottom

of the pail and avoid the pos-

sibility of contamination.

Install used cam followers and push

rods in their original locations.

Refer to Fig. 8 and proceed as follows:

CYLINDER HEAD ON ENGINE

1. Note the oilhole in the bottom of

the cam follower. With the oilhole

directed away from the exhaust valves,

slide the cam follower in position in

the cylinder head.

2. Assemble the serrated lower

spring seat, spring, and upper cup-

shaped spring seat on the push rod.

Figure 8. Valve and Injector

Operating Mechanism and Relative

Location of Parts

NOTE

The current cup-shaped upper

spring seat can be used with

either the former or current

spring.

3. Place a flat washer over the

upper spring seat and start the locknut

on the push rod. Place tool J 3092-01

on the push rod between the washer and

TM 5-3895-346-14

VALVE OPERATING MECHANISM

ENGINE OVERHAUL

the upper spring seat and place the

push rod assembly in the cam follower.

Then thread the locknut on the push rod

until the spring is compressed suffi-

ciently to permit the spring retainer

to be installed. Then install the

spring retainer.

4. Remove the nut, flat washer, and

tool. Then reinstall the locknut and

thread it as far as possible on the

push rod.

CYLINDER HEAD REMOVED FROM ENGINE

Refer to Fig. 8 and install the cam

follower and push rod as follows:

1. Assemble the serrated lower

spring seat, spring, upper cup-shaped

spring seat, and locknut on the push

rod.

NOTE

FEELER GAGES

Figure 9. Checking Cam Follower to

Guide Clearance

The current cup-shaped upper

spring seat can be used with

either the former or current

spring.

2. With the spring retainer in place

in the cylinder head, slide the push

rod assembly in position from the

bottom of the head.

3. Note the oilhole in the bottom of

the cam follower. With the oilhole

directed away from the exhaust valves,

slide the cam follower in position from

the bottom of the head.

4. Attach the follower guide to the

cylinder head to hold the group of

three cam followers in place. Tighten

the guide bolts to 12-15 lb ft (16-20

Nm) torque. Check to be sure there is

at least 0.005-inch clearance between

the cam follower legs and the cam fol-

lower guide (Fig. 9). If there is in-

sufficient clearance, loosen the guide

bolts slightly and tap each corner of

the guide with a brass rod (Fig. 10).

Then retighten the bolts to the speci-

fied torque.

Figure 10. Adjusting Cam Follower

Guide

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TM 5-3895-346-14

ENGINE OVERHAUL

VALVE OPERATING MECHANISM

CAUTION

It is important to use the cor-

rect bolts as prescribed in the

parts books. The hardened bolt

is necessary to obtain the

proper torque and to withstand

the stress imposed on it during

engine operation.

Install Rocker Arms and Shaft

Note that the injector rocker arm

(center arm of the group) is slightly

different from the exhaust valve rocker

arms; the boss for the shaft on the

left and right-hand valve rocker arms

is longer on one side. The extended

boss of each valve rocker arm must face

toward the injector rocker arm.

1. Thread each rocker arm on its

push rod until the end of the push rod

is flush with or above the inner side

of the clevis yoke. This will provide

sufficient initial clearance between

the exhaust valve and the piston when

the crankshaft is turned during the

valve clearance adjustment procedure.

2. If removed, install the cylinder

head on the engine (refer to Cylinder

Head).

3. If removed, install the fuel

injectors.

4. Apply clean engine oil to the

rocker arm shaft and slide the shaft

through the rocker arms. Then place a

bracket over each end of the shaft,

with the finished face of the bracket

next to the rocker arm.

5. Insert the rocker arm bracket

bolts through the brackets and the

shaft. Tighten the bolts to the speci-

fied torque (refer to Specifications).

Check to make sure there is some clear-

ance between the rocker arms.

CAUTION

On four-valve cylinder heads,

there is a possibility of dam-

aging the exhaust valves if the

valve bridge is not resting on

the ends of the valves when

tightening the rocker arm shaft

bracket bolts (Fig. 11). There-

fore, note the position of the

valve bridges before, during,

and after tightening the bolts.

6. Align the fuel pipes and connect

them to the injectors and the fuel con-

nectors. Tighten the fuel pipe nuts to

12-15 lb ft (16-20 Nm) torque using

socket J 8932-01.

CAUTION

Do not bend the fuel pipes and

do not exceed the specified

torque. Excessive tightening

will twist or fracture the

flared ends of the fuel pipes

and result in leaks. Lubri-

cating oil diluted by fuel oil

can cause serious damage to

TM 5-3895-346-14

ENGINE OVERHAUL

VALVE OPERATING MECHANISM

Figure 11. Relationship Between Exhaust Valve Bridge and Valve Stems

TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST VALVES

Two or four exhaust valves are provided

for each cylinder (Fig. 1), depending

upon the engine model. The valve heads

are heat treated and ground to the

proper seat angle and diameter. The

valve stems are ground to size and

hardened at the end which contacts the

rocker arm (two-valve head) or the ex-

haust valve bridge (four-valve head).

The exhaust valve stems are contained

within exhaust valve guides which are

pressed into the cylinder head. Ex-

haust valve seat inserts, pressed into

the cylinder head, permit accurate

seating of the exhaust valves under

varying conditions of temperature and

materially prolong the life of the

cylinder head. The exhaust valves are

ground to a 30 seating angle while the

exhaust valve seat inserts are ground

to a 31 seating angle.

The exhaust valve springs are held in

place by the valve spring caps and

tapered two-piece valve locks.

Exhaust Valve Maintenance

Efficient combustion in the engine re-

quires that the exhaust valves be main-

tained in good operating condition.

Valve seats must be true and unpitted

to assure leak-proof seating, valve

stems must work freely and smoothly

within the valve guides, and the cor-

rect valve clearance (Exhaust Valve

Clearance Adjustment) must be

maintained.

Proper maintenance and operation of the

engine is important to long valve life.

Engine operating temperatures should be

maintained between 160-185F (71-85C).

Low operating temperatures (usually due

to extended periods of idling or light

engine loads) result in incomplete com-

bustion, formation of excessive carbon

deposits and fuel lacquers on valves

and related parts, and a greater ten-

dency for lubricating oil to sludge.

Excess oil from the rocker arms lubri-

cates the exhaust valve stems. The

valves are cooled by the flow of air

from the blower past the valves each

time the air inlet ports are uncovered.

Figure 1. Location of Exhaust Valves

Unsuitable fuels may also cause forma-

tion of deposits on the valves, espe-

cially when operating at low

temperatures.

When carbon deposits, due to partially

burned fuel, build up around the valve

stems and extend to that portion of the

stem which operates in the valve guide,

sticking valves will result. Thus, the

valves cannot seat properly, and pitted

and burned valves and valve seats and

loss of compression will result.

Lubricating oil and oil filters should

be changed periodically to avoid accumu-

TM 5-3895-346-14

EXHAUST VALVES

ENGINE OVERHAUL

Sticking valves may eventually become

bent or broken by being held in the

open position and struck by the piston.

It is highly important that injector

timing and valve clearance be accurate-

ly adjusted and checked periodically.

Improperly timed injectors or tightly

adjusted valves will have adverse

effects upon combustion.

Remove Exhaust Valve Spring (Cylinder

Head Installed)

An exhaust valve spring may be removed,

without removing the cylinder head from

the engine, as follows:

1. Clean and remove the valve rocker

cover.

2. Crank the engine over to bring

the valve and injector rocker arms in

line horizontally.

CAUTION

When using a wrench on the

crankshaft bolt at the front

of the engine, do not turn the

crankshaft in a left-hand di-

rection of rotation as this

could loosen the bolt.

3. Disconnect and remove the fuel

pipes from the injector and the fuel

connectors.

CAUTION

Immediately after removing the

fuel pipes, cover each injec-

tor opening with a shipping

cap to prevent dirt or other

foreign matter from entering

the injector.

4. Remove the two bolts holding the

rocker arm shaft brackets to the cylin-

der head. Then remove the brackets and

shaft.

5. Remove the cylinder block air box

cover so that piston travel may be ob-

served, then turn the crankshaft until

the piston is at the top of its stroke.

6. Thread the valve spring compres-

sor adaptor tool J 7455-4 into one of

the rocker arm bracket bo1 tholes in the

cylinder head (Fig. 2). Then compress

the spring and remove the two-piece

valve lock.

7. Release the tool and remove the

valve spring cap, valve spring, and

spring seat.

Remove Exhaust Valves and Valve Springs

(Cylinder Head Removed)

With the cylinder head removed from the

engine, remove the exhaust valves and

springs as follows:

1. Support the cylinder head on

2-inch thick woodblocks to keep the cam

followers clear of the bench.

2. Remove the fuel pipes from the

injectors and the fuel connectors.

CAUTION

Immediately after removing the

fuel pipes, cover each injector

opening with a shipping cap to

TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST VALVES

3. Remove the two bolts holding the

rocker arm shaft brackets to the cylin-

der head. Then remove the brackets and

the shaft.

4. Remove the fuel injectors.

5. Place a block of wood under the

cylinder head to support the exhaust

valves. Remove the exhaust valve

springs as outlined in steps 6 and 7

above.

6. Turn the cylinder head over,

using care to keep the valves from

falling out of the head. If the valves

are to be reused, number each valve to

facilitate reinstallation in the same

location. Then withdraw the valves

from the cylinder head.

7. Remove the cam followers and push

rod assemblies as outlined in Valve

Operating Mechanism under Remove Cam

Follower and Push Rod Assembly (Cyl-

inder Head Removed from Engine).

Inspection

Clean the springs with fuel oil, dry

them with compressed air, and inspect

them. Replace a pitted or fractured

spring.

Use spring tester J 22738-02 to check

the spring load (Fig. 3). Replace a

spring if a load of less than 33 pounds

will compress a two-valve cylinder head

spring to 2.31 inches, or a load of

less than 25 pounds will compress a

four-valve cylinder head spring to 1.93

inches. The difference in the load

between a pair of four-valve cylinder

head springs must not exceed 6 pounds

or the valve bridge will be unbalanced.

To eliminate exhaust valve spring

surge, a new valve spring (0.148-inch

wire diameter) is used in the in-line

4-53 engine. The change is effective

with approximate engine serial numbers

4D-112278 and 6D-82217. The former

spring was made from 0.135-inch dia-

meter wire.

Figure 3. Testing Valve Spring

Using Tool J 22738-02

The new spring can be used only in

engines built after serial numbers

4D-112278 and 6D-60776 and use the

present low-lift camshaft, or older

engines which have these low-lift

camshafts installed.

CAUTION

The use of the new spring with

the former high-lift camshaft

(0.327-inch valve cam lobe

lift, metal stamped V7 or V at

both ends) will cause the valve

springs to bottom out, result-

ing in bent push rods and pos-

sible engine damage.

NOTE

The low-lift camshaft which pro-

vides a maximum valve cam lobe

lift of 0.276-inch is metal

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TM 5-3895-346-14

EXHAUST VALVES

ENGINE OVERHAUL

For service replacement, change the new

spring when a load of less than 25

pounds will compress it to 1.93 inches

(installed length).

The new and former valve springs are

interchangeable in an engine rated

below 2800 rpm using a low-lift (V7L)

camshaft. However, on any given valve

bridge, it is recommended that both

springs be the same.

When a former spring is replaced in an

engine rated at 2800 rpm with a low-

lift (V7L) camshaft, all of the springs

must be replaced with the new spring.

Inspect the valve spring seats and caps

for wear. If worn, replace with new

parts.

Carbon on the face of a valve could in-

dicate blowby due to a faulty seat.

Black carbon deposits extending from

the valve seats to the valve guides may

result from cold operation due to light

loads or the use of too heavy a grade

of fuel. Rusty brown valve heads with

carbon deposits forming narrow collars

near the valve guides is evidence of

high operating temperatures. High

operating temperatures are normally due

to overloads, inadequate cooling, or

improper timing which results in car-

bonization of the lubricating oil.

If there is evidence of engine oil run-

ning down the exhaust valve stem into

the exhaust chamber, creating a high

oil consumption condition because of

excessive idling and resultant low

engine exhaust back pressure, replace

the valve guide oil seals or, if not

previously used, install valve guide

oil seals.

Effective with four-valve cylinder head

engines built the second quarter of

1980, a new exhaust valve guide oil

seal is being used. The new oil seal

(Fig. 17) has a metal case and the

slightly reduced inner diameter of the

seal provides a press fit on the valve

guide. The former oil seal was re-

tained by a spring at the small end and

a retainer at the large end. The for-

mer and current oil seals are inter-

changeable on a cylinder head.

Clean the carbon from the valve stems

and wash the valves with fuel oil. The

valve stems must be free from scratches

or scuff marks and the valve faces must

be free from ridges, cracks, or pit-

ting. If necessary, reface the valves

or install new valves. If the valve

heads are warped, replace the valves.

Clean the inside diameter of the valve

guides with brush J 7793 as shown in

Fig. 4. This brush will remove all gum

or carbon deposits from the valve

guides, including the spiral grooves.

Inspect the valve guides for fractures,

chipping, scoring, or excessive wear.

TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST VALVES

clearance. If the clearance exceeds

0.006 inch (two-valve head) or 0.005

inch (four-valve head), replace the

valve guides.

Replace Exhaust Valve Guide

Remove the exhaust valve guide as

follows:

1. Remove and discard the coil seal,

if used.

2. Support the cylinder head, bottom

side up, on 3-inch thick woodblocks.

3. Drive the valve guide out of the

cylinder head with valve guide remover

J 7775 as shown in Fig. 5.

The current valve guides have a 45

chamfer at the top, replacing the for-

mer guides with a 15 chamfer. In

addition, the guide for the four-valve

cylinder head is machined for use of an

oil seal (Fig. 6).

Install the exhaust valve guide as

follows:

1. Place the cylinder head right

side up on the bed of the arbor press.

2. Insert the internally threaded

end of the valve guide in the proper

valve guide installing tool (refer to

the Valve Guide Installing Tools chart

(Fig. 7)).

NOTE

When replacing the exhaust valve

guides in a cylinder head, the

current guide, which is machined

for use with an oil seal, should

be used in place of the 45

chamfered guide (Fig. 6). The

current guide will facilitate

field installation of valve

guide oil seals.

Figure 5. Removing Valve Guide

45 CHAMFER

MACHINED

CURRENT

tZZ7

FORMER

Figure 6. Former and Current

Valve Guides

TM 5-3895-346-14

EXHAUST VALVES

ENGINE OVERHAUL

CYLINDER HEAD VALVE GUIDE

TOOL

CYL.

VALVE

DIMENSION

NO.

HEAD

GUIDE

"A"

J 7560

2 VALVE

15 CHAMFER

.010"-.040"

J 7832

4 VALVE

15 CHAMFER

.010"-.040"

J 9756

2 VALVE

45 CHAMFER

.010"-.040"

J 9730

4 VALVE

.190"-.220"

MACHINED FOR USE WITH VALVE GUIDE OIL SEAL.

Figure 7. Valve Guide Installing

Tools

CAUTION

Be sure to use the correct tool

to avoid damage to the valve

guide and to locate the valve

guide to the proper dimension.

3. Position the valve guide squarely

in the bore in the cylinder head and

press the installing tool gently to

start the guide in place (Fig. 8).

Then press the guide in until the tool

contacts the cylinder head (the bottom

of the counterbore in the four-valve

cylinder head).

Figure 8. Installing Valve Guide

CAUTION

Do not use the valve guides as

a means of turning the cylinder

head over or in handling the

cylinder head.

Inspect Exhaust Valve Seat Insert

Inspect the exhaust valve seat inserts

for excessive wear, pitting, or

cracking.

Remove Exhaust Valve Seat Insert

The valve seat inserts are pressed into

the cylinder head and must be removed

as outlined in the following procedure

to avoid damage to the cylinder head:

1. Place the cylinder head on its

side on a bench as shown in Fig. 9.

2. Place the collet of tool J 7774

inside the valve insert so that the

bottom of the collet is flush with the

bottom of the insert.

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TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST VALVES

Figure 9. Removing Valve Seat

Insert

3. Hold the collet handle and turn

the T-handle to expand the collet cone

until the insert is held securely by

the tool.

4. Insert the drive bar of the tool

through the valve guide.

5. Tap the drive bar once or twice

to move the insert about 1/16 inch away

from its seat in the cylinder head.

6. Turn the T-handle to loosen the

collet cone and move the tool into the

insert slightly so the narrow flange at

the bottom of the collet is below the

valve seat insert.

7. Tighten the collet cone and con-

tinue to drive the insert out of the

cylinder head.

NOTE

In addition to the above proce-

dure, remover J 23479-15 and

appropriate collet can be used

to remove the exhaust valve

insert from the cylinder head.

Install Exhaust Valve Seat Insert

1. Clean the valve seat insert coun-

terbores in the head with trichloro-

ethylene or other suitable solvent.

Also wash the valve seat inserts with

the same solvent. Dry the counterbores

and the inserts with compressed air.

2. Inspect the counterbores for

cleanliness, concentricity, flatness,

and cracks. The counterbores for the

valve seat inserts in a two-valve head

have a diameter of 1.439 to 1.440

inches and a depth of 0.294 to 0.306

inch. The counterbores for the valve

seat inserts in a four-valve head have

a diameter of 1.159 to 1.160 inches and

a depth of 0.294 to 0.306 inch on

former engines and a depth of 0.300 to

0.312 inch on current engines.

NOTE

Valve seat inserts which are

0.010 inch oversize on the out-

side diameter are available, if

required.

3. Immerse the cylinder head for at

least 30 minutes in water heated to

180-200F (82-93C).

4. Rest the cylinder head, bottom

side up, on a bench and place an insert

in the counterborevalve seat side up.

This must be done quickly while the

cylinder head is still hot and the

insert is cold (room temperature). If

the temperature of the two parts is

allowed to become nearly the same, in-

stallation may become difficult and

damage to the parts may result.

5. Drive the insert in place with

installer J 6976 (two-valve head) or J

7790 (four-valve head) as shown in

Fig. 10 until it seats solidly in the

cylinder head.

TM 5-3895-346-14

EXHAUST VALVES

ENGINE OVERHAUL

Figure 10. Installing Valve Seat

Insert

Recondition Exhaust Valve and Valve

Seat Insert

An exhaust valve which is to be reused

may be refaced, if necessary (Fig. 11).

To provide sufficient valve strength

and spring tension, the edge of the

valve at the valve head must not be

less than 1/32 inch in thickness and

must still be within the specifications

shown in Fig. 13 after refacing.

Before either a new or used valve is

installed, examine the valve seat in

the cylinder head for proper valve

seating. The proper angle for the

seating face of the valve is 30 and

for the valve seat insert it is 31.

When a new valve seat insert is in-

stalled or an old insert refaced, the

work must be done with a grinding wheel

(Fig. 12).

Figure 11. Refacing Exhaust Valve

Figure 12. Grinding Valve Seat

Insert

The eccentric grinding method for recon-

ditioning valve seat inserts is recom-

mended. This method produces a finer,

more accurate finish since only one

point of the grinding wheel is in con-

tact with the valve seat at any time.

A micrometer feed permits feeding the

grinding wheel into the work 0.001 inch

at a time.

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TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST VALVES

MAX

VALVE .006"

ABOVE HEAD

VALVE FLUSH

WITH HEAD

MAX

VALVE

BELOW

(.033" USED PARTS)

VALVE

SEAT

INSERT

CYLINDER

HEAD

MAX

VALVE .024

BELOW HEAD

(.039" USED PARTS)

VALVE

SEAT

INSERT

VALVE 1/32" MIN.

CYLINDER

HEAD

FORMER

CURRENT

Figure 13. Relationship Between Exhaust Valve, Insert, and Cylinder Head

(Four-Valve Head)

To grind the valve seat inserts for a

four-valve cylinder head, use the

fo1lowing too1s:

1. Grinder J 8165-1

2. Dial Gage J 8165-2

3. Pilot J 7792-1

4. Grinding Wheel (15) J 7792-2

5. Grinding Wheel (31) J 7792-3

6. Grinding Wheel (60) J 7792-4

Grind the valve seat inserts as

follows:

1. First apply the 31 grinding

wheel on the valve seat insert.

2. Using the 60 grinding wheel to

open the throat of the insert.

3. Then grind the top surface with a

15 wheel to narrow the width of the

seat from 3/64 to 5/64 inch (Fig. 13).

The 31 face of the insert may be

adjusted relative to the center of the

valve face with 15 and 60 grinding

wheel8.

CAUTION

Do not permit the grinding wheel

to contact the cylinder head

when grinding the insert. If

necessary, replace the insert.

The maximum amount that the exhaust

valve should protrude beyond the cylin-

der head (when the valve is in the

closed position), and still maintain

the proper piston-to-valve clearance,

is shown in Fig. 13. Grinding will

reduce the thickness of the valve seat

insert and cause the valve to recede

into the cylinder head. If, after

several grinding operations, the valve

recedes beyond the specified limits,

replace the valve seat insert.

TM 5-3895-346-14

EXHAUST VALVES

ENGINE OVERHAUL

Figure 14. Grinding Wheel Dressing

Tool of Set J 8165-1

relative to the valve guide. If the

runout exceeds 0.002 inch, check for a

bent valve guide before regrinding the

insert.

4. After the valve seat insert has

been ground, determine the position of

the contact area between the valve and

the valve seat insert as follows:

a. Apply a light coat of Prussian

Blue or similar paste to the valve seat

insert.

b. Lower the stem of the valve in

the valve guide and bounce the valve on

the seat. DO NOT ROTATE THE VALVE.

This procedure will show the area of

contact (on the valve face). The most

desirable area of contact is at the

center of the valve face.

CAUTION

The user of valve lapping com-

pound is not recommended.

After the valve seat inserts have been

ground and checked, thoroughly clean

the cylinder head before installing the

valves.

Figure 15. Checking Relative

Concentricity at Valve Seat Insert

with Relation to Valve Guide

Install Exhaust Valves and Springs

When installing exhaust valves, check

to see that the valves are within the

specifications shown in Fig. 13. Also,

do not use N-pistons with former four-

valve cylinder head assemblies unless

the valves are flush with the cylinder

head. If the valves are not flush, it

may be necessary to regrind the valve

seats so that the valves will be flush

with the bottom surface of the cylinder

head.

NOTE

The distance from the top of

the four-valve cylinder head to

the bottom of the valve spring

seat counterbore is 1 11/64

inches in current design cylin-

der heads or 1 5/64 inches in

former design heads.

Be sure and install the correct parts

in the four-valve cylinder head. Cur-

rent design cylinder heads are equipped

with the thin valve spring seats (0.060

inch) and current design exhaust valves

100

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TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST VALVES

(Fig. 16). To facilitate replacement

of a four-valve head on an engine using

the former exhaust valves, the proper

quantity of the thick spring seats

(0.150 inch) must be used.

Service cylinder heads are of the cur-

rent design. The current thin valve

springs seats (0.060 inch) are included

with each cylinder head as a shipped

loose item.

1. Lubricate the valve stems with

sulphurized oil (E.P. type) and slide

the valves all the way into the guides.

CAUTION

If reconditioned valves are

used, install them in the same

relative location from which

they were removed.

2. Hold the valves in place tempor-

arily with a strip of masking tape.

Then, turn the cylinder head right side

up on the workbench. Place a board

under the head to support the valves

and to provide clearance between the

cam followers and the bench.

VALVE

SPRING

SEAT

3. Install the valve spring seats.

4. Install the valve guide oil

seals, if used, on the valve guides as

follows:

a. Former Oil Seal (retained by a

spring and retainer)

(1) Place the plastic seal in-

stallation cap on the end of the valve

stem. If the cap extends more than

1/16 inch below the groove on the valve

stem, remove the cap and cut off the

excess length.

(2) Lubricate the installation

cap and start the seal carefully over

the valve stem. Push the seal down

slowly until it rests on top of the

valve guide.

(3) Remove the installation cap.

b. Current Oil Seal (Fig. 17)

(metal case and reduced inner diameter)

NOTE

To properly install the current

oil seal, use oil seal installer

J 29579.

(1) Lubricate the oil seal and

the valve stem with engine oil and

start the oil seal carefully over the

valve stem.

(2) Using installer J 29579,

drive the seal down slowly until the

tool bottoms on the cylinder head

(spring seat washer removed).

CAUTION

FORMER

DESIGN

CURRENT

DESIGN

Figure 16. Former and Current Design

Exhaust Valves (Four-Valve Head)

TM 5-3895-346-14

EXHAUST VALVES

ENGINE OVERHAUL

SPRING

CAP

Figure 17. Current Valve Guide

Oil Seal

5. Install the valve springs and

valve spring caps.

6. Thread the valve spring compres-

sor J 7455 into one of the rocker shaft

boltholes in the cylinder head

(Fig. 2).

7. Apply pressure to the free end of

the tool to compress the valve spring

and install the two-piece tapered valve

lock. Exercise care to avoid scoring

the valve stem with the valve cap when

compressing the spring.

CAUTION

If valve guide oil seals are

used, compress the valve spring

only enough to permit installa-

tion of the valve locks. Com-

pressing the spring too far may

result in damage to the oil

seal.

8. Release the tool and install the

valve locks on the remaining exhaust

valves in the same manner.

9. Check the position of the exhaust

valve (Fig. 13).

10. Support the cylinder head at

each end with woodblocks and remove the

masking tape so that the exhaust valves

are free. Then give the ends of the

valve stem a sharp tap with a plastic

hammer to seat the valve locks. This

will aid in the proper seating of the

valve locks and reduce the chances of

failure.

11. With the exhaust valves in-

stalled in the cylinder head, use

spring checking gage J 25076-01 and

note the gage reading the moment the

exhaust valve starts to open (Fig. 18).

The minimum pressure required to start

to open the exhaust valve must not be

less than 33 pounds for a two-valve

cylinder head or 25 pounds for a four-

valve cylinder head.

12. Install the injectors, rocker

arms, shafts, brackets, and any other

parts that were previously removed from

the cylinder head.

13. Install the cylinder head.

Refer to Pre installation Inspection and

Install Cylinder Head.

14. Perform a complete engine

tuneup.

102

103

EXHAUST VALVES

TM 5-3895-346-14

ENGINE OVERHAUL

Pressure with Gage J 25076-01

Figure 18. Checking Valve Opening

TM 5-3895-346-14

VALVE ROCKER COVER

ENGINE OVERHAUL

VALVE ROCKER COVER

The valve rocker cover assembly

(Fig. 1) completely encloses the valve

and injector rocker arm compartment at

the top of the cylinder head. The top

of the cylinder head Is sealed against

oil leakage by a gasket located in the

flanged edge of the cover.

An option plate is inserted in a re-

tainer (Fig. 1) attached to the cover

on each in-line engine.

The valve rocker cover assembly on cer-

tain engines may include a breather

assembly or an oil filler, depending

upon the engine application.

Remove and Install Valve Rocker Cover

Clean the valve rocker cover before re-

moving it from the engine to avoid dust

or dirt from entering the valve mech-

anism. Then remove the valve cover

screws and lift the cover straight up

from the cylinder head. Use a new

gasket when reinstalling the cover.

Figure 1. Typical Valve Rocker

Cover Assembly

104

TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT

The crankshaft (Fig. 1) is a one-piece

steel forging, heat-treated to ensure

strength and durability. All main and

connecting rod bearing journal sur-

faces, oil seal surfaces and fillets on

4-53 vehicle engine crankshafts are

induction hardened.

Complete static and dynamic balance of

the crankshaft has been achieved by

counterweights incorporated in the

crankshaft.

The crankshaft end play is controlled

by thrust washers located at the rear

main bearing cap of the engine. Full

pressure lubrication to all connecting

rod and main bearings is provided by

drilled passages within the crankshaft

and cylinder block.

On certain 4-53 engines, a crankshaft

with splines at the front end is used.

These engines use a splined crank-

shaft pulley and pulley mounting

components.

Remove Crankshaft

When removal of the crankshaft becomes

necessary, first remove the transmis-

sion, then proceed as follows:

1. Clean the exterior of the engine.

2. Drain the cooling system.

3. Drain the engine crankcase.

4. Remove all engine to base attach-

ing bolts. Then, with a chain hoist

and sling attached to the lifter

brackets at each end of the engine,

remove the engine from its base.

5. Remove all of the accessories and

assemblies with their attaching parts

as necessary to permit the engine to be

mounted on an overhaul stand.

6. Mount the engine on an overhaul

stand and fasten it securely to the

mounting plate.

COUNTERWEIGHT CONNECTING ROD REAR MAIN

OIL PUMP LUBRICATING PLUG WOODRUFF TIMING

DRIVE GEAR OIL HOLE KEY GEAR

Figure 1. Crankshaft Details and Relative Location of Parts (Three-Cylinder

In-Line Engine Crankshaft Shown)

105

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TM 5-3895-346-14

CRANKSHAFT

ENGINE OVERHAUL

WARNING

Be absolutely sure the engine

is securely attached to the

stand before releasing the lift-

ing sling. Severe injury to

personnel and destruction of

engine parts will result if the

engine breaks away from the

stand.

7. Remove the oil pan.

8. Remove the oil pump inlet pipe

and screen.

9. Remove the flywheel and flywheel

housing.

10. Remove the crankshaft pulley.

11. Remove the front engine support.

12. Remove the engine lower front

cover and oil pump assembly.

13. Remove the cylinder head(s).

14. On the V-type engines, remove

the main bearing cap stabilizers.

15. Remove the connecting rod

bearing caps.

16. Remove the main bearing caps.

17. Remove the thrust washers from

each side of the rear main bearing.

18. Remove the pistons, connecting

rods, and liners.

19. Remove the crankshaft, including

the timing gear (Fig. 2).

20. Refer to Timing Gear for removal

of the crankshaft timing gear and Oil

Pump for the procedure covering removal

of the oil pump drive gear.

Figure 2. Removing or Installing

Inspection

After the crankshaft has been removed,

clean and inspect it thoroughly before

reinstalling it in the engine.

Remove the plugs and clean out the oil

passages thoroughly with a stiff wire

brush. Clean the crankshaft with fuel

oil and dry it with compressed air.

Then reinstall the plugs.

Inspect the keyways for evidence of

cracks or wear. Replace the crank-

shaft, if necessary.

If the crankshaft shows evidence of ex-

cessive overheating, replace the crank-

shaft since the heat treatment has

probably been destroyed.

106

TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT

Used crankshafts will sometimes show a

certain amount of ridging caused by the

groove in the upper main bearing shell

or lower connecting rod bearing shell

(Fig. 3). Ridges exceeding 0.0002 inch

must be removed. If the ridges are not

removed, localized high-unit pressures

on new bearing shells will result

during engine operation.

The ridges may be removed by working

crocus cloth, wet with fuel oil, around

the circumference of the crankshaft

journal. If the ridges are greater

than 0.0005 inch, first use 120-grit

emery cloth to clean up the ridge,

240-grit emery cloth for finishing, and

wet crocus cloth for polishing. Use of

a piece of rawhide or other suitable

rope wrapped around the emery cloth or

crocus cloth and drawn back and forth

will minimize the possibility of an

out-of-round condition developing (keep

the strands of rawhide apart to avoid

bind). If rawhide or rope is not used,

the crankshaft should be rotated at

intervals. If the ridges are greater

than 0.001 inch, the crankshaft may

have to be reground.

Carefully inspect the front and rear

end of the crankshaft in the area of

Figure 3. Typical Ridging of

Crankshaft

the oil seal contact surface for evi-

dence of a rough or grooved condition.

Any imperfections of the oil seal con-

tact surface will result in oil leakage

at this point.

Slight ridges on the crankshaft oil

seal contact surface may be cleaned up

with emery cloth and crocus cloth in

the same manner as detailed for the

crankshaft journals. If the crankshaft

cannot be cleaned up satisfactorily,

the oil seal may be repositioned in the

flywheel housing and front cover as

outlined in Crankshaft and Oil Seals.

Check the crankshaft thrust surfaces

for excessive wear or grooving. If

only slightly worn, the surfaces may be

dressed with a stone. Otherwise it

will be necessary to regrind the thrust

surfaces.

Check the oil pump drive gear and the

crankshaft timing gear for worn or

chipped teeth. Replace the gears, if

necessary.

Inspect the crankshaft for cracks as

outlined under Inspection for Cracks.

Crankshaft Measurements

Support the crankshaft on its front and

rear journals on V-blocks or in a

lathe, and check the alignment at the

adjacent intermediate main journals

with a dial indicator.

On 4-cylinder in-line crankshafts, the

maximum runout on the intermediate

journals must not exceed 0.002 inch

TM 5-3895-346-14

CRANKSHAFT

ENGINE OVERHAUL

(with new shells) exceeds 0.0045 inch

or the main bearing journal-to-bearing

shell clearance (with new shells) ex-

ceeds 0.0040 inch, the crankshaft must

be reground. Measurements of the

crankshaft should be accurate to the

nearest 0.0002 inch. Also, if the

journal taper or the out-of-round is

greater than 0.003 inch, the crankshaft

must be reground.

Also measure the crankshaft thrust

surfaces (Fig. 8).

Inspection for Cracks

Carefully check the crankshaft for

cracks which start at an oilhole and

follow the journal surface at an angle

of 45 to the axis. Any crankshaft

with such cracks must be rejected.

Several methods of determining the

presence of minute cracks not visible

to the eye are outlined below.

Magnetic Particle Method: The part is

magnetized and then covered with a fine

magnetic powder or solution. Flaws,

such as cracks, form a small local

magnet which causes the magnetic par-

ticles in the powder or solution to

gather there, effectively marking the

crack. The crankshaft must be demag-

netized after the test.

Fluorescent Magnetic Particle Method:

This method is similar to the magnetic

particle method, but is more sensitive

since it employs magnetic particles

which are fluorescent and glow under

black light. Very fine cracks that may

be missed under the first method,

especially on discolored or dark sur-

faces, will be disclosed under the

black light.

Fluorescent Penetrant Method: This is

a method which may be used on both non-

magnetic and magnetic materials. A

highly fluorescent, liquid penetrant is

applied to the part. Then the excess

penetrant is removed from the surface

and the part is dried. A developing

powder is then applied which helps to

draw the penetrant out of the flaws by

capillary action. Inspection is car-

ried out under black light.

Nonfluorescent Penetrant Method: The

test area being inspected is sprayed

with Spotcheck or Dye Check. Allow 1

to 30 minutes to dry. Remove the ex-

cess surface penetrant with clean

cloths premoistened with cleaner/

remover. DO NOT FLUSH SURFACE WITH

CLEANER/REMOVER because this will

impair sensitivity. Repeat this proce-

dure with additional wipings until

residual surface penetrant has been

removed. Shake developer thoroughly

until agaitator rattles. Invert spray

can and spray short bursts to clear

valve. Then spray this even developer

film evenly over the test area being

TM 5-3895-346-14

.ENGINE OVERHAUL

Crankshaft failures are rare and when

one cracks or breaks completely, it Is

very Important to make a thorough

inspection for contributory factors.

Unless abnormal conditions are dis-

covered and corrected, there will be a

repetition of the failure.

There are two types of loads imposed on

a crankshaft in service: a bending

force and a twisting force. The design

of the shaft is such that these forces

produce practically no stress over most

of the surface. Certain small areas,

designated as critical areas, sustain

most of the load (Fig. 4).

Bending fatigue failures result from

bending of the crankshaft which takes

place once per revolution.

The crankshaft is supported between

each of the cylinders by a main bearing

and the load imposed by the gas pres-

sure on top of the piston is divided

between the adjacent bearings. An

abnormal bending stress in the crank-

shaft, particularly in the crank fil-

let, may be a result of misalignment of

the main bearing bores, improperly

fitted bearings, bearing failures, a

loose or broken bearing cap, or unbal-

anced pulleys. Also, drive belts which

are too tight may impose a bending load

upon the crankshaft.

Failures resulting from bending start

at the pin fillet and progress through-

out the crank cheek, sometimes extend-

ing into the journal fillet. If main

bearings are replaced due to one or

more badly damaged bearings, a careful

inspection must be made to determine if

any cracks have started in the crank-

shaft. These cracks are most likely to

occur on either side of the damaged

bearing.

Torsional fatigue failures result from

torsional vibration which takes place

at high frequency.

CRANKSHAFT

Figure 4. Critical Crankshaft Loading

Zones

A combination of abnormal speed and

load conditions may cause the twisting

forces to set up a vibration, referred

to as torsional vibration, which im-

poses high stresses at the locations

shown in Fig. 4.

Torsional stresses may produce a frac-

ture in either the connecting rod

journal or the crank cheek. Connecting

rod journal failures are usually at the

fillet at 45 to the axis of the shaft.

A loose, damaged, or defective vibra-

tion damper, a loose flywheel, or the

introduction of improper or additional

pulleys or couplings are usual causes

of this type of failure. Also, over-

speeding of the engine or resetting the

governor at a different speed than

intended for the engine application may

TM 5-3895-346-14

CRANKSHAFT

ENGINE OVERHAUL

the axis of the shaft) starting from

either the critical fillet locations or

the connecting rod journal oilholes as

shown in Fig. 5. Replace the crank-

shaft when cracks of this nature are

found.

Crankshaft Grinding

In addition to the standard size main

and connecting rod bearings, 0.002,

0.010, 0.020, and 0.030 inch undersize

bearings are available.

NOTE

The 0.002 inch undersize bear-

ings are used only to compen-

sate for slight wear on crank-

shafts on which regrinding is

unnecessary.

If the crankshaft is to be reground,

proceed as follows:

1. Compare the crankshaft journal

measurements taken during inspection

with the dimensions in Table 1 and

Fig. 6 and determine the size to which

the journals are to be reground.

Figure 5. Crankshaft Fatigue Cracks

Figure 6. Dimensions of Crankshaft

Journals - In-Line Engine

2. If one or more main or connecting

rod journals require grinding, then

grind all of the main journals or all

of the connecting rod journals to the

same required size.

3. All journal fillets in the in-

line crankshafts must have a 0.130 to

0.160 inch radius between the crank

cheek and the journal and must not have

any sharp grind marks (Fig. 7). The

fillet must blend smoothly into the

journal and the crank cheek and must be

free of scratches. The radius may be

checked with a fillet gage.

4. Care must be taken to avoid

localized heating which often produces

grinding cracks. Cool the crankshaft

while grinding, using coolant gener-

ously. Do not crowd the grinding wheel

into the work.

5. Polish the ground surfaces to an

8-12 rms finish. The reground journals

will be subject to excessive wear

unless polished smooth.

110

TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT

Bearing

Size

Conn. Rod

Journal Dia.

Main Bearing

Journal Dia.

In-Line Engines

Standard

0.002 inch Undersize

0.010 inch Undersize

0.020 inch Undersize

0.030 inch Undersize

2.499-2.500 inches

2.497-2.498 inches

*2.489-2.490 inches

*2.479-2.480 inches

*2.469-2.470 inches

2.999-3.000 inches

2.997-2.998 inches

*2.989-2.990 inches

*2.979-2.980 inches

*2.969-2.970 inches

Dimension of reground crankshaft

TABLE 1

0.100" TO 0.130" RADIUS

(V-ENGINES)

0.130" TO 0.160" RADIUS

(IN-LINE ENGINES)

AVOID

SHARP

CORNERS

/////////

77-7-7777

Figure 7. Crankshaft Journal Fillets

6. If the thrust surfaces of the

crankshaft (Fig. 8) are worn or grooved

excessively, they must be reground and

polished. Care must be taken to leave

a 0.130 to 0.160-inch radius on the in-

line crankshaft between each thrust

surface and the bearing journal.

7. Stone the edge of all oilholes in

the journal surfaces smooth to provide

a radius of approximately 3/32 inch.

8. After grinding has been com-

pleted, inspect the crankshaft by the

magnetic particle method to determine

whether cracks have originated due to

the grinding operation.

9. Demagnetize the crankshaft.

10. Remove the plugs and clean the

crankshaft and oil passages thoroughly

with fuel oil. Dry the shaft with

compressed air and reinstall the plugs.

Install Crankshaft

If a new crankshaft is to be installed,

steam clean it to remove the rust pre-

ventive, blow out the oil passages with

compressed air, and install the plugs.

Then install the crankshaft as follows:

1. Assemble the crankshaft timing

gear (Timing Gears) and the oil pump

Generated for [email protected] on 2013-05-10 18:32 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

TM 5-3895-346-14

CRANKSHAFT

ENGINE OVERHAUL

1.499"

1.501"

.67'

1.299"

1.34"

1.301'

IN-LINE

ENGINE

V-TYPE

ENGINE

Figure 8. Standard Dimensions at

Crankshaft Thrust Surfaces - In-Line

and V-Type Engines

the doweled lower halves on each side

of the rear main bearing cap. The

grooved side of the thrust washers must

face toward the crankshaft thrust

surfaces.

CAUTION

If the crankshaft thrust sur-

faces were reground, it may be

necessary to install oversize

thrust washers on one or both

sides of the rear main journal.

Refer to Fig. 8 and Table 2.

5. Install the lower bearing shells

(no oil grooves) in the bearing caps.

If the old bearing shells are to be

used again, install them in the same

bearing caps from which they were

removed.

6. Install the bearing caps and

lower bearing shells as outlined under

Install Main Bearing Shells.-

NOTE

3. Apply clean engine oil to all

crankshaft journals and install the

crankshaft in place so that the timing

marks on the crankshaft timing gear and

the idler gear match. Refer to Gear

Train and Timing for the correct method

of timing the gear train.

4. Install the upper halves of the

crankshaft thrust washers on each side

of the rear main bearing support and

If the bearings have been in-

stalled properly, the crank-

shaft will turn freely with all

of the main bearing cap bolts

drawn to the specified torque.

7. Check the crankshaft end play by

moving the crankshaft toward the gage

(Fig. 9) with a pry bar. Keep a con-

stant pressure on the pry bar and set

the dial indicator to zero. Then

Nominal

Size

Thrust Washer

Thickness

Min.

Max.

Standard

0.1190 inch

0.1220 inch

0.005 inch Oversize

TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT

Figure 9. Checking Crankshaft End

Play

remove and insert the pry bar on the

other side of the bearing cap. Force

the crankshaft in the opposite direc-

tion and note the amount of end play on

the dial. The end play should be 0.004

to 0.011 inch with new parts or a maxi-

mum of 0.018 inch with used parts.

Insufficient end play can be the result

of a misaligned rear main bearing or a

burr or dirt on the inner face of one

or more of the thrust washers.

8. Install the cylinder liner, pis-

ton, and connecting rod assemblies

(Cylinder Liner).

9. Install the cylinder head(s)

(Cylinder Head).

10. Install the flywheel housing

(Flywheel Housing), then install the

flywheel (Flywheel).

11. Install the crankshaft lower

engine front cover and oil pump

assembly on in-line engines.

12. Install the engine front sup-

port, if used.

13. Install the crankshaft pulley

(Crankshaft Pulley).

14. Install the oil pump inlet pipe

and screen on in-line engines.

15. Check the crankshaft for distor-

tion (bending) at the rear connecting

rod journal counterweights before and

after installing a transmission. If

improperly installed, these components

can distort the crankshaft and cause a

crankshaft malfunction.

CAUTION

Overtightened drive belts can

also cause crankshaft distor-

tion. Refer to Lubrication

and Preventive Maintenance for

recommended belt tension.

IMPORTANT

The part attached should not

decrease crankshaft end play.

While in each case one must be guided

by the individual circumstances and

facts that evolve, generally speaking

Detroit Diesel Allison cannot be re-

sponsible for system damage caused by

engine-to-driven component interference

and/or distortion. Consequently, the

engine crankshaft end play check and

crankshaft distortion check are MUSTS.

Check the crankshaft distortion as

follows:

a. Rotate the crankshaft clockwise

until the crankshaft counterweights at

the rear connecting rod journal are in

the 6 o'clock position.

b. Center punch a hole in the in-

side face of each counterweight cheek,

one quarter of an inch from the lower

end of each counterweight, to support

the gage.

113

TM 5-3895-346-14

CRANKSHAFT

ENGINE OVERHAUL

c. Install a gage (Starrett Co.

No. 696 dial gage, or equivalent) in

the center punch holes in the cheek of

each counterweight as shown in Fig. 10.

d. Set the dial indicator at zero,

then rotate the crankshaft approximate-

ly 90 in both directions. Do not

allow the gage to contact the connect-

ing rod caps or bolts. Note and record

the dial indicator readings at the 3,

6, and 9 o'clock crankshaft counter-

weight positions. The maximum allow-

able variation Is 0.0045-inch total

indicator reading.

NOTE

Remove the tool that was used

to rotate the crankshaft when

taking the dial indicator

readings.

e. If the reading on the gage ex-

ceeds 0.0045 inch, check the trans-

mission, for improper installation and

realign as necessary.

16. Affix a new gasket to the oil

pan flange and install the oil pan.

17. Use a chain hoist and sling at-

tached to the lifting bracket at each

end of the engine and remove the engine

from the overhaul stand.

Figure 10. Crankshaft Distortion

Measuring Gage Mounted on Crankshaft

18. Install all of the accessories

that were removed.

19. After the engine has been com-

pletely reassembled, refer to the

Lubricating Oil Specifications and

refill the crankcase to the proper

level on the dipstick.

20. Close all of the drains and fill

the cooling system.

21. After replacing the main or con-

necting rod bearings or installing a

new or reground crankshaft, operate the

engine as outlined in Run-in.

114

TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT OIL SEALS

An oil seal is used at each end of the

crankshaft to retain the lubricating

oil in the crankcase. The sealing lips

of the oil seals are held firmly, but

not tight, against the crankshaft seal-

ing surfaces by a coil spring.

The front oil seal is pressed into the

lower front cover on in-line engines

(Fig. 1).

A single-lip oil seal is used at the

rear end of the crankshaft of most

industrial engines. The rear oil seal

is pressed into the flywheel housing

(Fig. 2).

Oil leaks indicate worn or damaged oil

seals. Oil seals may become worn or

damaged due to improper installation,

excessive main bearing clearances, ex-

cessive flywheel housing bore runout,

or grooved sealing surfaces on the

crankshaft. To prevent a repetition of

any oil seal leaks, these conditions

must be checked and corrected.

Remove Crankshaft Oil Seals

Remove the engine front cover (Engine

Front Cover (Lower)), outboard bearing

Figure 1. Crankshaft Front Oil Seal

support or the flywheel housing (Fly-

wheel Housing) and remove the oil seals

as follows:

1. Support the forward face of the

front cover, or the outboard bearing

support, on two woodblocks next to the

oil seal bore. Then press or drive the

oil seal out of the front cover or the

outboard bearing support. Discard the

oil seal.

2. Support the forward face of the

flywheel housing on in-line engines on

two woodblocks next to the oil seal

bore. Then press or drive the oil seal

out of the housing. Discard the oil

seal.

3. Clean the oil seal bore in the

front cover, outboard bearing support,

or flywheel housing thoroughly before

installing a new oil seal.

When necessary, an oil seal may be re-

moved without removing the front cover,

outboard bearing support, or flywheel

Figure 2. Crankshaft Rear Oil Seal

115

TM 5-3895-346-14

CRANKSHAFT OIL SEALS

ENGINE OVERHAUL

housing. This may be done by drilling

diametrically opposite holes in the

seal casing and threading metal screws,

backed by flat washers, into the cas-

ing. Remove the seal by prying against

the washers with pry bars.

Inspection

Inspect the front and rear end of the

crankshaft for wear due to the rubbing

action of the oil seal, dirt buildup,

or fretting caused by action of the

flywheel.

The crankshaft surface must be clean

and smooth to prevent damaging the seal

lip when a new oil seal is installed.

Slight ridges may be removed from the

crankshaft as outlined under

Inspection.

On in-line engines, if the crankshaft

cannot be cleaned up satisfactorily,

the oil seal may be pressed into the

flywheel housing or the front cover 1/8

inch from its original position.

If excessive wear or grooving is pre-

sent, install an oil seal sleeve (Fig.

3 & 4) which provides a replaceable

wear surface for the lip-type oil seal.

The oil seal sleeve may be used with

either the single-lip or double-lip

Figure 3. Use of Rear Oil Seal Sleeve

on Grooved Crankshaft

type oil seal, and can also be used in

conjunction with the seal spacer.

However, an oversize oil seal must be

used with the sleeve.

Install the rear oil seal sleeve

(Fig. 3) as follows:

1. Stone the high spots from the oil

seal contact surface of the crankshaft.

2. Coat the area of the shaft where

the sleeve will be positioned with

shellac or an equivalent sealant.

3. Drive the sleeve squarely on the

shaft with crankshaft rear oil seal

sleeve installer J 21277.

4. Wipe off any excess sealant.

5. Coat the outside diameter of the

sleeve with engine oil.

Install the front oil seal sleeve

(Fig. 4) as follows:

I. Stone the high spots from the oil

seal contact surface of the crankshaft.

Figure 4. Use of Front Oil Seal Sleeve

on Grooved Crankshaft

116

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TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT OIL SEALS

2. Coat the area of the shaft where

the sleeve will be positioned with

shellac or an equivalent sealant.

3. Position the sleeve on the crank-

shaft with the radius on the sleeve

facing away from the engine.

4. Drive the sleeve squarely on the

shaft with front oil seal sleeve in-

staller J 22524 and the crankshaft

pulley retaining bolt.

5. Wipe off any excess sealant.

6. Coat the outside diameter of the

sleeve with engine oil.

NOTE

To remove a worn sleeve, peen

the outside diameter of the

sleeve until it stretches suf-

ficiently so it can be slipped

off of the end of the crank-

shaft.

Oil Seals

Current oil seals are made of an oil

resistant synthetic rubber which is

prelubricated with a special lubricant.

DO NOT REMOVE THIS LUBRICANT. Keep

the sealing lip clean and free from

scratches. In addition, a plastic

coating which acts as a sealant has

been applied to the outer surface of

the casing. Do not remove this

coating.

The rear oil seal may have either an

open or closed back. Both types are

serviced.

Install Crankshaft Front Oil Seal

1. If the oil seal is not precoated,

apply a non-hardening sealant to the

periphery of the metal casing.

2. Coat the lip of the new oil seal

lightly with grease or vegetable short-

ening. Then position the seal in the

cover or outboard bearing support with

the lip of the seal pointed toward the

inner face of the cover or bearing

support.

3. Place the cover or outboard bear-

ing support in an arbor press (inner

face down).

4. On in-line engines, use installer

J 9783 to press the oil seal into the

cover until the seal is flush with the

outside face of the cover.

5. Remove any excess sealant.

6. Install the engine front cover or

the outboard bearing support.

Install Crankshaft Rear Oil Seal

1. Support the inner face of the

flywheel housing in an arbor press or

on a flat surface.

2. If the new seal is not precoated,

apply a nonhardening sealant to the

periphery of the metal casing. Then

position the seal with the lip pointed

toward the inner face of the housing.

3. Coat the lip of the oil seal

lightly with engine oil (single-lip

seal) or vegetable shortneing (double-

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118

TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT OIL SEALS

TM 5-3895-346-14

ENGINE OVERHAUL

MAIN BEARINGS

CRANKSHAFT MAIN BEARINGS

The crankshaft main bearings shells

(Fig. 1) are precision made and are

replaceable without machining. They

consist of an upper bearing shell

seated in each cylinder block main

bearing support and a lower bearing

shell seated in each main bearing cap.

The bearing shells are prevented from

endwise or radial movement by a tang at

the parting line at one end of each

bearing shell. The tangs on the lower

bearing shells are off-center and the

tangs on the upper bearing shells are

centered to aid correct installation.

On in-line engines, a 7/16-inch oilhole

in the groove of each upper bearing

shell, midway between the parting

lines, registers with a vertical oil

passage in the cylinder block. Lubri-

cating oil under pressure passes from

the cylinder block oil gallery by way

of the bearing shells to the drilled

passages in the crankshaft, then to the

connecting rods and connecting rod

bearings.

The lower main bearing shells have no

oil grooves; therefore, the upper and

lower bearing shells must not be

interchanged.

Thrust washers (Fig. 1) on each side of

the rear main bearing, absorb the

crankshaft thrust. The lower halves of

the two-piece washers are doweled to

the bearing cap; the upper halves are

not doweled.

Main bearing trouble is ordinarily in-

dicated by low or no oil pressure. All

of the main bearing load is carried on

the lower bearings; therefore, wear

will occur on the lower bearing shells

first. The condition of the lower

bearing shells may be observed by re-

moving the main bearing caps.

If main bearing trouble is suspected,

remove the oil pan, then remove the

main bearing caps, one at a time (as

outlined below), and examine the bear-

ing shells.

INTERMEDIATE

VIN BEARING

CAP

REAR MAIN

BEARING CAP

UPPER MAIN

BEARING SHELL

Figure 1. Main Bearing Shells, Bearing

Caps, and Crankshaft Thrust Washers -

In-Line Engines

Remove Main Bearing Shells (Crankshaft

in Place)

The bearing caps are numbered 1, 2, 3,

etc., indicating their respective posi-

tions and, when removed, must always be

reinstalled in their original position.

All crankshaft main bearing journals,

except the rear journal, are drilled

TM 5-3895-346-14

MAIN BEARINGS

ENGINE OVERHAUL

3. Remove one main bearing cap at a

time and inspect the bearing shells as

outlined under Inspection. Reinstall

each bearing shell and bearing cap

before removing another bearing cap:

a. To remove all except the rear

main bearing shell, insert a 1/4 x

3/4-inch long bolt with a 1/2-inch

diameter and 1/16-inch thick head (made

from a standard bolt) into the crank-

shaft journal oilhole. Then revolve

the shaft to the right (clockwise) and

roll the bearing shell out of position

as shown in Fig. 2. The head of the

bolt must not extend beyond the outside

diameter of the bearing shell.

b. Remove the rear main bearing

upper shell by tapping on the edge of

the bearing with a small curved rod,

revolving the crankshaft at the same

time to roll the bearing shell out as

shown in Fig. 3.

c. The lower halves of the crank-

shaft thrust washers will be removed

along with the rear main bearing cap.

The upper halves of the washers can be

removed for inspection by pushing on

the ends of the washers with a small

rod, forcing them around and out of the

main bearing support.

Figure 2. Removing Upper Main Bearing

Shell (Except Rear Main)

Figure 3. Removing Upper Rear Main

Bearing Shell

Inspection

Bearing failures may result from deter-

ioration (acid formation) or contamina-

tion of the oil or loss of oil. An

analysis of the lubricating oil may be

required to determine if corrosive acid

and sulphur are present which cause

acid etching, flaking, and pitting.

Bearing seizure may be due to low oil

or no oil.

Check the oil filter elements and re-

place them if necessary. Also check

the oil bypass valve to make sure it is

operating freely.

120

TM 5-3895-346-14

ENGINE OVERHAUL

MAIN BEARINGS

After removal, clean the bearings and

inspect them for scoring, pitting,

flaking, etching, loss of babbitt, or

signs of overheating (Fig. 4). The

lower bearing shells, which carry the

load, will normally show signs of dis-

tress before the upper bearing shells.

Inspect the backs of the bearing shells

for bright spots which indicate they

have been moving in the bearing caps or

bearing supports. If such spots are

present, discard the bearing shells.

Measure the thickness of the bearing

shells at point C, 90 from the parting

line, as shown in Fig. 5 and 6. Tool J

4757, placed between the bearing shell

and a micrometer, will give an accurate

measurement. The bearing shell thick-

ness will be the total thickness of the

steel ball in the tool and the bearing

shell, less the diameter of the ball.

This is the only practical method for

measuring the bearing thickness, unless

a special micrometer is available for

this purpose. The minimum thickness of

a worn standard main bearing shell is

.1230 inch and, if any of the bearing

shells are thinner than this dimension,

replace all of the bearing shells. A

new standard bearing shell has a thick-

ness of .1245 to .1250 inch.

In addition to the thickness measure-

ment, check the clearance between the

main bearings and the crankshaft

journals. This clearance may be deter-

mined with the crankshaft in place by

means of a soft plastic measuring strip

which is squeezed between the journal

and the bearing (refer to Shop Notes').

With the crankshaft removed, measure

the outside diameter of the crankshaft

main bearing journals and the inside

diameter of the main bearing shells

SCORED AND PITTED BEARINGS

UNFIT FOR FURTHER USE

Figure 4. Comparison of Main Bearing Shells

121

TM 5-3895-346-14

MAIN BEARINGS

ENGINE OVERHAUL

Figure 5. Main Bearing Measurements

installed in place with the proper

torque on the bearing cap bolts. When

installed, the bearing shells are 0.001

inch larger in diameter at the parting

line than 90 from the parting line.

The bearing shells do not form a true

circle when not installed. When in-

stalled, the bearing shells have a

squeeze fit in the main bearing bore

and must be tight when the bearing cap

is drawn down. This crush assures a

tight, uniform contact between the

bearing shell and bearing seat. Bear-

ing shells that do not have sufficient

crush will not have uniform contact, as

shown by shiny spots on the back, and

must be replaced. If the clearance

between any crankshaft journal and its

bearing shells exceeds 0.0060 inch, all

of the bearing shells must be discarded

and replaced. This clearance is 0.0010

to 0.0040 inch with new parts.

Before installing new replacement bear-

ings , it is very important to thorough-

ly inspect the crankshaft journals.

Very often, after prolonged engine

operation, a ridge is formed on the

crankshaft journals in line with the

journal oilholes. If this ridge is not

removed before the new bearings are

installed, then, during engine opera-

tion, localized high unit pressures in

the center area of the bearing shell

will cause pitting of the bearing sur-

face. Also, damaged bearings may cause

bending fatigue and resultant cracks in

the crankshaft. Refer to Crankshaft

Inspection for removal of ridges and

inspection of the crankshaft.

Do not replace one main bearing shell

alone. If one bearing shell requires

replacement, install all new upper and

lower bearing shells. Also, if a new

or reground crankshaft is to be used,

install all new bearing shells.

Bearing shells are available in 0.010,

0.020 and 0.030 inch undersize for

service with reground crankshafts. To

determine the size bearings required,

refer to Crankshaft Grinding. Bearings

which are 0.002 inch undersize are

available to compensate for slight

journal wear where it is unnecessary to

regrind the crankshaft.

122

TM 5-3895-346-14

ENGINE OVERHAUL

MAIN BEARINGS

Bearing

Size

Bearing

Thickness

Minimum

Thickness

In-Line Engines

Standard

0.002 inch Undersize

0.010 inch Undersize

0.020 inch Undersize

0.030 inch Undersize

0.1245-0.1250 inch

0.1255-0.1260 inch

0.1295-0.1300 inch

0.1345-0.1350 inch

0.1395-0.1400 inch

0.1230 inch

0.1240 inch

0.1280 inch

0.1330 inch

0.1380 inch

TABLE 1

CAUTION

Bearing shells are NOT rework-

able from one undersize to an-

other under any circumstances.

Inspect the crankshaft thrust washers.

If the washers are scored or worn ex-

cessively or the crankshaft end play is

excessive, they must be replaced. Im-

proper clutch adjustment can contribute

to excessive wear on the thrust wash-

ers. Inspect the crankshaft thrust

surfaces. Refer to Install Crankshaft.

If, after dressing or regrinding the

thrust surfaces, new standard size

thrust washers do not hold the crank-

shaft end play within the specified

limits, it may be necessary to install

oversize thrust washers on one or both

sides of the rear main bearing. A new

standard size thrust washer is 0.1190

to 0.1220 inch thick. Thrust washers

are available in 0.005 inch and 0.010

inch oversize.

Install Main Bearing Shells (Crankshaft

in Place)

Make sure all of the parts are clean.

Then apply clean engine oil to each

crankshaft journal and install the

upper main bearing shells by reversing

the sequence of operations given for

removal.

The upper and lower main bearing shells

are not alike: the upper bearing shell

is grooved and drilled for lubrication;

the lower bearing shell is not. Be

sure to install the grooved and drilled

bearing shells in the cylinder block

and the plain bearing shells in the

bearing caps, otherwise the oil flow to

the bearings and to the upper end of

the connecting rods will be blocked

off. Used bearing shells must be re-

installed on the same journal from

which they were removed.

TM 5-3895-346-14

MAIN BEARINGS

ENGINE OVERHAUL

Figure 7. Crankshaft Thrust Washers

in Place

CAUTION

The main bearing caps are bored

in position and stamped 1, 2, 3,

etc. They must be installed in

their original positions with

the marked side of each cap fac-

ing the same side of the cylin-

der block that carried the

engine serial number.

4. With the lower main bearing

shells installed in the bearing caps,

apply a small quantity of International

Compound No. 2, or equivalent, to the

bolt threads and the bolthead contact

area. Install the bearing caps and

stabilizers (if used) and draw the

bolts up snug. Then rap the caps

sharply with a soft hammer to seat them

properly. Tighten all bolts (except

the rear main bearing bolts) to 120-

130 lb ft (163-177 Nm) torque starting

with the center bearing cap bolts and

working alternately towards both ends

of the block. Tighten the rear main

bearing bolts to 40-50 lb ft (-54-68 Nm)

torque. Strike both ends of the crank-

shaft two or three sharp blows with a

soft hammer to ensure proper position-

ing of the rear main bearing cap in the

block saddle. Retorque all bearing

bolts to 120-130 lb ft (163-177 Nm).

NOTE

If the bearings have been in-

stalled properly, the crankshaft

will turn freely with all of the

main bearing cap bolts drawn to

the specified torque.

5. Check the crankshaft end play as

outlined under Install Crankshaft.

6. Install the lubricating oil pump

and the oil inlet pipe assembly.

7. Install the oil pan, using a new

gasket.

8. Fill the crankcase to the proper

level on the dipstick with heavy-duty

lubricating oil of the recommended

grade and viscosity (refer to Lubri-

cating Oil Specifications).

9. After installing new bearing

shells, operate the engine on a run-in

schedule.

124

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE FRONT COVER (LOWER)

ENGINE FRONT COVER (Lower)

The engine lower front cover is mounted

against the cylinder block at the lower

front end of the engine (Fig. 1). It

serves as a housing for the crankshaft

front oil seal, the lubricating oil

pump, the oil pressure regulator valve,

and the oil cooler bypass valve. The

cleanout openings in the periphery of

the current cover incorporate tapped

holes and 1/2-14 threaded plugs.

On all in-line engines effective with

engine serial number 4D-6027, the oil

pressure regulator valve is located on

the right-hand side of the engine front

cover, as viewed from the front of the

engine. Prior to the above engine seri-

al number, the oil pressure regulator

valve was located on the left-hand side

of the front cover just below the oil

cooler bypass valve.

Figure 1. Engine Front Cover Mounting

(Lower) - In-Line Engine

. Remove Engine Front Cover

1. Drain the oil and remove the oil

pan.

2. Remove the crankshaft pulley as

outlined in Crankshaft Pulley.

3. Remove the two bolts and lock-

washers that secure the lubricating oil

pump inlet tube flange or elbow to the

engine front cover.

4. Remove the bolts and lockwashers

that secure the engine front cover to

the cylinder block.

5. Strike the cover with a soft

hammer to free it from the dowels.

Pull the cover straight off the end of

the crankshaft.

6. Remove the cover gasket.

7. Inspect the oil seal and lubri-

cating oil pump as outlined in Crank-

shaft Oil Seals and oil Pump. Also

check the oil pressure regulator valve

and oil cooler bypass valve as outlined

in Oil Pressure Regulator and Lubricat-

ing Oil Cooler.

Install Engine Front Cover

1. Affix a new cover gasket to the

cylinder block.

2. Install oil seal expander J 7454

over the front end of the crankshaft.

3. Thread two 3/8-16 pilot studs

approximately 8 inches long into two

diametrically opposite boltholes in the

cylinder block to guide the cover in

place (Fig. 2).

4. Apply a light coat of cup grease

to the lip of the oil seal. Slide the

engine front cover over the oil seal

expander and pilot studs as shown in

Fig. 2. Push the cover forward until

the inner rotor of the oil pump

125

TM 5-3895-346-14

ENGINE FRONT COVER (LOWER)

ENGINE OVERHAUL

Figure 2. Installing Lower Engine

Front Cover - In-Line Engine

contacts the pump drive gear on the

crankshaft. Rotate the crankshaft

slightly to align the teeth, then push

the cover up against the gasket and

block. Do not force the cover.

5. Remove the oil seal expander and

pilot studs.

6. Refer to Fig. 1 and install the

3/8-16 bolts and lockwashers. Tighten

the bolts to 30-35 lb ft (41-47 Nm)

torque.

7. Affix a new seal ring on the end

of the lubricating oil pump inlet tube

next to the flange on an in-line en-

gine. Attach the flange or elbow to

the front cover with bolts and lock-

washers. Tighten the bolts to 13-17 lb

ft (18-23 Nm) torque.

8. Affix a new oil pan gasket to the

bottom of the cylinder block, then

install and secure the oil pan to the

block with bolts and lockwashers.

Tighten the bolts to 13-17 lb ft

(18-23 Nm) torque.

9. Install the crankshaft pulley.

10. Refer to Lubricating Oil

Specifications and refill the crankcase

to the proper level on the dipstick.

126

TM 5-3895-346-14

ENGINE OVERHAUL

CRANKSHAFT PULLEY

The crankshaft pulley is secured to the

front end of the crankshaft by a spe-

cial washer and a bolt. The engine

application determines the type of

crankshaft pulley to be used.

The appearance of the rubber bushing

does not determine the condition of a

rubber mounted crankshaft pulley.

Check for failure of the rubber bushing

by locking the crankshaft and applying

pressure to the crankshaft pulley. If

the pulley cannot be rotated, the bush-

ing is in satisfactory condition. If

necessary, replace the rubber bushing.

Remove Crankshaft Pulley

1. Remove the belts from the crank-

shaft pulley.

2. Remove the crankshaft pulley

retaining bolt and special washer.

3. If a rigid-type pulley is being

removed from an in-line engine, install

the pulley retaining bolt and puller J

24420 as shown in Fig. 1. Then force

the pulley off the crankshaft by turn-

ing the puller center screw in.

NOTE

On pulleys that do not incorpor-

ate two tapped holes in the

front face of the pulley, use

a two-arm, universal-type puller.

4. Remove the outer and inner cones,

if used.

Install Crankshaft Pulley

1. Lubricate the end of the crank-

shaft with engine oil to facilitate

pulley installation.

2. Slide the inner cone (Fig. 3), if

used, on the crankshaft.

3. Start the pulley straight on the

end of the crankshaft.

PULLET

Figure 1. Removing Crankshaft Pulley

Using Puller J 24420

4. Install a rigid-type pulley on an

in-line or 6V engine with installer

J 7773 as shown in Fig. 2. Then remove

the installer.

5. Slide the outer cone (Fig. 3), if

used, on the crankshaft.

6. Place the washer on the crank-

shaft bolt and thread the bolt into the

front end of the crankshaft.

7. On certain 4-53 engines, a

splined crankshaft pulley is used.

Place a drive flange washer over the

splined end of the crankshaft. Align

the splines and tap the pulley on the

crankshaft with a plastic hammer.

Place another drive flange washer on

the bolt and thread it into the end of

the crankshaft. Tighten the 3/4-16

bolt to 290-300 lb ft (393-407 Nm)

torque.

8. On in-line engines with cone

mounted pulleys NOT stamped with the

letter A, tighten the 3/4-16 bolt to

290-300 lb ft (393-407 Nm) torque.

TM 5-3895-346-14

CRANKSHAFT PULLEY

ENGINE OVERHAUL

BOLT

PULLEY

OUTER

CONE

INNER

CONE

CRANKSHAFT

RETAINER

Figure 2. Installing Crankshaft

Pulley Using Installer J 7773

9. On all in-line and 6V engines

with the rigid-type pulleys and

cone-mounted pulleys stamped with the

letter A, tighten the 3/4-16 bolt to

200-220 lb ft (271-298 Nm) torque.

Figure 3. Cone Mounted Pulley

10. When pulleys stamped with the

letter U (in a square box) are used,

tighten the 3/4-16 bolt to 290-310 lb

ft (393-421 Nm) torque.

11. Install and adjust the belts.

128

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TM 5-3895-346-14

ENGINE OVERHAUL

FLYWHEEL

The flywheel is attached to the rear

end of the crankshaft with six self-

locking bolts. A scuff plate is used

between the flywheel and the boltheads

to prevent the boltheads from scoring

the flywheel surface.

A steel ring gear, which meshes with

the starting motor pinion, is shrunk

onto the rim of the flywheel.

The flywheel is machined to provide

true alignment with the clutch or a

power takeoff driving ring, and the

center bore provides for installation

of a clutch pilot bearing. The clutch

or power takeoff driving ring is bolted

to the flywheel.

An oil seal ring, which provides an

oil-tight connection between the

crankshaft and the flywheel, is fitted

into a groove on flywheels used with

hydraulic couplings, clutches, or

Torqmatic converters.

The flywheel must be removed for

service operations such as replacing

the starter ring gear, crankshaft, or

flywheel housing. On torque converter

units, the flywheel is part of the

torque converter assembly and is cov-

ered in the applicable converter ser-

vice manual.

Remove Flywheel (Transmission Removed)

1. If a clutch housing is attached

to the flywheel housing, remove the

flywheel as follows:

a. Remove the flywheel attaching

bolts and the scuff plate.

b. Lift the flywheel off the end

of the crankshaft and out of the clutch

housing.

2. If a clutch housing isn't used,

remove the flywheel as follows:

a. Remove the flywheel attaching

bolts and the scuff plate while holding

the flywheel in position by hand, then

reinstall one bolt.

WARNING

When removing or installing the

attaching bolts, hold the fly-

wheel firmly against the crank-

shaft by hand to prevent it from

slipping off the end of the

crankshaft. The flywheel is NOT

doweled to the crankshaft.

b. Attach flywheel lifting tool J

6361-01 to the flywheel with two 3/8-16

bolts of suitable length as shown in

Fig. 1 or use tool J 25026.

Figure 1. Removing Flywheel

129

TM 5-3895-346-14

FLYWHEEL

ENGINE OVERHAUL

c. Attach a chain hoist to the

lifting tool.

d. Remove the remaining flywheel

attaching bolt.

e. Move the upper end of the

lifting tool in and out to loosen the

flywheel, then withdraw the flywheel

from the crankshaft and the flywheel

housing.

f. Remove the clutch pilot bear-

ing, if used, as outlined in Clutch

Pilot Bearing.

g. Remove the oil seal ring, if

used.

Inspection

Check the clutch contact face of the

flywheel for scoring, overheating, or

cracks. If scored, the flywheel may be

refaced. However, DO NOT remove more

than 0.020 inch of metal from the

flywheel. Maintain all of the radii

when refacing the flywheel.

Replace the ring gear if the gear teeth

are excessively worn or damaged.

Check the butt end of the crankshaft

and flywheel contact surface. If

necessary, lightly stone the crankshaft

end and the flywheel contact surface to

remove any fretting or brinnelling.

On crankshafts with dowels, be sure to

check the dowel extension. Dowels must

not extend more than 1/2 inch (13 mm)

from the crankshaft.

Make sure that the crankshaft and fly-

wheel contact surfaces and the bolt

threads in the crankshaft end are clean

and dry, to ensure proper metal-to-

metal contact and maximum friction,

before attaching the flywheel.

New bolts should be used to mount or

remount the flywheel. However, if the

original bolts are determined to be

serviceable and are to be reused, clean

them thoroughly before starting the

assembly procedure.

Remove Ring Gear

Note whether the ring gear teeth are

chamfered. The replacement gear must

be installed so that the chamfer on the

teeth faces the same direction with

relationship to the flywheel as on the

gear that is to be removed. Then

remove the ring gear as follows:

1. Support the flywheel, crankshaft

side down, on a solid flat surface or a

hardwood block which is slightly

smaller than the inside diameter of the

ring gear.

2. Drive the ring gear off the

flywheel with a suitable drift and

hammer. Work around the circumference

of the gear to avoid binding the gear

on the flywheel.

3. If a clutch pilot bearing is

used, inspect the bearing and replace

it, if necessary.

Install Ring Gear

TM 5-3895-346-14

ENGINE OVERHAUL

FLYWHEEL

NOTE

Heat-indicating "crayons",

which are placed on the

ring gear and melt at a

predetermined temperature,

may be obtained from most

tool vendors. Use of these

"crayons" will ensure against

overheating the gear.

3. Use a pair of tongs to place the

gear on the flywheel with the chamfer,

if any, facing the same direction as on

the gear just removed.

4. Tap the gear in place against the

shoulder on the flywheel. If the gear

cannot be tapped into place readily so

that it is seated all the way around,

remove it and apply additional heat,

noting the above caution.

Install Flywheel

1. Install a new oil seal ring, if

used*

2. Attach the flywheel lifting tool

and, using a chain hoist, position the

flywheel in the flywheel housing (use

guide studs) or clutch housing. Align

the flywheel boltholes with the crank-

shaft boltholes.

3. Install the clutch pilot bearing

(if used).

4. Install two bolts through the

scuff plate 180 from each other. Snug

the bolts to hold the flywheel and

scuff plate to the crankshaft. Remove

the guide studs.

5. Remove the flywheel lifting tool.

6. Apply International Compound No.

2, or equivalent, to the threads and to

the bolthead contact area (underside)

of the remaining bolts. The bolt

threads must be completely filled with

International Compound No. 2 and any

excess wiped off.

CAUTION

International Compound No. 2

must never be used between

two surfaces where maximum

friction is desired, as between

the crankshaft and the flywheel.

7. Install the remaining bolts and

run them in snug.

8. Remove the two bolts used

temporarily to retain the flywheel,

apply International Compound No. 2 as

described above, then reinstall them.

9. Use an accurately calibrated

torque wrench and tighten the bolts to

50 lb ft (68 Nm) torque.

10. Turn the bolts an additional

90-120 (Fig. 2) to obtain the

required clamping.

NOTE

Since the torque-turn method

provides more consistent clamp-

ing than the former method of

flywheel installation, bolt

torque values should be ignored.

TM 5-3895-346-14

FLYWHEEL

ENGINE OVERHAUL

IMPORTANT

When a clutch pilot bearing is

installed, index the flywheel

bolts so that the corners of

the boltheads do not overlap

the pilot bearing bore in the

flywheel. Thus, one of the

flats of each bolthead will

be in line with the bearing

bore. Always rotate bolts

in the increased clamp direc-

tion to prevent underclamping.

11. Mount a dial indicator on the

flywheel housing and check the runout

of the flywheel at the clutch contact

face. The maximum allowable runout is

0.001-inch total indicator reading per

inch of radius (or 0.001 mm per

millimeter of radius). The radius is

measured from the center of the

flywheel to the outer edge of the

clutch contact face of the flywheel.

132

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TM 5-3895-346-14

ENGINE OVERHAUL

CLUTCH PILOT BEARING

The clutch pilot bearing is pressed

into the bore of the flywheel assembly

and serves as a support for the inner

end of the clutch drive shaft.

On most applications, the clutch pilot

bearing is held in place on one side by

a shoulder in the flywheel and on the

other side by a bearing retainer.

On certain applications, the clutch

pilot bearing is held in place on one

side by a bearing retainer, placed

between the flywheel and the end of the

crankshaft, and on the other side by

the flywheel-bolt scuff plate.

Lubrication

A single-shielded ball-type clutch

pilot bearing should be packed with an

all-purpose grease such as Shell

Alvania No. 2, or equivalent, if not

previously packed by the manufacturer.

A double-sealed clutch, ball-type pilot

bearing is prepacked with grease and

requires no further lubrication.

Remove Clutch Pilot Bearing

(TransKission Removed)

With the flywheel attached to the crank-

shaft, the clutch pilot bearing may be

removed as follows:

1. Remove the flywheel attaching

bolts and scuff plate while holding the

flywheel in position by hand, then rein-

stall two bolts to hold the flywheel in

place.

WARNING

When removing or installing the

attaching bolts, hold the fly-

wheel firmly against the crank-

shaft by hand to prevent it from

slipping off the end of the

crankshaft. The flywheel is NOT

doweled to the crankshaft.

2. With the clutch pilot bearing

remover adaptor J 23907-2 attached to

slide hammer J 23907-1, insert the

fingers of the adaptor through the

pilot bearing and tighten the thumb-

screw to expand the fingers against

the inner race of the bearing.

3. Tap the slide hammer against the

shoulder on the shaft and pull the

pilot bearing out of the flywheel.

Inspection

Wipe the prepacked, double-sealed

bearing clean on the outside and

inspect it. SHIELDED BEARINGS MUST NOT

BE WASHED; dirt may be washed in and

the cleaning fluid could not be

entirely removed from the bearing.

Clean the other types of bearing

thoroughly with clean fuel oil and dry

them with compressed air.

Check the bearing for free rolling by

holding the inner race and revolving

the outer race slowly by hand. Rough

spots in the bearing are sufficient

cause for rejecting it.

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TM 5-3895-346-14

ENGINE DRIVE SHAFT FLEXIBLE COUPLING

ENGINE OVERHAUL

ENGINE DRIVE SHAFT FLEXIBLE COUPLING

The engine drive shaft, flexible

coupling (Fig. 1) is of the spring-

loaded type having a splined hub to

match with the splines on the trans-

mission drive-line shaft used on cer-

tain applications. The coupling,

bolted to the engine flywheel, serves

as a drive and also dampens out torque

fluctuations between the engine and the

transmission.

BOLT

MOUNTING PLATE

SPRING

SPRING WASHER

SNAP RING

HUB

SPACER

Figure 1. Engine Drive Shaft

Flexible Coupling

Coupling (Transmission Removed)

Remove the eight 3/8-16 x 7/8-inch long

bolts which attach the coupling to the

flywheel and remove the coupling.

Inspection

Wash the coupling in clean fuel oil and

dry it with compressed air. Check for

broken or worn springs. Springs may be

replaced by removing the six bolts,

lockwashers, nuts, and spacers holding

the two plates together and removing

the smaller plate. After replacing the

springs, bolt the plates together and

tighten the nuts to 25-30 lb ft (34-41

Nm) torque.

Examine the hub splines for wear and

check the flatness of the mounting

plate (the plate which bolts to the

flywheel). Since the plates, spacers,

and hubs are manufactured in matched

sets, worn hubs or plates cannot be

replaced individually, but must be

replaced by a complete, flexible

coupling assembly.

Install Coupling

Align the boltholes in the coupling

with the tapped holes in the flywheel.

Since one bolthole is offset, the

coupling can be attached in only one

position. Install the eight 3/8-16 x

7/8-inch long bolts and tighten them

securely.

134

TM 5-3895-346-14

ENGINE OVERHAUL

FLYWHEEL HOUSING

The flywheel housing is a one-piece

casting, mounted against the rear cylin-

der block end plate, which provides a

cover for the gear train and the

flywheel. It also serves as a support

for the starting motor and the

transmission.

The crankshaft rear oil seal, which is

pressed into the housing, may be

removed or installed without removing

the housing (Crankshaft Oil Seals).

Remove Flywheel Housing

1. Mount the engine on an overhaul

stand as outlined in Cylinder Block.

2. Remove the starting motor from

the flywheel housing or the clutch

housing.

3. Remove the flywheel.

4. Remove the oil pan.

5. Remove the clutch housing, if

used.

6. Remove the fuel pump, if it is

mounted on the flywheel housing.

7. Remove all the bolts from the

flywheel housing.

CAUTION

When removing the flywheel

housing bolts, note the loca-

tion of the various size

bolts, lockwashers, flat

washers, and copper washers

so they may be reinstalled in

their proper location.

8. To guide the flywheel housing

until it clears the end of the crank-

shaft, thread two pilot studs J 7540

into the cylinder block (Fig. 1).

Figure 1. Removing or Installing

Flywheel Housing

9. Thread eyebolts into the tapped

holes in the pads (if provided) on the

top or sides of the flywheel housing

and attach a chain hoist with a suit-

able sling to the eyebolts. Then

strike the front face of the housing

alternately on each side with a soft

hammer to loosen and work it off the

dowel pins.

Inspection

Clean the flywheel housing and inspect

it for cracks or any other damage.

135

TM 5-3895-346-14

FLYWHEEL HOUSING

ENGINE OVERHAUL

IMPORTANT

It is very important that all

old gasket material be thor-

oughly removed from the fly-

wheel housing and the end plate,

otherwise runout of the pilot

and face of the housing may be

affected when the housing is

installed on the engine.

Remove and discard the crankshaft rear

oil seal. Install a new oil seal as

outlined in Crankshaft Oil Seals.

Install Flywheel Housing

1. Lubricate the gear train teeth

with clean engine oil.

2. Affix a new flywheel housing gas-

ket to the rear face of the cylinder

block rear end plate. Affix the small

(7/8 inch diameter) gasket near the top

of the end plate.

3. If the flywheel housing has an in-

tegral cast hub, install a flywheel

housing-to-end plate shim (0.015 inch

thick). Use grease to hold the shim

to the cylinder block rear end plate

(Fig. 2).

4. Coat the lip of the crankshaft

oil seal lightly with engine oil

(single-lip seal) or vegetable shorten-

ing (double-lip seal). Do not scratch

or nick the sealing edge of the oil

seal.

Figure 2. Location of Shim

5. Thread two pilot studs J 7540

into the cylinder block to guide the

housing in place (Fig. 1). On in-line

engines, to pilot the oil seal on the

crankshaft successfully, use oil seal

expander J 9769 (standard size seal) or

J 21278-01 (oversize seal) on the end

of the crankshaft.

6. With the housing suitably sup-

ported, position it over the crankshaft

and up against the cylinder block rear

end plate and gasket(s). Remove the

oil seal expander.

7. Install all the flywheel housing

bolts, lockwashers, flat washers, and

copper washers in their proper loca-

tion, finger tight. Remove the pilot

studs.

NOTE

If the engine is equipped with

a clutch housing, do not install

the six bolts numbered 7 through

12 (Fig. 3) until the clutch

housing is installed.

8. On an in-line right-hand rotation

engine, start at No. 1 and draw the

bolts up snug in the sequence shown in

Fig. 3.

9. Refer to Fig. 4 for the final

bolt tightening sequence on an in-line

engine. Then start at No. 1 and tight-

en the bolts to the specified torque.

a. Tighten the 5/16-18 bolts (No.

11 and 12) to 19-23 lb ft (26-31 Nm)

TM 5-3895-346-14

ENGINE OVERHAUL

FLYWHEEL HOUSING

Bolt Size Location

5/16"-18x2 1/2" 3-6

3/8"-16x7/8" 1-2-4-5

3/8"-16x2 1/2" 7-8-9-10-11-12

3/8"-24x3 9/16" 13-14-15

Figure 3. Flywheel Housing Bolt

Sizes and Tightening Sequence

(Operation 1) - In-Line Engine

b. On the two-, three-, and four-

cylinder engines, tighten the two

5/16-18 bolts that secure the top of

the governor to the flywheel housing to

10-12 lb ft (14-16 Nm) torque.

10. Install the flywheel.

11. Check the flywheel housing con-

centricity and bolting flange face with

tool J 9737-01 as follows:

a. Refer to Fig. 5 and thread the

base post J 9737-3 tightly into one of

the tapped holes in the flywheel. Then

assemble the dial indicators on the

base post.

b. Position the dial indicators

straight and square with the flywheel

housing bell face and inside bore of

the bell. Make sure each indicator has

adequate travel in each direction.

Figure 4. Flywheel Housing Bolt

Tightening Sequence (Operation

2) - In-Line Engine

Figure 5. Checking Flywheel

Housing Concentricity

137

TM 5-3895-346-14

FLYWHEEL HOUSING

ENGINE OVERHAUL

NOTE

If the flywheel extends beyond

the housing bell, the bore and

face must be checked separate-

ly. Use the special adaptor

in the tool set to check the

housing bore.

c. Tap the front end of the crank-

shaft with a soft hammer or pry it

toward one end of the block to ensure

end play is in one direction only.

d. Adjust each dial indicator to

read zero at the 12 o'clock position.

Then rotate the crankshaft one full

revolution, taking readings at 45

intervals (8 readings each for the bore

and the bolting flange face). Stop and

remove the wrench or cranking bar

before recording each reading to ensure

accuracy. The maximum total indicator

reading must not exceed 0.013 inch for

either the bore or the face.

e. If the runout exceeds the

maximum limits, remove the flywheel

housing and check for dirt or foreign

material (such as old gasket material)

between the flywheel housing and the

end plate and between the end plate and

the cylinder block.

f. Reinstall the flywheel housing

and the flywheel and tighten the

attaching bolts in the proper sequence

and to the specified torque. Then

recheck the runout. If necessary,

replace the flywheel housing.

12. Install the clutch housing, if

used. Tighten the 3/8-16 attaching

bolts to 30-35 lb ft (41-47 Nm) torque

and the 3/8-24 nuts to 35-39 lb ft

(47-53 Nm) torque.

a. Install tool J 9748 in one of

the crankshaft boltholes.

b. Install dial indicator J 8001-3

and position it to read the bore runout

of the housing (Fig. 6). Now check the

runout by rotating the crankshaft. The

runout should not exceed 0.008 inch.

Figure 6. Checking Bore Runout

c. Reposition the dial indicator

to read the face runout and rotate the

crankshaft. The maximum allowable

runout is 0.008 inch.

d. If the bore or face runout is

excessive, loosen the housing attaching

bolts and nuts slightly and tap the

housing with a soft hammer in the

required direction until the runout is

within limits. Tighten the attaching

bolts and nuts evenly to 30-35 and

35-39 lb ft (41-47 and 47-53 Nm) torque

respectively. Then recheck the runout.

13. Use a new gasket and install the

oil pan. Install and tighten the

1/2-13 reinforcement bolts.

14. Remove the engine from the over-

haul stand and complete assembly of the

engine.

TM 5-3895-346-14

ENGINE OVERHAUL PISTON AND PISTON RINGS

PISTON AND PISTON RINGS

The trunk-type malleable iron piston

(Fig. 1) is plated with a protective

coating of tin which permits close fit-

ting, reduces scuffing, and prolongs

piston life. The top of the piston

forms the combustion chamber bowl and

is designed to compress the air into

close proximity to the fuel spray.

Each piston is internally braced with

fin-shaped ribs and circular struts,

scientifically designed to draw heat

rapidly from the piston crown and

transfer it to the lubricating oil

spray to ensure better control of

piston ring temperature.

The piston is cooled by a spray of

lubricating oil directed at the under-

side of the piston head from a nozzle

in the top of the connecting rod, by

fresh air from the blower to the top of

the piston, and indirectly by the water

jacket around the cylinder.

COMPRESSION

RINGS

[CONNECTING

ROO

OIL RING

'(UPPER HALFI

OIL RING

(LOWER HALFI

NATURALLY ASPIRATED

ANO TURBOCHARGEO ENGINES

OIL RING

jLir ASPIRATED EXCISES

Ut AMD lOWEA GAOOVCt

USf SLOTTED OIL AlNGS

r] OIL RING

l-^J^-"""(ONE PIECEI

JiXrt t OIL RING

^C (UPPER HALF)

OIL RING ^> OIL RING

EXPANDER (LOWER HALFI

CERTAIN TURBOCHARGED ENGINES

Figure 1. Typical Piston Assembly

Each piston is balanced to close limits

by machining a balancing rib, provided

on the inside at the bottom of the

piston skirt.

Two bushings, with helical grooved oil

passages, are pressed into the piston

to provide a bearing for the hardened,

floating piston pin (1.375 inches

diameter). After the piston pin has

been installed, the hole in the piston

at each end of the pin is sealed with a

steel retainer. Thus, lubricating oil

returning from the sprayed underside of

the piston head and working through the

grooves in the piston pin bushings is

prevented from reaching the cylinder

walls.

The current piston pin retainer for the

1.375-inch diameter piston pin has a

greater outside diameter (1.6110

inches) and is color-coded black for

identification. The former and new

retainers are interchangeable in an

TM 5-3895-346-14

PISTON AND PISTON RINGS

ENGINE OVERHAUL

The compression rings may be inspected

through the ports in the cylinder

liners after the air box covers have

been removed. If the rings are free

and are not worn to the extent that the

plating or grooves are gone, compres-

sion should be within operating speci-

fications. Refer to Troubleshooting

(Engine) for the procedure for checking

compression pressure.

Remove Piston and Connecting Rod

1. Drain the cooling system.

2. Drain the oil and remove the oil

pan.

3. Remove the oil pump and inlet and

outlet pipes, if necessary (Oil Pump).

4. Remove the cylinder head

(Cylinder Head).

5. Remove the carbon deposits from

the upper inner surface of the cylinder

liner.

6. Remove the bearing cap and the

lower bearing shell from the connecting

rod. Then push the piston and rod

assembly out through the top of the

cylinder block. The piston cannot be

removed from the bottom of the cylinder

block.

7. Reassemble the bearing cap and

lower bearing shell to the connecting

rod.

Disassemble Piston and Connecting Rod

Note the condition of the piston and

rings. Then remove the rings and

connecting rod from the piston as

follows:

1. Secure the connecting rod in a

vise equipped with soft jaws and remove

the piston rings with tool J 8128 as

shown in Fig. 2.

Figure 2. Removing or Installing

Piston Ring using Tool J 8128

2. Punch a hole through the center

of one of the piston pin retainers with

a narrow chisel or punch and pry the

retainer from the piston, being careful

not to damage the piston or bushings.

3. Withdraw the piston pin from the

piston, then remove the connecting rod.

4. Drive the remaining piston pin

retainer out from the inside with a

brass rod or other suitable tool.

Clean Piston

Clean the piston components with fuel

oil and dry them with compressed air.

If fuel oil does not remove the carbon

deposits, use a chemical solvent (Fig.

3) that will not harm the piston pin

bushings or the tinplate on the piston.

The upper part of the piston, including

the compression ring lands and grooves,

is not tin-plated and may be wire-

brushed to remove any hard carbon.

However, use care to avoid damage to

140

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TM 5-3895-346-14

ENGINE OVERHAUL

PISTON AND PISTON RINGS

Long periods of operation at idle speed

and the use of improper lubricating oil

or fuel must be avoided, otherwise a

heavy formation of carbon may result

and cause the rings to stick.

Keep the lubricating oil and engine

coolant at the proper levels to prevent

overheating of the engine.

Examine the piston for score marks,

cracks, damaged ring-groove lands or

indications of overheating. A piston

with light score marks which may be

cleaned up may be reused (Fig. 4). Any

piston that has been severely scored or

overheated must be replaced. Indica-

tions of overheating or burned spots on

the piston may be the result of an

obstruction in the connecting rod oil

passage.

Replace the piston if cracks are found

across the internal struts.

Check the cylinder liner and block bore

for excessive out-of-round, taper, or

high spots which could cause failure of

the piston (refer to Specifications).

Inspection of the connecting rod and

piston pin are covered in Connecting

Rod.

Other factors that may contribute to

piston failure include oil leakage into

the air box, oil pullover from the air

cleaner, dribbling injectors, combus-

tion blow-by, and low oil pressure

(dilution of the lubricating oil).

Inspect and measure the piston pin bush-

ings. The piston pin-to-bushing clear-

ance with new parts is 0.0025 to 0.0034

inch. A maximum clearance of 0.010

inch is allowable with worn parts. The

piston pin bushings in the connecting

rod are covered in Connecting Rod.

Figure 3. Cleaning Piston

the tin-plating on the piston skirt.

Clean the ring grooves with a suitable

tool or a piece of an old compression

ring that has been ground to a bevel

edge.

Clean the inside surfaces of the piston

and the oil drain holes in the piston

skirt. Exercise care to avoid enlarg-

ing the holes while cleaning them.

Inspection

If the tinplate on the piston and the

original grooves in the piston rings

are intact, it is an indication of very

little wear.

Excessively worn or scored pistons,

rings, or cylinder liners may be an

indication of abnormal maintenance or

operating conditions, which should be

corrected to avoid recurrence of the

failure. The use of the correct types

and proper maintenance of the lubricat-

ing oil filters and air cleaners will

reduce, to a minimum, the amount of

abrasive dust and foreign material

introduced into the cylinders and will

TM 5-3895-346-14

PISTON AND PISTON RINGS

ENGINE OVERHAUL

THIS PISTON SUITABLE FOR

INSTALLATION AS IS

SLIGHTLY SCORED, USE ONLY

AFTER REMOVING SCORE MARKS

BY POLISHING WITH CROCUS

CLOTH OR HARD INDIA STONE

BADLY SCORED - UNFIT

FOR USE

Figure 4. Comparison of Pistons

Remove Bushings from Piston

NOTE

1. Place the piston in holding

fixture J 1513-1 so that the bushing

bores are in alignment with the hole in

the fixture base.

2. Drive each bushing from the

piston with bushing remover J 4972-4

and handle J 1513-2 (Fig. 5).

Install Bushings in Piston

Locate the joint in the bush-

ing toward the bottom of the

piston (Fig. 6).

4. Insert handle J 1513-2 in the

bushing installer and drive the bushing

in until it bottoms on the spacer.

5. Install the second bushing in the

same manner.

1. Place spacer J 7587-1 in the

counterbore in fixture J 1513-1 (small

end up).

6. The bushings must withstand an

end load of 1800 pounds without moving

after installation.

2. Place the piston on the fixture

so that the spacer protrudes into the

bushing bore.

3. Insert installer J 4972-2 in a

bushing, then position the bushing and

installer over the lower bushing bore.

7. Ream the bushings to size as

follows:

a. Clamp reaming fixture J 5273 in

a vise (Fig. 7). Then insert guide

bushing J 4970-5 in the fixture and

secure it with the setscrew.

142

TM 5-3895-346-14

ENGINE OVERHAUL

Figure 5. Removing or Installing

Piston Pin Bushings

b. Place the piston in the fixture

and insert the pilot end of reamer J

4970-4 through the clamping bar, bush-

ings, and into the guide bushing.

c. With the piston, fixture, and

reamer in alignment, tighten the wing-

nuts securely.

d. Ream the bushings (Fig. 7).

Turn the reamer in a clockwise direc-

tion only when reaming or withdrawing

the reamer. For best results, use only

moderate pressure on the reamer.

e. Withdraw the reamer and remove

the piston from the fixture. Blow out

the chips and measure the inside

diameter of the bushings. The diameter

must be 1.3775 to 1.3780 inches.

PISTON AND PISTON RINGS

BUSHING

JOINT

Figure 6. Location of Joint in Piston

Pin Bushings

Fitting Piston

Measure the piston skirt diameter

lengthwise and crosswise of the piston

pin bore. Measurements should be taken

at room temperature (70F or 21C).

The taper and out-of-round must not

exceed 0.0005 inches. Refer to

Specifications for piston diameter

specifications.

A new cylinder liner has an inside

diameter of 3.8752 to 3.8767 inches.

The piston-to-liner clearance, with new

parts, is 0.0031 to 0.0068 inch (non-

turbocharged engines) or 0.0061 to

0.0098 inch (turbocharged engines). A

maximum clearance of 0.010 inch (non-

turbocharged engines) or 0.012 inch

(turbocharged engines) is allowable

with used parts.

With the cylinder liner installed in

the cylinder block, hold the piston

upside down in the liner and check the

clearance in four places, 90 apart

(Fig. 8).

143

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TM 5-3895-346-14

PISTON AND PISTON RINGS

ENGINE OVERHAUL

Figure 7. Reaming Piston Pin Bushings

Use feeler gage set J 5438-01 to check

the clearance.

The spring scale, attached to the

proper feeler gage, is used to measure

the force in pounds required to with-

draw the feeler gage.

Select a feeler gage with a thickness

that will require a pull of 6 pounds to

remove. The clearance will be 0.001

inch greater than the thickness of the

feeler gage used, i.e., a 0.004 inch

feeler gage will indicate a clearance

of 0.005 inch when it is withdrawn with

a pull of 6 pounds. The feeler gage

must be perfectly flat and free of

nicks and bends.

If any bind occurs between the piston

and the liner, examine the piston and

liner for burrs. Remove burrs with a

fine hone (a flat one is preferable)

and recheck the clearance.

Fitting Piston Rings

Each piston is fitted with a fire ring,

three compression rings, and two oil

control rings (Fig. 1).

Figure 8. Measuring Piston-to-liner

Clearance

The current top compression (fire) ring

can be identified by the bright chrome

on the bottom side and oxide (rust

color) on the top. The former ring had

a plain metal color on both sides.

A two-piece oil control ring is used in

both oil ring grooves in the pistons

for nonturbocharged (naturally aspir-

ated) engines. A one-piece oil control

ring is used in the upper ring groove

and a two-piece ring in the lower ring

groove in the pistons for turbocharged

engines. Brazil-built engines use non-

slotted upper oil control rings and low

tension expanders.

All new piston rings must be installed

whenever a piston is removed, regard-

less of whether a new or used piston or

cylinder liner is installed.

144

TM 5-3895-346-14

ENGINE OVERHAUL

PISTON AND PISTON RINGS

Insert one ring at a time inside the

cylinder liner and far enough down to

be within the normal area of ring

travel. Use a piston to push the ring

down to be sure it is parallel with the

top of the liner. Then measure the

ring gap with a feeler gage as shown in

Fig. 9. Refer to Specifications for

ring gap.

If the gap on a compression ring is

insufficient, it may be increased by

filing or stoning the ends of the ring.

File or stone both ends of the ring so

the cutting action is from the outer

surface to the inner surface. This

will prevent any chipping or peeling of

the chrome plate on the ring. The ends

of the ring must remain square and the

chamfer on the outer edge must be

approximately 0.015 inch.

Check the ringside clearance as shown

in Fig. 10. Ringside clearances are in

Specifications.

Install Piston Rings

Before installing the piston rings,

assemble the piston and rod as outlined

Figure 9. Measuring Piston Ring Gap

Figure 10. Measuring Piston Ringside

Clearance

under Assemble Connecting Rod to

Piston. Then refer to Fig. 1 and

install the piston rings.

CAUTION

Lubricate the piston rings and

piston with engine oil before

installing the rings.

COMPRESSION RINGS

1. Starting with the bottom ring,

install the compression rings with tool

J 8128 as shown in Fig. 2. To avoid

breaking or overstressing the rings, do

not spread them any more than necessary

to slip them over the piston.

CAUTION

When installing the top com-

pression (fire) ring with the

tapered face, be sure the side

marked TOP is toward the top

of the piston.

2. Stagger the ring gaps around the

piston.

145

TM 5-3895-346-14

PISTON AND PISTON RINGS

ENGINE OVERHAUL

OIL CONTROL RINGS

Install the oil control rings as

follows:

1. Install the ring expanders in the

oil control ring grooves in the piston.

CAUTION

When installing the oil control

rings, use care to prevent over-

lapping the ends of the ring

expanders. An overlapped ex-

pander will cause the oil ring

to protrude beyond allowable

limits and will result in break-

age when the piston is inserted

in the ring compressor during

installation in the cylinder

liner. Do not cut or grind the

ends of the expanders to prevent

overlapping. Cutting or grinding

the ends will decrease the

expanding force on the oil con-

trol rings and result in high-

lubricating oil consumption.

CAUTION

The scraper edges of all oil con-

trol rings must face downward

(toward the bottom of the piston)

for proper oil control.

2* Install the upper and lower

halves of both oil control rings

(naturally aspirated and turbocharged

engines) as outlined above.

NOTE

If there is a noticeable resis-

tance during installation of the

piston, check for an overlapped

ring expander.

146

TM 5-3895-346-14

ENGINE OVERHAUL

CONNECTING ROD

Each connecting rod (Fig. 1 and 2) is

forged to an I-section with a closed

hub at the upper end and a bearing cap

at the lower end. The connecting rod

is drilled to provide lubrication to

the piston pin at the upper end and is

equipped with a nozzle to spray cooling

oil to the underside of the piston head

on engines equipped with an oil cooler.

Engines that are not equipped with an

oil cooler do not use nozzle-type con-

necting rods. An orifice is pressed

into a counterbore at the lower end of

the oil passage (in rods equipped with

a spray nozzle) to meter the flow of

oil.

CAUTION

Never intermix nozzle-type con-

necting rods in an engine with

nonnozzle-type connecting rods.

A helically-grooved bushing is pressed

into each side of the connecting rod at

the upper end. The cavity between the

inner ends of these bushings registers

with the drilled oil passage in the

connecting rod and forms a duct around

the piston pin. Oil entering this

Figure 1. Connecting Rod Mounting

cavity lubricates the piston pin bush-

ings and is then forced out the spray

nozzle to cool the piston. The piston

pin floats in the bushings of both the

piston and the connecting rod.

The turbocharged engine connecting rods

include vapor-blasted bushings and in-

creased width oil grooves.

Figure 2. Connecting Rod Details and

Relative Location of Parts

147

TM 5-3895-346-14

CONNECTING ROD

ENGINE OVERHAUL

A service connecting rod includes the

bearing cap, bolts, nuts, spray nozzle

(if used), orifice, and the piston pin

bushings pressed in place and bored to

size.

Disassemble Connecting Rod from Piston

With the rod and piston assembly

removed from the engine, disassemble

the piston and connecting rod as

outlined in Piston and Piston Rings.

Inspection

Clean the connecting rod and piston pin

with fuel oil and dry them with com-

pressed air. Blow compressed air

through the drilled oil passage in the

connecting rod to be sure the orifice,

oil passage, and spray holes are not

clogged.

Visually check the connecting rod for

twisting or bending. Check for cracks

(Fig. 3) by the magnetic particle

method under Crankshaft Inspection.

If a new service connecting rod is

required, stamp the cylinder number on

the connecting rod and cap (refer to

Cylinder Liner).

CAUTION

Clean the rust preventive from

a service replacement connecting

rod and blow compressed air

through the drilled oil passage

to be sure the orifice, oil

passage, and spray holes are

not clogged. Also make sure

the split line (cap to rod) is

thoroughly cleaned to avoid

trapped contaminants from ad-

versely affecting bearing shell

crush.

Check the connecting rod bushings for

indications of scoring, overheating, or

other damage. Bushings that have

overheated may become loose and creep

together, thus blocking off the supply

of lubricating oil to the piston pin,

bushings, and spray nozzle.

Inspect the piston pin for signs of

fretting. When reusing a piston pin,

the highly polished and lapped surface

of the pin must not in any way be re-

finished. Polishing or refinishing the

piston pin is not recommended as it

could result in very rapid bushing

wear.

Since it is subjected to downward load-

ing only, free movement of the piston

pin is desired to secure perfect align-

ment and uniform wear. Therefore, the

piston pin is assembled with a full-

floating fit in the connecting rod and

piston bushings, with relatively large

clearances. Worn piston pin clearances

up to 0.010 inch are satisfactory.

Remove Bushings

If it is necessary to replace the con-

necting rod bushings, remove them as

follows:

TM 5-3895-346-14

ENGINE OVERHAUL

CONNECTING ROD

DO NOT USE OR ATTEMPT TO SALVAGE

RODS WITH INDICATIONS OVER .005 DEEP

EXTENDING OVER EDGES OF "H" SECTION

ON BOTH SIDES OF FLANGE. SHADED

AREAS ARE MOST HIGHLY STRESSED.

EXAMPLE OF AN INDICATION

FOLLOWING LONGITUDINAL

FORGING FLOW LINES.

START OF FATIGUE CRACK RESULTING

FROM OVERLOADING (DUE TO HYDRO-

STATIC LOCK). DO NOT ATTEMPT TO

SALVAGE. (THIS TYPE OF INDICATION

IS NOT VISIBLE WITH BUSHINGS IN PLACE.)

POOR PRACTICE GOOD PRACTICE

NON-CRITICAL

AREA

EXAMPLE OF A TRANSVERSE INDICATION

THAT DOES NOT FOLLOW LONGITUDINAL

FORGING FLOW LINES CAN BE EITHER A

FORGING LAP, HEAT TREAT CRACK, OR

START OF A FATIGUE CRACK.

CRITICAL AREA ACCEPTABLE LIMITS"

NON-CRITICAL

AREA

INDICATIONS IN NON-CRITICAL AREAS

ARE ACCEPTABLE UNLESS THEY CAN

BE OBSERVED AS OBVIOUS CRACKS

WITHOUT MAGNETIC INSPECTION.

GRINDING NOTES

CARE SHOULD BE TAKEN IN GRINDING OUT

INDICATIONS TO ASSURE PROPER BLENDING

OF GROUND AREA INTO UNGROUND SURFACE

SO AS TO FORM A SMOOTH CONTOUR.

LONGITUDINAL INDICATIONS

FOLLOWING FORGED FLOW LINES

ARE USUALLY SEAMS AND ARE NOT

CONSIDERED HARMFUL IF LESS THAN

1/32 DEEP. DEPTH CAN BE DETER-

MINED BY GRINDING A SMALL AREA

NEAR THE CENTER OF THE INDICA-

TION.

TRANSVERSE INDICATIONS (ACROSS FLOW LINES),

HAVING A MAXIMUM LENGTH OF 1/2, WHICH CAN

BE REMOVED BY GRINDING NO DEEPER THAN 1/64

ARE ACCEPTABLE AFTER THEIR COMPLETE RE-

MOVAL. AN EXCEPTION TO THIS IS A ROD HAVING

AN INDICATION WHICH EXTENDS OVER THE EDGE

OF "H" SECTION AND IS PRESENT ON BOTH SIDES

OF THE FLANGE. IN THIS CASE MAXIMUM ALLOW-

ABLE DEPTH IS .005 (SEE SECTION A-A).

Figure 3. Magnetic Particle Inspection Limits for Connecting Rod

Figure 4. Removing or Installing

Bushings

2. Insert spray nozzle remover

J 8995 through the upper end of the

connecting rod and insert the pin (in

the curved side of the tool) in the

opening in the bottom of the spray

nozzle.

3. Support the connecting rod and

tool in an arbor press as shown in

Fig. 5.

4. Place a short sleeve directly

over the spray nozzle. Then press the

nozzle out of the connecting rod.

5. Remove the tool.

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TM 5-3895-346-14

CONNECTING ROD

ENGINE OVERHAUL

Figure 5. Removing Spray Nozzle

Install Bushings

1. Clamp the upper end of the con-

necting rod assembly in holder J 7632

so that the bore for the bushings

aligns with the hole in the base of the

tool (Fig. 4).

2. Start a new bushing straight Into

the bore of the connecting rod, with

the bushing joint at the top of the rod

(Fig. 7).

3. Insert installer J 4972-2 in the

bushing, then insert handle J 1513-2 in

the installer and drive the bushing in

until the flange of the installer

bottoms on the connecting rod.

4. Turn the connecting rod over In

the holder and install the second

bushing in the same manner.

SPRAY

NOZZLE'

POSITION HOLES

AS SHOWN

Figure 6. Position of Spray

Nozzle Holes

7. Support the connecting rod in the

arbor press, place a short 3/8-inch

I.D. sleeve on top of the nozzle and

press the nozzle into the connecting

rod until it bottoms in the

counterbore.

8. Install new bushings in the

connecting rod.

5. The bushings must withstand an

end load of 2000 pounds without moving

after installation.

6. Ream the bushings to size as

follows:

a. Clamp reaming fixture J 7608-4

in a bench vise.

b. Place the crankshaft end of the

connecting rod on the arbor of the fix-

ture (Fig. 8). Tighten the nuts on the

3/8-24 bolts to 40-45 lb ft (54-61 Nm)

torque.

Figure 7. Location of Bushing Joint

150

TM 5-3895-346-14

ENGINE OVERHAUL

CONNECTING ROD

Figure 8. Reaming Bushings

c. Slide the front guide bushing

J 4971-6 (with the pin end facing out)

in the fixture.

d. Install spacer J 7608-3 in the

fixture.

e. Align the upper end of the

connecting rod with the hole in the

reaming fixture.

f. Install the rear guide bushing

J 1686-5 on the reamer J 7608-21, then

slide the reamer and bushing into the

fixture.

g. Turn the reamer in a clockwise

direction only when reaming or with-

drawing the reamer. For best results,

use only moderate pressure on the

reamer.

h. Remove the reamer and the

connecting rod from the fixture, blow

out the chips, and measure the inside

diameter of the bushings. The inside

diameter of the bushings must be 1.3760

to 1.3765 inches. This will provide a

piston pin-to-bushing clearance of

0.0010 to 0.0019 inch with a new piston

pin. A new piston pin has a diameter

of 1.3746 to 1.3750 inches.

Assemble Connecting Rod to Piston

Apply clean engine oil to the piston

pin and bushings. Refer to Fig. 2 and

assemble the connecting rod to the

piston as follows:

1. Place the piston in the holding

fixture (Fig. 9).

2. Place a new piston pin retainer

in position. Then place the crowned

end of installer J 23762 against the

retainer and strike the tool just hard

enough to deflect the retainer and seat

it evenly in the piston.

CAUTION

Do not drive the retainer in

too far or the piston bushing

may be moved inward and result

in reduced piston pin end

clearance.

Figure 9. Installing Piston Pin

Retainer

151

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TM 5-3895-346-14

CONNECTING ROD

ENGINE OVERHAUL

3. Place the upper end of the

connecting rod between the piston pin

bosses and in line with the piston pin

holes. Then slide the piston pin in

place. If the piston pin-to-bushing

clearances are within the specified

limits, the pin will slip into place

without use of force.

4. Install the second piston pin

retainer as outlined in steps 1 and 2.

5. After the piston pin retainers

have been installed, check for piston

pin end clearance by cocking the con-

necting rod and shifting the pin in its

bushings.

6. One important function of the

piston pin retainer is to prevent the

oil, which cools the underside of the

piston and lubricates the piston pin

bushings, from reaching the cylinder

walls. Check each retainer for proper

sealing with leak detector J 23987

(Fig. 10). Place the suction cup over

the retainer and hand operate the lever

to pull a vacuum of 10 inches on the

gage. A drop in the gage reading

indicates air leakage at the retainer.

Figure 10. Checking Piston Pin

Retainer for Proper Sealing

7. Install the piston rings on the

piston as outlined in Piston and Piston

Rings.

8. Install the piston and connecting

rod assembly in the engine as outlined

in Cylinder Liner.

152

TM 5-3895-346-14

ENGINE OVERHAUL

CONNECTING ROD BEARINGS

The connecting rod bearing shells

(Fig. 1) are precision made and are

replaceable without shim adjustments.

They consist of an upper bearing shell

seated in the connecting rod and a

lower bearing shell seated in the con-

necting rod cap. The bearing shells

are prevented from endwise or radial

movement by a tang at the parting line

at one end of each bearing shell.

The upper and lower connecting rod

bearing shells are different and are

not interchangeable. The upper bearing

shell has two, short oil grooves and

two oilholes; each groove begins at the

end of the bearing shell and terminates

at an oilhole. The lower bearing shell

has a continuous oil groove from one

end of the shell to the other. These

grooves maintain a continuous registry

with the oilhole in the crankshaft

connecting rod journal, thereby pro-

viding a constant supply of lubricating

oil to the connecting rod bearings,

piston pin bushings, and spray nozzle

through the oil passage in the connect-

ing rod.

The Brazilian-built engine, connecting

rod bearings include a slotted upper

shell.

Remove Bearing Shells

The connecting rod bearing caps are

numbered 1, 2, 3, etc. on an in-line

engine with matching numbers stamped on

the connecting rods. When removed,

each bearing cap and the bearing shells

must always be reinstalled on the

original connecting rod.

Remove the connecting rod bearings as

follows:

1. Drain the oil and remove the oil

pan.

2. Remove the oil inlet pipe and

screen assembly.

Figure 1. Connecting Rod and

Bearing Shells

3. Remove one connecting rod bearing

cap. Push the connecting rod and

piston assembly up into the cylinder

liner far enough to permit removal of

the upper bearing shell. Do not pound

on the edge of the bearing shell with a

sharp tool.

4. Inspect the upper and lower

bearing shells as outlined under

Inspection.

153

TM 5-3895-346-14

CONNECTING ROD BEARINGS

5. Install the bearing shells and

bearing cap before another connecting

rod bearing cap is removed.

Inspection

Bearing failures may result from deteri-

oration (acid formation) or contamina-

tion of the oil or loss of oil. An

analysis of the lubricating oil may be

required to determine if corrosive acid

and sulphur are present which cause

acid etching, flaking, and pitting.

Bearing seizure may be due to low oil

or no oil.

After removal, clean the bearings and

inspect them for scoring, pitting,

flaking, etching, or signs of over-

heating. If any of these defects are

present, the bearings must be dis-

carded. The upper bearing shells,

which carry the load, will normally

show signs of distress before the lower

bearing shells do.

Inspect the backs of the bearing shells

for bright spots, which indicate they

have been shifting in their supports.

If such spots are present, discard the

bearing shells. Also inspect the con-

necting rod bearing bore for burrs,

foreign particles, etc.

Measure the thickness of the bearing

shells, using a micrometer and ball

attachment J 4757, as described under

Inspection. The minimum thickness of a

worn, standard connecting rod bearing

shell should not be less than 0.1230

inch and, if either bearing shell is

thinner than this dimension, replace

both bearing shells. A new standard

bearing shell has a thickness of 0.1245

to 0.1250 inch (in-line engine). Refer

to Table 1.

In addition to the thickness measure-

ment, check the clearance between the

connecting rod bearing shells and the

crankshaft journal. This clearance may

be checked by means of a soft plastic

ENGINE OVERHAUL

Table 1

Bearing

Size

*New Bearing

Thickness

Minimum

Worn

Thickness

In-Line Engines

Standard

0.1245 -

0.1250 inch

0.1230 inch

0.002 inch

Undersize

0.1255 -

0.1260 inch

0.1240 inch

0.010 inch

Undersize

0.1295 -

TM 5-3895-346-14

ENGINE OVERHAUL

CONNECTING ROD BEARINGS

CAUTION

Bearing shells are NOT rework-

able from one undersize to

another under any circumstances.

Install Connecting Rod Bearing Shells

With the crankshaft and the piston and

connecting rod assembly in place, in-

stall the connecting rod bearings as

follows:

1. Rotate the crankshaft until the

connecting rod journal is at the bottom

of its travel, then wipe the journal

clean and lubricate it with clean

engine oil.

2. Install the upper bearing shell

(the one with the short groove and

oilhole at each parting line) in the

connecting rod. Be sure the tang on

the bearing shell fits in the groove in

the connecting rod.

3. Pull the piston and rod assembly

down until the upper rod bearing seats

firmly on the crankshaft journal.

4. Note the numbers stamped on the

connecting rod and the bearing cap and

install the lower bearing shell (the

one with the continuous oil groove) in

the bearing cap, with the tang on the

bearing shell in the groove in the

bearing cap.

5. Install the bearing and cap and

tighten the nuts on the 3/8-24 bolts to

40-45 lb ft (54-61 Nm) torque.

CAUTION

Be sure the connecting rod bolt

has not turned in the connecting

rod before the torque is applied

to the nut.

6. Install the lubricating oil pump

inlet tube assembly. Replace the inlet

tube seal ring or elbow gasket if

hardened or broken.

7. Install the oil pan using a new

gasket.

8. Refer to the Lubricating Oil

Specifications and fill the crankcase

to the proper level on the dipstick.

9. If new bearings were installed,

operate the engine on the run-in

schedule as outlined in Run-in

Instructions.

155

TM 5-3895-346-14

CYLINDER LINER

ENGINE OVERHAUL

CYLINDER LINER

The cylinder liner (Fig. 1) is of the

replaceable wet type, made of hardened

alloy cast iron, and is a slip fit in

the cylinder block. The liner is

inserted in the cylinder bore from the

top of the cylinder block. The flange

at the top of the liner rests on a

counterbore in the top of the block.

A synthetic rubber seal ring, recessed

in the cylinder block bore, is used

between the liner and the block to

prevent water leakage into the air box.

The upper portion of the liner is

directly cooled by water surrounding

the liner. The center portion of the

liner is air cooled by the scavenging

air which enters the cylinder through

equally spaced ports. However, regard-

less of the type of cooling, the cur-

rent cylinder liner is applicable to

all engines.

The air inlet ports in the liner are

machined at an angle to create a

uniform swirling motion to the air as

it enters the cylinder. This motion

Figure 1. Cylinder Liner

persists throughout the compression

stroke and facilitates scavenging and

combustion.

The wear on a liner and piston is

directly related to the amount of

abrasive dust and dirt Introduced into

the engine combustion chamber through

the air intake. This dust, combined

with lubricating oil on the cylinder

wall, forms a lapping compound and will

result in rapid wear. Therefore, to

avoid pulling contaminated air into the

cylinder, the air cleaners must be

serviced regularly according to the

surroundings in which the engine Is

operating.

Remove Cylinder Liner

It is very important that the proper

method is followed when removing a

cylinder liner. DO NOT attempt to push

the liner out by inserting a bar in the

liner ports and rotating the crank-

shaft, otherwise the piston may be

damaged or the upper ring groove may

collapse.

To remove a cylinder liner, refer to

Fig. 2 and proceed as follows:

1. Remove the piston and connecting

rod assembly as outlined in Piston and

Piston Rings.

2. Remove the cylinder liner with

tool set J 22490 as follows:

a. Slip the lower puller clamp up

on the puller rod and off the tapered

seat. Cock the clamp so It will slide

down through the liner. The clamp will

drop back on the tapered seat after it

clears the bottom of the liner. Then

slide the upper puller clamp down

against the top edge of the liner.

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER LINER

ffkR"

JNa

ollr

^^^^ -S.V ^""C \ f

Figure 2. Removing Cylinder Liner

with Tool J 22490

upper end of the puller rod with the

puller weight, thus releasing the

liner.

c. Remove the tool from the liner.

Then remove the liner from the cylinder

block.

d. Remove and discard the cylinder

liner seal ring from the groove in the

cylinder block bore.

If tool J 22490 is unavailable, tap the

liner out with a hardwood block and

hammer.

Inspect Cylinder Liner

When the cylinder liner is removed from

the cylinder block, it must be thorough-

ly cleaned and then checked for the

following:

1. Cracks

2. Scoring

3. Poor contact on outer surface

4. Flange irregularities

5. Inside diameter

6. Outside diameter

7. Out-of-round

8. Taper

A cracked or excessively scored liner

must be discarded. A slightly scored

liner may be cleaned up and reused.

Excessive liner-to-block clearance or

block bore distortion will reduce heat

transfer from the liner to the block

and to the engine coolant.

Examine the outside diameter of the

liner for fretting below the ports.

Fretting is the result of a slight

movement of the liner in the block bore

during engine operation, which causes

material from the block to adhere to

the liner. These metal particles may

be removed from the surface of the

liner with a coarse, flat stone.

Measure the block bore (Cylinder Block)

and the outside diameter of the liner

(refer to Specifications).

A used cylinder liner must be honed for

the following reasons:

NOTE

Do not modify the surface

finish in a new service cylin-

der liner. Since the liner is

properly finished at the fac-

tory, any change will adversely

affect seating of the piston

rings.

1. To break the glaze (Fig. 3) due

to the rubbing action of the piston

rings after long periods of operation.

(Unless this glaze is removed, the time

required to seat new piston rings will

be lengthened.)

TM 5-3895-346-14

CYLINDER LINER

ENGINE OVERHAUL

GLAZE GLAZE

UNBROKEN BROKEN

Figure 3. Glazed Surface of

Cylinder Liner

Figure 4. Cylinder Liner Ridge

Due to Wear

limits, the glaze and ridge must be

removed by working a hone up and down

the full length of the liner a few

times.

Place the liner in a fixture (a scrap

cylinder block makes an excellent

honing fixture). However, if it is

necessary to hone a liner in the

cylinder block that is to be used in

building up the engine, the engine must

be dismantled and then, after honing,

the cylinder block and other parts must

be thoroughly cleaned to ensure that

all abrasive material is removed.

The hone J 5902-01, equipped with 120-

grit stones J 5902-14, should be worked

up and down (at 300-400 rpm) the full

length of the liner a few times in a

criss-cross pattern that produces hone

marks on a 45 axis.

After the liner has been honed, remove

it from the fixture and clean it thor-

oughly. Then dry it with compressed

air and check the entire surface for

burrs.

After honing, the liner must conform to

the same limits on taper and out-of-

round as a new liner, and the piston-

to-liner clearance must be within the

specified limits (Specifications).

Install the liner (new or used) in the

proper bore of the cylinder block and

measure the inside diameter at the

various points shown in Fig. 5. Use

cylinder bore gage J 5347-01 (Fig. 6),

which has a dial indicator calibrated

in 0.0001-inch increments. Set the

cylinder bore gage on zero in master

ring gage J 8385-01. Also check the

liner for taper and out-of-round.

NOTE

Dial bore gage, master setting

fixture J 23059-01 may be used

in place of the master ring

gage.

The piston-liner clearance must be

within the specified limits. Also, the

taper must not exceed 0.002 inch and

the out-of-round must not exceed 0.003

inch on a used liner. The taper must

not exceed 0.001 inch and the out-of-

round must not exceed 0.002 inch on a

new liner.

New service liners have an inside

diameter of 3.8752 to 3.8767 inches.

Fitting Cylinder Liner in Block Bore

1. Wipe the inside and outside of

the liner clean and make sure the block

bore and counterbore are clean.

158

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TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER LINER

Figure 5. Cylinder Liner Measurement

Diagram

2. Slide the liner into the block

until the flange rests on the bottom of

the counterbore in the block.

CAUTION

Do not drop or slam the liner

flange against the bottom of

the counterbore in the block.

3. Tap the liner lightly with a soft

hammer to make certain the liner flange

seats on the bottom of the counterbore.

4. Install a cylinder liner holddown

clamp as illustrated in Fig. 7.

5. Measure the distance from the top

of the liner flange to the top of the

block with a dial indicator (Fig. 7).

The liner flange must be 0.0465 to

0.0500 inch below the top of the block.

However, even though all of the liners

are within these specifications, there

must not be over 0.002 inch difference

between any two adjacent liners when

Figure 6. Checking Bore of Cylinder

Liner using Tool J 5347-01

measured along the cylinder longitudi-

nal center line. If the above limits

are not met, install the liner in

another bore and recheck, or use a new

liner.

6. Matchmark the liner and the cyl-

inder block with a felt pen so the

liner may be reinstalled in the same

position in the same block bore. Place

the matchmarks on the engine serial

number side of the block (in-line

engine).

7. Remove the holddown clamp and the

cylinder liner.

159

TM 5-3895-346-14

CYLINDER LINER

ENGINE OVERHAUL

4. Start the top of the piston

straight into the ring compressor.

Then push the piston down until it

contacts the woodblock (Operation 1

of Fig. 8).

5. Note the position of the match-

mark and place the liner, with the

flange end down, on the woodblock.

6. Place the ring compressor and the

piston and connecting rod assembly on

the liner so the numbers on the rod and

cap are aligned with the matchmark on

the liner (Operation 2 of Fig. 8).

CAUTION

Figure 7. Checking Distance of Liner

Flange Below Top Face of Block Using

J 22273-01 and Holddown Tool

J 21793-B

Install Piston and Connecting Rod

Assembly

1. With the piston assembled to the

connecting rod and the piston rings in

place, apply clean engine oil to the

piston, rings, and inside surface of

piston ring compressor J 6883-01.

CAUTION

Inspect the ring compressor

for nicks or burrs, especially

at the nontapered inside dia-

meter end. Nicks or burrs on

the inside diameter of the

compressor will result in

damage to the piston rings.

2. Place the piston ring compressor

on a woodblock, with the tapered end of

the ring compressor facing up.

3. Position (stagger) the piston

ring gaps properly on the piston. Make

sure the ends of the oil control ring

expanders are not overlapped.

The numbers, or number and let-

ter , on the side of the con-

necting rod and cap identify

the rod with the cap and indi-

cate the particular cylinder in

which they are used. If a new

service connecting rod is to be

installed, the same identifica-

tion numbers, or number and

letter, must be stamped in the

same location as on the con-

necting rod that was replaced.

7. Push the piston and connecting

rod assembly down into the liner until

the piston is free of the ring

compressor.

CAUTION

Do not force the piston into

the liner. The peripheral,

abutment-type expanders apply

considerably more force on the

oil ring than the standard ex-

pander. Therefore, extra care

must be taken during the load-

ing operation to prevent ring

breakage.

8. Remove the connecting rod cap and

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER LINER

OPERATION 1 OPERATION 2

Figure 8. Installing Piston and

Connecting Rod Assembly in Ring

Compressor and Cylinder Liner

Install Cylinder Liner, Piston, and

Connecting Rod Assembly

After the piston and connecting rod

assembly have been installed in the

cylinder liner, install the entire

assembly in the engine as follows:

1. Make sure the seal ring grooves

in the cylinder block bore are clean.

Then install a new seal ring(s).

NOTE

The current cylinder block has

an additional seal ring groove

approximately 1/8 inch below

the original top groove (Fig.

9). This groove will permit

further use of the cylinder

block where corrosion or ero-

sion of the upper seal ring

groove has occurred. The

lower seal ring groove in

the current cylinder block

has been eliminated. Rein-

stallation of the lower seal

ring is not necessary in the

former cylinder block.

2. Apply hydrogenated, vegetable-

type shortening or permanent-type anti-

freeze to the inner surface of the seal

ring.

3. If any of the pistons and liners

are already in the engine, use holddown

clamps to retain the liners in place

when the crankshaft is rotated.

4. Rotate the crankshaft until the

connecting rod journal of the particu-

lar cylinder being worked on is at the

bottom of its travel. Wipe the journal

clean and lubricate it with clean

engine oil.

5. Install the upper bearing shell

(the one with a short oil groove at

each parting line) in the connecting

rod. Lubricate the bearing shell with

clean engine oil.

6. Position the piston, rod, and

liner assembly in line with the block

bore (Fig. 10) so that the identifica-

tion number on the rod is facing the

engine serial number side (in-line

engine). Also align the matchmarks on

the liner and the block. Then slide

the entire assembly into the block bore

and seal ring, being careful not to

damage the seal ring.

7. Push or pull the piston and con-

necting rod into the liner until the

upper bearing shell is firmly seated

on the crankshaft journal.

161

TM 5-3895-346-14

CYLINDER LINER ENGINE OVERHAUL

UPPER

SEAL

RING

LOWER

SEAL

RING

AV CURRENT BLOCK WA

SEAL

RING

Figure 9. Cylinder Liner Seal Ring Location in Cylinder Block Bore

9. Install the bearing cap and the

bearing shell on the connecting rod

with the identification numbers on the

cap and the rod adjacent to each other.

On the 3/8-24 bolts, tighten the nuts

to 40-45 lb ft (54-61 Nm) torque.

IMPORTANT

Be sure the connecting rod bolt

has not turned in the connect-

ing rod before the torque is

applied to the nut.

10. Check the connecting rod side

clearance. The clearance between the

side of the rod and the crankshaft

should be 0.006 to 0.012 inch with new

parts on an in-line engine.

11. Install the remaining liner,

piston, and rod assemblies in the same

manner. Use holddown clamps to hold

each liner in place.

12. After all of the liners and

pistons have been installed, remove the

holddown clamps.

Figure 10. Installing Piston, Rod,

and Liner Assembly in Cylinder Block

8. Place the lower bearing shell

(the one with the continuous oil groove

from one parting line to the other) in

the connecting rod cap, with the tang

on the bearing shell in the notch in

the connecting rod bearing cap. Lub-

ricate the bearing shell with clean

engine oil.

162

TM 5-3895-346-14

ENGINE OVERHAUL

CYLINDER LINER

13. Install new compression gaskets

and water and oil seals as outlined in

Cylinder Head. Then install the cylin-

der head and any other parts that were

removed from the engine.

14. After the engine has been com-

pletely reassembled, refer to the

Lubricating Oil Specifications and

refill the crankcase to the proper

level on the dipstick.

15. Close all the drains and fill

the cooling system.

16. If new parts such as pistons,

rings, cylinder liners, or bearings

were installed, operate the engine on

the Run-in schedule.

163

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TM 5-3895-346-14

ENGINE BALANCE

ENGINE OVERHAUL

ENGINE BALANCE AND BALANCE WEIGHTS

In the balance of two-cycle engines, it

is important to consider disturbances

due to the reciprocating action of the

piston masses. These disturbances are

of two kinds: unbalanced forces and

unbalanced couples. These forces and

couples are considered as primary or

secondary according to whether their

frequency is equal to engine speed or

twice engine speed. Although it is

possible to have unbalanced forces or

couples at frequencies higher than the

second order, they are of small con-

sequence in comparison to the primary

forces and couples. Even the secondary

forces and couples are usually of

little practical significance.

The reciprocating masses (the piston

and upper end of the rod) produce an

unbalanced couple due to their arrange-

ment on the crankshaft. On an in-line

engine, this unbalanced couple tends to

rock the engine from end to end in a

vertical plane. This couple is can-

celled by incorporating an integral

crankshaft balance component and by

placing balance weights at the outer

ends of the balance shaft and camshaft.

This balance arrangement produces a

couple that is equal and opposite in

magnitude and direction to the primary

couple.

On the balance shaft and camshaft (in-

line engine), each set of weights

(weights on the outer ends of each

shaft comprise a set) rotates in an

opposite direction with respect to the

other. When the weights on either end

of the engine are in a vertical plane,

their centrifugal forces are in the

same direction and oppose the primary

couple. When they are in a horizontal

plane, the centrifugal forces of these

balance weights oppose each other and

are, therefore, cancelled. The front

balance weights act in a direction op-

posite to the rear balance weights;

therefore, rotation will result in a

couple effective only in a vertical

plane. This couple, along with that

built into the crankshaft, forms an

elliptical couple which completely

balances the primary couple.

The balance weights are integral with

the gears and the circular balance

weights (pulleys) on the shafts.

Additional weights are attached to

the camshaft and balance shaft,

gears.

Both the rotating and primary recipro-

cating forces and couples are com-

pletely balanced in the engines. Con-

sequently, the engines will operate

smoothly and in balance throughout

their entire speed range.

Remove Front Balance Weights

TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE BALANCE

3. Wedge a clean rag between the

gears. Refer to Fig. 1 Camshaft and

Bearings and tighten the gear retaining

nuts to 300-325 lb ft (407-441 Nm)

torque. Then tighten the front balance

weight retaining nuts to 300-325 lb ft

(407-441 Nm) torque. Remove the rag

from the gears.

Figure 1. Removing Front Balance

Weight (Pulley Type)

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TM 5-3895-346-14

GEAR TRAIN AND TIMING

ENGINE OVERHAUL

GEAR TRAIN AND ENGINE TIMING

A train of helical gears, completely

enclosed between the engine end plate

and the flywheel housing, is located at

the rear of the Series 53 engine.

The gear train on an in-line engine

(Fig. 1) consists of a crankshaft gear,

an idler gear, a camshaft gear, and a

balance shaft gear. The governor drive

gear and the blower drive gear for the

four-cylinder engine are driven by the

camshaft gear or balance shaft gear,

depending upon the engine model.

On in-line engines, the crankshaft gear

is pressed on and keyed to the end of

the crankshaft.

The idler gear rotates on a stationary

hub.

R.H. ROTATION

IN-LINE ENGINES

Figure 1. In-Line Engine Gear Train

Timing Marks (Standard Timing Shown)

The camshaft and balance shaft gears

on in-line engines are pressed on and

keyed to their respective shafts and

each gear is secured by a retaining

nut and lock plate.

The camshaft and balance shaft gears on

an in-line engine mesh with each other

and run at the same speed as the crank-

shaft gear. Since the camshaft gears

must be in time with each other, and

the two as a unit in time with the

crankshaft gear, timing marks have

been stamped on the face of the gears

to facilitate correct gear train

timing.

The symbol system of marking the gears

makes gear train timing a comparatively

easy operation. When assembling the

engine, it is important to remember the

engine rotation. Then, working from

the crankshaft gear to the idler gear

and to the camshaft and/or balance

shaft gear in that order, line up the

appropriate circle symbols on the gears

or the appropriate triangles as each

gear assembly is installed on the

engine. Refer to Fig. 1.

CAUTION

It is advisable to make a

sketch indicating the position

of the timing marks BEFORE re-

moving or replacing any of the

gears in the gear train.

The circle and the triangle are the

basic timing symbols stamped on the

gears. The letters stamped on the

crankshaft gears identify the proper

timing marks for the particular engine:

I represents in-line engine, V repre-

sents V-type engine, R represents

right-hand rotation engine, L repre-

sents left-hand rotation engine, and A

represents advanced timing.

166

TM 5-3895-346-14

ENGINE OVERHAUL

GEAR TRAIN AND TIMING

Effective with engine serial number

4D-65954, all Series 53 vehicle engines

are built with advanced timing. The

timing is advanced by aligning the

proper A timing mark on the crankshaft

gear with the circle-triangle timing

mark on the idler gear.

The camshaft and balance shaft gears

are positioned so that the circle tim-

ing marks are adjacent to each other

(Fig. 1). One circle-triangle timing

mark on the idler gear is aligned with

the second circle on the mating cam-

shaft (or balance shaft) gear. The

other timing mark on the idler gear is

aligned with the proper timing mark on

the crankshaft gear.

The crankshaft gear is stamped IR-A on

the left side of the circle timing mark

(Fig. 1) for a right-hand rotation en-

gine. For standard timing, the circle

on the crankshaft gear is aligned with

the circle-triangle on the idler gear.

For advanced timing, the A adjacent to

the IR on the crankshaft gear is

aligned with the circle-triangle on the

idler gear.

Lubrication

The gear train is lubricated by the

overflow of oil from the camshaft and

balance shaft pockets spilling into the

gear train compartment. A certain

amount of the oil also spills into the

gear train compartment from the cam-

shaft and balance shaft end bearings

and the idler gear bearing. The blower

drive gear bearing on the four-

cylinder, in-line engine is lubricated

through an external pipe leading from

the cylinder block, main oil gallery to

the gear hub support.

ENGINE TIMING

The correct relationship between the

crankshaft and camshaft(s) must be

maintained to properly control fuel

injection and the opening and closing

of the exhaust valves.

The crankshaft timing gear can be

mounted in only one position since it

is keyed to the crankshaft. The cam-

shaft gear(s) can also be mounted in

only one position due to the location

of the keyway relative to the cams.

Therefore, when the engine is properly

timed, the markings on the various

gears will match as shown in Fig. 1.

Preignition, uneven running, and a loss

of power may result if an engine is out

of time.

When an engine is suspected of being

out of time due to an improperly as-

sembled gear train, a quick check can

be made without removing the flywheel

and flywheel housing by following the

procedure outlined below.

Check Engine Timing

Access to the crankshaft pulley, to

TM 5-3895-346-14

GEAR TRAIN AND TIMING

ENGINE OVERHAUL

the rod reaches the end of its upward

travel. Remove the rod and turn the

crankshaft, opposite the direction of

rotation, between 1/16 and 1/8 of a

turn.

5. Select a dial indicator with

0.001 inch graduations and a spindle

movement of at least one inch. Provide

an extension for the indicator spindle.

The extension must be long enough to

contact the piston just before it

reaches the end of its upward stroke.

Also, select suitable mounting attach-

ments for the indicator so it can be

mounted over the injector tube in the

cylinder head.

6. Mount the indicator over the in-

jector tube. Check to be sure the indi-

cator spindle extension is free in the

injector tube and is free to travel at

least one inch.

7. Attach a suitable pointer to the

engine lower front cover. The outer

end of the pointer should extend out

over the top of the crankshaft pulley.

8. Turn the crankshaft slowly, in

the direction of engine rotation, until

the indicator hand just stops moving.

9. Continue to turn the crankshaft,

in the direction of rotation, until the

indicator starts to move again. Now

set the indicator on zero and continue

to turn the crankshaft until the indi-

cator reading is 0.010 inch.

10. Scribe a line on the crankshaft

pulley in line with the end of the

pointer.

11. Slowly turn the crankshaft, op-

posite the direction of rotation, until

the indicator hand stops moving.

12. Continue to turn the crankshaft,

opposite the direction of rotation, un-

til the indicator starts to move again.

Now set the indicator on zero and con-

tinue to turn the crankshaft until the

indicator reading is 0.010 inch.

13. Scribe the second line on the

crankshaft pulley in line with the end

of the pointer.

14. Scribe a third line on the

pulley halfway between the first two

lines. This is top dead center.

CAUTION

If the crankshaft pulley re-

taining bolt loosened up,

tighten it to the torque speci-

fied in Specifications.

15. Remove the dial indicator and

rod from the engine.

16. Install the injector as outlined

in Fuel Injector. Then refer to Engine

Tuneup and adjust the exhaust valve

clearance and time the fuel injector.

17. Turn the crankshaft, in the di-

rection of rotation, until the exhaust

valves in the cylinder selected are

completely open. Reinstall the dial

TM 5-3895-346-14

ENGINE OVERHAUL

GEAR TRAIN AND TIMING

TABLE 1

Engine

*INDICATOR READING

Retarded

1-Tooth

Advanced

1-Tooth

Correct

STANDARD TIMING

(D4

0.228 inch

0.204 inch

0.245 inch

(2)4

0.206 inch

0.179 inch

0.232 inch

ADVANCED TIMING

(2)4

0.232 inch

0.206 inch

0.258 inch

*Indicator readings shown are nominal values. The

allowable tolerance is 0.005 inch.

(^High-velocity type injector cam.

(^Low-velocity type injector cam.

169

TM 5-3895-346-14

CAMSHAFT AND BEARINGS

CAMSHAFT, BALANCE

The camshaft and balance shaft used in

the in-line engines are located just

below the top of the cylinder block.

The camshaft and balance shaft in the

in-line engines may be positioned on

either side of the engine as required

by the engine rotation and accessory

arrangement.

The accurately ground cams ensure effi-

cient, quiet cam follower roller ac-

tion. They are also heat treated to

provide a hard wear surface.

Both ends of the shafts are supported

by bearings (bushing-type) that are

pressed into bores in the cylinder

block. The balance shaft is supported

by front and rear bearings only, where-

as the camshaft is supported by end,

intermediate, and center bearings. Two

end bearings (front and rear), two

intermediate bearings, and a center

bearing are used in the four-cylinder

engines to support the camshafts.

To facilitate assembly, letters signi-

fying the engine models in which a

shaft may be used are metal stamped on

the ends of the shaft. The letters on

the timing gear end of the camshaft

must correspond with the engine model.

For example, the letters RC are stamped

on a camshaft used in an RC-model

engine. For additional identification,

a camshaft with no designation on the

ends or a 7 stamped on the ends is a

high-velocity, high-lift camshaft. A

camshaft metal stamped with a V or V7

is a low-velocity, high-lift camshaft.

Effective with engine 4D-112278, new

camshafts metal stamped V7L are used

intermittently in the four in-line

engines. These are low-velocity,

low-lift camshafts.

On 4-53 engines, the present low-lift

camshaft must be used in conjunction

with the new exhaust valve springs.

Refer to Exhaust Valves.

ENGINE OVERHAUL

SHAFT, AND BEARINGS

IMPORTANT

Failure to change the exhaust

valve springs could result in

broken springs and engine

failure.

NOTE

The low-lift camshaft which

provides a maximum valve cam

lobe lift of 0.276 inch is

stamped V7L on both ends.

To provide proper camshaft end thrust,

a new front camshaft pulley spacer is

being used and the oil slinger has been

eliminated, effective with engine

serial number 4D-164682. Engines built

prior to 1968 were built with an oil

slot broached in the camshaft end bear-

ing. With pressure oil from this slot

flowing directly on the upper front

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TM 5-3895-346-14

ENGINE OVERHAUL

CAMSHAFT AND BEARINGS

material (powered metal) which is iden-

tified with an indent in the top sur-

face below the chamfer.

A method of identifying a camshaft with

the cylinder head still installed is as

follows:

1. Put a dial indicator on the

rocker arm clevis.

2. Bar the engine over 360 and the

indicator will give a reading directly

relative to the maximum amount of lift

on the high point of the camshaft

exhaust lobe.

a. The 4-53 low-lift camshafts

have a 0.276-inch maximum lift.

b. The 4-53 high-lift camshafts

have a 0.327-inch maximum lift.

3. The above can be accomplished

with the cylinder head removed by plac-

ing the dial indicator directly on the

exhaust valve lobe of the camshaft. A

reading of the maximum camshaft lift

can be taken at the high point of the

lobe.

Lubrication

Lubrication is supplied under pressure

to the camshaft and balance shaft end

bearings via oil passages branching off

from the main oil gallery direct to the

camshaft end bearings.

In addition, oil is forced through an

oil passage in each camshaft which

lubricates the camshaft intermediate

bearings. On the current camshafts,

the intermediate journal oil grooves

were eliminated and a chamfer added to

the intermediate journal oilholes.

When replacing a former camshaft with

a current camshaft, always use new

bearings.

All of the camshaft and balance shaft

bearings incorporate small slots

through which lubricating oil is

directed to the cam follower rollers.

Remove Camshaft or Balance Shaft

Whenever an engine is being completely

reconditioned or the bearings, thrust

washers, or the gears need replacing,

remove the shafts from the engine as

follows:

NOTE

Refer to Shop Notes to install

a cup plug in the front end of

the camshaft.

1. Drain the engine cooling system.

2. Remove all accessories and as-

semblies with their attaching parts as

necessary to permit the engine to be

mounted on an overhaul stand (See

Cylinder Block).

3. Mount the engine on an overhaul

stand.

IMPORTANT

Be sure the engine is securely

mounted on the stand before

releasing the lifting sling.

4. Remove the cylinder head(s).

TM 5-3895-346-14

CAMSHAFT AND BEARINGS

ENGINE OVERHAUL

Figure 2. Removing or Installing

Thrust Washer Retaining Bolts

3. Remove the cylinder head.

4. Remove the gear nut retainer

plates (if used).

5. Wedge a clean rag between the

gears (Fig. 1) and remove the gear

retaining nut from each end of the

camshaft.

6. Remove the camshaft front balance

pulley.

7. Remove the upper engine front

cover (if used).

8. Remove the woodruff key from the

camshaft and then remove the oil

slinger.

9. Install camshaft gear puller

J 1902-01, four spacers J 6202-2, and

camshaft gear puller adaptor plate

J 6202-1 on the camshaft gear

(Fig. 3).

10. Turn the center screw of the

puller clockwise to disengage the

camshaft gear.

Figure 1. Removing or Installing

Nut on Camshaft or Balance Shaft

10. Remove the oil slinger from the

front end of both shafts.

11. Remove the two retaining bolts

that secure the camshaft or balance

shaft thrust washer to the cylinder

block by inserting a socket wrench

through a hole in the web of the gear

as shown in Fig. 2.

12. Withdraw the shaft, thrust

washer, and gear as an assembly from

the rear end of the cylinder block.

Remove Camshaft (Flywheel Housing and

Transmission in Place)

A camshaft may be removed and replaced

without removing the flywheel housing

and disconnecting the transmission, if

there is space enough to slide the

shaft out through the front of the

engine.

1. Drain the cooling system.

2. Remove the accessories and as-

semblies with their attaching parts

that are necessary to facilitate the

removal of the flywheel housing hole

cover over the camshaft and the upper

engine front cover (if used).

172

TM 5-3895-346-14

ENGINE OVERHAUL

CAMSHAFT AND BEARINGS

Figure 3. Removing Camshaft Gear

NOTE

Do not remove the puller or

the adaptor plate until the

camshaft is reinstalled. The

adaptor plate, secured to both

the flywheel housing and the

camshaft gear, will hold the

gear securely in place and in

alignment which will aid in

the reinstallation of the

camshaft.

11. Pull the camshaft from the

cylinder block.

Disassemble Camshaft or Balance Shaft

1. Remove the gear from the shaft.

Refer to Camshaft and Gears,

2. Remove the end plugs from the

camshaft, to facilitate the removal of

any foreign material lodged behind the

plugs, as follows:

a. Clamp the camshaft in a vise

equipped with soft jaws, being careful

not to damage the cam lobes or machined

surfaces of the shaft.

b. Make an indentation in the

center of the camshaft end plug with a

31/64-inch drill (carboloy tip).

c. Punch a hole as deeply as pos-

sible with a center punch to aid in

breaking through the hardened surface

of the plug.

d. Then drill a hole straight

through the center of the plug with a

1/4-inch drill (carboloy tip).

e. Use the 1/4-inch drilled hole

as a guide and redrill the plug with a

5/16-inch drill (carboloy tip).

f. Tap the drilled hole with a

3/8-16 tap.

g. Thread a 3/8-16 adaptor J 6471-

2 into the plug. Then attach slide

hammer J 2619-5 to the adaptor and re-

move the plug by striking the weight

against the handle.

h. Insert a length of 3/8-inch

steel rod in the camshaft oil gallery

and drive the remaining plug out.

NOTE

If a steel rod is not avail-

able , remove the remaining

plug as outlined in steps a

through g.

Inspection

Soak the camshaft in clean fuel oil.

Then run a wire brush through the oil

gallery to remove any foreign material

or sludge. Clean the exterior of the

camshaft and blow out the oil gallery

and the oilholes with compressed air.

Clean the gears, camshaft bearings, and

related parts with fuel oil and dry

them with compressed air.

Inspect the cams and journals for wear

or scoring. If the cams are scored,

inspect the cam rollers as outlined in

Valve Operating Mechanism.

TM 5-3895-346-14

CAMSHAFT OVERHAUL

ENGINE OVERHAUL

If there is a doubt as to the accepta-

bility of the camshaft for further

service, determine the extent of cam

lobe wear as follows:

NOTE

The camshaft can be in or out

of the engine during this

inspection.

1. With a tapered leaf set of feeler

gages (0.0015-0.0100 inch) and a piece

of square hard material 1/8 x 3/8 x 1

inch measure the flat on the injector

rise side of the cam lobes (Fig. 4).

2. If the flats measure less than

0.003 inch in depth and there are no

other defects, the camshaft is satis-

factory for service.

3. A slightly worn lobe still within

acceptable limits may be stoned and

smoothed over with a fine crocus cloth.

Check the runout at the center bearing

with the camshaft mounted on the end

bearing surfaces. Runout should not

exceed 0.002 inch.

Examine both faces of the thrust

washers. If either face is scored or

if the thrust washers are worn exces-

sively, replace the washers. New

thrust washers are 0.208 to 0.210 inch

thick-

Figure 4. Checking Cam Lobe Wear

Also, examine the surfaces which the

thrust washers contact; if these sur-

faces are scratched but not severely

scored, smooth them down with an oil

stone. If the score marks are too deep

to be removed, or if parts are badly

worn, use new parts.

CAUTION

If a new camshaft is to be in-

stalled, steam clean it to re-

move the rust preventive and

blow out the oil passages with

compressed air.

The clearance between new shafts and

new bearings is 0.0045 to 0.006 inch,

or a maximum of 0.008 inch with worn

parts. Excessive clearance between the

shafts and the bearings will cause low

oil pressure and excessive backlash

between the gears.

Bearings are available in 0.010 inch

and 0.020 inch undersize for use with

worn or reground shafts.

Oversize camshaft and balance shaft

bearings are available in sets, 0.010

inch oversize on the outside diameter,

to permit reuse of a cylinder block

having one or more scored block bearing

bores. To use the oversize bearings,

the camshaft and balance shaft block

bores must be carefully line-bored

(machined) to the dimensions shown in

Table 1.

Remove Bearings

The end bearings must be removed prior

to removing the intermediate bearings.

TM 5-3895-346-14

ENGINE OVERHAUL

CAMSHAFT AND BEARINGS

TABLE 1

CAMSHAFT AND BALANCE SHAFT CYLINDER

BLOCK BORE MACHINING CHART

(Oversize Camshaft Bearings)

Bearing

Location

Dimension

Engine

Minimum

Maximum

End

2.385 inch

2.386 inch

Intermediate

2.375 inch

2.376 inch

Center

2.365 inch

2.366 inch

1. Remove all accessories and as-

semblies with their attaching parts as

is necessary so that tool set J 7593-03

may be used as shown in Fig. 5 and in A

of Fig. 9.

Tool set J 7593-03, designed for use

with standard size bearings, may be

used to remove and install 0.010 inch

undersize and 0.020 inch undersize

bearings by reducing the pilot diameter

of the pilot J 7593-2, installer

J 7593-3, remover J 7593-5, installer

J 7593-6, and installer J 7593-15. The

pilot diameter of these tools should be

reduced by 0.020 inch. This reduction

in tool diameter does not materially

effect usage on standard size bearings.

If the tools are used frequently, how-

ever, it may be advisable to purchase

additional standard pieces. Reduced

diameter tools have not been released.

2. Insert the small diameter end of

pilot J 7593-2 into the end bearing.

3. Then, with the unthreaded end of

shaft J 7593-1 started through the

pilot, push the shaft through the block

bore until the end of the shaft snaps

into remover J 7593-5.

4. Now drive the end bearing out of

the cylinder block. The nearest inter-

mediate and/or center bearings can be

Figure 5. Removing End Bearing

removed in the same manner. The large

diameter end of pilot J 7593-2 will fit

into the camshaft bore and is used when

removing the other end bearing and any

remaining bearings.

175

TM 5-3895-346-14

CAMSHAFT AND BEARINGS

ENGINE OVERHAUL

Install Internedlate and/or Center

Camshaft Bearings

Camshaft center and intermediate bear-

ings must be installed prior to instal-

ling the camshaft end bearings. On the

four-cylinder in-line engine, the cen-

ter, rear intermediate and rear bear-

ings are installed in that order by

pressing the bearings from the rear to

the front of the block. The front

intermediate and front bearings are

installed by pressing the bearings from

the front to the rear of the block.

NOTE

Current bearings incorporate

lubrication grooves on the

inner bearing surface

(Fig. 7).

To properly install the camshaft and

balance shaft bearings, refer to Fig. 8

for location of the notch in the bear-

ing in relation to the camshaft or bal-

ance shaft bore centerline in the

cylinder block.

Also, to facilitate assembly, the cam-

shaft and balance shaft bearings are

color coded on the side and/or end as

shown in Table 2.

1. Insert pilot J 7593-2 in the bore

of the block as shown in Fig. 6. Use

the small end of the pilot if an end

bearing has been installed. Refer to B

and C of Fig. 9.

2. Insert the new intermediate or

center bearing into the camshaft bore

and position it correctly. Install the

center bearing first.

TABLE 2

CAMSHAFT AND BALANCE SHAFT

BEARING COLOR CODE CHART

Bearing

Position

Color Code

Outside

Diameter

Inside

Diameter

Current

Former

End

Brown

Black

Standard

0.010 inch & 0.020 inch U.S.

Brown

Yellow

0.010 inch

Oversize

Standard (only)

Intermediate

Orange

Red

Standard

0.010 inch & 0.020 inch U.S.

Orange

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TM 5-3895-346-14

ENGINE OVERHAUL

CAMSHAFT AND BEARINGS

WASHER

Figure 6. Installing Intermediate Camshaft Bearing

3. Then, with the unthreaded end

of shaft J 7593-1 started through

the pilot, push the shaft through

the entire length of the block

bore.

4. Slide installer J 7593-6 on the

shaft until the locating pin registers

with the notch in the bearing. Then

slide installer J 7593-3 or J 7593-15

on the shaft with the large diameter

inserted into the end of the block

bore. Refer to C and note of

Fig. 9.

5. Next, place a spacer (if re-

quired), thrust washer, plain washer,

and hex nut over the threaded end of

the puller.

6. Align the shaft in such a way

that a C-washer J 7593-4 can be in-

serted in a groove in the shaft adja-

cent to installer J 7593-6.

INTERMEDIATE

AND CENTER

END

Figure 7. Camshaft and Balance

Shaft Bearing Identification

7. Place a C-washer in the groove

near the end of the shaft and, using

suitable wrench on the hex nut, draw

the bearing into place until the C-

washer butts up against installer

J 7593-3 and prevents the shaft from

further movement.

177

TM 5-3895-346-14

CAMSHAFT AND BEARINGS

ENGINE OVERHAUL

NOTCH INBOARD AS SHOWN -

- ALL BEARINGS THIS SIDE

NOTCH OUTBOARD AS SHOWN - ALL OTHER

BEARINGS THIS SIDE

REAR VIEW OF "A & D"

2, 3 AND 4 CYLINDER ENGINES

NOTCH INBOARD AS SHOWN -

- ALL BEARINGS THIS SIDE

NOTCH OUTBOARD AS SHOWN -

- ALL BEARINGS THIS SIDE

REAR VIEW OF "B & C"

2, 3 AND 4 CYLINDER ENGINES

Figure 8. Location of Notch in

Relation to Shaft Bore Centerline

Install End Bearings

Refer to the camshaft and balance shaft

color code chart and the cylinder block

bore machining dimension chart when

installing the end bearings.

1. Insert pilot J 7593-2 in the bore

of the block as shown in D of Fig. 9.

Use the small diameter of the pilot if

a bearing has been installed.

2. Insert support J 7593-12 in the

bore in the opposite end of the block.

Then, with the unthreaded end of the

shaft started through pilot J 7593-2,

push the shaft through the block and

support J 7593-12.

3. Place a new end bearing on in-

staller J 7593-3 and align the notch in

the bearings with the pin on the in-

staller. Then slide the installer and

the bearing on the shaft. Position the

bearing correctly with the groove in

the camshaf t bore.

4. Place C-washer J 7593-4 in the

end notch in the shaft; pull the shaft

back until the washer butts against the

installer.

5. Next, place a spacer (if re-

quired), thrust washer, plain washer,

and hex nut over the threaded end of

the shaf t as shown in D of Fig. 9 and,

using a suitable wrench on the hex nut,

draw the bearing into place until the

shoulder on the installer prevents the

shaft from further movement. The bear-

ing is now installed in its correct

position.

Install the remaining end bearings in

the same manner.

Use of tool set J 7593-03 assures that

the bearings are properly spaced in

relation to the end of the block. The

center bearing (notch end) for a four-

cylinder block is 10.94 inches from the

rear face of the block. The intermedi-

ate bearings for the four-cylinder

block are 5.54 inches from the rear and

front face of the block.

Assemble and Install Camshaft and

Balance Shaft

Refer to Fig. 10 and assemble the

camshaft and balance shaft.

1. Install new end plugs in the cam-

shaft. Press the plugs in to a depth

TM 5-3895-346-14

ENGINE OVERHAUL

CAMSHAFT AND BEARINGS

lilLiiuiwrgj

J-7593-5

J-7593-4

J-7593-1 J7593-2

THRUST SEARING

WASHER

NUT

J-7593-4 J-7593-3* * J-7593-6

J-7593-4

J-7593-1

J-7 593-2

PR-

llll

mil

J-7593-4 J-7593-3 J-7593-6

J-7593-1 J-7593-2

J-7593-4

-1

illll

H b3

J-7593-3 J-7593-12

J-7593-1

J-7593-2

NOTE: UM J-7593-1 5 WHEN INSTALLING THE RIGHT FRONT

INTERMEDIATE OR LEFT REAR INTERMEDIATE BEARING

IN 6V CYLINDER BLOCK.

NOTE: USE J-7593-15 IN PLACE OF J-7593-3 AS SHOWN IN FIG B.

TO INSTALL CENTER BEARING IN 8V CYLINDER BLOCK

Figure 9. Removing and Replacing Camshaft or Balance Shaft Bearings

2. Install the gears and thrust

washers on their respective shafts as

outlined in Camshaft and Gears.

3. Lubricate the bearings and shafts

with engine oil and slide the shaft as-

semblies into the cylinder block, being

careful not to damage the bearings or

the cams and journals. Make sure that

the appropriate timing marks on the

gears are aligned. Refer to Gear Train

and Engine Timing.

4. Slide an oil slinger on the front

end of both shafts.

5. Install the upper engine front

cover, if used (Front Cover).

6. Secure the thrust washers in

place as shown in Fig. 2 and tighten

the bolts to 30-35 lb ft (41-47 Nm)

torque.

7. Install the front balance weights

(Gear Train and Timing).

179

TM 5-3895-346-14

CAMSHAFT AND BEARINGS

ENGINE OVERHAUL

CAMSHAFT

Figure 11. Camshaft Plug Installation

8. Attach the gear nut retainer

plates (if used) to the gears with

bolts and lockwashers, and tighten the

bolts to 35-39 lb ft (47-53 Nm) torque.

9. Check the clearance between the

thrust washer and the gear on both

shafts. The clearance should be 0.005

to 0.015 inch, or a maximum of 0.019

inch with used parts.

10. Check the backlash between the

mating gears. The backlash should be

0.003 to 0.005 inch and should not

exceed 0.007 inch between used gears.

11. Install the flywheel housing and

other parts or assemblies that were

removed from the engine as outlined in

their respective sections of this

manual.

180

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TM 5-3895-346-14

ENGINE OVERHAUL

CAMSHAFT AND BEARINGS

Install Camshaft (Flywheel Housing and

Transmission in Place)

1. Place the rear camshaft spacer

over the end of the camshaft and in-

stall the woodruff key in the gear end

of the camshaft. Insert this end into

position from the front of the engine.

Push the shaft in until it slides into

the end bearing.

2. Align the key in the shaft with

the keyway in the camshaft gear and

start the shaft into the gear. Tap the

shaft into the gear with a soft (plas-

tic or rawhide) hammer.

3. Remove the camshaft gear puller,

spacers, and adaptor plate. Finger

tighten the gear retaining nut on the

shaft.

4. Install the oil slinger on the

front end of the camshaft.

5. Install the upper front cover, if

used, and slide the spacer over the end

of the camshaft and into the oil seal

in the cover.

6. Install the camshaft front

balance pulley. Finger tighten the

pulley retaining nut.

7. With the clean rag wedged between

the gears to prevent their rotation,

tighten the nut on each end of the

camshaft to 300-325 lb ft (407-441 Nm)

torque.

8. Install the gear nut retainers

with bolts and lockwashers. Tighten

the bolts to 35-39 lb ft (47-53 Nm)

torque.

9. Install the accessories and as-

semblies that were removed and refill

the cooling system.

181

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TM 5-3895-346-14

CAMSHAFT GEARS

ENGINE OVERHAUL

CAMSHAFT AND BALANCE SHAFT GEARS

The camshaft and balance shaft gears on

an in-line engine are located at the

flywheel end of the engine and mesh

with each other and run at the same

speed as the crankshaft.

Since the camshaft and balance shaft

gears on in-line engines must be in

time with each other, timing marks are

stamped on the rim of each gear. Also,

since these two gears as a unit must be

in time with the crankshaft, timing

marks are located on the idler and

crankshaft gears (refer to Gear Train

and Timing).

Each gear is keyed to its respective

shaft and held securely against the

shoulder on the shaft by a nut. A gear

nut retainer, with a double-hexagon

hole in the center, fits over the nut

on some engines. The retainer is

attached to the gear by bolts threaded

into tapped holes in the gear.

On the four-cylinder in-line engines,

external weights are attached to the

rear face of each gear. The weights

are important in maintaining perfect

engine balance.

When new service gears are used on an

in-line engine, the external weights on

the old gears must be transferred to

the new gears. If the weights are

transferred to new gears, tighten the

bolts to 45-50 lb ft (61-68 Nm) torque.

Remove Camshaft and Balance Shaft Gears

1. Remove the camshaft and the bal-

ance shaft from the engine as outlined

in Camshaft and Bearings.

2. Place the camshaft and gear as-

sembly in an arbor press with the gear

suitably supported as shown in Fig. 1.

3. Place a woodblock under the lower

end of the camshaft so the threads will

not be damaged when the shaft is

pressed from the gear.

Figure 1. Removing Camshaft Gear

4. Place a short piece of 3/4-inch

O.D. brass rod on the end of the cam-

shaft and press the camshaft out of the

camshaf t gear.

5. Remove the thrust washer, wood-

ruff key, and spacer from the camshaft.

6. Remove the gear from the balance

shaft in a similar manner.

Inspection

Clean the gears with fuel oil and dry

them with compressed air. Then examine

the gear teeth for evidence of scoring,

pitting, and wear. Replace the gears

if necessary.

Examine both faces of the camshaft and

balance shaft thrust washer and, if

either face is worn or scored, replace

the washer. Also examine the surface

on the camshaft and balance shaft which

the thrust washer contacts. If this

surface is scratched, but not severely

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TM 5-3895-346-14

ENGINE OVERHAUL

CAMSHAFT GEARS

Install Camshaft and Balance Shaft

Gears

1. Note the letters stamped on the

end of the camshaft which signify the

engine models in which a camshaft may

be used. The letters on the timing

gear end of the camshaft must cor-

respond with the engine model of the

particular engine being assembled.

Refer to the front of this manual for

engine model identification.

2. Place the rear camshaft spacer

over the timing gear end of the cam-

shaft and install the woodruff key.

3. Lubricate the thrust washer with

clean engine oil and place the thrust

washer over the gear end of the cam-

shaft and the spacer.

4. Start the camshaft gear over the

end of the camshaft with the key in the

shaft registering with the keyway in

the gear.

5. Then, with the camshaft supported

in an arbor press, place a sleeve on

top of the gear and press the gear

tight against the spacer on the shaft

(Fig. 2).

6. Measure the clearance between the

camshaft thrust washer and the cam-

shaft. This clearance should be 0.008

to 0.015 inch when new parts are used.

With used parts, a maximum clearance of

0.021 inch is allowable.

Figure 2. Installing Camshaft Gear

7. Install the gear retaining nut on

the camshaft by hand. Tighten the nut

after the shaft is installed in the

cylinder block.

8. Install the gear on the balance

shaft in a similar manner. No rear

spacer is used with the balance shaft

gear since the gear seats against a

shoulder on the shaft.

9. Install the camshaft and balance

shaft in the engine as outlined in

Camshaft and Bearings,

183

TM 5-3895-346-14

IDLER GEAR

ENGINE OVERHAUL

IDLER GEAR AND BEARING ASSEMBLY

The engine idler gear and bearing as-

sembly, located at the flywheel end of

the engine, meshes with the camshaft

and crankshaft gears and rotates on a

stationary hub. The hub is secured

directly to the cylinder block by a

bolt which passes through the hub and

three bolts which pass through the

flywheel housing, hub, and end plate

(Fig. 1).

Two timing marks (a triangle within a

circle) are stamped on the idler gear

diametrically opposite (180) to one

another.

The inside diameter of the idler gear

bearing is 2.186 to 2.187 inches and

the outside diameter of the idler gear

hub is 2.1825 to 2.1835 inches. There-

fore, the clearance between the idler

gear hub and the idler gear bearing is

0.0025 to 0.0045 inch, with a maximum

allowable wear limit of 0.007 inch.

A thrust washer is provided on both

sides of the idler gear and bearing

assembly. The standard thickness of

the idler gear and bearing assembly is

1.233 to 1.234 inches and the standard

thickness of the two thrust washers is

0.236 to 0.240 inch. Therefore, the

clearance between the thrust washers

Figure 1. Installing Idler Gear

Hub

and the idler gear is 0.006 to 0.013

inch, with a maximum allowable wear

limit of 0.017 inch.

On an in-line engine, the idler gear

is positioned on the left-hand side

for a right-hand rotating engine and

on the right-hand side for a left-hand

rotating engine as viewed from the

rear.

On early engines, an idler gear spacer

(dummy hub) was used on the side oppo-

site the idler gear. Currently the

flywheel housing has an integral cast

hub and a 0.015-inch thick shim is used

between the flywheel housing and the

end plate.

Reaove Idler Gear and Bearing Assembly

(Flywheel Housing Removed)

1. Remove the idler gear outer

thrust washer from the idler gear hub

(Fig. 3).

2. Slide the idler gear straight

back off of the idler gear hub.

3. Remove the bolt which secures the

idler gear hub to the cylinder block.

Then remove the idler gear hub and the

idler gear inner thrust washer as an

assembly.

Inspection

Wash the idler gear and bearing as-

sembly, hub, and thrust washers thor-

oughly in clean fuel oil and dry them

with compressed air. Examine the gear

teeth and bearing for scoring, pitting,

TM 5-3895-346-14

ENGINE OVERHAUL

IDLER GEAR

An idler gear bearing with two oil

grooves has been incorporated in the

idler gear and bearing assemblies,

beginning with engine serial number

4D-9458.

When a new bearing (bushing) is in-

stalled in the idler gear, it must not

protrude beyond the gear face on either

side and must sustain an axial load of

2000 pounds (9.07 kN) minimum without

pushing out of the gear.

Install Idler Gear and Bearing Assembly

1. Place the inner thrust washer on

the forward end of the idler gear hub

with the flat in the inner diameter of

the thrust washer over the flat on the

end of the gear hub and with the oil

grooves in the thrust washer facing the

idler gear.

2. Place the small protruding end of

the idler gear hub through the end

plate and into the counterbore in the

cylinder block.

3. Insert two 3/8-16 bolts through

the idler gear hub and thread them into

the cylinder block, as shown in Fig. 1,

to be sure the boltholes will be in

alignment when the flywheel housing is

installed.

4. Insert the 3/8-16 x 1-3/4-inches

long special bolt through the center of

the idler gear hub and thread it into

the cylinder block. Tighten the bolt

to 40-45 lb ft (54-61 Nm) torque. Then

remove the two 3/8-16 bolts previously

installed for alignment of the gear

hub.

5. Lubricate the idler gear hub and

idler gear bearings liberally with

clean engine oil.

6. Position the crankshaft gear and

the camshaft gear or balance shaft gear

so that their timing marks will align

with those on the idler gear.

7. With these timing marks in align-

ment, install the idler gear as shown

in Fig. 2.

8. Apply a thin film of cup grease

to the inner face (face with the oil

grooves) of the outer idler gear thrust

washer. Then place the thrust washer

over the end of the idler gear hub with

the oil grooves in the side of the

thrust washer facing the idler gear,

and the flat in the inner diameter of

the thrust washer over the flat on the

end of the idler gear hub.

9. Check the backlash between the

mating gears. The backlash should be

0.003 to 0.005 inch between new gears

and should not exceed 0.007 inch be-

tween used gears.

Figure 2. Installing Idler Gear

185

186

IDLER GEAR

TM 5-3895-346-14

ENGINE OVERHAUL

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TM 5-3895-346-14

ENGINE OVERHAUL

TIMING GEAR

CRANKSHAFT TIMING GEAR

The crankshaft timing gear is keyed and

pressed on the crankshaft and drives

the camshaft gear or balance shaft gear

through an idler gear.

Since the camshaft must be in time with

the crankshaft, timing marks are lo-

cated on the rim of the idler gear with

corresponding timing marks stamped on

the crankshaft gear and camshaft and

balance shaft gears (refer to Gear

Train and Timing).

Remove Crankshaft Timing Gear (Flywheel

Housing Removed)

The crankshaft timing gear is a 0.001

to 0.003-inch press fit on the crank-

shaft. The crankshaft diameter at this

point is 4.060 to 4.061 inches. Remove

the gear as follows:

1. Remove the crankshaft rear oil

seal sleeve, if used. To remove the

sleeve, peen the outside diameter of

the sleeve until it stretches suffi-

ciently so it can be slipped off the

crankshaft.

2. Before removing the crankshaft

gear, align the timing marks of the

gear train and note their location so

the gear can be reinstalled in its

original position.

3. Attach bar-type puller J 4871 to

the crankshaft gear with three long

bolts or hooks, flat washers, and nuts

through the holes in the gear as shown

in Fig. 1.

4. Turn the center screw of the

puller to pull the crankshaft gear off

the crankshaft.

Inspection

Clean the gear with fuel oil and dry it

with compressed air. Examine the gear

teeth for evidence of scoring, pitting,

or wear. If severely damaged or worn,

Figure 1. Removing Crankshaft Timing

Gear

install a new gear. Also check the

other gears in the gear train.

Install Crankshaft Timing Gear

1. If removed, install the woodruff

key in the keyway in the crankshaft.

2. Start the timing gear over the

end of the crankshaft with the timing

marks on the outer rim of the gear

facing out and the keyway in the gear

in alignment with the woodruff key in

the crankshaft.

3. Align the proper timing mark on

the crankshaft gear with the corre-

sponding mark on the idler gear (refer

to Gear Train and Timing).

NOTE

When advanced timing is re-

quired, align the timing mark

"A" with the timing mark on the

idler gear.

4. Place a heavy hammer against the

head of the bolt in the front end of

TM 5-3895-346-14

TIMING GEAR

ENGINE OVERHAUL

gear and drive the gear up against the

shoulder on the crankshaft as shown in

Fig. 2.

5. Check the gear backlash with the

mating gear. The backlash should be

0.003 to 0.005 inch with new gears or

0.007 inch maximum with used gears.

6. Install a new crankshaft rear oil

seal sleeve, if required, as outlined

in Crankshaft Oil Seals.

Figure 2. Installing Crankshaft

Timing Gear

188

TM 5-3895-346-14

ENGINE OVERHAUL

BLOWER DRIVE SUPPORT

BLOWER DRIVE GEAR AND SUPPORT ASSEMBLY

The blower drive gear is driven by the

camshaft gear (4-53 engine). The gear

is keyed and pressed on a shaft which

is supported in the blower drive sup-

port. This support, on a 4-53 engine,

is attached to the rear end plate on

the blower side of the engine (Fig. 1).

and Install Blower Drive Shaft

1. Remove the air inlet housing from

the blower (refer to Air Shutdown

Housing).

2. Refer to Fig. 1 and loosen the

blower drive seal clamp.

3. Slide the clamp and seal off of

the blower drive support.

4. Remove the four blower-to-block

bolts. Then carefully lift the blower

away from the blower drive support and

the cylinder block so the serrations on

the blower drive shaft are not damaged.

5. Withdraw the blower drive shaft

from the blower drive support.

6. Install the shaft by reversing

the removal procedure.

Blower Drive Support

Figure 1. Blower Drive Support

Mounting on 4-53 In-Line Engine

1. Remove the blower and the blower

drive shaft as outlined above.

2. Disconnect the lubricating oil

tube (Fig. 1) from the blower drive

support.

3. Remove the blower drive support

attaching bolts.

4. Tap the blower drive support to

loosen it, then carefully withdraw the

support from the rear end plate so the

blower drive gear teeth will not be

damaged.

Disassemble Blower Drive Support

1. Remove the snapring and the

thrust washer from the shaft.

2. If there are burrs on the edges

of the snapring groove, remove them

with a stone. Then withdraw the gear

and shaft from the support.

3. Support the blower drive gear in

an arbor press (Fig. 2).

4. Place a short, 1-1/8-inch dia-

meter brass rod on the end of the shaft

and press the shaft out of the gear.

Inspection

Thoroughly clean the parts with fuel

oil and dry them with compressed air.

189

TM 5-3895-346-1A

BLOWER DRIVE SUPPORT

ENGINE OVERHAUL

Assemble Blower Drive Support

Refer to Fig. 3 for the relative posi-

tion of the parts and assemble the

blower drive support as follows:

1. Lubricate the blower drive gear

shaft with clean engine oil and insert

the shaft into the blower drive

support.

2. Assemble the thrust washer and

the snapring on the shaft.

3. Install the key in the shaft, if

it was removed.

4. Place the shaft and support in an

arbor press.

5. Position the gear on the shaft so

the keyway in the gear is in alignment

with the key in the shaft. Then place

a sleeve on the gear and press the gear

on the shaft until the clearance be-

tween the gear and support is 0.004 to

0.006 inch (Fig. 4).

Install Blower Drive Support

1. Affix a new blower drive support

gasket to the cylinder block rear end

plate.

2. Install the blower drive support

assembly by reversing the removal

procedure.

3. Tighten the 3/8-24 support-to-end

plate bolts (with copper washers) and

the 3/8-16 support-to-flywheel hous-

ing bolts (with plain washers and

lockwashers) to 35 lb ft (47 Nm)

torque.

Figure 2. Pressing Blower Drive

Gear From Shaft

Inspect the inside diameter and thrust

surfaces of the blower drive gear sup-

port for scoring and wear. Also check

the outside diameter of the blower

drive gear shaft for wear. The clear-

ance between the shaft and the support

should not be less than 0.0035 inch

(with new parts) or more than 0.007

inch (with used parts).

Inspect the serrations on the blower

drive shaft and, if worn so that ex-

cessive backlash is felt when the shaft

is inserted into the blower drive gear

shaft, install a new blower drive

shaft.

Examine the blower drive support thrust

washer for scoring and wear. Replace

the thrust washer if necessary. The

thickness of a new blower drive support

thrust washer is 0.093 to 0.103 inch.

Inspect the gear teeth for evidence of

scoring, pitting, burning, or wear. If

necessary, install a new gear.

190

TM 5-3895-346-14

ENGINE OVERHAUL

BLOWER DRIVE SUPPORT

GASKET KEY

Figure 3. Blower Drive Gear and Support Assembly Details and Relative

Location of Parts (In-Line Engine)

Figure 4. Pressing Blower Drive

Gear On Shaft

191

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TM 5-3895-346-14

FRONT COVER

ENGINE OVERHAUL

ENGINE FRONT COVER (Upper)

The upper engine front cover is mounted

against the cylinder block at the upper

front end of the engine. The camshaft

and balance shaft oil seals (in-line

engine) or camshaft oil seals are

pressed into the cover.

Remove Cover

When necessary, the oil seals may be

removed without removing the upper

front cover. This may be done by

drilling diametrically opposite holes

in the seal casing and threading metal

screws, backed by flat washers, into

the casing. Remove the seal by prying

against the washers with pry bars.

Install the new seals with installer

J 9790.

If necessary, remove the engine cover

as follows:

1. Remove the various parts and sub-

assemblies from the engine as outlined

in their respective sections of this

manual.

2. Remove the pulleys from the front

end of the camshaft and balance shaft.

Refer to Camshaft and Bearings.

3. Remove the upper front cover-to-

cylinder block attaching bolts.

4. Tap the cover and dowel pin as-

sembly away from the cylinder block.

5. Remove the woodruff keys and oil

seal spacers from the shafts.

6. Remove all traces of the old

gasket material from the cylinder block

and cover.

Inspection

Check the oil seals and the spacers for

wear or damage. Replace them if

necessary.

Remove Oil Seals

1. Support the inner face of the

cover on woodblocks at least 1 inch

thick to protect the dowel pins in the

cover.

2. Drive the oil seals out of the

cover.

Install Oil Seals

1. Support the inner face of the

cover on woodblocks.

2. If the outside diameter of the

oil seal is not precoated with sealant,

coat the bore in the cover with non-

hardening sealant.

3. Position a new oil seal in the

cover with the lip of the seal pointing

toward the inner face of the cover.

CAUTION

Keep the lip of the oil seal

clean and free from scratches.

4. Press the seal into the cover

with installer J 9790 until the seal

is flush with the bottom of the

counterbore.

5. Install the second oil seal in

the same manner.

6. Remove excess sealant from the

TM 5-3895-346-14

ENGINE OVERHAUL

FRONT COVER

3. Apply cup grease to the outside

diameter of the oil seal spacers, then

slide them on the shafts.

NOTE

Current engines use an oil

slinger between the oil seal

spacer and the shoulder on the

camshaft, and between the

spacer and the end bearing on

the balance shaft (in-line

engine). Addition of the oil

slinger improves sealing by

reducing the amount of oil in

the area of the oil seals.

If oil slingers are installed on in-

line engines built prior to serial

number 4D-944, check the distance

from the holes to the gasket flange

(Fig. 1). If necessary, machine or

grind the cover to provide sufficient

clearance for the slingers.

1/4" TO 5/16"

Figure 1. In-Line Engine Upper

Front Cover

4. Install a woodruff key in each

shaft.

5. Install the pulleys on the

shafts.

6. Install and tighten the pulley

retaining nuts to 300-325 lb ft

(407-441 Nm) torque.

193

TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

CYLINDER BLOCK

SHOP NOTES - TROUBLESHOOTING -

SPECIFICATIONS - SERVICE TOOLS

SHOP NOTES

TEFLON-WRAPPED PIPE PLUGS

Pipe plugs with a baked teflon coating

are available for service. However,

pipe plugs can be hand wrapped satis-

factorily with teflon tape to provide a

better seal and facilitate plug re-

moval. When a teflon-wrapped plug is

installed, it is extremely important

that the specified torque not be

exceeded.

Hand wrap a pipe plug with teflon tape

as follows:

1. Be sure the pipe plug is thor-

oughly clean and dry prior to applying

the teflon tape. All dirt, grease,

oil, and scale must be removed.

2. Start the tape one or two threads

from the small or leading edge of the

plug, joining the tape together with an

overlap of approximately 1/8 inch.

3. Wrap the tape tightly in the same

direction as you would turn a nut. The

tape must conform to the configuration

of the threads (be pressed into the

minor diameter of the threads) without

cutting or ripping the tape.

4. Hand tighten and hand torque the

pipe plug and DO NOT exceed the speci-

fied torque. DO NOT use power tools.

CHECKING BEARING CLEARANCES

A strip of soft plastic squeezed be-

tween the crankshaft journal and the

connecting rod bearing or main bearing

may be used to measure the bearing

clearances.

The strip is a specially molded plastic

wire manufactured commercially and is

available in three sizes and colors.

Type PG-1 (green) has a clearance range

of 0.001 to 0.003 inch, type PR-1 (red)

has a range of 0.002 to 0.006 inch, and

type PB-1 (blue) has a range of 0.004

to 0.009 inch.

The plastic strip may be used for check-

ing the bearing clearances as follows:

1. Remove the bearing cap and wipe

the oil from the bearing shell and

crankshaft journal.

CAUTION

When checking the main bearing

clearances with the engine in

a position where the main bear-

ing caps are supporting the

weight of the crankshaft and

the flywheel, an erroneous

reading, due to the weight of

the crankshaft and flywheel,

can be eliminated by supporting

the weight of the crankshaft

with a jack under the counter-

weight adjoining the bearing

being checked.

2. Place a piece of the plastic

TM 5-3895-346-14

ENGINE OVERHAUL

SHOP NOTES

Figure 1. Using Plastic Strip to

Measure Bearing-to-Crankshaft

Clearance

3. Rotate the crankshaft about 30

from bottom dead center and reinstall

the bearing cap. Tighten the bolts to

the specified torque.

4. Remove the bearing cap. The

flattened plastic strip will be found

adhering to either the bearing shell or

the crankshaft.

5. Compare the width of the flat-

tened plastic strip at its widest point

with the graduations on the envelope

(Fig. 1). The number within the gradu-

ation on the envelope indicates the

bearing clearance in thousandths of an

inch. Taper may be indicated when one

end of the flattened plastic strip is

wider than the other. Measure each end

of the plastic; the difference between

the readings is the approximate amount

of taper.

CAMSHAFT CUP PLUG INSTALLATION

When an oil leak occurs at the drive

plug area in the front end of the cam-

shaft, install a cup plug in the end of

the camshaft rather than removing and

replacing the drive plug.

NOTE

Install the cup plug as follows:

1. Clean the hole in the front end

of the camshaft and apply Permatex No.

1 sealant, or equivalent, to the outer

diameter of the cup plug.

It is not necessary to remove

the camshaft from the engine 2. Install the plug to a depth of

when installing the cup plug. 0.180 to 0.210 inch with tool J 24094.

195

TM 5-3895-346-14

TROUBLESHOOTING

ENGINE OVERHAUL

EXHAUST VALVE

Probable Causes

1. STICKING VALVE

2. IMPROPER VALVE

SEATING

3. VALVE SEAT PITTED

OR OVERHEATED

4. BENT VALVE

5. BROKEN VALVE

6. EXCESSIVE VALVE TO

GUIDE CLEARANCE

7. CARBON DEPOSITS

ON VALVE HEAD

8. VARNISH DEPOSITS

ON VALVE STEM

9. SCORED OR SCUFFED

VALVE STEM

10. ALL VALVES BENT

11. OIL RUNNING DOWN

VALVE STEM

196

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING

SUGGESTED REMEDY

1. Check for carbon deposits, a bent

valve guide, defective spring, or anti-

freeze (glycol) in the lubricating oil.

Replace a bent guide. Clean up and re-

face the valve. Replace the valve if

necessary.

2. Check for excessive valve-to-

guide clearance, bent valve guide, or

carbon deposits. Replace a bent or

worn guide. Clean the carbon from the

valve. Reface or replace the valve, if

necessary.

3. Check the operating conditions of

the engine for overload, inadequate

cooling, or improper timing. Reface

the valve and insert. Replace the

valve if it is warped or too badly

pitted. Use a harder-face valve if

operating conditions warrant.

4. Check for contact between the

valve head and the piston as a result

of incorrect valve clearance, an im-

properly positioned exhaust valve

bridge (four-valve head), or a defec-

tive spring. Check the valve guide,

insert, cylinder head, and piston for

'damage. Replace damaged parts.

5. Check for excessive valve-to-

guide clearance, defective valve spring

or etching of the valve stem at the

weld. Improper valve clearance is also

a cause of this type of failure. Check

the guide, insert, cylinder head, and

piston for damage. Replace damaged

parts.

6. Replace a worn valve guide.

Check and replace the valve, if

necessary.

7. Black carbon deposits extending

from the valve seats to the guides

indicates cold operation due to light

loads or to the use of too heavy a

fuel. Rusty brown valve heads with

carbon deposits forming narrow collars

near the guides indicate hot operation

due to overloads, inadequate cooling,

or improper timing which results in

carbonization of the lubricating oil.

Clean up the valves, guides, and in-

serts. Reface the valves and inserts

or replace them if they are warped,

pitted, or scored.

8. Check for worn valve guide or ex-

cessive exhaust back pressure. Replace

a worn guide. Check the valve seat for

improper seating. Reface the valve and

insert or, if necessary, replace.

9. Check for a bent valve stem or

guide, metal chips or dirt, or for lack

of lubrication. Clean up the valve

stem with a crocus cloth wet with fuel

oil or replace the valve. Replace the

guide. When installing a valve, use

care in depressing the spring so that

the spring cap DOES NOT scrape the

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TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

SPECIFICATIONS

Specifications, clearances, and wear

limits are listed below. It should be

specifically noted that the clearances

apply only when all new parts are used

at the point where the various specifi-

cations apply. This also applies to

references within the text of the

manual. The column entitled Limits in

this chart lists the amount of wear or

increase in clearance which can be

tolerated in used engine parts and

still ensure satisfactory performance.

It should be emphasized that the fig-

ures given as limits must be qualified

by the judgement of personnel respon-

sible for installing new parts. These

wear limits are, in general, listed

only for the parts more frequently re-

placed in engine overhaul work. For

additional information, refer to the

text.

TABLE OF SPECIFICATIONS, NEW CLEARANCES, AND WEAR LIMITS

These limits also apply to oversize and undersize parts

ENGINE PARTS (Standard Size, New)

MINIMUM MAXIMUM LIMITS

(inch) (inch) (inch)

Cylinder Block

Block bore:

Diameter (top) 4.5195

Diameter (center) 4.4865

Diameter (bottom) 4.3565

Out-of-round

Taper

Cylinder liner counterbore:

Diameter 4.8200

Depth 0.3000

Main bearing bore:

Inside diameter 3.2510

Cam and balance shaft bore (oversize cam bearings):

End 2.3850

Intermediate 2.3750

Center 2.3650

Top surface of block:

Flatnesstransverse (all)

Flatnesslongitudinal

Depth of counterbores (top surface):

Cylinder head seal strip groove 0.0970

Waterholes 0.1090

Oilholes 0.0920

Cylinder Liner

Outside diameter (upper seal ring surface) 4.4850

Outside diameter (lower seal ring surface) 4.3550

Inside diameter 3.8752

Out-of-round (inside diameter)

Taper (inside diameter)

4.5215

4.4880

4.3575

0.0015

4.8350

0.3020

3.2520

2.3860

2.3760

2.3660

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TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

MINIMUM MAXIMUM LIMITS

ENGINE PARTS (Standard Size, New) (inch) (inch) (inch)

Depth of flange BELOW block 0.0465 0.0500 0.0500

Variation in depth between adjacent liners 0.0020 0.0020

Pistons and Rings

Piston:

Diameter (at skirt):

Nonturbocharged engines 3.8699 3.8721

Clearancepiston skirt-to-liner:

Nonturbocharged engines 0.0031 0.0068 0.0100

Out-of-round 0.0005

Taper 0.0005

Inside diameterpiston pin bushing 1.3775 1.3780

Compression rings:

Gap (chrome ring) 0.0200 0.0460 0.0600

Gap (cast iron ring) 0.0200 0.0360 .0.0600

Clearancering-to-groove:

Top (No. 1) 0.0030 0.0060 0.0120

No. 2 0.0070 0.0100 0.0140

No. 3 and 4 0.0050 0.0080 0.0130

Oil control rings:

Gap 0.0100 0.0250 0.0440

Clearancering-to-groove 0.0015 0.0055 0.0080

Piston Pins

Diameter 1.3746 1.3750

Clearancepin-to-piston bushing 0.0025 0.0034 0.0100

Clearancepin-to-conn, rod bushing 0.0010 0.0019 0.0100

Connecting Rod

Lengthcenter-to-center 8.7990 8.8010

Inside diameter (upper bushing) 1.3760 1.3765

Normal side clearance (in-line engine) 0.0030 0.0120

Crankshaft

Journal diametermain bearing (in-line engine) 2.9990 3.0000

Journal diameterconn, rod bearing (in-line

engine) 2.4990 2.5000

Journal out-of-round 0.00025 0.0030

Journal taper 0.0005 0.0030

199

TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

MINIMUM MAXIMUM LIMITS

ENGINE PARTS (Standard Size, New) (inch) (inch) (inch)

Runout on journalstotal indicator reading:

Thrust washer thickness 0.1190 0.1220

End play (end thrust clearance) 0.0040 0.0110 0.0180

Connecting Rod Bearing

Inside diameter (vertical axis, in-line engine) 2.5015 2.5035

Bearing-to-journal clearance (in-line engine) 0.0015 0.0045 0.0060

Bearing thickness 90 from parting line (in-line)... 0.1245 0.1250 0.1230

Main Bearings

Inside diameter (vertical axis, in-line engine) 3.0020 3.0030

Bearing-to-journal clearance (in-line engine) 0.0010 0.0040 0.0060

Bearing thickness 90 from parting line (in-line

engine) 0.1245 0.1250 0.1230

Caashaft

Diameter (at bearing journals) 2.1820 2.1825

Runout at center bearing

(when mounted on end bearings) 0.0020

End thrust 0.0050 0.0150 0.0190

Thrust washer thickness 0.2080 0.2100

Balance Shaft

Diameter (at bearing journals) 2.1820 2.1825

End thrust 0.0050 0.0150 0.0190

Thrust washer thickness 0.2080 0.2100

Camshaft and Balance Shaft Bearings

Inside diameter 2.1870 2.1880

Clearancebearing-to-shaft 0.0045 0.0060 0.0080

Caashaft and Balance Shaft Gears

Backlash 0.0030 0.0050 0.0070

Runout tolerance given for guidance when regrinding crankshaft. Crankshaft for

4-53 supported on No. 1 and No. 5 journals; runout measured at No. 2, 3, and 4

journals.

When the runout on adjacent journals is in the opposite direction, the sum must

not exceed 0.003 inch total indicator reading.

When in the same direction, the difference must not exceed 0.003 inch total

indicator reading. When high spots of runout on adjacent journals are at right

angles to each other, the sum must not exceed 0.004 inch total indicator reading,

or 0.002 inch on each journal.

200

TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

ENGINE PARTS (Standard Size, New)

MINIMUM MAXIMUM LIMITS

(inch) (inch) (inch)

Idler Gear

Backlash 0.0030

Idler gear bearing inside diameter 2.1860

Idler gear hub outside diameter 2.1825

Clearancebearing-to-hub 0.0025

End play 0.0060

Thrust washer thickness 0.1180

Crankshaft Timing Gear

Backlash 0.0030

Inside diameter (gear) 4.0580

Outside diameter (crankshaft) 4.0600

Blower Drive Gear

Backlash 0.0030

Thrust washer thickness 0.0930

End play (blower drive gear shaft) 0.0040

Governor Drive Gear

Backlash 0.0030

Cylinder Head

Cam follower bore (current) 1.0626

Cam follower bore (former) 1.0620

Exhaust valve insert counterbore:

Diameter (4-valve head) 1.1590

Exhaust Valve Seat Inserts

Outside diameter (4-valve) 1.1605

Seat width 0.0468

Valve seat runout

Exhaust Valves

Stem diameter (current 4-valve) 0.2480

Stem diameter (former 4-valve) 0.2475

Valve head-to-cylinder head:

Current 4-valve head flush

Former 4-valve head 0.006

protr.

0.0050

2.1870

2.1835

0.0045

0.0130

0.1200

0.0050

4.0590

4.0610

0.0050

0.1030

0.0060

1.1600

1.1615

0.0781

0.0020

0.2488

0.2485

0.024

recess.

0.018

recess.

0.0070

0.0170

0.0070

0.0050 0.0070

1.0636

1.0630

0.0781

TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

MINIMUM

(inch)

MAXIMUM

(inch)

LIMITS

(inch)

ENGINE PARTS (Standard Size, New)

Valve Guides

0.0400

0.2200

0.2515

0.0035

0.0040

Distance below top of head (machined for seal)....

0.0050

Rocker Arms and Shafts

0.8740

0.8760

0.8763

0.0025

0.0028

0.0040

Cam Followers

1.0610

0.0036

0.0030

0.0060

Rollers and pins:

0.0021

0.010

horiz.

0.0230

202

TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

THREAD

SIZE

260M BOLTS

TORQUE THREAD

(lb ft) (Nm) SIZE

280M OR BETTER

TORQUE

(lb ft) (Nm)

1/4 -20 5-7 7-9

1/4 -28 6-8 8-11

5/16-18 10-13 14-18

5/16-24 11-14 15-19

3/8 -16 23-26 31-35

3/8 -24 26-29 35-40

7/16-14 35-38 47-51

7/16-20 43-46 58-62

1/2 -13 53-56 72-76

1/2 -20 62-70 84-95

9/16-12 68-75 92-102

9/16-18 80-88 109-119

5/8 -11 103-110 140-149

5/8 -18 126-134 171-181

3/4 -10 180-188 244-254

3/4 -16 218-225 295-305

7/8 - 9 308-315 417-427

7/8 -14 356-364 483-494

1 - 8 435-443 590-600

1 -14 514-521 697-705

1/4 -20 7-9 10-12

1/4 -28 8-10 11-14

5/16-18 13-17 18-23

5/16-24 15-19 20-26

3/8 -16 30-35 41-47

3/8 -24 35-39 47-53

7/16-14 46-50 62-68

7/16-20 57-61 77-83

1/2 -13 71-75 96-102

1/2 -20 83-93 113-126

9/16-12 90-100 122-136

9/16-18 107-117 146-159

5/8 -11 137-147 186-200

5/8 -18 168-178 228-242

3/4 -10 240-250 325-339

3/4 -16 290-300 393-407

7/8 - 9 410-420 556-569

7/8 -14 475-485 644-657

1 - 8 580-590 786-800

1 -14 685-695 928-942

Grade Identification markings are normally stamped on the heads of the bolts. To

aid identification of the various bolts used in Detroit Diesel engines, refer to

the following chart.

Grade Identification

Marking on Bolthead

Number

SAE Grade

Designation

Nominal Size

Diameter

(inch)

Tensile

Strength Min.

(psi)

None

GM 255-M

Generated for [email protected] on 2013-05-10 19:26 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

EXCEPTIONS TO STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

THREAD

SIZE

TORQUE

(lb ft)

TORQUE

(Nm)

APPLICATION

1/4 -20

12-15

16-20

1/4 -28

10-12

14-16

5/16-18

10-12

19-23

10-20

14-16

26-31

14-27

3/8 -16

12-16

25-30

40-45

20-25

16-22

34-41

54-61

27-34

3/8 -24

40-45

25-30

20-28

12-15

54-61

34-41

27-38

16-20

7/16-14

50-55

68-75

1/2 -20

9/16-12

120-130

163-177

9/16-12

5/8 -11

170-180

231-244

3/4 -16

3/4 -10

120-140

80-100

TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

STANDARD PIPE PLUG TORQUE SPECIFICATIONS

Use sealing compound on plugs without gaskets or teflon.

NPTF SIZE

THREAD

TORQUE

NPTF SIZE

TORQUE

(lb ft)

(Nm)

THREAD

(lb ft)

(Nm)

,10-12

14-16

3/4

45-50

.14-16

19-22

102-115

,18-22

24-30

129-143

,23-27

31-37

150-177

205

TM 5-3895-346-14

SERVICE TOOLS ENGINE OVERHAUL

SERVICE TOOLS

TOOL NAME TOOL NO.

Cylinder Block

Bore gage J 5347-01

Dial bore gage master setting fixture J 23059-01

Dial indicator set J 22273

Engine overhaul stand J 6837-01

Adaptor plate (in-line) J 7622-01

Cylinder Head

Injector body brush J 8152

Cam follower holding fixture J 5840-01

Cylinder head guides (set of 2) J 9665

Cylinder head lifter J 22062-01

Dial gage (2 and 4 - valve head) J 8165-2

Grinder (2 and 4 - valve head) J 8165-1

Piston ring gap feeler gage set J 3172

Push rod remover (set of three). J 3092-01

Socket J 8932-01

Spring tester J 22738-02

Valve guide cleaner J 7793

Valve guide installer (15 4 - valve head) J 7832

Valve guide installer (45 4 - valve head) J 9729

Valve guide installer (machined for seal) J 24519

Valve guide installer (guide used with oil seal) J 9730

Valve guide oil seal installer J 29579

Valve guide remover J 7775

Valve seat grinder adaptor kit J 7792-01

Valve seat insert installer J 7790

Valve seat insert remover J 7774

Valve seat insert remover J 23479-15

Valve seat insert remover collet J 23479-8

Valve spring checking gage J 25076-01

Valve spring compressor J 7455

Crankshaft

Crankshaft front oil seal installer J 22153

Crankshaft front oil seal sleeve installer J 22524

Crankshaft pulley installer J 7773

Crankshaft pulley remover J 5356

Crankshaft rear oil seal (O.S.) expander J 21278-01

Crankshaft rear oil seal sleeve installer J 21277

Crankshaft timing gear remover J 4871

Handle J 3154-1

Micrometer ball attachment J 4757

Oil seal expander J 9769

Oil seal expander (in-line and 6V) J 7454

206

Generated for [email protected] on 2013-05-10 19:27 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

TM 5-3895-346-14

ENGINE OVERHAUL SERVICE TOOLS

TOOL NAME TOOL NO.

Oil seal installer J 9479

Oil seal installer J 9727

Oil seal installer J 9783

Puller J 24420

Flywheel

Flywheel lifting fixture J 25026

Flywheel lifting tool J 6361-01

Remover and replacer set J 3154-04

Slide hammer puller set J 5901-01

Flywheel Housing

Crankshaft rear oil seal expander (O.S. seal) J 21278-01

Crankshaft rear oil seal expander (Std. size seal) J 9769

Dial indicator J 8001-3

Dial indicator post J 9748

Flywheel housing aligning studs (set of 2) J 7540

Flywheel housing concentricity gage J 9737-01

Piston, Connecting Rod, and Cylinder Liner

Bore gage J 5347-01

Connecting rod bushing reamer set J 7608-02

Connecting rod holder J 7632

Cylinder hone set (2 1/2 to 5 3/4 inch range) J 5902-01

Cylinder liner remover set J 22490

Dial bore gage master setting fixture J 23059-01

Dial indicator set J 22273

Holddown clamp J 21793-01

Master ring - cylinder liner J 8385-01

Micrometer ball attachment J 4757

Piston and connecting rod bushing installer and remover set J 1513-02

Piston bushing reamer set J 4970-02

Piston bushing reaming fixture J 5273

Piston and connecting rod bushing installer and remover set J 7587

Piston pin retainer installer J 23762

Piston pin retainer leak detector J 23987

Piston ring compressor J 6883-01

Piston ring remover and installer J 8128

Piston-to-liner feeler gage set J 5438-01

Spray nozzle remover J 8995

Camshaft

Bar-type puller J 24420

Camshaft and balance shaft bearing remover and installer set J 7593-03

Camshaft cup plug installer J 24094

Camshaft oil seal installer J 21899

207

TM 5-3895-346-14

SERVICE TOOLS ENGINE OVERHAUL

TOOL NAME TOOL NO.

Crankshaft timing gear installer J 7557

Slide hammer J 6471-02

Spring scale J 8129

Upper front cover seal installer J 9790

208

TM 5-3895-346-14

ENGINE OVERHAUL

FUEL SYSTEM

FUEL

The fuel system (Fig. 1) includes the

fuel injectors, fuel pipes (inlet and

outlet), fuel manifolds (integral with

the cylinder head), fuel pump, fuel

strainer, fuel filter, and fuel lines.

Fuel is drawn from the supply tank

through the fuel strainer and enters

the fuel pump at the inlet side.

Leaving the pump under pressure, the

fuel is forced through the fuel filter

and into the inlet fuel manifold, then

through fuel pipes into the inlet side

of each injector.

The fuel manifolds are identified by

the words IN (top passage) and OUT

(bottom passage), which are cast in

several places in the side of the

cylinder head. This aids installation

of the fuel lines.

Surplus fuel returns from the outlet

side of the injectors to the fuel mani-

fold and then back to the supply tank.

All engines are equipped with a re-

strictive fitting in the fuel outlet

manifold to maintain fuel system pres-

sure. Refer to Crankshaft Oil Seals

for the size fitting required.

SYSTEM

Figure 1. Typical Fuel System for

In-Line Engines

A check valve may be installed in the

supply line between the fuel tank and

the fuel strainer to prevent fuel from

draining back when the engine is shut

down.

209

TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

FUEL INJECTOR

The fuel injector (Fig. 1 and 2) is a

lightweight, compact unit which enables

quick, easy starting directly on diesel

fuel and permits the use of a simple,

open-type combustion chamber. The sim-

plicity of design and operation pro-

vides for simplified controls and easy

adjustment. No high-pressure fuel

lines or complicated air-fuel mixing or

vaporizing devices are required.

The fuel injector performs the follow-

ing four functions:

1. Creates the high fuel pressure

required for efficient injection.

2. Meters and injects the exact

amount of fuel required to handle the

load.

3. Atomizes the fuel for mixing with

the air in the combustion chamber.

4. Permits continuous fuel flow.

Combustion required for satisfactory

engine operation is obtained by inject-

ing, under pressure, a small quantity

of accurately metered and finely atom-

ized fuel oil into the cylinder.

FOLLOWER

SPRING

BUSHING .

SPILL

DEFLECTOR-

LOWER PORT.

CHECK VALVE-

VALVE SPRING

NEEDLE VALVE-

SPRAY TIP-

INJECTOR

BODY

FILTER

UPPER PORT

CHECK VALVE

CAGE

SPRING CAGE

SPRING SEAT

NUT

Figure 1. Fuel Injector Assembly

Figure 2. Cutaway View of Fuel

Injector

210

Generated for [email protected] on 2013-05-10 19:28 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

Metering of the fuel is accomplished by

an upper and lower helix machined in

the lower end of the injector plunger.

Figure 3 illustrates the fuel metering

from no load to full load by rotation

of the plunger in the bushing.

Figure 4 illustrates the phases of

injector operation by the vertical

travel of the injector plunger.

The continuous fuel flow through the

injector serves, in addition to pre-

venting air pockets in the fuel system,

as a coolant for those injector parts

subjected to high combustion

temperatures.

EFFECTIVE

STROKE

EFFECTIVE EFFECTIVE^.

STROKE f*-| STROKE

INJECTION

IDLING

LOAD

HALF

LOAD

FULL

LOAD

Figure 3. Fuel Metering from

No Load to Full Load

LOWER

PORT

TOP START OF

OF INJECTION

STROKE STROKE

END OF BOTTOM

INJECTION OF

STROKE STROKE

Figure 4. Phases of Injector

Operation Through Vertical Travel

of Plunger

To vary the power output of the engine,

injectors having different fuel output

capacities are used. The fuel output

of the various injectors is governed by

the helix angle of the plunger and the

type of spray tip used. Refer to

Fig. 5 for the identification of the

injectors and their respective plungers

and spray tips.

Since the helix angle on the plunger

determines the output and operating

characteristics of a particular type of

injector, it is imperative that the

correct injectors are used for each

engine application. If injectors of

different types are mixed, erratic

operation will result and may cause

serious damage to the engine or to the

equipment which it powers.

CAUTION

Do not intermix the needle valve

injectors with other types of

injectors in an engine.

Each fuel injector has a circular disc

pressed into a recess at the front side

of the injector body for identification

purposes (Fig. 5). The identification

TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

METAL IDENTIFICATION TAG PRESSED

INTO RECESS IN INJECTOR BODY

IDENTIFICATION MARK

ON PLUNGER

IDENTIFICATION MARK

ON END OF SPRAY TIP

INJECTOR

SPRAY TIP*

PLUNGER

N35

- .006 - 165A

N35

L40

- .0055 - 165A

N40

- .006 - 165A

N45

- .006 - 165A

45N

N50

- .006 - 165A

C40

- .006 - 165A

C45

- .006 - 165A

45C

C50

- .006 - 165A

5A50

- .0060 - 165A

5A50

5A55

- .0060 - 165A

5A55

5A60

- .0060 - 165A

N55

-.0055- 165A

55N

N60

-.0055- 165A

N65

- .006 - 165A

65N

TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

chamber through the lower port until

the port is closed off by the lower end

of the plunger. A portion of the fuel

trapped below the plunger is then

forced up through a central passage in

the plunger, into the fuel metering

recess, and into the supply chamber

through the upper port until that port

is closed off by the upper helix of the

plunger. With the upper and lower

ports both closed off, the remaining

fuel under the plunger is subjected to

increased pressure by the continued

downward movement of the plunger.

When sufficient pressure is built up,

it opens the flat, nonreturn check

valve. The fuel in the check valve

cage, spring cage, tip passages, and

tip fuel cavity is compressed until the

pressure force acting upward on the

needle valve is sufficient to open the

valve against the downward force of the

valve spring. As soon as the needle

valve lifts off of its seat, the fuel

is forced through the small orifices in

the spray tip and atomized into the

combustion chamber.

When the lower land of the plunger un-

covers the lower port in the bushing,

the fuel pressure below the plunger is

relieved and the valve spring closes

the needle valve, ending injection.

A pressure relief passage has been pro-

vided in the spring cage to permit

bleed-off of fuel leaking past the

needle pilot in the tip assembly.

A check valve, directly below the bush-

ing, prevents leakage from the combus-

tion chamber into the fuel injector in

case the valve is accidentally held

open by a small particle of dirt. The

injector plunger is then returned to

Its original position by the injector

follower spring. Figure 4 shows the

various phases of injector operation by

the vertical travel of the injector

plunger.

On the return upward movement of the

plunger, the high-pressure cylinder

within the bushing is again filled with

fuel oil through the ports. The con-

stant circulation of fresh cool fuel

through the injector renews the fuel

supply in the chamber, helps cool the

injector, and also effectively removes

all traces of air which might otherwise

accumulate in the system and interfere

with accurate metering of the fuel.

The fuel injector outlet opening,

through which the excess fuel oil re-

turns to the fuel return manifold and

then back to the fuel tank, is directly

adjacent to the inlet opening.

Changing the position of the helices,

by rotating the plunger, retards or ad-

vances the closing of the ports and the

beginning and ending of the injection

Generated for [email protected] on 2013-05-10 19:29 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

correct amount of fuel into the combus-

tion chamber at exactly the right time

depends upon this unit. Because the

injector operates against high-

compression pressure in the combustion

chamber, efficient operation demands

that the injector assembly is main-

tained in first-class condition at all

times. Proper maintenance of the fuel

system and the use of the recommended

type fuel filters and clean water-free

fuel are the keys to trouble-free

operation of the injectors.

Due to the close tolerances of various

injector parts, extreme cleanliness and

strict adherence to service instruc-

tions is required.

Perform all injector repairs in a

clean, well-lighted room with a dust-

free atmosphere. An ideal injector

room is slightly pressurized by means

of an electric fan which draws air into

the room through a filter. This pres-

sure prevents particles of dirt and

dust from entering the room through the

doors and windows. A suitable air out-

let will remove solvent fumes along

with the outgoing air. Also, provide a

source for 110-volt alternating current

electric power.

Provide the injector repair room with a

supply of filtered, moisture-proof com-

pressed air for drying the injector

parts after they have been cleaned.

Use wash pans of rustproof material and

deep enough to permit all of the injec-

tor parts to be completely covered by

the cleaning agent, usually clean fuel

oil, when submerged in wire baskets of

16-mesh wire screen. Use baskets that

will support the parts so as to avoid

contact with the dirt which settles at

the bottom of the pans.

Rags should never be used for cleaning

injector parts since lint or other

particles will clog parts of the injec-

tor when it is assembled. A lint-free

cleaning tissue is a good, inexpensive

material for wiping injector parts.

When servicing an injector, follow

the general instructions outlined

below:

1. Whenever the fuel pipes are re-

moved from an injector, cover the

filter caps with shipping caps to keep

dirt out of the injectors. Also pro-

tect the fuel pipes and fuel connectors

from the entry of dirt or other foreign

material.

2. After an injector has been oper-

ated in an engine, do not remove the

filter caps or filters while the injec-

tor is in the engine. Replace the

filters only at the time of complete

disassembly and assembly of an

injector.

NOTE

TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

CAUTION

Make sure that new filters have

been installed in a recondi-

tioned injector which is to be

placed in stock. This precau-

tion will prevent dirt particles

from entering the injector due

to a possible reversal of fuel

flow when installing the in-

jector in an engine other than

the original unit.

Remove Injector

1. Clean and remove the valve rocker

cover.

2. Remove the fuel pipes from both

the injector and the fuel connectors

(Fig. 6).

CAUTION

Immediately after removal of

the fuel pipes from an injec-

tor, cover the filter caps

with shipping caps to prevent

dirt from entering the injec-

tor. Also protect the fuel

pipes and fuel connectors

from entry of dirt or foreign

material.

3. Crank the engine to bring the

outer ends of the push rods of the

injector and valve rocker arms in line

horizontally.

4. Remove the two rocker shaft brack-

et bolts and swing the rocker arms away

from the injector and valves (Fig. 7).

5. Remove the injector clamp bolt,

special washer, and clamp.

6. Loosen the inner and outer adjust-

ing screws (certain engines have only

one adjusting screw and locknut) on the

injector rack control lever and slide

the lever away from the injector.

Figure 7. Removing Injector from

Cylinder Head

7. Lift the injector from its seat

in the cylinder head.

8. Cover the injector hole in the

cylinder head to keep foreign material

out.

9. Clean the exterior of the injec-

tor with clean fuel oil and dry it with

compressed air.

TEST INJECTOR

WARNING

The fuel spray from an injector

can penetrate the skin. Fuel

oil which enters the blood-

stream can cause a serious in-

fection. Therefore, follow

instructions and use the proper

equipment to test an injector.

215

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

If inspection does not reveal any ex-

ternal damage, perform a series of

tests to determine the condition of the

injector to avoid unnecessary overhaul-

ing. Tests must be performed using

injector test oil J 26400.

An injector that passes all of the

tests outlined below may be considered

to be satisfactory for service without

disassembly, except for the visual

check of the plunger.

However, an injector that fails to pass

one or more of the tests is unsatisfac-

tory. Perform all of the tests before

disassembling an injector to correct

any one condition.

Identify each injector and record the

pressure drop and fuel output as indi-

cated by the following tests.

Injector Control Rack and Plunger

Movement Test

Place the injector in the injector fix-

ture and rack freeness tester J 22396.

Refer to Fig. 8 and place the handle on

top of the injector follower.

If necessary, adjust the contact screw

in the handle to ensure the contact

screw is at the center of the follower

when the follower spring is compressed.

Figure 8. Checking Rack and Plunger

for Free Movement with J 22396

With the injector control rack held in

the no-fuel position, push the handle

down and depress the follower to the

bottom of its stroke. Then very slowly

release the pressure on the handle

while moving the control rack up and

down as shown in Fig. 8 until the fol-

lower reaches the top of its travel.

If the rack does not fall freely,

loosen the injector nut, turn the tip,

then retighten the nut. Loosen and

retighten the nut a couple of. times if

necessary. Generally this will free

the rack. Then, if the rack isn't

free, change the injector nut. In some

cases it may be necessary to disas-

semble the injector to eliminate the

cause of the misaligned parts.

Visual Inspection of Plunger

An injector which passes all of the

previous tests should have the plunger

checked visually, under a magnifying

glass, for excessive wear or a possible

chip on the bottom helix. There is a

small area on the bottom helix and

lower portion of the upper helix that,

if chipped, will not be indicated in

any of the tests.

Remove the plunger from the injector as

follows:

1. Support the injector, right side

up, in holding fixture J 22396.

2. Compress the follower spring.

Then raise the spring above the stop

pin with a screwdriver and withdraw the

pin (Fig. 9). Allow the spring to rise

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

Figure 9. Removing Injector Follower

Stop Pin

CHIPPED AT

LOWER HELIX.

ADVANCED STAGE OF

EROSION CAUSED BY

FOREIGN MATTER IN

FUEL DUE TO IMPROPER

FILTRATION.

THE ABOVE CONDITION

CAN BE CAUSED BY

EITHER LACK OF FUEL

AT HIGH SPEEDS OR

WATER IN FUEL.

Figure 10. Unusable Injector

Plungers

5. Reinstall the plunger, follower,

and spring.

Imtailing Fuel Injector in Tester

J 23010

1. Select the proper clamping head

(Fig. 11). Position it on the clamping

post and tighten the thumbscrew into

the lower detent position (Fig. 12).

OFFSET CLAMPING HEAD STANDARD CLAMPING HEAD

ADAPTOR

PLATE

STANDARD BODY

INJECTOR

LOCATING PIN HOLE

OFFSET BODY

INJECTOR

LOCATING PIN HOLE

Figure 11. Injector Tester J23010

Clamping Heads

GAGE

PRESS. IN P.S.I.

(OUTER SCALE)

PRESS. IN ATMOSPHERES

(INNER SCALE)

CLEAR DISCHARGE

TUBING

GAGE

REFERENCE

VALUE

DELIVERY

PIPING

ADAPTOR

SEAL

Figure 12. Injector Installed in

Tester J23010 with Clamping Head

2. Connect the test oil delivery

piping into the clamping head.

3. Connect the test oil, clear dis-

charge tubing onto the pipe on the

clamping head.

217

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

4. Locate the adaptor plate on top

of the support bracket by positioning

the 3/8-inch diameter hole at the far

right of the adaptor plate onto the

3/8-inch diameter dowel pin. This

allows the adaptor plate to swing out

for mounting the fuel injector.

5. Mount the injector through the

large hole and insert the injector pin

in the proper locating pinhole

(Fig. 11).

6. Swing the mounted injector and

adaptor plate inward until they contact

the stop pin at the rear of the support

bracket.

Clasping the Fuel Injector

1. Refer to Fig. 13 and position the

injector tester levers as follows:

a. Lever 2 up and to the rear

b. Lever 3 in the rear detent

c. Lever 4 up (horizontal)

d. Lever 5 up (horizontal)

2. Align the clamping head nylon

seals over the injector filter caps

(Fig. 12).

3. Back off the thru-flow valve

about halfway to allow the self-

aligning nylon seals to seat properly

during the clamping operation.

4. Hold the clamping head in posi-

tion over the filter caps and, with the

left hand, operate pump lever 1 evenly

to move the clamping head down to seal

the filter caps.

NOTE

The thru-flow valve should

still turn freely. If it does

not, turn the valve counter-

clockwise until it rotates

freely and reapply clamping

pressure.

CAUTION

Excessive force on lever 1 dur-

ing clamping can damage the

seals in the valves operated

by levers 4 and 5.

Purging Air froa the System

Move lever 4 down and operate pump

lever 1 to produce a test oil flow

through the injector. When air bubbles

no longer pass through the clear dis-

charge tubing, the system is free of

air and is now ready for testing.

Injector Valve Opening and Spray

Pattern Test

This test determines spray pattern uni-

formity and the relative pressure at

which the injector valve opens and fuel

injection begins.

1. Clamp the injector properly and

purge the air from the system.

2. Move lever 4 down.

Figure 13. Injector in Position for

Testing with Tester J 23010

218

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

3. Position the injector rack in the

full-fuel position.

4. Place pump lever 1 in the verti-

cal position.

5. Move lever 3 to the forward de-

tent position.

6. The injector follower should be

depressed rapidly (at 40 to 80 strokes-

per-minute) to simulate operation in

the engine. Observe the spray pattern

to see that all spray orifices are open

and dispersing the test oil evenly.

The beginning and ending of injection

should be sharp and the test oil should

be finely atomized with no drops of

test oil forming on the end of the tip.

The highest pressure reference number

shown on gage 2 will be reached just

before injection ends. Use the follow-

ing reference values to determine the

relative acceptability of the injector.

Reference values for Series 53 injec-

tors are from 127 minimum to 146 maxi-

mum, except the L-40 injector which is

from 116 minimum to 127 maximum.

NOTE

The reference value obtained

when pop testing the needle

valve injectors is to be used

as a troubleshooting and diag-

nosis aid. This allows com-

parative testing of injectors

without disassembly. Exact

valve opening pressure values

can only be determined by the

Needle Valve Tip Test using

tester J 23010 and tip test

adaptor J 23010-129, or aux-

iliary tester J 22640.

Injector High-Pressure Test

This test checks for leaks at the fil-

ter cap gaskets, body plugs, and nut

seal ring.

1. Clamp the injector properly and

purge the air from the system.

2. Close the thru-flow valve, but do

not overtighten.

NOTE

Make sure lever 4 is in the down

position before operating pump

lever 1.

3. Operate pump lever 1 to build up

to 1600 to 2000 psi (11 024 to 13 780

kPa) on gage 1. Check for leakage at

the injector filter cap gaskets, body

plugs, and injector nut seal ring.

Injector Pressure Holding Test

This test determines if the body-to-

bushing mating surfaces in the injector

are sealing properly and indicates

proper plunger-to-bushing fit.

1. Clamp the injector properly and

purge the air from the system.

2. Close the thru-flow valve, but do

not overtighten.

3. Move lever 2 to the rear, hori-

zontal position.

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

Unclamping the Injector

1. Open the thru-flow valve to re-

lease pressure in the system.

2. Move lever 5 down to release the

clamping pressure.

3. Swing out the adaptor plate and

remove the injector after the nylon

seals in the clamping head are free and

clear of the injector filter caps.

4. Carefully return lever 5 to the

up (horizontal) position.

Needle Valve Tip Test (Using J 23010

Tester and Tip-Test Adaptor)

Assemble injector parts on tip-test

adaptor as follows:

1. Clamp the flat sides of tip-test

adaptor J 23010-129 firmly in a vise

and assemble the cleaned injector parts

including the check valve cage, spring,

spring seat, spring cage, and spray tip

assembly.

2. Carefully pilot the injector nut

over the spray tip and valve parts and

thread it onto the adaptor (Fig. 14).

3. Tighten the injector nut.

4. Mount the adaptor and assembled

injector parts in the support bracket

(adaptor plate not needed). Refer to

Fig. 15.

5. Install the offset clamping head

on the clamping post (on J 23010 test-

ers without serial numbers, use the

upper detent position and on J 23010

testers numbered 1051 and higher, use

the lower detent position).

6. Select the (larger) 9/16-18

threaded coupling nut J 23010-20 and

thread it on tubing J 23010-75.

Install the tubing and fitting to

adaptor J 23010-167.

Figure 14. Assembling Injector Valve

Parts on Tip Tester Adaptor

J 23010-129

7. Connect the tubing to tip-test

adaptor J 23010-129 by threading the

coupling nut on the tip-test adaptor.

Installing Adaptor and Tube Assembly

on Tester J 23010

1. Position the adaptor and tubing

assembly with the solid projecting end

located in the hole on the left side of

the support bracket.

2. Swing the clamping head over the

adaptor and clamp it with the oil sup-

ply outlet aligned over the open pro-

jecting end of the adaptor (Fig. 15).

220

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

Figure 15. Adaptor and Tube Assembly

on Injector Tester J 23010

NOTE

Use the fuel injector clamping

procedure to clamp adaptor

J 23010-167 in the injector

tester.

Spray Tip Test

1. Move lever 4 down and operate

pump lever 1 rapidly with smooth, even

strokes (40 strokes per minute), simu-

lating the action of the tip function-

ing in the engine (Fig. 13).

2. Note the pressure at which the

needle valve opens on gage 1. The

valve should open between 2200 and

3200 psi (15 158 and 22 048 kPa). The

opening and closing action should be

sharp and produce a normal, finely

atomized spray pattern.

If the valve opening pressure is below

2200 psi (15 158 kPa) and/or atomiza-

tion is poor, the cause is usually a

weak valve spring or a poor needle

valve seat.

If the valve opening pressure is within

2200-3200 psi (15 158-22 048 kPa) or

1700-2300 psi (11 713-15 847 kPa) for

the L-40 injector, proceed to check for

spray tip leakage as follows:

NOTE

When testing for spray tip leak-

age using the auxiliary tester,

be sure to use the proper spring

for the valve tip being tested.

a. Actuate pump lever 1 several

times and hold the pressure at 1500 psi

(10 335 kPa) for 15 seconds.

b. Inspect the spray tip for leak-

age. There should be no fuel droplets,

although a slight wetting at the spray

tip is permissable.

Needle Valve Lift Test

To measure the needle valve lift, use

tool J 9462-01 (Fig. 16) as follows:

1. Zero the indicator by placing the

bottom surface of the plunger assembly

on a flat surface and zero the indica-

tor dial.

2. Place the spray tip and needle

valve assembly tight against the bottom

of the gage with the quill of the

needle valve in the hole in the

plunger.

3. While holding the spray tip and

needle valve assembly tight against the

gage, read the needle valve lift on the

indicator. The lift should be 0.008 to

0.018 inch. If it exceeds 0.018 inch,

the tip assembly must be replaced. If

it is less than 0.008 inch, inspect for

foreign material between the needle

valve and the tip seat.

221

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

Figure 16. Checking Needle Valve

Lift with Tool J 9462-02

4. If the needle valve lift is with-

in limits, install a new needle valve

spring and recheck the valve opening

pressure and valve action. Low valve

opening pressure or poor atomization

with a new spring and seat indicates

the spray tip and needle valve assembly

should be replaced.

5. Reassemble the injector as out-

lined under Assemble Injector and check

the injector output with calibrator

J 22410.

Needle Valve Tip Test (Using Auxiliary

Tester J 22640)

1. Connect the pipe from auxiliary

tester J 22640 to the rear of the

J 23010 tester at the connection

located near the bottom of the tester

(Fig. 17).

2. Assemble cleaned injector parts,

including the check valve cage, spring,

spring seat, spring cage, and spray tip

assembly, on auxiliary tester J 22640

(Fig. 18).

3. Carefully pilot the injector nut

over the spray tip and valve parts and

thread it on the auxiliary tester.

4. Tighten the injector nut.

5. Open the valve on the auxiliary

tester and place lever 4 in the up

(horizontal) position.

6. Install the shield on the auxil-

iary tester and operate pump lever 1

until the needle valve has opened

several times to purge the air from the

system.

7. Operate pump lever 1 rapidly with

smooth even strokes (40 strokes-per-

minute) simulating the action of the

tip functioning in the engine. Note

the pressure at which the test oil de-

livery occurs. Test oil delivery

should occur between 2200 and 3200 psi

(15 158 and 22 048 kPa) except for the

L-40 injector which should open between

1700 and 2300 psi (11 713 and 15 847

kPa). The beginning and ending of

delivery should be sharp and the test

oil should be a finely atomized spray.

If the valve opening pressure is below

2200 psi (15 158 kPa) or 1700 psi (11

713 kPa) for the L-40 injector and/or

atomization is poor, the cause is

usually a weak valve spring or poor

needle valve seat.

If the valve opening pressure is within

2200-3200 psi (15 158-22 048 kPa) or

1700-2300 psi (11 713-15 847 KPa) for

the L-40 injector, proceed to check for

spray tip leakage as follows:

NOTE

When testing for spray tip

leakage using the auxiliary

tester, be sure to use the

proper spring for the valve

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

Figure 17. Injector Needle Valve Tester J 23010 with Auxiliary

Tester J 22640

a. Actuate the pump lever several

times and hold the pressure at 1500 psi

(10 335 kPa) for 15 seconds.

b. Inspect the spray tip for leak-

age. There should be no fuel droplets

although a slight wetting at the spray

tip is permissable.

Perforin the needle valve lift test.

Fuel Output Test

Perform the injector fuel output test

In calibrator J 22410.

When injectors are removed from an

engine for fuel output testing and, if

satisfactory, reinstalled without dis-

assembly, extreme care should be taken

to avoid reversing the fuel flow. When

the fuel flow is reversed, dirt trapped

by the filter is back-flushed into the

injector components.

Before removing an injector from the

engine, note the direction of the fuel

flow. To avoid reversing the fuel flow

when checking injector fuel output, use

the appropriate adaptor. The position

of the braided fuel inlet tube and the

223

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

Figure 18. Installing Injector Valve

Parts on Auxiliary Tester J 22640

plastic fuel outlet tube on the cali-

brator (Fig. 20) depends on the adaptor

being used and the direction of fuel

flow through the injector.

Calibrator J 22410

To check the fuel output, operate the

injector in calibrator J 22410

(Fig. 21) as follows:

NOTE

Place the cam shift index wheel

and fuel flow lever in their

respective positions. Turn on

the test fuel oil heater switch

and preheat the test oil to 95-

105F (35-40C).

1. Place the proper injector adaptor

between the tie rods and engage it with

the fuel block locating pin. Then

slide the adaptor forward and up

against the fuel block face.

2. Place injector seat J 22410-226

into the permanent seat (cradle handle

in vertical position). Clamp the in-

jector into position by operating the

air valve.

NOTE

Make sure the counter (Fig. 22)

on the calibrator is preset at

1000 strokes. If for any rea-

son this setting has been al-

tered, reset the counter to

1000 strokes by twisting the

cover release button to the

left and hold the reset lever

in the full up position while

setting the numbered wheels.

Close the cover. Refer to the

calibrator instruction booklet

for further information.

3. Pull the injector rack out to the

no-fuel position.

4. Turn on the main power control

circuit switch. Then start the cali-

brator by turning on the motor starter

switch.

NOTE

The low oil pressure warning

buzzer will sound briefly until

the lubricating oil reaches the

proper pressure.

5. After the calibrator has started,

set the injector rack into the full-

fuel position. Allow the injector to

operate for approximately 30 seconds to

purge the air that may be in the

system.

6. After the air is purged, press

the fuel flow start button (red). This

will start the flow of fuel into the

vial. The fuel flow to the vial will

automatically stop after 1000 strokes.

7. Shut the calibrator off (the

calibrator will stop in less time at

full-fuel).

224

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

8. Observe the vial reading and

refer to Fig. 19 to determine whether

the injector fuel output falls within

the specified limits. If the quantity

of fuel in the vial does not fall

within the specified limits, refer to

Troubleshooting Chart 6 and Shop Notes

in Specifications and Troubleshooting

for the cause and remedy.

NOTE

Refer to Specifications and

Troubleshooting for different

factors that may affect the

injector calibrator output

reading.

The calibrator may be used to check and

select a set of injectors which will

inject the same amount of fuel in each

cylinder at a given throttle setting,

resulting in a smooth-running, well-

balanced engine.

Injector

Calibrator

J 22410

Min.

Max.

N35

L40

N40

N45

N50

C40

C45

C50

5A50

5A55

5A60

N55

N60

N65

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TM 5-3895-346-14

FUEL INJECTOR

Figure 22. Setting Calibrator

Stroke Counter

An injector which passes all of the

above tests may be put back into ser-

vice. However, an injector which fails

to pass one or more of the tests must

be rebuilt and checked on the

calibrator.

Any injector which is disassembled and

rebuilt must be tested again before

being placed in service.

Disassemble Injector

If required, disassemble an injector as

follows:

1. Support the injector upright in

injector holding fixture J 22396

(Fig. 23) and remove the filter caps,

gaskets, and filters.

CAUTION

Whenever a fuel injector is

disassembled, discard the fil-

ters and gaskets and replace

with new filters and gaskets.

ENGINE OVERHAUL

Figure 23. Removing or Installing

Filter Cap

In the offset injector, a fil-

ter is used in the inlet side

only. No filter is required

in the outlet side (Fig. 35).

2. Compress the follower spring as

shown in Fig. 11. Then raise the

spring above the stop pin with a screw-

driver and withdraw the pin. Allow the

spring to rise gradually.

3. Refer to Fig. 24 and remove the

plunger follower, plunger, and spring

as an assembly.

4. Invert the fixture and, using

socket J 4983-01, loosen the nut on the

injector body (Fig. 25).

5. Lift the injector nut straight

up, being careful not to dislodge the

spray tip and valve parts. Remove

the spray tip and valve parts from

the bushing and place them in a

clean receptacle until ready for

assembly.

226

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

Figure 24. Removing or Installing

Plunger Follower, Plunger and

Spring

Figure 25. Removing Injector Nut

using Tool J 4983-01

When an injector has been in use for

some time, the spray tip, even though

clean on the outside, may not be pushed

readily from the nut with the fingers.

In this event, support the nut on a

woodblock and drive the tip down

through the nut, using tool J 1291-02

as shown in Fig. 26.

6. Refer to Fig. 37 and remove the

spill deflector. Then lift the bushing

straight out of the injector body.

7. Remove the injector body from the

holding fixture. Turn the body upside

down and catch the gear retainer and

gear in your hand as they fall out of

the body.

8. Withdraw the injector control

rack from the injector body. Also re-

move the seal ring from the body.

Clean Injector Parts

Since most injector difficulties are

the result of dirt particles, it is

essential that a clean area be provided

on which to place the injector parts

after cleaning and inspection.

1 ,1

Figure 26. Removing Spray Tip from

Injector Nut using Tool J 1291-02

227

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

Wash all of the parts with clean fuel

oil or a suitable cleaning solvent and

dry them with clean, filtered com-

pressed air. DO NOT use waste or rags

for cleaning purposes. Clean out all

of the passages, drilled holes, and

slots in all of the injector parts.

Carbon on the inside of the spray tip

may be loosened for easy removal by

soaking for approximately 15 minutes in

a suitable solution prior to the exter-

nal cleaning and buffing operation.

Methyl Ethyl Ketone J 8257 solution is

recommended for this purpose.

Clean the spray tip with tool J 9464-01

(Fig. 27).

CAUTION

Care must be exercised when in-

serting the carbon remover

J 9464-01 in the spray tip to

avoid contacting the needle

valve seat in the tip.

Wash the tip in fuel oil and dry it

with compressed air. Clean the spray

tip orifices with pin vise J 4298-1 and

the proper size spray tip cleaning

wire. Use wire J 21460 to clean

0.0055-inch-diameter holes and wire J

21461 to clean 0.006-inch-diameter

holes (Fig. 28).

Before using the wire, hone the end

until it is smooth and free of burrs

and taper the end a distance of 1/16

inch with stone J 8170. Allow the wire

to extend 1/8 inch from tool J 4298-1.

The exterior surface of an injector

spray tip may be cleaned by using a

brass wire buffing wheel, tool J 7944.

To obtain a good polishing effect and

longer brush life, the buffing wheel

should be installed on a motor that

turns the wheel at approximately 3000

rpm. A convenient method of holding

the spray tip while cleaning and

polishing is to place the tip over the

drill end of spray tip cleaner tool

i7~\

J'" |i1

/ X An (V)

Figure 27. Cleaning Injector Spray

Tip with Tool J 24838

Figure 28. Cleaning Spray Tip

Orifices with Tool J 4298-1

J 1243 and hold the body of the tip

against the buffing wheel. In this

way, the spray tip is rotated while

being buffed.

NOTE

DO NOT buff excessively. DO NOT

use a steel wire buffing wheel

or the spray tip holes may be

distorted.

When the body of the spray tip is

clean, lightly buff the tip end in the

same manner. This cleans the spray tip

orifice area and will not plug the

orifices.

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

Wash the spray tip in clean fuel oil

and dry it with compressed air.

Clean and brush all of the passages in

the injector body using fuel hole

cleaning brush J 8152 and rack hole

cleaning brush J 8150. Blow out the

passages and dry them with compressed

air.

Carefully insert reamer J 21089 in the

injector body (Fig. 29). Turn it in a

clockwise direction a few turns, then

remove the reamer and check the face of

the ring for reamer contact over the

entire face of the ring. If necessary,

repeat the reaming procedure until the

reamer does make contact with the

entire face of the ring. Clean up the

opposite side of the ring in the same

manner.

Carefully insert a 0.375-inch-diameter

straight-fluted reamer inside the ring

bore in the injector body. Turn the

reamer in a clockwise direction and

remove any burrs inside the ring bore.

Then wash the injector body in clean

fuel oil and dry it with compressed

air.

Remove the carbon deposits from the

lower inside diameter taper of the in-

jector nut with carbon remover J 9418-5

(Fig. 30). Use care to minimize remov-

ing metal or setting up burrs on the

spray tip seat. Remove only enough

metal to produce a clean uniform seat

to prevent leakage between the tip and

the nut. Carefully insert carbon re-

mover J 9418-1 in the injector nut.

Turn it clockwise to remove the carbon

deposits on the flat spray tip seat.

Wash the injector nut in clean fuel oil

and dry it with compressed air. Carbon

deposits on the spray tip seating sur-

faces of the injector nut will result

in poor sealing and consequent fuel

leakage around the spray tip.

When handling the injector plunger, do

not touch the finished plunger surfaces

with your fingers. Wash the plunger

/ 11

Figure 29. Cleaning Injector Body

Ring with Tool J 21089

<<v

Figure 30. Cleaning Injector Nut

Spray Tip Seat with Tool J 9418-5

and bushing with clean fuel oil and dry

them with compressed air. Be sure the

high-pressure bleed hole in the side of

the bushing is not plugged. If this

hole is plugged, fuel leakage will

occur at the upper end of the bushing

where it will drain out of the injector

body vent and rack holes during engine

operation, causing a serious oil dilu-

tion problem.

NOTE

Keep the plunger and bushing

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

NOTE

Keep the parts of each injec-

tor assembly together.

Inspect Injector Parts

Inspect the teeth on the control rack

and the control rack gear for excessive

wear or damage. Also check for exces-

sive wear in the bore of the gear and

inspect the gear retainer. Replace

damaged or worn parts.

Inspect the injector follower and pin

for wear. Refer to Specifications and

Troubleshooting.

Inspect both ends of the spill deflec-

tor for sharp edges or burrs which

could create burrs on the injector body

or injector nut and cause particles of

metal to be introduced into the spray

tip and valve parts. Remove burrs with

a 500-grit stone.

Inspect the follower spring for visual

defects. Then check the spring with

spring tester J 22738-02.

The current injector follower spring

(0.142-inch-diameter wire) has a free

length of approximately 1.504 inches

and should be replaced when a load of

less than 70 lbs. will compress it to

1.028 inches.

It is recommended that at the time of

overhaul, all injectors in an engine be

converted to the current spring (0.142-

inch-diameter wire) which will provide

improved cam roller-to-shaft follow.

However, in the event that one or two

injectors are changed, the remaining

injectors need not be reworked to in-

corporate the current spring.

Check the seal ring area on the injec-

tor body for burrs or scratches. Also

check the surface which contacts the

injector bushing for scratches, scuff

marks or other damage. If necessary,

lap this surface. A faulty sealing

surface at this point will result in

high fuel consumption and contamination

of the lubricating oil. Replace any

loose injector body plugs or a loose

dowel pin. Install the proper number

tag on a service replacement injector

body.

Inspect the injector plunger and bush-

ing for scoring, erosion, chipping, or

wear. Check for sharp edges on that

portion of the plunger which rides in

the gear. Remove any sharp edges with

a 500-grit stone. Wash the plunger

after stoning it. Injector bushing

inspectalite J 21471 can be used to

check the port holes in the inner dia-

meter of the bushing for cracks or

chipping. Slip the plunger into the

bushing and check for free movement.

NOTE

Replace the plunger and bush-

ing as an assembly if any of

the above damage is noted,

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

CHECK VALVE SPRING NEEDLE

BUSHING CAGE SEAT VALVE

INJECTOR CHECK VALVE SPRING SPRAY

BODY VALVE SPRING CAGE TIP

Figure 31. Sealing Surfaces which

may Require Lapping

Fig. 32, for even the slightest imper-

fections will prevent the injector from

operating properly. Check for burrs,

nicks, erosion, cracks, chipping, and

excessive wear. Also check for en-

larged orifices in the spray tip. Re-

place damaged or excessively worn

parts. Check the minimum thickness of

the lapped parts as noted in the chart.

Examine the seating area of the needle

valve for wear or damage. Also examine

the needle quill and its contact point

with the valve spring seat. Replace

damaged or excessively worn parts.

Examine the needle valve seat area in

the spray tip for foreign material.

The smallest particle of such material

can prevent the needle valve from seat-

ing properly. Polish the seat area

with polishing stick J 22964. Coat

only the tapered end of the stick with

polishing compound J 23038 and insert

it directly into the center of the

spray tip until it bottoms. Rotate the

stick 6 to 12 times, applying a light

pressure with the thumb and forefinger.

Figure 32. Examining Sealing Surface

with a Magnifying Glass

Before reinstalling used injector

parts, lap all of the sealing surfaces

indicated by the arrows in Fig. 31. It

is also good practice to lightly lap

the sealing surfaces of new injector

parts which may become burred or nicked

during handling.

NOTE

The sealing surface of current

spray tips is precision lapped

by a new process which leaves

the surface with a dull satin-

like finish; the lapped surface

on former spray tips was bright

and shiny (Fig. 34). It is not

recommended or necessary to lap

the surface of a new current

spray tip.

Lapping Injector Parts

CAUTION

Be sure that no compound is ac-

cidentally placed on the lapped

surfaces located higher up in

the spray tip. The slightest

lapping action on these sur-

faces can alter the near-

perfect fit between the needle

valve and tip.

Lap the sealing surfaces indicated in

Fig. 31 and Table 1 as follows:

1. Clean lapping blocks J 22090 with

compressed air. Do not use a cloth or

any other material for this purpose.

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

3. Place the part to be lapped flat

on the block as shown in Fig. 33 and,

using a figure eight motion, move it

back and forth across the block. Do

not press on the part, but use just

enough pressure to keep the part flat

on the block. It is important that the

part be kept flat on the block at all

time8.

4. After each four or five passes,

clean the lapping powder from the part

by drawing it across a clean piece of

tissue placed on a flat surface and

inspect the part. DO NOT lap exces-

sively (refer to Table 1).

5. When the part is flat, wash it in

cleaning solvent and dry it with com-

pressed air.

6. Place the dry part on the second

block. After applying lapping powder,

move the part lightly across the block

in a figure eight motion several times

to give it a smooth finish. DO NOT lap

excessively. Again, wash the part in

cleaning solvent and dry it with com-

pressed air.

7. Place the dry part on the third

block. Do not use lapping powder on

this block. Keep the part flat and

move it across the block several times,

using the figure eight motion. Lapping

the dry part in this manner gives it

the mirror finish required for perfect

sealing.

Figure 33. Lapping Spray Tip on

Lapping Blocks J 22090

FORMER CURRENT

Figure 34. Spray Tip Sealing

Surface Identification

TABLE 1. Minimum Thickness

(Used Parts)

Minimum

Part Name

Thickness

Spray Tip

0.199 inch

(shoulder)

Check Valve Cage

0.163-0.165 inch

Check Valve

0.022 inch

Valve Spring Cage

0.602 inch

8. Wash all of the lapped parts in

clean fuel oil and dry them with com-

pressed air.

ASSEMBLE INJECTOR

Use an extremely clean bench to work on

and to place the parts when assembling

an injector. Also be sure all of the

injector parts, both new and used, are

clean.

Study Fig. 35 through 38 for the proper

relative position of the injector

parts, then proceed as follows:

Assemble Injector Filters

Always use new filters and gaskets when

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

1. Insert a new filter, dimple end

down, slotted end up, in each of the

fuel cavities in the top of the injec-

tor body (Fig. 36).

NOTE

Install a new filter in the

inlet side (located over the

injector rack) in a fuel injec-

tor with an offset body. No

filter is required in the out-

let side of the offset body

injector (Fig. 35).

2. Place a new gasket on each filter

cap. Lubricate the threads and install

the filter caps. Tighten the filter

caps to 65-75 lb ft (88-102 Nm) torque

with a 9/16-inch deep socket (Fig. 23).

3. Purge the filters after installa-

tion by directing compressed air or

fuel through the filter caps.

4. Install clean shipping caps on

the filter caps to prevent dirt from

entering the injector.

Assemble Rack and Gears

Refer to Fig. 37 and note the drill

spot marks on the control rack and

gear. Then proceed as follows:

OUTLET

INLET

STANDARD INJECTOR

USE FILTER IN BOTH

INLET AND OUTLET

OFFSET INJECTOR

FILTER REQUIRED ON

INLET SIDE ONLY

(ABOVE CONTROL RACK)

FILTER

CAP

GASKET

FILTER

INJECTOR

BODY

Figure 35. Location of Filter in

Injector Body

Figure 36. Details of Injector

Filters and Caps and Their

Relative Location

1. Hold the injector body, bottom

end up, and slide the rack through the

hole in the body. Look into the body

bore and move the rack until you can

see the drill marks. Hold the rack in

this position.

2. Place the gear in the injector

body so that the marked tooth is en-

gaged between the two marked teeth on

the rack (Fig. 37).

3. Place the gear retainer on top of

the gear.

4. Align the locating pin in the

bushing with the slot in the injector

body, then slide the end of the bushing

into place.

233

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

BODY

Figure 37. Injector Rack, Gear, Spray

Tip, and Valve Assembly Details and

Relative Location of Parts

Assemble Spray Tip, Spring Cage and

Check Valve Assemblies

Refer to Fig. 37 and assemble the parts

as follows:

1. Support the injector body, bottom

end up, in injector holding fixture

J 22396.

2. Place a new seal ring on the

shoulder of the body.

CAPTION

Wet the seal ring with test oil

and install the ring all the

way down past the threads and

onto the shoulder of the in-

jector body. This will prevent

the seal from catching in the

threads and becoming shredded.

A new injector nut seal ring protector

(J 29197) is now available to install

the seal ring. Use the following pro-

cedure when installing the seal ring

with the new protector:

a. Place a new seal ring and pro-

tector in a container with a small

amount of injector test oil.

CAUTION

Lubrication of the seal ring

and protector is important to

assure proper installation of

the seal ring.

b. Support the injector body, bot-

tom end up, in injector holding fixture

J 22396.

c. Place the lubricated protector

over the threads of the injector body.

Place the new seal over the nose of the

protector and down onto the shoulder of

the injector body. Do not allow the

seal to roll or twist.

d. Remove the protector.

3. Install the spill deflector over

the barrel of the bushing.

4. Place the check valve (without

the 0.010-inch hole) centrally on the

top of the bushing. Then place the

check valve cage over the check valve

and against the bushing.

234

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

CAUTIOH

The former and new check valve

and check valve cage are not

separately interchangeable In

a former injector (Fig. 39).

5. Insert the spring seat in the

valve spring, then insert the assembly

iato the spring cage, spring seat

first.

CAUTION

Install a new spring seat

(Fig. 39) in a former injector

if a new design spray tip as-

sembly is used.

6. Place the spring cage, spring

seat, and valve spring assembly (valve

spring down) on top of the check valve

cage.

CAUTION

When installing a new spray tip

assembly in a former injector,

a new valve spring seat must

also be installed. The cur-

rent needle valve has a

shorter quill.

7. Insert the needle valve, tapered

end down, inside of the spray tip

(Fig. 2). Then place the spray tip and

needle valve on top of the spring cage

with the quill end of the needle valve

in the hole in the spring cage.

8. Lubricate the threads in the in-

jector nut and carefully thread the nut

on the injector body by hand. Rotate

the spray tip between your thumb and

first finger while threading the nut on

the injector body (Fig. 40). Tighten

the nut as tight as possible by hand.

At this point, there should be suffi-

cient force on the spray tip to make it

impossible to turn with your fingers.

9. Use socket J 4983-01 and a torque

wrench to tighten the injector nut to

75-85 lb ft (102-115 Nm) torque

(Fig. 41).

10. After assembling a fuel injec-

tor, always check the area between the

nut and the body. If the seal is still

visible after the nut is assembled, try

another nut which may allow assembly on

the body without extruding the seal

and forcing it out of the body-nut

crevice.

CAUTION

Do not exceed the specified

torque. Otherwise, the nut may

be stretched and result in im-

proper sealing of the lapped

surfaces in a subsequent injec-

tor overhaul.

Assemble Plunger and Follower

1. Refer to Fig. 38 and slide the

head of the plunger into the follower.

2. Invert the injector in the as-

sembly fixture, filter cap end up, and

push the rack all the way in. Then

place the follower spring on the injec-

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

Figure 38. Injector Plunger, Follower

and Relative Location of Parts

CHECK VALVE .030" .025" CHECK VALVE

NEEDLE VALVE

FORMER DESIGN NEW DESIGN

Figure 39. Comparison of Former and

New Design Injector Parts

Figure 40. Tightening Injector

Nut by Hand

Figure 41. Tightening Injector Nut

With Torque Wrench and Tool

J 4983-01

Check Spray Tip Concentricity

To assure correct alignment, check the

concentricity of the spray tip as

follows:

1. Place the injector in the concen-

tricity gage J 5119 as shown in Fig. 43

and adjust the dial indicator to zero.

236

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

Figure 42. Installing Injector

Follower Stop Pin

Figure 43. Checking Injector Spray

Tip Concentricity with Tool J 5119

2. Rotate the injector 360 and note

the total runout as indicated on the

dial.

3. If the total runout exceeds 0.008

inch, remove the injector from the

gage. Loosen the injector nut, center

the spray tip, and tighten the nut to

75-85 lb ft (102-115 Nm) torque. Re-

check the spray tip concentricity. If,

after several attempts, the spray tip

cannot be positioned satisfactorily,

replace the injector nut.

Test Reconditioned Injector

Before placing a reconditioned injector

in service, perform all of the tests

(except the visual inspection of the

plunger) previously outlined under Test

Injector.

The injector is satisfactory if it

passes these tests. Failure to pass

any one of the tests indicates that de-

fective or dirty parts have been as-

sembled. In this case, disassemble,

clean, inspect, reassemble, and test

the injector again.

Install Injector

Before installing an injector in an

engine, remove the carbon deposits from

the beveled seat of the injector tube

in the cylinder head. This will assure

correct alignment of the injector and

prevent any undue stresses from being

exerted against the spray tip.

Use injector tube bevel reamer J 5286-

9, Injector Tube, to clean the carbon

from the injector tube. Exercise care

to remove ONLY the carbon so that the

proper clearance between the injector

body and the cylinder head is main-

tained. Pack the flutes of the reamer

with grease to retain the carbon re-

moved from the tube.

237

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TM 5-3895-346-14

FUEL INJECTOR

ENGINE OVERHAUL

Be sure the fuel injector is filled

with fuel oil. If necessary, add clean

fuel oil at the inlet filter cap until

it runs out of the outlet filter cap.

Install the injector in the engine as

follows:

1. Refer to Fig. 6 and insert the

injector into the injector tube with

the dowel pin in the injector body

registering with the locating hole in

the cylinder head.

2. Slide the injector rack control

lever over so that it registers with

the injector rack.

3. Install the injector clamp, spe-

cial washer (with curved side toward

injector clamp) and bolt. Tighten the

bolt to 20-25 lb ft (27-34 Nm) torque.

Make sure that the clamp does not in-

terfere with the injector follower

spring or the exhaust valve springs.

CAPTION

Check the injector control

rack for free movement. Ex-

cess torque can cause the

control rack to stick or bind.

4. Move the rocker arm assembly into

position and secure the rocker arm

brackets to the cylinder head by tight-

ening the bolts to the torque specified

in Specification.

CAUTION

On four valve cylinder heads,

there is a possibility of dam-

aging the exhaust valves if

the exhaust valve bridge is

not resting on the ends of the

exhaust valves when tightening

the rocker shaft bracket bolts.

Therefore, note the position of

the exhaust valve bridge (Fig.

44) before, during, and after

tightening the rocker shaft

bolts.

5. Remove the shipping caps. Then

install the fuel pipes and connect them

to the injector and the fuel connec-

tors. Use socket J 8932-01 to tighten

the connections to 12-15 lb ft (16-

20 Nm) torque.

BRIDGE IMPROPERLY POSITIONED BRIDGE PROPERLY POSITIONED

Figure 44. Relationship Between Exhaust Valve Bridge and Valve Stems

238

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR

CAUTION

Do not bend the fuel pipes and

do not exceed the specified

torque. Excessive tightening

will twist or fracture the

flared end of the fuel line and

result in leaks. Lubricating

oil diluted by fuel oil can

cause serious damage to the

engine bearings (refer to Pres-

surize Fuel System - Check for

Leaks).

NOTE

An indication of fuel leakage

at the fittings of the fuel

injector supply lines and con-

nector nut seals could be

either low lubricating oil

pressure (dilution) or fuel

odor coming from the crankcase

breathers or an open oil fil-

ler cap. When any of the

above are detected, remove the

valve rocker cover. A close

inspection of the rocker cover,

cylinder head, fuel lines, and

connectors will usually show

if there is a fuel leakage

problem. Under normal condi-

tions, there should be a coat-

ing of lubricating oil through-

out the cylinder head area and

puddles of oil where the fuel

pipes contact the connectors

and where the fuel connectors

contact the cylinder head. If

these areas do not have the

normal coating of lubricating

oil, it is likely that fuel

oil is leaking and washing off

the lubricating oil. Remove

and replace the leaking fuel

pipes and/or connectors. Re-

install the rocker cover. Then

drain the lubricating oil and

change the oil filter elements.

Refer to Fuel and Oil Speci-

fications and refill the crank-

case to the proper level with

the recommended grade of oil.

6. Perform a complete engine tuneup

as outlined in Engine Tuneup. However,

if only one injector has been removed

and replaced and the other injectors

and the governor adjustment have not

been disturbed, it will only be neces-

sary to adjust the valve clearance and

time the injector for the one cylinder,

and to position the injector rack

control lever.

239

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TM 5-3895-346-14

INJECTOR TUBE

ENGINE OVERHAUL

FUEL INJECTOR TUBE

The bore in the cylinder head for the

fuel injector is directly through the

cylinder head water jacket as shown in

Fig. 1. To prevent coolant from con-

tacting the injector and still maintain

maximum cooling of the injector, a tube

is pressed into the injector bore.

This tube is sealed at the top with a

neoprene ring and upset into a flare on

the lower side of the cylinder head to

create water-tight and gas-tight joints

at the top and bottom.

Injector Tube

When removal of an injector tube is re-

quired, use injector tube service tool

set J 22525 as follows:

1. Remove, disassemble, and clean

the cylinder head as outlined in

Cylinder Head.

2. Place injector tube installer

J 5286-4 in the injector tube. Insert

pilot J 5286-5 through the small open-

ing of the injector tube and thread the

pilot into the tapped hole in the end

of the installer (Fig. 1).

3. Tap on the end of the pilot to

loosen the injector tube. Then lift

the injector tube, installer, and pilot

from the cylinder head.

Install Injector Tube

Thoroughly clean the injector tube hole

in the cylinder head to remove dirt,

burrs, or foreign material that may

prevent the tube from seating" at the

lower end or sealing at the upper end.

Then install the tube as follows:

1. Place a new injector tube seal

ring in the counterbore in the cylinder

head.

2. Place Installer J 5286-4 in the

injector tube. Then insert pilot

J 5286-5 through the small opening of

the injector tube and thread it into

the tapped end of the installer

(Fig. 2).

Figure 1. Removing Injector Tube

Figure 2. Installing Injector Tube

240

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TM 5-3895-346-14

ENGINE OVERHAUL

INJECTOR TUBE

3. Slip the injector tube into the

injector bore and drive it in place as

shown in Fig. 2. Sealing is accom-

plished between the head counterbore

(inside diameter) and outside diameter

of the injector tube. The tube flange

is merely used to retain the seal ring.

4. With the injector tube properly

positioned in the cylinder head, upset

(flare) the lower end of the injector

tube as follows:

a. Turn the cylinder head bottom

side up, remove pilot J 5286-5 and

thread upsetting die J 5286-6 into the

tapped end of installer J 5286-4

(Fig. 3).

b. Then, using a socket and torque

wrench, apply approximately 30 lb ft

(41 Nm) torque on the upsetting die.

c. Remove the installing tools and

ream the injector tube as outlined

below.

Figure 3. Upsetting Injector Tube

Beam Injector Tube

After an injector tube has been in-

stalled in a cylinder head, it must be

finished in three operations: First,

hand reamed, as shown in Fig. 4, to

receive the injector body nut and spray

tip; second, spot-faced to remove ex-

cess stock at the lower end of the in-

jector tube; and third, hand reamed, as

shown in Fig. 5, to provide a good

seating surface for the bevel or the

lower end of the injector nut. Reaming

must be done carefully and without

undue force or speed so as to avoid

cutting through the thin wall of the

injector tube.

CAUTION

The reamer should be turned in

a clockwise direction only,

both when inserting and when

withdrawing the reamer. Move-

ment in the opposite direction

will dull the cutting edges of

the flutes.

1. Ream the injector tube for the

injector nut and spray tip. With the

cylinder head right side up and the in-

jector tube free from dirt, proceed

with the first reaming operation as

follows:

a. Place a few drops of light cut-

ting oil on the reamer flutes, then

carefully position reamer J 22525-1 in

the injector tube.

b. Turn the reamer in a clockwise

direction (withdrawing the reamer fre-

quently for removal of chips) until the

lower shoulder of the reamer contacts

the injector tube (Fig. 4). Clean out

all of the chips.

2. Remove excess stock:

a. With the cylinder head bottom

side up, insert the pilot of cutting

tool J 5286-8 into the small hole of

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TM 5-3895-346-14

INJECTOR TUBE

ENGINE OVERHAUL

Figure 4. Reaming Injector Tube for

Injector Body Nut and Spray Tip

b. Place a few drops of cutting

oil on the tool. Then, using a socket

and a speed handle, remove the excess

stock so that the lower end of the in-

jector tube is from flush to 0.005 inch

below the finished surface of the

cylinder head.

3. Ream the bevel seat in the injec-

tor tube:

The tapered lower end of the injector

tube must provide a smooth and true

seat for the lower end of the injector

nut to effectively seal the cylinder

pressures and properly position the

injector tip in the combustion chamber.

Therefore, to determine the amount of

stock that must be reamed from the

bevel seat of the tube, refer to

Fig. 6.

Figure 5. Reaming Injector Tube for

Injector Nut

Install gage J 25521 in the injector

tube. Zero the sled gage dial indica-

tor J 22273 to the fire deck. Gage

J 25521 should be flush to 0.014 inch

with the fire deck of the cylinder head

(Fig. 7).

NOTE

Any fire deck resurfacing work

must be done prior to final in-

jector tube seat gaging. Refer

to Cylinder Head for resurfac-

ing instructions.

With the first reaming operation com-

pleted and the injector tube spot-

faced, wash the interior of the injec-

tor tube with clean solvent and dry it

242

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TM 5-3895-346-14

ENGINE OVERHAUL

INJECTOR TUBE

Figure 6. Measuring Relationship

of Bevel Seat in Injector Tube to

Cylinder Head Fire Deck

with compressed air. Then perform the

second reaming operation as follows:

a. Place a few drops of cutting

oil on the bevel seat of the tube.

Carefully lower reamer J 5286-9 into

the injector tube until it contacts the

bevel seat.

b. Make a trial cut by turning the

reamer steadily without applying any

downward force on the reamer. Remove

the reamer, blow out the chips and look

at the bevel seat to see what portion

of the seat has been cut.

Figure 7. Measuring Relationship of

Gage to Cylinder Head Fire Deck

c. Proceed carefully with the

reaming operation, withdrawing the

reamer occasionally to observe the

reaming progress.

d. Remove the chips from the in-

jector tube and, using gage J 25521,

continue the reaming operation until

the shoulder of the spray tip is flush

to 0.014 inch with the fire deck of

the cylinder head as shown in Fig. 7.

Then wash the interior of the injector

tube with clean solvent and dry it with

compressed air.

243

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TM 5-3895-346-14

FUEL PUMP

ENGINE OVERHAUL

FUEL PUMP

The positive displacement gear-type

fuel pump (Fig. 1) transfers fuel from

the supply tank to the fuel injectors.

The pump circulates an excess supply of

fuel through the injectors which purges

the air from the system and cools the

injectors. The unused portion of fuel

returns to the fuel tank by means of a

fuel return manifold and fuel return

line.

On the in-line engine, the fuel pump is

mounted on the governor weight housing

and is driven through a drive coupling

by the governor weight shaft.

Certain engine applications use a high-

capacity fuel pump with 3/8-inch-wide

gears to increase fuel flow and reduce

fuel spill temperature. The high-

capacity fuel pump and the standard

fuel pump with 1/4-inch-wide gears are

not completely interchangeable; there-

fore, when replacing a standard pump

with a high-capacity pump, the appro-

priate fuel lines and connections must

be used.

The fuel pump cover and body are posi-

tioned by two dowels. The dowels aid

in maintaining gear shaft alignment.

Figure 1. Typical Fuel Pump Assembly

The mating surfaces of the pump body

and cover are perfectly flat ground

surfaces. No gasket is used between

the cover and body since the pump

clearances are set up on the basis of

metal-to-metal contact. A very thin

coat of sealant provides a seal against

any minute irregularities in the mating

surfaces. Cavities in the pump cover

accommodate the ends of the drive and

driven shafts.

The fuel pump body is recessed to pro-

vide running space for the pump gears

(Fig. 2). Recesses are also provided

at the inlet and outlet positions of

the gears. The small hole A permits

the fuel oil in the inlet side of the

pump to lubricate the relief valve at

its outer end and to eliminate the pos-

sibility of a hydrostatic lock which

would render the relief valve inopera-

tive. Pressurized fuel contacts the

relief valve through hole B and pro-

vides for relief of excess discharge

pressures. Fuel reenters the inlet

side of the pump through hole C when

the discharge pressure is great enough

to move the relief valve back from its

seat. Part of the relief valve may be

seen through hole C. The cavity D pro-

vides escape for the fuel oil which is

squeezed out of the gear teeth as they

mesh together on the discharge side of

the pump. Otherwise, fuel trapped at

the root of the teeth would tend to

force the gears apart, resulting in

undue wear on the gears, shafts, body,

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL POMP

PLUG PIN

SPRING

DRIVE

GEAR

((((1<(((((H((((1((((I

RELIEF VALVE \

DRIVEN

GEAR

DRIVEN

SHAFT

BODY COVER

DOWEL

A-

C-

D-

RELIEF VALVE VENT TO SUCTION SIDE

PASSAGE TO HEAD OF RELIEF VALVE -

PRESSURE SIDE

PASSAGE FROM RELIEF VALVE -

SUCTION SIDE

- GEAR TEETH VENT CAVITY

- OIL SEAL VENT TO SUCTION SIDE

Figure 2. Fuel Pump Valving and Rotation (Right Hand Pump Shown)

and the suction side of the pump, which

prevents building up any fuel oil pres-

sure around the shaft ahead of the

inner seal.

Some fuel oil seepage by the fuel pump

seals can be expected, both with a run-

ning engine and immediately after an

engine has been shut down. This is

especially true with a new fuel pump

and/or new pump seals, as the seals

have not yet conformed to the pump

drive shaft. Fuel pump seals will al-

ways allow some seepage. Tapped holes

in the pump body are provided to pre-

vent fuel oil from being retained be-

tween the seals. Excessive fuel reten-

tion between the seals could provide

enough pressure to cause engine oil

dilution by fuel, therefore, drainage

of the excess fuel oil is mandatory.

However, if leakage exceeds one drop

per minute, replace the seals.

The drive and driven gears are a line-

to-line to a 0.001-inch press fit on

their shafts. The drive gear is pro-

vided with a gear retaining ball to

locate the gear on the shaft.

A spring-loaded relief valve incor-

porated in the pump body normally re-

mains in the closed position, operating

only when pressure on the outlet side

(to the fuel filter) reaches approxi-

mately 65 psi (448 kPa).

Operation

In operation, fuel enters the pump on

the suction side and fills the space

between the gear teeth which are ex-

posed at that instant. The gear teeth

then carry the fuel oil to the dis-

charge side of the pump and, as the

gear teeth mesh in the center of the

pump, the fuel is forced out into the

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TM 5-3895-346-14

FUEL PUMP

ENGINE OVERHAUL

outlet cavity. Since this is a contin-

uous cycle and fuel is continually

being forced into the outlet cavity,

the fuel flows from the outlet cavity

into the fuel lines and through the

engine fuel system under pressure.

The pressure relief valve relieves the

discharge pressure by bypassing the

fuel from the outlet side of the pump

to the inlet side when the discharge

pressure reaches approximately 65 to

75 psi (448 to 517 kPa).

The fuel pump should maintain the fuel

pressure at the fuel inlet manifold as

shown in Engine Operating Condition.

Remove Fuel Pump

1. Disconnect the fuel lines from

the inlet and outlet openings of the

fuel pump.

2. Disconnect the drain tube, if

used, from the fuel pump.

3. Remove the three pump attaching

bolt and seal assemblies and withdraw

the pump.

4. Check the drive coupling fork

and, if broken or worn, replace it with

a new coupling.

Disassemble Fuel Pump

With the fuel pump removed from the

engine and mounted in holding fixture

J 1508-10 as shown in Fig. 3, refer to

Fig. 1 and 5 and disassemble the pump

as follows:

1. Remove the eight cover bolts and

withdraw the pump cover from the pump

body. Use care not to damage the

finished faces of the pump body and

cover.

2. Withdraw the drive shaft, drive

gear, and gear retaining ball as an

assembly from the pump body.

Figure 3. Removing Fuel Pump Cover

3. Press the drive shaft just far

enough to remove the steel locking

ball. Then invert the shaft and gear

assembly and press the shaft from the

gear. DO NOT misplace the steel ball.

Do not press the squared end of the

shaft through the gear as slight score

marks will damage the oil seal contact

surface.

4. Remove the driven shaft and gear

as an assembly from the pump body. DO

NOT remove the gear from the shaft.

The driven gear and shaft are serviced

only as an assembly.

5. Remove the relief valve plug and

copper gasket.

6. Remove the valve spring, pin, and

relief valve from the valve cavity in

the pump body.

7. If the oil seals need replacing,

remove them with oil seal remover J

1508-13 (Fig. 4). Clamp the pump body

in a bench vise and tap the end of the

tool with a hammer to remove the outer

and inner seals.

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL PUMP

Figure 4. Removing Oil Seals

CAUTION

Observe the position of the

oil seal lips before removing

the old seals to permit in-

stallation of the new seals

in the same position.

Inspection

Clean all of the parts in clean fuel

oil and dry them with compressed air.

Oil seals, once removed from the pump

body, must be discarded and replaced

with new seals.

Check the pump gear teeth for scoring,

chipping, or wear. Check the ball slot

in the drive gear for wear. If neces-

sary, replace the gear.

Inspect the drive and driven shafts for

scoring or wear. Replace the shafts if

necessary. The driven shaft is ser-

viced as a gear and shaft assembly

only.

The mating faces of the pump body and

cover must be flat and smooth and fit

tightly together. Any scratches or

slight damage may result in pressure

leaks. Also, check for wear at areas

contacted by the gears and shafts.

Replace the pump cover or body if

necessary.

The relief valve must be free from

score marks and burrs and fit its seat

in the pump body. If the valve is

scored and cannot be cleaned up with

fine emery cloth or crocus cloth, it

must be replaced.

Current standard fuel pumps (with 1/4-

inch-wide gears) incorporate a 1/8 inch

shorter pump body with three drain

holes, a 1/8 inch shorter drive shaft

and a cover with a 3/8 inch inlet open-

ing. When replacing a former pump, a

3/8 x 1/4 inch reducing bushing is

required for the inlet opening and the

unused drain holes must be plugged.

Assemble Fuel Pump

Refer to Fig. I, 2, and 5 and assemble

the pump as follows:

1. Lubricate the lips of the oil

seals with a light coat of vegetable

shortening, then install the oil seals

in the pump body as follows:

a. Place the inner oil seal on the

pilot of installer handle J 1508-8 so

that the lip of the seal will face

toward the shoulder on the tool.

b. With the pump body supported on

woodblocks (Fig. 6), insert the pilot

of the installer handle in the pump

body so the seal starts straight into

the pump flange. Then drive the seal

in until it bottoms.

c. Place the shorter end of adap-

tor J 1508-9 over the pilot and against

the shoulder of the installer handle.

Place the outer oil seal on the pilot

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TM 5-3895-346-14

FUEL PUMP

ENGINE OVERHAUL

DRIVE GEAR

Figure 5. Fuel Pump Details and Relative Location of Parts

(Right Hand Pump Shown)

seal in (Fig. 7) until the shoulder of

the adaptor contacts the pump body.

The oil seals will be positioned so

that the space between them will cor-

respond with the drain holes located in

the bottom of the pump body.

2. Clamp the pump body in a bench

vise (equipped with soft jaws) with the

valve cavity up. Lubricate the outside

diameter of the valve and place it in

the cavity with the hollow end up.

Insert the spring inside of the valve

and the pin inside of the spring. With

a new gasket in place next to the head

of the valve plug, place the plug over

the spring and thread it into the pump

body. Tighten the 1/2-20 plug to 18-22

lb ft (24-30 Nm) torque.

3. Install the pump drive gear over

the end of the drive shaft which is not

squared so the slot in the gear will

face the plain end of the shaft. This

operation Is very important, otherwise

fine score marks caused by pressing the

gear into position from the square end

of the shaft may cause rapid wear of

the oil seals. Press the gear beyond

the gear retaining ball detent. Then

place the ball in the detent and press

the gear back until the end of the slot

contacts the ball.

4. Lubricate the pump shaft and in-

sert the square end of the shaft into

the opening at the gear side of the

pump body and through the oil seals as

shown in Fig. 8.

248

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL PUMP

Figure 6. Installing Inner Oil Seal

Figure 7. Installing Outer Oil

Seal

Figure 8. Installing Fuel Pump Drive

Shaft and Gear Assembly

5. Place the driven shaft and gear

assembly in the pump body.

CAUTION

The driven gear must be cen-

tered on the shaft to give prop-

er end clearance. Also, the

chamfered end of the gear teeth

of the production gear must

face the pump body. If a ser-

vice replacement gear with a

slot is used, the slot must

face toward the pump cover.

6. Lubricate the gears and shafts

with clean engine oil.

7. Apply a thin coat of quality

sealant on the face of the pump cover

outside of the gear pocket area. Then

place the cover against the pump body

with the two dowel pins in the cover

entering the holes in the pump body.

The cover can be installed in only one

position over the two shafts.

249

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TM 5-3895-346-14

FUEL PUMP

ENGINE OVERHAUL

CAPTION

The coating of sealant must be

extremely thin since the pump

clearances have been set up on

the basis of metal-to-metal

contact. Too much sealant

could increase the clearances

and affect the efficiency of

the pump. Use care that seal-

ant is not squeezed into the

gear compartment, otherwise

damage to the gears and shafts

may result.

8. Secure the cover in place with

eight bolts and lock washers, tighten-

ing the bolts alternately and evenly.

9. After assembly, rotate the pump

shaft by hand to make certain that the

parts rotate freely. If the shaft does

not rotate freely, attempt to free it

by tapping a corner of the pump.

10. Install 1/8-inch pipe plugs in

the upper unused drain holes.

11. If the pump is not to be in-

stalled immediately, place plastic

shipping plugs in the inlet and outlet

openings to prevent dirt or other

foreign material from entering the

pump.

Install Fuel Pump

1. Affix a new gasket to the pump

body mounting flange and locate the

pump drive coupling over the square end

of the fuel pump drive shaft.

2. Install the fuel pump on the

engine and secure it with three nylon

patch bolts.

NOTE

To provide improved sealing

against leakage, nylon patch

bolts are used in place of

the former bolt and seal

assemblies.

3. Connect the inlet and outlet fuel

lines to the fuel pump.

4. Connect the fuel pump drain tube,

if used, to the pump body.

5. If the fuel pump is replaced or

rebuilt, prime the fuel system before

starting the engine. This will prevent

the possibility of pump seizure upon

initial starting.

250

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL STRAINER AND FILTER

FUEL STRAINER AND FUEL FILTER

(Bolt-On Type)

A fuel strainer (primary) and fuel fil-

ter (secondary), Fig. 1, are used to

remove impurities f rom the fuel* The

fuel strainer is located between the

fuel tank and the fuel pump. The re-

placeable density-type element is

capable of filtering out particles of

30 microns (a micron is approximately

0.00004 inch). The fuel filter is

installed between the fuel pump and the

fuel inlet manifold. The replaceable

paper-type element (Fig. 2) can remove

particles as small as 10 microns.

CAUTION

A fuel tank of galvanized steel

should never be used for fuel

storage, as the fuel oil reacts

chemically with the zinc coat-

ing to form powdery flakes

which quickly clog the fuel

filter and cause damage to

the fuel pump and the fuel

injectors.

The fuel strainer and fuel filter are

essentially the same in construction

and operation, and they will be treated

as one in this section.

The filter and strainer, illustrated in

Fig. 3 and 4, consist basically of a

shell, a cover, and a replaceable fil-

tering element. The assembly is made

oil-tight by a shell gasket, a cover

bolt, and a cover bolt gasket.

The central stud is a permanent part of

the shell and, when the unit is as-

sembled, extends up through the cover

where the cover bolt holds the assembly

together.

A filter element sets over the central

stud inside the shell and is centered

in the shell by the stud.

Figure 1. Typical Fuel Strainer

and Fuel Filter Mounting

The former and current cover assemblies

are visibly different by a cast letter

P (primary) that has been added to the

top of the strainer cover and the

letter S (secondary) that has been

added to the top of the filter cover.

Operation

Since the fuel strainer is between the

fuel supply tank and the fuel pump, it

functions under suction. The filter,

placed between the fuel pump and the

fuel inlet manifold in the cylinder

head, operates under pressure. Fuel

enters through the inlet passage in the

251

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TM 5-3895-346-14

FUEL STRAINER AND FILTER

ENGINE OVERHAUL

INLET

PASSAGE

GASKET

COVER

BOLT

OUTLET

PASSAGE

ELEMENT

SEAT

SPRING

Figure 2. Fuel Filter Assembly

cover and into the shell surrounding

the filter element. Pressure or suc-

tion created by the pump causes the

fuel to flow through the filter element

where dirt particles are removed.

Clean fuel flows to the interior of the

filter element, up through the central

passage in the cover, into the outlet

passage, and then to the fuel inlet

manifold in the cylinder head.

If engine operation is erratic, indi-

cating shortage of fuel or flow ob-

structions, refer to Troubleshooting

for corrective measures.

GASKET

COVER

BOLT

PLUG

ELEMENT.

SEAT .

RETAINER

SPRING

SHELL

DRAIN COCK

Figure 3. Fuel Strainer Details and

Relative Location of Parts

CAUTION

Replace Fuel Strainer or Filter EL

The procedure for replacing an element

is the same for the fuel strainer or

fuel filter. Refer to Fig. 3 and 4 and

replace the element as follows:

Only filter elements designed

for fuel oil filtration should

be used to filter the fuel.

1. With the engine stopped, place a

container under the strainer or filter

252

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL STRAINER AND FILTER

Figure 4. Fuel Filter Details and

Relative Location of Parts

and open the draincock. Loosen the

cover bolt just enough to allow the

fuel oil to drain out freely. Then

close the draincock.

CAUTION

The wiring harness, starting

motor or other electrical

equipment must be shielded dur-

ing the filter change, since

fuel oil can permanently dam-

age the electrical insulation.

2. While supporting the shell, un-

screw the cover bolt and remove the

shell and element.

3. Remove and discard the filter

element, shell gasket, and the cover

bolt gasket. Wash the shell thoroughly

with clean fuel oil and dry it with

compressed air.

4. Examine the element seat and the

retaining ring to make sure they have

not slipped out of place. Check the

spring by pressing on the element seat.

When released, the seat must return

against the retaining ring.

NOTE

The element seat, spring, wash-

er, and seal cannot be removed

from the strainer shell. If

necessary, the shell assembly

must be replaced. However, the

components of the filter shell

are serviced. Examine the fil-

ter retainer seal for cracks or

hardening. If necessary, re-

place the seal.

5. Place a new element over the

center stud and push it down against

the element seat. Make sure the drain-

cock is closed, then fill the shell

about two-thirds full with clean fuel

oil.

NOTE

Thoroughly soak the density-

type strainer element in clean

fuel oil before installing it.

This will expel any air en-

trapped in the element and is

conducive to a faster initial

start.

6. Place a new shell gasket in the

recess of the shell; also place a new

gasket on the cover bolt.

253

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TM 5-3895-346-14

FUEL STRAINER AND FILTER

ENGINE OVERHAUL

7. Place the shell and element in

position under the cover. Then thread

the cover bolt into the center stud.

8. With the shell and the gasket

properly positioned, tighten the cover

bolt just enough to prevent fuel

leakage.

9. Remove the pipe plug at the top

of the cover and complete filling of

the shell with fuel. Fuel system

primer J 5956 may be used to prime the

entire fuel system.

10. Start the engine and check the

fuel system for leaks.

FUEL STRAINER AND FUEL FILTER

A spin-on type fuel strainer and fuel

filter (Fig. 5) is used on certain

engines. The spin-on filter cartridge

consists of a shell, element and gasket

combined into a unitized replacement

assembly (Fig. 6). No separate springs

or seats are required to support the

filters.

The filter covers incorporate a thread-

ed sleeve to accept the spin-on filter

cartridges. The word "Primary" is cast

on the fuel strainer cover and the word

"Secondary" is cast on the fuel filter

cover for indentification.

Figure 5. Typical Spin-On Type Fuel

Strainer and Fuel Filter Mounting

Type)

No draincocks are provided on the spin-

on filters. Where water is a problem,

it is recommended that a water separa-

tor be installed. Otherwise, residue

may be drained by removing and invert-

ing the filter. Refill the filter with

clean fuel oil before reinstalling it.

Figure 6. Spin-On Filter Details

and Relative Location of Parts

254

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL STRAINER AND FILTER

Filter Replacement

A 1-inch-diameter twelve-point nut on

the bottom of the filter is provided to

facilitate removal and installation.

Replace the filter as follows:

1. Unscrew the filter or strainer

and discard it.

2. Fill a new filter replacement

cartridge about two-thirds full with

clean fuel oil. Coat the seal gasket

lightly with clean fuel oil.

3. Install the new filter assembly

and tighten it to one-half of a turn

beyond gasket contact.

4. Start the engine and check for

leaks.

255

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TM 5-3895-346-14

MECHANICAL GOVERNORS

ENGINE OVERHAUL

MECHANICAL GOVERNORS

Horsepower requirements on an engine

may vary due to fluctuating loads.

Therefore, some method must be provided

to control the amount of fuel required

to hold the engine speed reasonably

constant during load fluctuations. To

accomplish this control, a governor is

introduced in the linkage between the

throttle control and the fuel

injectors.

Engines subjected to varying load con-

ditions that require an automatic fuel

compensation to maintain a near con-

stant engine speed, which may be

changed manually by the operator, are

equipped with a variable speed mechani-

cal governor.

Check Governor Operation

Governor difficulties are usually indi-

cated by speed variations of the

engine. However, it does not neces-

sarily mean that all such speed fluc-

tuations are caused by the governor.

Therefore, when improper speed varia-

tions are present, check the engine as

follows:

1. Make sure the speed changes are

not the result of excessive load

fluctuations.

2. Check the engine to be sure that

all of the cylinders are firing proper-

ly (refer to Troubleshooting). If any

cylinder is not firing properly, remove

the injector, test it and, if neces-

sary, recondition it as outlined in

Fuel Injector.

3. Check for bind that may exist in

the governor operating mechanism or in

the linkage between the governor and

the injector control tube.

With the fuel rod connected to the in-

jector control tube lever, the mech-

anism should be free from bind through-

out the entire travel of the injector

racks. If friction exists in the

mechanism, it may be located and cor-

rected as follows:

1. If an injector rack sticks or

moves too hard, it may be due to the

injector holddown clamp being too tight

or improperly positioned. To correct

this condition, loosen the injector

clamp, reposition it and tighten the

clamp bolt to 20-25 lb ft (27-34 Nm)

torque.

2. An injector which is not func-

tioning properly may have a defective

plunger and bushing or a bent injector

rack. Recondition a faulty injector as

outlined in Fuel Injector.

3. An injector rack may bind as the

result of an improperly positioned rack

control lever. Loosen the rack control

lever adjusting screws. If this re-

lieves the bind, relocate the lever on

the control tube and position the rack

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TM 5-3895-346-14

ENGINE OVERHAUL

MECHANICAL GOVERNORS

6. Check for bind at the pin which

connects the fuel rod to the injector

control tube lever; replace the pin, if

necessary.

If, after making these checks, the

governor fails to control the engine

properly, remove and recondition the

governor.

257

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TM 5-3895-346-14

VARIABLE SPEED GOVERNOR

ENGINE OVERHAUL

VARIABLE SPEED MECHANICAL GOVERNOR

The variable speed open linkage gover-

nor (Fig. 1) performs the following

functions:

1. Controls the engine idle speed.

2. Limits the maximum no-load speed.

3. Holds the engine at any constant

speed, between idle and maximum, as

desired by the operator.

The single-weight governor is mounted

on the rear end plate of the engine and

is driven by a gear that extends

through the end plate and meshes with

either the camshaft gear or the balance

shaft gear, depending upon the engine

model.

Operation

Two manual controls are provided on the

governor: a stop lever and a speed

control lever. In its normal position,

the stop lever holds the fuel injector

racks near the full-fuel position.

When the engine is started, the gover-

nor moves the injector racks toward the

idle speed position. The engine speed

is then controlled manually by moving

the speed control lever.

The centrifugal force of the revolving

governor weights is converted into

linear motion which is transmitted

through the riser and the operating

shaft to the operating shaft lever.

Movement of this lever is transmitted

to the stop lever which changes the

fuel setting of the injector racks,

since the fuel rod is connected between

the stop lever and the injector control

tube.

The centrifugal force of the governor

weights is opposed by the variable

speed spring which is fastened to the

end of the operating shaft lever. Load

changes or movement of the speed con-

trol lever momentarily creates an

unbalanced force between the revolving

weights and the tension on the spring.

When the forces reach a balanced con-

dition again, the engine speed will be

stabilized for the new speed setting or

new load.

To stop the engine, the speed control

lever is moved to the idle-speed posi-

tion and the stop lever is moved to the

no-fuel position and held there until

the engine stops.

Adjustment of the governor is covered

in Governor and Injection Rack Control

Adjustment.

Figure 1. Variable Speed Open Linkage

Governor Mounted on Engine

258

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TM 5-3895-346-14

ENGINE OVERHAUL

VARIABLE SPEED GOVERNOR

Lubrication

The governor is lubricated by oil

splashed from the engine gear train.

The oil passes through the governor

weight housing to the shaft and weight

assembly. The revolving weights dis-

tribute the oil to the various moving

parts of the governor. The surplus oil

drains back to the engine crankcase

through holes in the governor bearing

retainer.

The clearance between the riser tube

and the weight shaft has been reduced

with the use of current governor as-

semblies. To ensure adequate lubrica-

tion of the riser tube, an oil tube has

been added between the oil gallery in

the cylinder block and the top of the

weight housing to supply oil under

pressure.

Remove Governor From Engine

Check the operation of the governor as

outlined in Mechanical Governors before

removing it from the engine. If the

governor fails to control the engine

properly after performing these checks,

it should be removed and reconditioned.

Refer to Fig. 1 and remove the governor

as follows:

1. Disconnect the fuel rod from the

stop lever.

2. Disconnect the throttle-control

rod from the speed-control lever.

3. Disconnect the fuel lines and

remove the fuel pump from the governor

weight housing.

4. Remove the governor lubricating

oil tube, if used.

5. Withdraw the five bolts from the

weight housing and the two bolts from

the control housing; then, remove the

governor and gasket from the engine.

Disassemble Weight Housing

1. Remove the governor drive gear

retaining nut. Then remove the gear,

key, and spacer from the shaft.

2. Remove the small flathead screw

(Fig. 3) which holds the bearing re-

tainer in place.

3. Turn the bearing retainer until

the large opening is centered over the

fork on the governor operating shaft

(Fig. 2).

4. Lift up on the weight shaft to

provide clearance for a 5/16-inch elec-

trician's socket wrench. Then remove

the two retaining screws and washers

and withdraw the governor operating

fork.

5. Remove the shaft and weight as-

sembly from the governor weight

housing.

6. Inspect the bushing in the weight

housing. If the bushing is worn or

pitted, press it out of the housing and

install a new bushing.

Figure 2. Removing or Installing

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TM 5-3895-346-14

VARIABLE SPEED GOVERNOR

ENGINE OVERHAUL

FLAT HEAD

Figure 3. Governor Weight Details

and Relative Location of Parts

Disassemble Weight Shaft Assembly

1. Press the bearing (Fig. 3) from

the weight shaft.

2. Pry the plug from the bottom of

the weight housing.

3. Remove the snapring from the

lower end of the operating shaft and

tap the shaft and lever assembly out of

the control housing.

4. Remove the snapring and press the

lower operating shaft bearing out of

the weight housing.

5. Withdraw the outer nut and remove

the booster spring and eyebolt.

6. Drive the pin from the speed-

control lever and remove the lever from

the shaft.

7. Slide the shaft and booster

spring bracket from the housing.

8. Remove the buffer screw.

9. Disengage the small spring be-

tween the operating-shaft lever and the

stop lever.

2. If necessary, remove the snapring

and press the bearing from the

retainer.

3. Remove the weight pin retainers

and drive the pins out of the carrier

and weights. Remove the weights.

NOTE

The weight pinhole in the car-

rier is larger at the side

where the pin retainers are

located.

10. Remove the retaining ring and

washer and lift the stop lever from the

operating shaft.

11. Drive the pin from the

operating-shaft lever and remove the

lever from the shaft.

12. Slide the bearing shield from

the operating shaft.

13. Press the bearing from the

operating shaft.

4. Slide the riser and bearing as-

sembly from the shaft. Do not attempt

to remove the bearing since the riser

and bearing are serviced only as an

assembly.

Disassemble Control Housing

1. Remove the outer nut on the vari-

able speed spring eyebolt. Then remove

the spring and eyebolt.

Inspection

Clean all of the parts (except the

shielded upper operating-shaft bearing)

with fuel oil and dry them with com-

pressed air.

Revolve the ball bearings slowly by

hand. Replace bearings which indicate

rough or tight spots. Also replace

bearings which are corroded or pitted.

260

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TM 5-3895-346-14

ENGINE OVERHAUL

VARIABLE SPEED GOVERNOR

The lower governor drive components

have been revised to reduce the clear-

ance between the riser and the weight

shaft. With this change, additional

lubrication is provided to the governor

by an oil tube connected between the

oil gallery in the cylinder block and

the governor weight housing. When re-

placing the riser assembly, shaft and

carrier assembly, or the complete

governor assembly, the new oil tube

must be installed to provide adequate

lubrication.

Examine the riser-thrust bearing for

excessive wear, flat spots, or corro-

sion. If any of these conditions

exist, install a new riser and bearing

assembly.

Inspect the weight carrier, weights,

and retaining pins for wear.

Examine the fuel pump drive end of the

weight shaft. Replace the shaft if the

end is worn or rounded.

Inspect the bushings in the control

housing. If they are worn, drive the

bushings out and install new ones.

Press the upper bushing in until it

contacts the shoulder in the housing.

Press the lower bushing to the dimen-

sion shown in Fig. 4.

Assemble Control Housing

Refer to Fig. 5 and assemble the con-

trol housing as follows:

1. Start the upper bearing, number

side up, on the governor operating

shaft. Support the shaft on the bed of

an arbor press. Place a sleeve against

the inner race and press the bearing

against the shoulder on the shaft.

2. Slide the bearing shield on the

shaft.

PRESS BUSHING

TO DIMENSION SHOWN

Figure 4. Bushings in Control

Housing

3. Place the operating-shaft lever

on the shaft and align the retaining

pinholes. Then drive the retaining pin

in place to secure the lever to the

shaft.

4. Place the stop lever on the

operating shaft and secure it in place

with the washer and retaining ring.

Then hook the small spring to the stop

lever and operating-shaft lever.

5. Install the lower operating-shaft

bearing, number side out, in the weight

housing. Install the snapring to

secure the bearing. Lubricate the

bearing with engine oil.

6. Insert the operating shaft and

lever assembly in the control housing.

Tap the shaft into the lower bearing

and install a snapring on the end of

the shaft.

7. Apply a good quality sealant

around the edge of the plug and tap it

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TM 5-3895-346-14

VARIABLE SPEED GOVERNOR

ENGINE OVERHAUL

RETAINING RING

WASHER

SPRING

OPERATING

SHAFT

LEVER

OPERATING

SHAFT

FORK

CONTROL

HOUSING

SPEED

CONTROL

LEVER

BEARING

SHIELD

BEARING

VARIABLE

SPEED

EYE BOLT SPRING

SPEED CONTROL

SHAFT ASSY

BOOSTER

SPRING

EYE BOLT

BOOSTER

SPRING

BRACKET

WEIGHT

HOUSING

BEARING

SNAP RINGS

Figure 5. Governor Housing Details

and Relative Location of Parts

8. Place the fork against the oper-

ating shaft, with the two cam faces of

the fork facing away from the governor

weights. Thread the fork-attaching

screws in approximately two or three

turns. The screws are tightened after

the weight and shaft assembly is

installed.

9. Install the booster-spring

bracket.

10. Slide the speed-control shaft

assembly in the control housing. Then

place the speed-control lever on the

shaft and tap the pin in place to

secure the lever.

11. Install the booster spring and

the variable speed spring.

12. Install the buffer screw.

Assemble Weight and Shaft Assembly

1. If the weight carrier was removed

from the weight shaft, press the car-

rier on the shaft so as to allow a

clearance of 0.001 to 0.006 inch be-

tween the shaft shoulder and the rear

face of the weight carrier.

2. Press the bearing (Fig. 3) in the

retainer (press on the outer race).

Then install the snapring with the flat

side of the ring facing the bearing.

3. Press the bearing and retainer

assembly on the shaft until the bearing

contacts the shoulder on the shaft.

CAUTION

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TM 5-3895-346-14

ENGINE OVERHAUL

VARIABLE SPEED GOVERNOR

b. Insert the serrated end of the

weight pin through the larger opening

in the carrier and through the weight

and spacers. Then drive the pin into

the smaller opening in the carrier.

c. Install a retainer in the

groove of the pin.

d. Install the second weight in

the same manner.

6. Slide the shaft and weight as-

sembly into the weight housing, with

the riser bearing positioned behind the

operating fork.

7. Turn the bearing retainer until

the large opening is over the fork on

the operating shaft. Then tighten the

two fork-attaching screws with a 5/16-

inch electrician's socket wrench.

8. Turn the bearing retainer until

the counterbored notch above the large

opening in the retainer and the tapped

hole in the housing are aligned.

Secure the bearing retainer to the

housing with a flathead screw.

9. Place the governor drive-gear

spacer on the shaft. Install the key

and start the gear on the shaft.

10. Tap the gear until the gear and

spacer contact the inner race of the

weight shaft bearing.

11. Install the gear retaining nut

and tighten it to 125-135 lb ft torque.

Install Governor

Refer to Fig. 1 and install the gover-

nor as follows:

1. Attach a new gasket to the gover-

nor weight housing.

2. Position the governor against the

engine rear end plate. The teeth on

the governor drive gear must mesh with

the teeth on the camshaft gear or

balance-shaft gear.

3. Install the three 12-point head

bolts with copper washers in the gover-

nor weight housing next to the cylinder

block. Install the two remaining bolts

with steel washers and lock washers.

Tighten the bolts to 35 lb ft torque.

4. Install the two governor control

housing attaching bolts and lock

washers. Tighten the bolts to 35 lb ft

torque.

5. Attach the fuel rod to the stud

on the stop lever.

6. Install the fuel pump and fuel

lines.

7. If required, install the governor

lubricating oil tube and fittings.

8. Perform an engine tuneup as out-

lined in Engine Tuneup.

263

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TM 5-3895-346-14

INJECTOR CONTROL TUBE

ENGINE OVERHAUL

FUEL INJECTOR CONTROL TUBE

The fuel injector control-tube assembly

(Fig. 1) is mounted on the cylinder

head and consists of a control tube,

injector rack-control levers, a return

spring, and injector control-tube lever

mounted in two bracket and bearing

assemblies attached to the cylinder

head.

The injector rack-control levers con-

nect with the fuel injector control

racks and are held in position on the

control tube with two adjusting screws.

The return spring enables the rack

levers to return to the no-fuel posi-

tion. The injector control-tube lever

is pinned to the end of the control

tube and connects with the fuel rod

which connects with the engine gover-

nor. Refer to Engine Tuneup for posi-

tioning of the injector rack-control

levers.

Certain engines use a spring-loaded

injector control-tube assembly (Fig.

2), similar to the above except it has

a yield spring at each injector rack-

control lever and only one screw and

lock nut to keep each injector rack

properly positioned. This enables an

engine to be brought to a lesser fuel

position if there is an inoperative

fuel injector rack, whereas with the

non-spring loaded two screw injector

control tube this could not be done.

The above also permits the use of an

air inlet housing with no emergency air

shut-off valve as Is required in some

applications.

NOTE

Do not replace the spring-loaded

fuel injector control tube and

lever assembly with the two

screw design control tube as-

sembly without including an air

inlet housing that incorporates

an emergency air shut-off valve.

However, when the spring-loaded

fuel injector control tube and

lever assembly is installed on

an engine and the emergency

shutdown mechanism is removed

from the air inlet housing, the

shaft holes at each end of the

housing must be plugged. Ream

the shaft holes to 0.6290 inch

and install a 5/8-inch cup plug

at each end of the housing.

Engine shutdown (normal or emergency)

is accomplished on the spring-loaded

fuel injector control tube (one screw

design) by pulling the governor shut-

down lever to the no-fuel position.

With the two screw design injector con-

trol tube and lever assembly, emergency

engine shutdown is accomplished by

tripping the air shut-off valve in the

air inlet housing. Normal shutdown is

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TM 5-3895-346-14

ENGINE OVERHAUL

INJECTOR CONTROL TUBE

SPACER

PIN CONTROL

LEVER

CONTROL

TUBE

RETURN

SPRING

BRACKET

BOOT

Figure 1. Injector Control Tube Assembly (Non-Spring Loaded -

In-line Engine)

disassembly and assembly procedure for

these items is not included in the

following:

1. Remove the bracket from the in-

jector control tube.

2. Loosen the adjusting screws or

adjusting screw and lock nut at each

injector rack-control lever.

3. With the spring-loaded injector

control tube, disconnect the yield

springs at each rack lever, then roll

the yield springs out of the slots and

notch of the control tube.

4. Disconnect the return spring from

the bracket and front or rear rack

lever.

5. Then remove the yield springs

and/or return spring and rack levers

from the control tube.

Inspection

Wash all of the injector control tube

parts in clean fuel oil and dry them

with compressed air.

INJECTOR

CONTROL

TUBE

ADJUSTING

SCREW

LOCK NUT

SPRING

INJECTOR RACK

CONTROL LEVER

Figure 2. Injector Control Tube and

Rack Lever (Spring-Loaded)

265

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TM 5-3895-346-14

INJECTOR CONTROL TUBE

ENGINE OVERHAUL

Examine the control tube, control

lever, control tube rack-control levers

and brackets for excessive wear, cracks

or damage and replace them if neces-

sary. The bearing in the bracket is

not serviced separately. Examine the

yield springs and/or return spring and

replace them if worn or fractured.

Assemble Injector Control Tube

With all of the parts cleaned and in-

spected and the necessary new parts on

hand, refer to Fig. 1 or 2 and assemble

as follows:

1. On the two screw design injector

control tube, install the rack-control

levers on the control tube, with the

levers facing the front bracket posi-

tion. Turn the adjusting screws into

the slots in the control tube far

enough to position the levers.

2. On the one screw and lock nut

design injector control tube, install

the rack-control levers with the levers

facing the front bracket position and

the R.H. helix yield springs. Then

install the odd (L.H. helix) yield

spring and rack-control lever with the

lever facing the front bracket

position.

3. Attach the curled end of the

yield springs to the rack-control

levers and roll the springs into the

notch (odd yield spring) and the slots

(R.H. helix yield springs) in the con-

trol tube. Then turn the adjusting

screws and lock nuts into the notch and

slots far enough to position the levers

on the control tube.

4. On both designs, install the con-

trol tube return spring and front brack-

et on the control tube. Attach the

curled end of the return spring to the

rack-control lever and the extended end

of the spring behind the front bracket.

Install Injector Control Tube

1. Engage the injector rack-control

levers with the injector control racks

and place the brackets over the mount-

ing holes on the cylinder head.

2. Install the two 1/4-20 x 5/8-

inch-long bolts and lock washers at

each bracket to attach the injector

control-tube assembly to the cylinder

head. Tighten the bolts to 10-12 lb ft

(14-16 Nm) torque.

3. Check the control tube to be sure

it is free in the brackets. Tap the

control tube lightly to align the bear-

ings in the bracket, if necessary.

4. Connect the fuel rod to the in-

jector tube-control lever with a clevis

pin and a new cotter pin.

5. Refer to Engine Tuneup and posi-

tion the injector rack control levers.

CAUTION

Be sure the injector rack-

control levers can be placed in

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TM 5-3895-346-14

ENGINE OVERHAUL

SHOP NOTES

FUEL SYSTEM

SHOP NOTES - TROUBLESHOOTING

SPECIFICATIONS - SERVICE TOOLS

SHOP NOTES

INJECTOR CALIBRATOR READINGS

Several factors affect the injector

calibrator-output readings. The four

major items are:

1. Operator Errors: If the column

of liquid in the vial is read at the

top of the meniscus instead of at the

bottom, a variation of 1 or 2 points

will result. Refer to Fig. 1.

2. Air In Lines: This can be caused

by starting a test before the air is

purged from the injector and lines, or

from an air leak on the vacuum side of

the pump.

3. Counter Improperly Set: The

counter should be set to divert the in-

jector output at 1000 strokes, but must

be reset for 1200 strokes to check 35

and 40 cu. mm injectors. It is pos-

sible that in returning to the 1000

stroke setting, an error could be made.

Figure 1. Checking Fuel Output

This should not be confused with count-

er overrun that will vary from 2 to 6

digits, depending upon internal fric-

tion. The fuel diversion is accom-

plished electrically and will occur at

1000 strokes (if properly set) although

the counter may overrun several digits.

4. Test Oil: A special test oil is

supplied with the calibrator and should

always be used. If regular diesel fuel

oil (or any other liquid) is used,

variations are usually noted because of

the effect of the oil on the solenoid

valve and other parts.

The fuel oil introduced into the test

oil when the fuel injector is placed in

the calibrator for a calibration check

contaminates the test oil. Therefore,

it is important that the test oil and

test oil filter be changed every six

months, or sooner if required.

In addition, other malfunctions such as

a slipping drive belt, low level of

test oil, a clogged filter, a defective

pump or leaking line connections could

cause bad readings. A frequent check

should be made for any of these tell-

tale conditions.

267

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TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

CHECKING INJECTOR TESTER J 23010 OR J 9787

The injector tester J 23010 or J 9787

should be checked monthly to be sure

that It Is operating properly. The

following check can be made very quick-

ly using test block J 9787-49.

Fill the supply tank in the injector

tester with clean injector test oil

J 26400. Open the valve in the fuel

supply line. Place the test block on

the injector locating plate and secure

the block in place with the fuel inlet

connector clamp. Operate the pump

handle until all of the air is out of

the test block, then clamp the fuel

outlet connector onto the test block.

Break the connection at the gage and

operate the pump handle until all of

the air bubbles in the fuel system

disappear. Tighten the connection at

the gage. Operate the pump handle to

pressurize the tester fuel system to

2400-2500 psi (16 536-17 225 kPa).

Close the valve on the fuel supply

line. After a slight initial drop,

the pressure should remain steady.

This indicates that the injector

tester is operating properly. Open

the fuel valve and remove the test

block.

If there is a leak in the tester fuel

system, it will be indicated by a drop

in pressure. The leak must be located,

corrected and the tester rechecked

before checking an injector.

Occasionally dirt will get into the

pump check valve in the tester, result-

ing in internal pump valve leakage and

the inability to build up pressure in

the tester fuel system. Pump valve

leakage must be corrected before an

injector can be properly tested.

When the above occurs, loosen the fuel

inlet connector clamp and operate the

tester pump handle in an attempt to

purge the dirt from the pump check

valve. A few quick strokes of the pump

handle will usually correct a dirt con-

dition. Otherwise, the pump check

valve must be removed, lapped and

cleaned, or replaced (J 9787). The

pump check valve in J 23010 must be

replaced.

If an injector tester supply or gage

line is damaged or broken, install a

new replacement line (available from

the tester manufacturer). Do not

shorten the old lines or the volume of

test oil will be altered sufficiently

to give an inaccurate valve holding

pressure test.

If it is suspected that the lines have

been altered, i.e. by shortening or

replacing with a longer line, check the

accuracy of the tester with a master

injector on which the pressure holding

time is known. If the pressure holding

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TM 5-3895-346-14

ENGINE OVERHAUL

SHOP NOTES

together, then 1 and 3, and finish by

working 2 and 3 together. Continue

this procedure until all of the blocks

are perfectly flat and free of

imperfections.

Imperfections are evident when the

blocks are clean and held under a

strong light. The blocks are satisfac-

tory when the entire surface is a solid

dark grey. Bright or exceptionally

dark spots indicate defects and addi-

tional lapping is required.

After the surfaces have been finished,

remove the powder by rinsing the lap-

ping blocks in trichloroethylene and

scrubbing with a bristle brush.

When not in use, protect the lapping

blocks against damage and dust by stor-

ing them in a close-fitting wooden

container.

EFFECT OF PREIGNITION OH FUEL INJECTOR

Preignition is due to ignition of fuel spray tips or enlarged spray tip

or lubricating oil In the combustion orifices,

chamber before the normal injection

period. The piston compresses the Before replacing the injectors, check

burning mixture to excessive tempera- the engine for the cause of preignition

tures and pressures and may eventually to avoid recurrence of the problem,

cause burning of the injector spray Check for oil pullover from the oil

tip, leading to failure of the injec- bath air cleaner, damaged blower hous-

tors in other cylinders. ing gasket, defective blower oil seals,

high crankcase pressure, plugged air

box drains, ineffective oil control

When preignition occurs, remove all of rings or dilution of the lubricating

the injectors and check for burned oil.

INJECTOR TIMING

If it is suspected that a fuel injector tag, may be used to visually determine

is "out of time", the injector rack-to- whether or not the injector rack and

gear timing may be checked without dis- gear are correctly timed. When the

assembling the injector. rack is all the way in (full-fuel posi-

tion), the flat side of the plunger

A hole located in the injector body, on will be visible in the hole, indicating

the side opposite the identification that the injector is "in time". If the

Figure 2. Refinishing Lapping Blocks

Alternate the blocks from time to time.

For example, assuming the blocks are

numbered 1, 2, and 3, work 1 and 2

269

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TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

flat side of the plunger does not come

into full view (Fig. 3) and appears in

the "advanced" or "retarded" position,

disassemble the injector and correct

the rack-to-gear timing.

ONE TOOTH CORRECTLY ONE TOOTH

RETARDED TIMED ADVANCED

Figure 3. Injector Rack-to-Gear

Timing

INJECTOR SPRAT TIPS

Due to a slight variation in the size

of the small orifices in the end of

each spray tip, the fuel output of an

injector may be varied by replacing the

spray tip.

Flow gage J 25600 may be used to select

a spray tip that will increase or de-

crease fuel injector output for a

particular injector after it has been

rebuilt and tested on the calibrator.

INJECTOR PLUNGERS

The fuel output and the operating

characteristics of an injector are, to

a great extent, determined by the type

of plunger used. Three types of

plungers are illustrated in Fig. 4.

The beginning of the injection period

is controlled by the upper helix angle.

The lower helix angle retards or ad-

vances the end of the injection period.

Therefore, it is imperative that the

correct plunger is installed whenever

an injector is overhauled. If injec-

tors with different type plungers (and

spray tips) are mixed in an engine,

erratic operation will result and may

cause serious damage to the engine or

to the equipment which it powers.

Injector plungers cannot be reworked to

change the output or operating charac-

teristics. Grinding will destroy the

hardened case and result in chipping at

the helices and seizure or scoring of

the plunger.

RETARDED CONSTANT VARIABLE

ENDING ENDING ENDING

HELIX HELIX HELIX

Figure 4. Types of Injector Plungers

MASTER INJECTOR CALIBRATING KIT

Use Master Injector Calibrating Kit

J 26298 to determine the accuracy of

the injector calibrator.

With the test fluid temperature at

100F 1 (38C 1) and each injec-

tor warm after several test cycles, run

the three injectors contained in the

kit. Several readings should be taken

with each injector to check for accu-

racy and repeatability. If the output

readings are within 2% of the values

assigned to the calibrated masters, the

calibrator can be considered accurate.

Injector testing can be carried out now

without any adjustment of figures.

However, when testing new injectors for

output, any difference between the cali-

brator and the masters should be used

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TM 5-3895-346-14

ENGINE OVERHAUL

SHOP NOTES

If more than a 2% variation from the

masters is noted, consult the cali-

brator manufacturer for possible

causes.

The calibrated masters should only be

used to qualify injector output cali-

bration test equipment.

REFINISHING INJECTOR FOLLOWER FACE

When refinishing the face of an injec-

tor follower, it is extremely important

that the distance between the follower

face and the plunger slot is not less

than 1.645 inches minimum as shown in

Fig. 5. If this distance is less than

specified, the height of the injector

follower in relation to the injector

body will be altered and proper injec-

tor timing cannot be realized.

Figure 5. Injector Follower

FUEL LINES

Flexible fuel lines are used to facili- When installing fuel lines, it is recom-

tate connection of lines leading to and mended that connections be tightened

from the fuel tank, and to minimize the only sufficiently to prevent leakage of

effects of any vibration in the fuel; thus flared ends of the fuel

Installation. lines will not become twisted or frac-

tured because of excessive tightening.

After all fuel lines are installed, run

the engine long enough to determine

Be sure a restricted fitting of the whether or not all connections are suf-

proper size is used to connect the fuel ficiently tight. If any leaks occur,

return line to the fuel return mani- tighten the connections only enough to

fold. Do not use restricted fittings stop the leak. Also check the filter

anywhere else in the fuel system. cover bolts for tightness.

LOCATING AIR LEAKS IN FUEL LINES

Air drawn into the fuel system may

result in uneven running of the engine,

stalling when idling, or a loss of

power. Poor engine operation is par-

ticularly noticeable at the lower

engine speeds. An opening in the fuel

suction lines may be too small for fuel

to pass through but may allow appreci-

able quantities of air to enter.

Check for loose or faulty connections.

Also check for improper fuel line

connections such as a fuel pump suction

line connected to the short fuel return

line in the fuel tank which would cause

the pump to draw air.

Presence of an air leak may be detected

by observing the fuel filter contents

271

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TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

after the filter is bled and the engine

is operated for 15 to 20 minutes at a

fairly high speed. No leak is indi-

cated if the filter shell is full when

loosened from its cover. If the filter

shell is only partly full, an air leak

is indicated.

FUEL LEAK DETECTION

CAUTION

Always check the fuel system

for leaks after injector or

fuel pipe replacement and any

time the fuel connections

under the rocker cover are

suspected of leaking. Failure

to correct a serious fuel leak

in this area can lead to dilu-

tion of the lube oil and bear-

ing and/or cylinder kit damage.

Prime and Purge

Prime and/or purge the engine fuel sys-

tem before starting the fuel leak

check. Prime the system by blocking or

disconnecting the line from the fuel

pump, then apply fuel under pressure

(60-80 psi or 413-552 kPa) to the inlet

of the secondary filter. If the system

is to be purged of air as well, allow

the fuel to flow freely from the fuel

return line until a solid stream with-

out air bubbles is observed.

Check for Leaks

Use one of the following methods to

check for leaks.

1. Method 1: Use when the engine

has been operating 20-30 minutes.

After operating the engine, shut it off

and remove the rocker covers. Inspect

the lube oil puddles that normally form

where the fuel connectors join the

cylinder head and where the fuel pipes

join the fuel pipe nuts.

If there is any leakage at these con-

nections, the lube oil puddles will be

smaller or thinner than the puddles on

the connectors that are not leaking.

Disassemble, inspect and correct, or

replace the suspect part (connector

washer, connector, injector, or jumper

line). Test and reinspect.

2. Method 2: Use when the engine is

not operating, such as during or after

repairs.

Remove the rocker covers. Pour lube

oil over all fuel pipes and connectors

which would normally be splashed with

oil during engine operation. This will

cause oil puddles to form at the join-

ing surfaces as mentioned in Method 1.

Block off the fuel return line and dis-

connect the fuel pump supply line at

the secondary filter. Install a pres-

sure gage in the filter adaptor, then

apply 60-80 psi (413-553 kPa) fuel to

the outlet side of the secondary filter

with the inlets plugged. Severe leaks

will show up immediately. Minor leaks

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TM 5-3895-346-14

ENGINE OVERHAUL

SHOP NOTES

(483 kPa). After 10 to 20 minutes

inspect the oil puddles to see if any

have become smaller or run off

completely. The undiluted oil will

hang the same as when the oil was

poured on. Repair and retest.

NOTE

With the engine at rest as in

Method 2, all injectors will

leak to some extent when pres-

surized. The leakage occurs

because there is no place else

for the pressurized fuel to

go. When the low- and high-

pressure cavities in the in-

jector are subjected to the

high-test pressure, fuel is

forced past the plunger into

the rack and gear cavity.

Result: Droplets of fuel form

at the rack and drip off.

Slightly worn plungers may

leak more under these condi-

tions. This leakage will not

occur while the engine is run-

ning because of the dynamic

and pressure conditions that

exists.

If injectors are suspected of

leaking and contributing to

dilution of the lube oil, they

should not be tested by pres-

surizing the fuel system as in

Method 2. Injectors should be

removed from the engine and

tested for pressure-holding

capability (see Trouble-

shooting) .

Points to Remember

Lube oil puddle inspection is the key

to pressure testing the fuel system for

internal leaks. This test can be per-

formed any time the rocker covers are

removed, after the fuel pipes and con-

nectors have been splashed with oil and

there is normal fuel pressure in the

system. The weak or missing puddles

show where the leaks are.

All leakage or spillage of fuel during

leak detection testing further dilutes

the lube oil, so the final step in

maintenance of this type should include

lube oil and lube oil filter changes.

273

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TM 5-3895-346-14

TROUBLESHOOTING

ENGINE OVERHAUL

TROUBLESHOOTING

FUEL PUMP

The fuel pump is so constructed as to

be inherently trouble-free. By using

clean, water-free fuel and maintaining

the fuel filters in good condition, the

fuel pump will provide long satisfac-

tory service and require very little

maintenance.

However, if the fuel pump fails to

function satisfactorily, first check

the fuel level in the fuel tank, then

make sure the fuel-supply valve is

open. Also check for external fuel

leaks at the fuel line connections and

filter gaskets. Make certain that all

fuel lines are connected in their

proper order.

Next, check for a broken pump drive

shaft or drive coupling. Insert the

end of a wire through the pump flange

drain hole, then crank the engine

momentarily and note whether the wire

vibrates. Vibration will be felt if

the pump shaft rotates.

All fuel pump failures result in no

fuel or insufficient fuel being de-

livered to the fuel injectors and may

be indicated by uneven running of the

engine, excessive vibration, stalling

at idling speeds or a loss of

power.

The most common reason for failure of a

fuel pump to function properly is a

sticking relief valve. The relief

valve, due to its close fit in the

valve bore, may become stuck in a fully

open or partially open position due to

a small amount of grit or foreign

material lodged between the valve and

its bore or seat. This permits the

fuel to circulate within the pump

rather than being forced through the

fuel system.

Therefore, if the fuel pump is not

functioning properly, remove the

relief-valve plug, spring and pin and

check the movement of the valve within

the valve bore. If the valve sticks,

recondition it by using fine emery

cloth to remove any scuff marks.

Otherwise, replace the valve. Clean

the valve bore and the valve compo-

nents. Then lubricate the valve and

check it for free movement throughout

the entire length of its travel. Re-

install the valve.

After the relief valve has been

checked, start the engine and check the

fuel flow at some point between the re-

stricted fitting in the fuel-return

manifold at the cylinder head and the

fuel tank.

CHECKING FUEL FLOW

1. Disconnect the fuel-return hose

from the fitting at the fuel tank and

hold the open end in a convenient

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING

flow. If the flow is still unsatis-

factory, perform step b below:

b. Replace the element in the fuel

filter. If the flow is still unsatis-

factory, do as instructed in step c.

c. Substitute another fuel pump

that is known to be in good condition

and again check the fuel flow. When

changing a fuel pump, clean all of the

fuel lines with compressed air and be

sure all fuel line connections are

tight. Check the fuel lines for re-

strictions due to bends or other

damage.

If the engine still does not perform

satisfactorily, one or more fuel in-

jectors may be at fault and may be

checked as follows:

1. Run the engine at idle speed and

cut out each injector in turn by hold-

ing the injector follower down with a

screwdriver. If a cylinder has been

misfiring, there will be no noticeable

difference in the sound and operation

of the engine when that particular

injector has been cut out.

2. Stop the engine and remove the

fuel pipe between the fuel-return

manifold and the injector.

3. Hold a finger over the injector

fuel outlet and crank the engine with

the starter. A gush of fuel while

turning the engine indicates an ample

fuel supply; otherwise, the injector

filters are clogged and the injector

must be removed for service.

Figure 1. Measuring Fuel Flow

275

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TM 5-3895-346-14

TROUBLESHOOTING

ENGINE OVERHAUL

Chart 1

LOW OR HIGH VALVE OPENING PRESSURE

LOW VALVE OPENING PRESSURE

HIGH VALVE OPENING PRESSURE

Probable Caus*

1. WORN OR ERODED VALVE SEAT

2. VALVE SEAT CHIPPED AT POINT

OF CONTACT

3. CRACKED VALVE SEAT

4. WORN VALVE OR VALVE STOP

5. WORN OR BROKEN VALVE SPRING

6. DIRT OR FOREIGN MATERIAL

IN INJECTOR

7. WORN VALVE STOP SEAT IN CAGE

8. CARBON OR FOREIGN MATERIAL

IN SPRAY TIP

9. CARBON IN SPRAY TIP ORIFICES

SUGGESTED REMEDY

1. A worn or eroded valve seat may

be lapped, but not excessively as this

would reduce thickness of the part

causing a deviation from the valve

stackup dimension.

2. If the valve seat is chipped at

the point of contact with the valve,

lap the surface of the seat and the ID

of the hole. Mount tool J 7174 in a

drill motor and place the valve seat on

the pilot of the tool, using a small

amount of lapping compound on the lap-

ping surface. Start the drill motor

and apply enough pressure to bring the

seat to the point of lap. Check the

point of lap contact after a few sec-

onds. If the edge of the hole appears

sharp and clear, no further lapping is

required. Excessive lapping at this

point will increase the size of the

hole and lower the injector valve-

opening pressure.

3. Replace the valve seat.

4. Replace the valve or valve

stop.

5. Replace the spring. Check the

valve cage and valve stop for wear;

replace them if necessary.

6. Disassemble and clean the

injector.

7. Replace the valve cage.

8. Carbon in the tip should be re-

moved with tip reamer J 1243 which is

especially designed and ground for this

purpose.

9. Check the size of the spray tip

orifices. Then, using tool J 4298-1

with the proper size wire, clean the

orifices.

276

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING

Chart 2

INSUFFICIENT INJECTOR HOLDING TIME

Crown Valve Injector

Probable Cause

I. POOR BUSHING TO BODY FIT

2. INJECTOR NUT NOT TIGHTENED

TO SPECIFIED TORQUE

3. CRACKED VALVE PARTS

4. VALVE SEAT CHIPPED AT POINT

OF CONTACT

5. WORN OR ERODED VALVE SEAT

6. WORN OR BROKEN VALVE SPRING

7. WORN VALVE

8. DEFECTIVE SEAL RING

9. BODY PLUG LEAKS

10. FILTER GASKET LEAKS

11. POOR SEALING SURFACES ON

FUEL FITTINGS

12. DIRT OR FOREIGN MATERIAL

IN INJECTOR

SUGGESTED REMEDY

1. Lap the injector body.

2. Tighten the nut to 55 to 65 lb ft

(75-88 Ita) torque. Do not exceed the

specified torque.

3. Replace the valve parts.

4. If the valve seat is chipped at

the point of contact with the valve,

lap the surface of the seat and the ID

of the hole. Mount tool J 7174 in a

drill motor and place the valve seat on

the pilot of the tool, using a small

amount of lapping compound on the lap-

ping surface. Start the drill motor

and apply enough pressure to bring the

seat to the point of lap. Check the

point of lap contact after a few sec-

onds. If the edge of the hole appears

sharp and clear, no further lapping is

required. Excessive lapping at this

point will increase the size of the

hole and lower the injector valve-

opening pressure.

5. A worn or eroded valve seat may

be lapped, but not excessively as this

would reduce the thickness of the part

causing a deviation from the valve

stackup dimension.

6. Replace the spring. Check the

valve cage and valve stop for wear;

replace them if necessary.

7. Replace the valve.

8. Replace the seal ring.

9. Install new body plugs.

10. Replace the filter gaskets and

tighten the filter caps to 65 to 75 lb

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TM 5-3895-346-14

TROUBLESHOOTING

ENGINE OVERHAUL

Chart 3

INCORRECT INJECTOR OUTPUT

Crown Valve Injector

Probable Cautt

1. SPRAY TIP OR ORIFICES

PARTIALLY PLUGGED

2. SPRAY TIP ORIF

ICES ENLARGED

5. CRACKED VALVE PARTS

6. CRACKED BUSHING

7. IMPROPERLY LAPPED SURFACES

3. CARBON BUILD-UP IN SPRAY TIP

4. WORN PLUNGER AND BUSHING

8. FOREIGN MATT

VALVE AND SEJ

.RIAL BETWEEN

9. RACK AND GEAR NOT IN TIME

SUGGESTED REMEDY

1. Clean the orifices with tool

4298-1, using the proper size wire.

2. Replace the spray tip.

3. Clean the injector tip with tool

1243.

4. After the possibility of an in-

correct or faulty tip has been elimi-

nated and the injector output still

does not fall within its specific

limits, replace the plunger and bushing

with a new assembly.

NOTE

The fuel output of an injector

varies with the use of differ-

ent spray tips of the same

size due to manufacturing tol-

erances in drilling the tips.

If the fuel output does not

fall within the specified lim-

its of the Fuel Output Check

Chart, try changing the spray

tip. However, use only a tip

specified for the injector be-

ing tested.

5. Replace the cracked parts.

6. Replace the plunger and bushing

assembly.

7. Lap the sealing surfaces.

8. Disassemble the injector and

clean all of the parts.

9. Assemble the gear with the drill

spot mark on the tooth engaged between

the two marked teeth of the rack.

278

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING

TROUBLE SHOOTINO CHARTS (NdU Valv* Injectors)

Chart 4

LOW OR HIGH VALVE OPENING PRESSURE

LOW VALVE OPENING PRESSURE

HIGH VALVE OPENING PRESSURE

Probable Cause

1. WORN OR ERODED NEEDLE VALVE

OR VALVE SEAT IN SPRAY TIP

2. WORN OR DAMAGED NEEDLE

VALVE QUILL

3. WORN OR DAMAGED NEEDLE

VALVE SPRING SEAT

4. WORN OR BROKEN VALVE

SPRING

5. DIRT OR FOREIGN MATERIAL

IN INJECTOR

Probable Cause

6. CARBON OR FOREIGN MATERIAL

IN SPRAY TIP

7. CARBON IN SPRAY TIP ORIFICES

SUGGESTED REMEDY

1. Replace the needle valve and

spray tip assembly.

2. Replace the needle valve and

spray tip assembly.

3. Replace the spring seat.

4. Replace the valve spring.

5. Disassemble the injector and

clean all of the parts.

6* Remove the carbon in the spray

tip with tip reamer J 9464-01 which is

especially designed and ground for this

purpose.

7. Check the size of the spray tip

orifices. Then, using tool J 4298-1

with the proper size wire, clean the

orifices.

279

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TM 5-3895-346-14

TROUBLESHOOTING

ENGINE OVERHAUL

Chart 5

INSUFFICIENT INJECTOR HOLDING TIME

Needle Valve Injector

Probable Cause

I. POOR BUSHING TO BODY FIT

2. INJECTOR NUT NOT TIGHTENED

TO SPECIFIED TORQUE

3. EXCESSIVE PLUNGER TO BUSHING

CLEARANCE

4. CRACKED SPRAY TIP

5. WORN OR ERODED NEEDLE VALVE

6. WORN OR ERODED NEEDLE VALVE

SEAT IN SPRAY TIP

7. WORN OR BROKEN NEEDLE

VALVE QUILL

8. WORN OR BROKEN VALVE SPRING

9. WORN OR DAMAGED VALVE

SPRING SEAT

10. DEFECTIVE SEAL RINGS

II. BODY PLUG LEAKS

12. FILTER GASKETS LEAK

13. POOR SEALING SURFACES ON

FUEL FITTINGS

14. DIRT OR FOREIGN MATERIAL

IN INJECTOR

1. Lap the injector body.

2. Tighten the injector nut to 75-85

lb ft (102-115 Nm) torque. Do not

exceed the specified torque.

3. Replace the plunger and bushing.

4. 5, 6, and 7. Replace the needle

valve and spray tip assembly.

8. Replace the valve spring.

9. Replace the valve spring

seat.

SUGGESTED REMEDY

10. Replace the seal rings.

11. Install new body plugs.

12. Replace the filter cap gaskets

and tighten the filter caps to 65-75 lb

ft (88-102 Nm) torque.

13. Clean up the sealing surfaces or

replace the filter caps, if necessary.

Replace the filter if a cap is

replaced.

14. Disassemble the injector and

clean all of the parts.

280

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TM 5-3895-346-14

ENGINE OVERHAUL

Chart 6

TROUBLESHOOTING

INCORRECT INJECTOR OUTPUT

Needle Valve Injector

Probable Causa

1. SPRAY TIP OR ORIFICES

PARTIALLY PLUGGED

2. SPRAY TIP ORIFICES ENLARGED

8. CRACKED CHECK VALVE CAGE,

SPRING CAGE OR SPRAY TIP

3. CARBON BUILD-UP IN SPRAY TIP

9. CRACKED BUSHING

4. WORN PLUNGER AND BUSHING

5. WORN OR DAMAGED NEEDLE

VALVE QUILL

10. IMPROPERLY LAPPED SURFACES

11. FOREIGN MATERIAL BETWEEN

VALVE AND SEAT

6 WORN OR DAMAGED NEEDLE

VALVE SPRING SEAT

7. WORN OR BROKEN VALVE SPRING

12. RACK AND GEAR NOT IN TIME

13. SPRAY TIP - PLUNGER AND

BUSHING COMBINATION

PROVIDES INCORRECT OUTPUT

SUGGESTED REMEDY

1. Clean the spray tip as outlined

under Clean Injector Parts.

2. Replace the needle valve and

spray tip assembly.

3. Clean the spray tip with tool

J 1243.

4. After the possibility of an in-

correct or faulty spray tip has been

eliminated and the injector output

still does not fall within its specific

limits, replace the plunger and bushing

with a new assembly.

NOTE

The fuel output of an injector

varies with the use of differ-

ent spray tips of the same

size due to manufacturing tol-

erances in drilling the tips.

If the fuel output does not

fall within the specified lim-

its of the Fuel Output Check

Chart, try changing the spray

tip. However, use only a tip

specified for the injector

being tested.

5. Replace the needle valve and

spray tip assembly.

6. Replace the spring seat.

7. Replace the valve spring.

8. Replace the cracked parts.

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TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

SPECIFICATIONS

STANDARD BOLT AND NUT TORQUE SPECIFICATIONS

THREAD

SIZE

260M BOLTS

TORQUE THREAD

(lb ft) (Nm) SIZE

280M OR BETTER

TORQUE

(lb ft) (Nm)

1/4 -20 5-7 7-9

1/4 -28 6-8 8-11

5/16-18 10-13 14-18

5/16-24 11-14 15-19

3/8 -16 23-26 31-35

3/8-24 26-29 35-40

7/16-14 35-38 47-51

7/16-20 43-46 58-62

1/2 -13 53-56 72-76

1/2 -20 62-70 84-95

9/16-12 68-75 92-102

9/16-18 80-88 109-119

5/8 -11 103-110 140-149

5/8 -18 126-134 171-181

3/4 -10 180-188 244-254

3/4 -16 218-225 295-305

7/8 - 9 308-315 417-427

7/8 -14 356-364 483-494

1 - 8 435-443 590-600

1 -14 514-521 697-705

1/4-20 7-9 10-12

1/4 -28 8-10 11-14

5/16-18 13-17 18-23

5/16-24 15-19 20-26

3/8 -16 30-35 41-47

3/8 -24 35-39 47-53

7/16-14 46-50 62-68

7/16-20 57-61 77-83

1/2 -13 71-75 96-102

1/2 -20 83-93 113-126

9/16-12 90-100 122-136

9/16-18 107-117 146-159

5/8 -11 137-147 186-200

5/8 -18 168-178 228-242

3/4 -10 240-250 325-339

3/4 -16 290-300 393-407

7/8 - 9 410-420 556-569

7/8 -14 475-485 644-657

1 - 8 580-590 786-800

1 -14 685-695 928-942

Grade Identification markings are normally stamped on the heads of the bolts. To

aid identification of the various bolts used in Detroit Diesel engines, refer to

the following chart.

BOLT IDENTIFICATION CHART

Grade Identification

Marking on Bolt Head

Number

SAE Grade

Designation

Nominal Size

Diameter

(inch)

Tensile

Strength Min.

(psi)

None

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TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

EXCEPTIONS TO STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

THREAD

TORQUE

APPLICATION

SIZE

(lb ft)

(Nm)

10-12

14-16

20-25

27-34

20-25

27-34

20-28

27-38

12-15

16-20

50-55

68-75

Governor drive gear retaining nut (in-line engine)....

125-135

170-183

65-75

88-102

55-65

75-88

75-85

102-115

283

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TM 5-3895-346-14

SERVICE TOOLS ENGINE OVERHAUL

SERVICE TOOLS

TOOL NAME TOOL NO.

INJECTOR

Auxiliary injector tester ("N" injectors) J 22640

Fuel pipe socket J 8932-01

Fuel system primer J 5956

Injector body reamer J 21089

Injector body thread reconditioning set J 22690

Injector bushing inspectalite J 21471

Injector calibrator J 22410

Injector nut seal ring installer J 29197

Injector service set (includes *tools) J 1241-07

Injector service set ("N" injectors - includes tools) J 23435-02

*De bur ring tool J 7174

*Fuel hole brush J 8152

*Injector nut socket wrench J 4983-01

*Injector nut and seat carbon remover set J 9418

*Injector spray tip driver J 1291-02

*Injector tip cleaner J 1243

*Pin vise J 4298-1

*Rack hole brush J 8150

*Spray tip carbon remover J 9464-01

*Spray tip seat remover J 4986-01

*Spray tip wire (0.005-inch) J 21459-01

*Spray tip wire (0.0055-inch) J 21460-01

*Spray tip wire (0.006-inch) J 21461-01

*wire sharpening stone J 8170

Injector test oil (Available in 5, 15, 30, and 55 gallons) J 26400

Injector tester J 9787

Injector tester J 23010

Injector tester modification package (J 23010 only) J 23010-194

Injector tip concentricity gage J 5119

Injector vise and rack freeness tester J 22396

Injector vise jaws (offset body) J 8912

Injector vise jaws (standard body) J 1261

Lapping Block set J 22090

Methyl Ethyl Ketone cleaning fluid J 8257-01

Polishing compound ("N" injectors) J 23038

Polishing stick set ("N" injectors) J 22964

Spray tip flow gage 1 25600

Spray tip gage ("N" injectors) J 9462-01

Spring tester J 22738-02

Wire brush (brass) J 7944

INJECTOR TUBE

Injector tube service tool set J 22525

Injector tube service tool set (for power equipment) J 22515

284

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TM 5-3895-346-14

ENGINE OVERHAUL SERVICE TOOLS

TOOL NAME TOOL NO.

FUEL PUMP

Fuel pump primer J 5956

Fuel pump tool set J 1508-03

Fuel pump wrench J 4242

MECHANICAL GOVERNOR

Adjustable spanner wrench J 5345-5

Control link operating lever bearing remover/installer J 8985

Governor cover bearing installer J 21068

Governor cover bearing remover/installer J 21967-01

Governor fork installer (8V engine) J 21995

Governor weight spacer (6V engine)... J 8984

Spring retainer-nut wrench J 5895

Variable speed spring housing bearing installer set J 9196

285

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TM 5-3895-346-14

AIR INTAKE SYSTEM

ENGINE OVERHAUL

AIR INTAKE SYSTEM

In the scavenging process employed in

the Series 53 engines, a charge of air

is forced into the cylinders by the

blower and thoroughly sweeps out all of

the burned gases through the exhaust

valve ports. This air also helps to

cool the internal engine parts, parti-

cularly the exhaust valves. At the

beginning of the compression stroke,

therefore, each cylinder is filled with

fresh, clean air which provides for

efficient combustion.

The air, entering the blower from the

air cleaner, is picked up by the blower

rotor lobes and carried to the dis-

charge side of the blower as indicated

by the arrows in Fig. 1. The contin-

uous discharge of fresh air from the

blower enters the air chamber of the

cylinder block and sweeps through the

intake ports of the cylinder liners.

The angle of the ports in the cylinder

liners creates a uniform swirling

motion to the intake air as it enters

Figure 1. Air Flow Through Blower

and Engine (In-Line Engine)

the cylinders. This motion persists

throughout the compression stroke and

facilitates scavenging and combustion.

286

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TM 5-3895-346-14

ENGINE OVERHAUL

AIR SHUTDOWN HOUSING

The air shutdown housing on the in-line

engine is mounted on the side of the

blower. The housing serves as a mount-

ing for the air cleaner or the ducting

for an air cleaner mounted away from

the engine. The air shutdown housing

contains an air shutoff valve that

shuts off the air supply and stops the

engine whenever abnormal operating con-

ditions require an emergency shut down.

CAUTION

The bolts that retain the air

inlet housing to the blower are

of different lengths. Mark the

location of each bolt to insure

proper installation later.

CAUTION

Remove Air Shutdown Housing

1. Disconnect and remove the air

ducts between the air cleaner and the

air shutdown housing.

2. Disconnect the control wire from

the air shutoff cam-pin handle.

3. Remove the bolts and washers that

retain the housing to the blower and

remove the housing from the blower.

Remove the air shutdown housing gasket

from the blower.

Cover the blower opening to

prevent dirt or foreign mate-

rial from entering the blower.

Disassemble Air Shutdown Housing

Refer to Fig. 1 and disassemble the air

shutdown housing as follows:

1. Remove the pin from the end of

the shutdown shaft. Then remove the

washer from the shaft and the seal ring

from the housing.

HOUSING

WASHER

BOLT - 3/8"

16 x 2

LOCK WASHER SPACER

SEAL

CAM RING

.CAM PIN

HANDLE

BOLT - 3/8"

16 x 1 - 3/4"

Figure 1. Typical In-Line Engine Air Shutdown Housing Details and

Relative Location of Parts

287

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TM 5-3895-346-14

AIR SHUTDOWN HOUSING

ENGINE OVERHAUL

2. Remove the two pins that secure

the air shutoff valve to the shaft.

3. Remove the bolt, lockwasher, and

plain washer which attach the latch to

the housing. Then remove the latch,

latch spring, and spacer.

4. Note the position of the air

shutoff valve spring and the valve

(Fig. 2). Then withdraw the shaft from

the housing to release the valve and

the spring. Remove the valve and

spring and the seal ring from the

housing.

5. Remove the cam-pin handle and

withdraw the cam from the shaft.

Inspection

Clean all of the parts thoroughly, in-

cluding the blower screen, with fuel

oil and dry them with compressed air.

Inspect the parts for wear or damage.

The face of the air shutoff valve must

be perfectly flat to assure a tight

seal when it is in the shutdown

position.

Assemble Air Shutdown Assembly

The holes for the cam-pin handle and

the retaining pins must be drilled,

Figure 2. Installing Air Shutoff

Valve Spring and Valve

using a 1/8-inch-diameter drill, at the

time a new service shaft or air shutoff

valve(s) is assembled. The valve(s)

must be in the same plane within 0.030

inch when in the stop position (flush

with the housing face). Refer to

Fig. 1 and 2 and proceed as follows:

1. Place the valve(s) and spring in

position in the housing (Fig. 2) and

slip the shaft in place. The shaft

must extend 0.700 inch from the side of

the housing where the shutdown latch is

assembled.

2. Install a new seal ring at each

end of the shaft. Be sure the seals

are seated in the counterbores of the

housing.

3. Install the cam and cam-pin

handle on the shaft.

4. Install a washer and retaining

pin at the other end of the shaft.

5. Assemble the spacer (bushing),

spring, and latch to the shutdown hous-

ing with the 1/4 inch-20 bolt, lock-

washer , and plain washer.

a. Align the notch on the bushing

with the notch on the latch and lock

the bushing in this position.

b. Install the pins in the

valve(s) to retain it to the shaft with

the cam release latch set and the

valve(s) in the run position.

c. Level the valve(s) in the shut-

down position.

d. Adjust the bushing so the

valve(s) contacts the housing when the

cam release latch is set.

Install Air Shutdown Housing (In-Line

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TM 5-3895-346-14

ENGINE OVERHAUL

AIR SHUTDOWN HOUSING

2. Refer to Fig. 1 and 3 and secure

the air shutdown housing to the blower

with bolts, washers, and lockwashers as

follows:

a. Install and finger-tighten the

six attaching bolts shown in Fig. 3.

b. Tighten the two center bolts to

16-20 lb ft (22-27 Nm) torque.

c. Then tighten the four corner

bolts to 16-20 lb ft (22-27 Nm) torque.

CAUTION

A power wrench should not be

used to tighten the above

bolts.

3. Reset the air shutdown to the run

position.

4. Start and run the engine at idle

speed and no load. Trip the air shut-

down. If the engine does not stop,

check it for air leakage between the

valve and the gasket. If necessary,

reposition the valve.

Figure 3. Location of Air Shutdown

Housing Mounting Bolts (In-Line

Engines)

289

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TM 5-3895-346-14

BLOWER

ENGINE OVERHAUL

BLOWER

The blower supplies the fresh air re-

quired for combustion and scavenging.

Its operation is similar to that of a

gear-type oil pump. Two hollow double-

lobe rotors revolve in a housing bolted

to the side of the in-line engines

(Fig. 1). The revolving motion of the

rotors provides a continuous and uni-

form displacement of air.

The blower rotors are pinned to the ro-

tor shafts. The rotor shafts are steel

and the blower end plates are aluminum,

providing for a compatible bearing

arrangement.

Gears located on the splined end of the

rotor shafts space the rotor lobes with

a close tolerance. Since the lobes of

the two rotors do not touch at any

time, no lubrication is required.

Lip-type oil seals are used in both the

front and rear end plates on current

engines. The seals prevent air leakage

past the blower rotor shaft bearing

surfaces and also keep the oil, used

for lubricating the blower rotor gears,

Figure 1. Blower Mounting

from entering the rotor compartment.

Former blowers used a ring-type oil

seal consisting of a fiber washer, 0-

ring, retainer, and seal spring in each

end of the blower rotors.

Inspect Blower (Attached to Engine)

The blower may be inspected without re-

moving it from the engine. However,

the air cleaner and the air inlet hous-

ing must be removed.

WARNING

When inspecting the blower with

the engine running, keep your

fingers and clothing away from

the moving parts of the blower

and run the engine at low

speeds only.

Dirt or chips drawn through the blower

will make deep scratches in the rotors

and housing. Burrs around such abra-

sions may cause interference between

the rotors or between the rotors and

the blower housing.

Leaky oil seals are usually indicated

by the presence of oil on the blower

rotors or inside surfaces of the blower

housing. Run the engine at low speed

and direct a light into the rotor com-

partment and toward the end plates and

the oil seals. A thin film of oil

radiating away from a seal indicates an

oil leak.

A worn blower drive resulting in a

loose, rattling sound within the blower

may be detected by running the engine

at approximately 500 rpm.

Loose rotor shafts or worn rotor shaft

bearing surfaces will result in contact

between the rotor lobes, the rotors and

the end plates, or the rotors and the

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TM 5-3895-346-14

ENGINE OVERHAUL

BLOWER

Excessive backlash between the blower

rotor gears usually results in the

rotor lobes rubbing throughout their

entire length.

Reaove Blower

Before removing the blower from the

engine, remove the air shutdown housing

as outlined in Air Shutdown Housing.

1. Loosen the clamp retaining the

cover-to-support seal.

2. Remove the four blower-to-block

bolts and special washers and lift the

blower away from the engine, being

careful not to damage the serrations on

the blower drive shaft.

Figure 2. Removing Blower Rotor Gears

DISASSEMBLE BLOWER

1. Refer to Fig. 3 and remove the

six bolts, special washers, and rein-

forcement plates which secure the

front end plate cover and the front-

end plate to the blower housing. Then

remove the end plate cover and gasket

from the end plate.

2. Remove the six bolts, special

washers, and reinforcement plates which

secure the rear end plate cover and the

rear end plate to the blower housing.

Then remove the end plate cover and

gasket from the end plate.

3. Wedge a clean cloth between the

rotors to prevent their turning and re-

move the four bolts that hold the

blower drive cam retainer and blower

drive spring support to the gear.

Separate the retainer, support, and

spacer from the gear.

4. Remove the retaining bolts and

the washer and the blower drive cam

pilot from the blower gears.

5. For identification, mark the

upper gear on the blower.

6. Use two pullers J 24420 to remove

the two gears simultaneously.

7. Remove the rotor shims and the

gear spacers and place them with their

respective gears to ensure correct

reassembly.

8. At the other end of the blower,

remove the three thrust plate bolts,

the thrust plate and three spacers from

the front end plate. Remove the bolts

and thrust washers.

9. Tap the end plate off of the

dowel pins and housing with a soft

(plastic) hammer, being careful not to

damage the mating surfaces of the end

plate and the housing.

291

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TM 5-3895-346-14

BLOWER

ENGINE OVERHAUL

CLAMP

REINFORCEMENT

PLATE

SHAFT

BOLT

FORMER NON-TURBOCHARGED ENGINES

Figure 3. Typical Blower Details and Relative Location of Parts

292

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TM 5-3895-346-14

ENGINE OVERHAUL

BLOWER

10. Remove the rotors from the

blower housing.

11. Remove the rear end plate as in

Step 9.

12. Remove and discard the lip-type

oil seals from the end plates on cur-

rent blowers. Remove the seal washer,

0-ring, retainer and retainer spring

from each rotor shaft on former

blowers.

13. If required, disassemble the

blower drive-spring support by driving

the cam from the support with a brass

drift, permitting the springs and

spring seats to fall free.

Inspection

Clean and dry all of the parts

thoroughly.

The finished inside face of each end

plate must be smooth and flat. Slight

scoring may be cleaned up with a fine

grit emery cloth. If the surface is

badly scored, replace the end plate.

Inspect the surfaces of the rotors and

the blower housing. Remove burrs or

scratches with an oil stone.

Examine the rotor shaft, gear, or drive

coupling for burred or worn serrations.

Inspect the blower gears for excessive

wear or damage.

Check the bearing and oil seal contact

surfaces of the rotor shafts and end

plates for scoring, wear, or nicks.

If an oversize oil seal is required,

the sleeve on the rotor shaft can be

installed as follows:

a. Place sleeve remover J 23679-2

over the rotor shaft and behind the oil

seal sleeve.

b. Back out the center screw of

one gear puller J 21672-4 and attach

the puller to the sleeve remover with

three 1/4-20 x 3-inch bolts and flat

washers.

c. Turn the puller screw clock-

wise and pull the sleeve off of the

shaft.

d. Support the rotor, gear end up,

on the bed of an arbor press.

e. Start a new sleeve straight on

the shaft.

f. Place sleeve installer J 23679-

1 on top of the sleeve and press the

sleeve on the shaft until the step in

the installer contacts the shoulder on

the shaft.

NOTE

The step in the sleeve instal-

ler properly positions the

sleeve on the shaft.

To replace the former O-ring oil seals

by the current lip-type oil seals, re-

work the end plates by following the

instructions given in Shop Notes.

Assemble Blower

Current front and rear blower end

plates can now be identified either of

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TM 5-3895-346-14

BLOWER ENGINE OVERHAUL

THRUST PLATE TAPPED

MACHINED COUNTERBORE

2 AND 3-53 FRONT

4-53 FRONT AND REAR

THRUST WASHER HOLE DRILLED

NO GOVERNOR DRILLING STANDHOLE PIPE DRILLED

Figure 4. End Plate Machining

Differences

Refer to Fig. 3 and assemble the blower

as follows:

1. Install new lip-type oil seals in

each end plate in current blowers as

follows:

a. Place the end plate on the bed

of an arbor press.

b. Lubricate the outer diameter of

the seal and, using installer J 22576,

press the seal (lip facing down) into

the counterbored hole until the

shoulder on the installer contacts the

end plate (Fig. 6).

NOTE

A step on the seal installer

will position the oil seal

below the finished face of the

end plate within the 0.002 to

0.008 inch specified.

2. Install the ring-type oil seals

on the rotor shafts of former blowers

as follows:

a. Install a retainer spring on

each shaft of each rotor. Then place

an O-ring retainer (dished side up) on

each spring.

zzz

zzzza

!> \

END PLATE

IDENTIFICATION

4 CYL

FRONT

REAR

Figure 5. End Plate Identification

Figure 6. Installing Lip-Type Oil

Seal in End Plate

294

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TM 5-3895-346-14

ENGINE OVERHAUL

BLOWER

b. Lubricate the O-rings with

clean engine oil, then slide one ring

on each shaft.

c. Lubricate and place a seal on

each shaft. Note that the tangs on

each seal are flush with one side of

the seal; this side of the seal must

face toward the rotor.

3. Place the front end plate on two

woodblocks. Then install the rotors,

gear end up, on the end plate (Fig. 7).

On the former blowers, be sure that the

ring-type oil seals are properly posi-

tioned on the rotors.

4. Install the blower housing over

the rotors (Fig. 8).

CAUTION

To prevent inadequate lubrica-

tion or low oil pressure, care

must be exercised in the as-

sembly of the front and rear

blower end plates to the

blower housing.

Figure 7. Installing Blower Rotors

in Front-End Plate

Figure 8. Installing Blower Housing

Over Rotors

5. Place the rear end plate over the

rotor shafts (Fig. 9). On the former

blowers, be sure that the ring-type oil

seals are properly positioned on the

rotors. Secure each end plate to the

blower with four end plate cover bolts

and plain washers.

6. Attach the two thrust washers to

the front end of the blower with the

washer retaining bolts. If 5/16-24

bolts are used, tighten them to 25-30

lb ft (34-41 Nm) torque; if 3/8-24

bolts are used, tighten them to 54-59

lb ft (73-80 Nm) torque.

7. Attach the three spacers and the

thrust plate to the front end of the

blower. Tighten the three bolts to 7-9

lb ft (10-12 Nm) torque. Then check

the clearance between the thrust plate

and the thrust washers. The specified

clearance is 0.001 to 0.003 inch.

295

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TM 5-3895-346-14

BLOWER

ENGINE OVERHAUL

Figure 9. Installing Rear End Plate

NOTE

The current thrust plate is

0.260 inch thick. The former

plate was 0.180 inch thick.

8. Position the rotors so that the

missing serrations on the gear end of

the rotor shafts are 90 apart. This

is accomplished by placing the rotors

in a "T" shape, with the missing serra-

tion in the upper rotor facing to the

left and the missing serration in the

lower rotor facing toward the bottom

(Fig. 12). Install the shims and

spacers in the counterbore in the rear

face of the rotor gears. Then place

the gears on the ends of the shafts

with the missing serrations in align-

ment with the missing serrations on the

shafts.

9. Tap the gears lightly with a soft

hammer to seat them on the shafts.

Then rotate the gears until the punch

marks on the face of the gears match.

If the marks do not match, reposition

the gears.

10. Wedge a clean cloth between the

blower rotors. Use the gear-retaining

bolts and plain washers to press the

gears on the rotor shafts (Fig. 10).

Turn the bolts uniformly until the

gears are tight against the shoulders

on the shafts.

11. Remove the gear retaining bolts

and washers. Place the blower drive

cam pilot in the counterbore of the

upper gear and start the gear retaining

bolt in the rotor shaft. Place the

gear washer on the face of the lower

gear and start the gear-retaining bolt

in the rotor shaft. Tighten the bolts

to 25-30 lb ft (34-41 Nm) torque.

12. Check the backlash between the

blower gears, using a suitable dial

indicator. The specified backlash is

0.0005 to 0.0025 inch with new gears or

a maximum of 0.0035 inch with used

gears.

13. Time blower rotors.

After the blower rotors and gears have

been installed, the blower rotors must

Figure 10. Installing Blower Rotor

Gears

296

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TM 5-3895-346-14

ENGINE OVERHAUL

BLOWER

be timed. When properly positioned,

the blower rotors run with a slight

clearance between the rotor lobes and

with a slight clearance between the

lobes and the walls of the housing.

The clearances between the rotors may

be established by moving one of the

helical gears out or in on the shaft

relative to the other gear by adding or

removing shims between the gear hub and

the rotor spacers.

It is preferable to measure the clear-

ances with a feeler gage comprised of

two or more feelers, since a combina-

tion is more flexible than a single

feeler gage. A specially designed

feeler gage set J 1698-02 for the

blower clearance operation is avail-

able. Take measurements from both the

inlet and outlet sides of the blower.

a. Measure the clearance between

the rotor lobes and the housing as

shown in Fig. 11. Take measurements

across the entire length of each rotor

lobe to be certain that a minimum

clearance of 0.004 inch exists at the

air outlet side of all blowers and a

minimum clearance of 0.0075 inch exists

at the air inlet side of the blower

(Fig. 12).

b. Measure the clearance between

the rotor lobes, across the length of

the lobes, in a similar manner. By

rotating the gears, position the lobes

so that they are at their closest rela-

tive position (Fig. 12). The clearance

between the lobes should be a minimum

of 0.009 inch.

c. Measure the clearance between

the end of the rotor and the blower end

plate as shown in Fig. 13. Refer to

the chart for the required minimum

clearances.

NOTE

Push and hold the rotor toward

the end plate at which the

clearance is being measured.

Figure 11. Measuring Rotor Lobe to

Housing Clearance

After timing the rotors, complete as-

sembly of the blower.

14. Remove the bolts and washers

used to temporarily secure the front

end plate to the housing. Then install

the front end plate to the blower with

six bolts and special washers and two

reinforcement plates and tighten the

bolts to 20-25 lb ft (27-34 Nm) torque.

NOTE

The current front and rear end

plate gaskets on the 4-53 en-

gine blower are identical and

may be used in either position.

Formerly these gaskets were not

interchangeable.

BLOWER ROTOR END CLEARANCES

(Minimum)

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TM 5-3895-346-14

BLOWER

ENGINE OVERHAUL

SERRATIONS

4-53

.0075"

.004"

.010"

Figure 12. Minimum Blower Rotor

Clearance

15. Assemble the blower drive spring

support as follows:

a. Place the drive spring support

on two blocks of wood (Fig. 14).

b. Position the drive spring seats

in the support.

c. Apply grease to the springs to

hold the leaves together, then slide

the two spring packs (15 leaves per

pack) in place.

d. Place the blower drive cam over

the end of tool J 5209, insert the tool

between the spring packs and press the

cam in place.

16. Install the drive spring support

coupling on the rotor gear at the rear

end of the blower.

Figure 13. Measuring Rotor Lobe to

End Plate Clearance

J 5209

Figure 14. Inserting Cam in Blower

Drive Support

298

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TM 5-3895-346-14

ENGINE OVERHAUL

BLOWER

IMPORTANT

Effective with engine serial

number 4D-14120, the blower

assembly for the 4-53 engine

has been revised by the use of

a new longer drive gear pilot

and the addition of a drive

coupling spacer (Fig. 15).

Tighten the 5/16-24 drive gear

pilot bolt to 25-30 lb ft (34-

41 Nm) torque. Prior to the

above change," a shorter drive

coupling was used and no

spacer was required.

NOTE

The coupling is placed on the

upper rotor gear on the in-

line engine blower.

17. Secure the cam retainer to the

coupling with four 1/4-28 bolts and

tighten them to 14-18 lb ft (19-24 Nm)

torque.

Figure 15. Current Pilot and Spacer

Used on 4-53 Blower

18. Remove the bolts and washer used

to temporarily secure the rear end

plate to the 4-53 engine blower. Then

install the rear end plate cover and

gasket and secure the cover and end

plate to the blower with six bolts and

special washers and two reinforcement

plates and tighten the bolts to 20-25

lb ft (27-34 Nm) torque.

Install Blower

Examine the inside of the blower for

any foreign material. Also revolve the

rotors by hand to be sure that they

turn freely. Then install the blower

on the engine as follows:

1. Affix a new blower-to-block gas-

ket on the side of the cylinder block.

Use Scotch Grip Rubber Adhesive No.

1300, or equivalent, only on the block

side of the gasket.

2. Install the seal and clamp on the

blower rear end plate cover.

3. Slide one end of the blower drive

shaft into the drive cam.

4. Position the blower on the side

of the cylinder block. Use care so

that the blower gasket is not damaged

or dislocated during installation of

the blower.

5. Secure the blower to the cylinder

block with bolts and washers. Tighten

the bolts to 55-60 lb ft (75-81 Nm)

torque.

6. Slide the seal and clamp back

against the blower drive gear support

and tighten the clamp to hold the seal

in place.

7. Check the backlash between the

blower drive gear and the camshaft

gear. The backlash should be 0.003 to

0.007 inch.

8. Install the air shutdown housing

as outlined in Air Shutdown Housing.

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TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

SHOP NOTES - TROUBLESHOOTING -

SPECIFICATIONS - SERVICE TOOLS

SHOP NOTES

On nonturbocharged engines built prior

to serial number 4D-36457, when oil is

detected on the blower rotors or inside

surface of the housing, the blower end

plate can be reworked to accommodate a

new lip-type oil seal or a steel

insert.

NOTE

Slight phonographic grooves

can actually improve sealing.

Unless wear is considerable

and oil leakage is evident,

the end plate need not be re-

worked.

Rework Blower End Plate

TOOL HOLDER

J 9533-2

FIXTURE

J 9533-1

UPPER

KNURLED

RING

LOWER

KNURLED

RING

N irj-A

I ,(/'!

II I I ' I

f 1.1/ .'

CUTTING TOOL

J 9533-3

Use tool kit J 9533 to rework the end

plate.

Figure 1. Adjustment of Tool Holder

NOTE

On some prior serviced blowers,

the end plates may have been

reworked to accommodate a

steel insert. In such cases,

proceed as follows but omit

Step 10.

1. Adjust tool holder J 9533-2 and

cutting tool J 9533-3 for the proper

counterbore depth as follows:

a. Insert rough cutting tool

J 9533-3 in the tool holder as shown in

Fig. 1.

b. Position the holder and the cut-

ting tool in the fixture J 9533-1.

c. Loosen the upper knurled ring

on the tool holder.

d. Rotate the lower knurled ring

to raise or lower the cutting tool.

Turn the lower knurled ring until there

is a distance of 0.275-0.285 inch be-

tween the end of the cutting tool and

the bottom of the fixture.

e. Tighten the upper knurled ringt

2. Place fixture J 9533-1 on the

blower end plate.

3. Clamp the fixture and the end

plate loosely to the bed of a drill

press.

4. Install tool holder J 9533-2 in

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TM 5-3895-346-14

ENGINE OVERHAUL

SHOP NOTES

Figure 2. Install Cutting Tool in

Holder

5. Position the cutting tool in the

fixture guide as shown in Fig. 3.

Operate the drill press at 75-100 rpm

so as to center the cutting tool in the

rotor shaft hole. Tighten the clamp.

6. Lubricate the cutting tool and

the area of the end plate that is being

reworked with a lubricant (mineral

spirits or fuel oil).

7. Operate the drill press at 300-

350 rpm and slowly counterbore the hole

until the collar of the tool holder is

approximately 1/16 inch from the fix-

ture guide. Then reduce the speed of

the drill press to 75-100 rpm and con-

tinue counterboring until the collar

contacts the top of the guide.

CAPTION

Raise the cutting tool period-

ically during the drilling

operation and apply additional

lubricant.

Figure 3. Positioning Cutting Tool

in Fixture Guide

8. Stop the drill press and remove

the rough cutting tool.

9. Insert finish cutting tool

J 9533-4 in the holder. Lubricate the

cutting tool and the end plate. Oper-

ate the drill press at 75-100 rpm and

finish-cut the counterbore. Feed the

cutting tool into the work slowly.

10. Remove the finish cutting tool

and install an end mill to machine the

additional 1.060 to 1.125-inches-

diameter counterbore. The total depth

of the combined counterbores is 0.440

inch (Fig. 4). The additional counter-

bore provides proper oil drain back

from the oil seal area.

11. Remove the fixture from the end

plate. Wipe the cuttings from the end

plate and fixture and dry the plate and

fixture with compressed air. Remove

any burrs from the edge of the oil

hole.

301

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TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

4375

.4365 DIA

.03 R. MAX.

.275 15 \

1 06

285'

DIA."

f - l!o

1 |X

Figure 4. End Plate Oil Drain

Back Counterbore

13. Place the blower end plate on

the bed of an arbor press. Use in-

staller J 22576 to press the seal (lip

facing down) into the counterbored hole

until the shoulder on the installer

contacts the end plate.

NOTE

A step under the shoulder of

the installer will position

the oil seal below the finished

face of the end plate within

the 0.002 to 0.008 inch

specified.

Steel Inserts

12. Thoroughly clean the cutting

tool and the end mill flutes and repeat

the procedures for the adjacent rotor

shaft hole.

To install steel inserts in the blower

end plates, follow Steps 1 through 9

and 11 and 12. Press the inserts flush

to 0.003 inch above the blower end

plate surface.

302

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TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

AIR INTAKE SPECIFICATIONS - SERVICE TOOLS

SPECIFICATIONS

Specifications, clearances, and wear

limits are listed below. It should be

specifically noted that the clearances

apply only when all new parts are used

at the point where the various specifi-

cations apply. This also applies to

references within the text of the

manual. The column entitled LIMITS in

this chart lists the amount of wear or

increase in clearance which can be tol-

erated in used engine parts and still

ensure satisfactory performance. It

should be emphasized that the figures

given as limits must be qualified by

the judgement of personnel responsible

for installing new parts. These wear

limits are, in general, listed only for

the parts more frequently replaced in

engine overhaul work. For additional

information, refer to the text.

TABLE OF SPECIFICATIONS, NEW CLEARANCES AND WEAR LIMITS

These limits also apply to oversize and undersize parts.

MINIMUM MAXIMUM LIMITS

ENGINE PART (Standard Size, New) (inch) (inch) (inch)

Blower

Backlash between blower drive gear

0.0005

0.0025

Clearances:

0.0030

0.0070

0.0010

0.0030

Rotor to air outlet side of housing....,

0.0040

0.0075

0.0060

0.0090

303

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TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

THREAD

SIZE

260M BOLTS

TORQUE THREAD

(lb ft) (Nm) SIZE

280M OR BETTER

TORQUE

(lb ft) (Nm)

1/4 -20 5-7 7-9

1/4 -28 6-8 8-11

5/16-18 10-13 14-18

5/16-24 11-14 15-19

3/8 -16 23-26 31-35

3/8 -24 26-29 35-40

7/16-14 35-38 47-51

7/16-20 43-46 58-62

1/2 -13 53-56 72-76

1/2 -20 62-70 84-95

9/16-12 68-75 92-102

9/16-18 80-88 109-119

5/8 -11 103-110 140-149

5/8 -18 126-134 171-181

3/4 -10 180-188 244-254

3/4 -16 218-225 295-305

7/8 - 9 308-315 417-427

7/8 -14 356-364 483-494

1 - 8 435-443 590-600

1 -14 514-521 697-705

1/4 -20 7-9 10-12

1/4 -28 8-10 11-14

5/16-18 13-17 18-23

5/16-24 15-19 20-26

3/8 -16 30-35 41-47

3/8 -24 35-39 47-53

7/16-14 46-50 62-68

7/16-20 57-61 77-83

1/2 -13 71-75 96-102

1/2 -20 83-93 113-126

9/16-12 90-100 122-136

9/16-18 107-117 146-159

5/8 -11 137-147 186-200

5/8 -18 168-178 228-242

3/4 -10 240-250 325-339

3/4 -16 290-300 393-407

7/8 - 9 410-420 556-569

7/8 -14 475-485 644-657

1 - 8 580-590 786-800

1 -14 685-695 928-942

Grade identification markings are normally stamped on the heads of the bolts. To

aid identification of the various bolts used in Detroit Diesel engines, refer to

the following chart.

BOLT IDENTIFICATION CHART

Grade Identification

Marking on Bolt Head

Number

SAE Grade

Designation

Nominal Size

Diameter

(inch)

Tensile

Strength Min.

(psi)

None

GM 255-M

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TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

EXCEPTIONS TO STANDARD BOLT AND NUT TORQUE SPECIFICATIONS

THREAD

APPLICATION SIZE

Blower drive coupling to rotor gear bolt

(in-line and 6V) 1/4 -28

Blower drive gear pilot bolt 5/16-24

Blower thrust washer retaining bolt 5/16-24

Blower timing gear-to-rotor shaft bolts 5/16-24

Air inlet adaptor-to-blower bolts 3/8 -16

Air inlet housing-to-adaptor or blower housing

bolts 3/8 -16

Blower drive gear cover bolt 3/8 -16

Blower drive support-to-blower rear end plate

bolts 3/8 -16

Flywheel housing-to-blower drive support bolts 3/8 -16

Front end plate cover bolts 3/8 -16

Governor-to-blower front end plate bolts 3/8 -16

Blower thrust washer retaining bolt 3/8 -24

Blower end plate-to-block bolts 7/16-24

TORQUE TORQUE

(lb ft) (Nm)

14-18

25-30

16-20

20-24

20-25

20-24

54- 59

55- 60

19-24

34-41

22-27

27-33

27-34

27-33

73-80

75-81

305

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TM 5-3895-346-14

SERVICE TOOLS ENGINE OVERHAUL

SERVICE TOOLS

TOOL NAME TOOL NO.

BLOWER

Blower clearance feeler gage set J 1698-02

Blower drive cam installer J 5209

Blower end plate counterbore set J 9533

Blower gear puller (part of J 23679) J 28483

Blower service set. J 23679

Blower service tool set J 21672

Handle J 7079-2

Universal puller J 24420

306

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TM 5-3895-346-14

ENGINE OVERHAUL

LUBRICATION SYSTEM

The engine lubrication system, illus-

trated in Fig. 1, includes an oil in-

take screen and tube assembly, an oil

pump, an oil pressure regulator valve,

a full-flow oil filter with a bypass

valve, an oil cooler, and oil cooler

bypass valve.

The rotor-type oil pump is bolted to

the back of the engine lower front

cover and is driven directly by the

crankshaf t.

Lubricating oil from the pump passes

from the lower front engine cover

through short gallery passages in the

cylinder block. From the block, the

oil flows to the full-flow filter, then

through the oil cooler and back into

the front engine cover and cylinder

block oil galleries for distribution to

the various engine bearings. The drain

from the cylinder head and other engine

parts leads back to the oil pan.

Clean engine oil is assured at all

times by the use of a replaceable

element-type full-flow filter. With

this type filter, which is installed

between the oil pump and the oil cool-

er, all of the oil is filtered before

entering the engine. Should the filter

become plugged, the oil will flow

through a bypass valve, which opens at

approximately 18-21 psi (124-145 kPa)

directly to the oil cooler.

On current engines, the oil cooler by-

pass valve is located on the right-hand

side of the engine front cover and the

oil pressure regulator valve is located

on the left-hand side as viewed from

the rear of the engine (Fig. 1). On

former engines, both valves were lo-

cated on the right-hand side of the

cover (Fig. 1).

If the cooler becomes plugged, the oil

flow will be to a bypass valve in the

lower engine front cover and then to

the cylinder block oil galleries. The

bypass valve opens at approximately 52

psi (359 kPa) in the current in-line

engines. In the former in-line

engines, the bypass valve opens at

approximately 30 psi (207 kPa).

Stabilized lubricating oil pressure is

maintained within the engine at all

speeds, regardless of the oil tempera-

ture, by means of a regulator valve

located in the lower front engine

cover. The regulator valve, located in

the pump outlet passage, opens at 51

psi (352 kPa) on in-line engines or 52

psi (359 kPa) on 6V engines and returns

excess oil directly to the crankcase.

Lubricating Oil Distribution

Oil from the oil cooler on the in-line

engine is directed to the lower engine

front cover and then to a longitudinal

main oil gallery in the cylinder block.

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TM 5-3895-346-14

LUBRICATION SYSTEM

ENGINE OVERHAUL

ROCKER ARM

Figure 1. Schematic Diagram of Typical In-Line Engine Lubrication System

block. Oil from these drilled passages

enters the drilled rocker shaft brack-

ets at the lower ends of the drilled

bolts and lubricates the rocker-arm

bearings and push-rod clevis bearings.

Excess oil from the rocker arms lubri-

cates the lower ends of the push rods

and cam followers, then drains to cam

pockets in the top of the cylinder

block, from which the cams are lubri-

cated. When these pockets are filled,

the oil overflows through holes at each

end of the cylinder block and then

through the flywheel housing and front

cover to the crankcase.

308

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TM 5-3895-346-14

ENGINE OVERHAUL

LUBRICATION SYSTEM

The blower bearings are pressure lubri-

cated by oil from drilled passages in

the cylinder block which connect match-

ing passages in the blower end plates

which, in turn, lead to the bearings.

On current engines, lubricating oil is

supplied directly to the front and rear

right bank camshaft end bearings and

supplies oil to the blower bearings.

On former engines, the blower bearings

received lubrication indirectly via the

right rear camshaft end bearing only.

Excess oil returns to the crankcase via

drain holes in the blower end plates

which lead to corresponding drain holes

in the cylinder block.

One tapped oil pressure take-off hole

is provided in the lower engine front

cover on some in-line engines. In

addition, tapped oilholes in the cylin-

der block, on the side opposite the

blower, are also provided with three

holes in the four-cylinder block.

Lubricating System Maintenance

Use the proper viscosity grade and type

of heavy-duty oil as outlined in the

Lubricating Oil Specifications. Change

the oil and replace the oil filter ele-

ments at the periods recommended by the

oil supplier (based on his analysis of

the drained engine oil) to ensure

trouble-free lubrication and longer

engine life.

The oil level should never be allowed

to drop below the low mark on the dip-

stick. Overfilling the crankcase may

contribute to abnormal oil consumption,

high oil temperatures, and also result

in oil leaking past the crankshaft rear

oil seal.

To obtain the true oil level, the

engine should be stopped and sufficient

time (approximately twenty minutes)

allowed for the oil to drain back from

the various parts of the engine. If

more oil is required, add only enough

to bring it to the proper level on the

dipstick.

Cleaning Lubrication System

Thorough flushing of the lubrication

system is required at times. Should

the engine lubrication system become

contaminated by ethylene glycol anti-

freeze solution or other soluble

material, refer to Cooling System for

the recommended cleaning procedure.

OIL PRESSURE TAKE-OFF LOCATIONS

The cylinder block illustrations in

Fig. 2 show the main oil gallery pres-

sure locations that are available for

supplying oil under pressure to oil

gages, Jacobs engine brake, or other

accessories.

4-53 LEFT-REAR

4-53 RIGHT-FRONT

Figure 2. Oil Pressure Take-Off

Locations

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TM 5-3895-346-14

OIL POMP

ENGINE OVERHAUL

LUBRICATING OIL PUMP

The lubricating oil pump, assembled to

the inside of the lower engine front

cover as illustrated in Fig. 1, is of

the rotor-type in which the inner rotor

is driven by a gear pressed on the

front end of the crankshaft. The outer

rotor is driven by the inner rotor.

The bore in the pump body, in which the

outer rotor revolves, is eccentric to

the crankshaft and inner rotor. Since

the outer rotor has nine cavities and

the inner rotor has eight lobes, the

outer rotor revolves at eight-ninths

crankshaft speed. Only one lobe of the

inner rotor is in full engagement with

the cavity of the outer rotor at any

given time, so the former can revolve

inside the latter without interference.

Operation

As the rotors revolve, a vacuum is

formed on the inlet side of the pump

and oil is drawn from the crankcase,

through the oil pump inlet pipe and a

passage in the front cover, to the in-

let port, and then into the rotor com-

partment of the pump. Oil drawn into

the cavities between the inner and

ENGINE

Figure 1. Typical Right-Hand Rotation

Oil Pump Mounting

outer rotors on the inlet side of the

pump is then forced out under pressure

through the discharge port into a pas-

sage in the front cover, which leads to

the lubricating oil filter and cooler,

and is then distributed throughout the

engine.

If a check of the lubrication system

indicates improper operation of the oil

pump, remove and disassemble it as out-

lined below.

Remove Oil Pump

1. Drain the oil from the engine.

2. Remove the crankshaft pulley, fan

pulley, support bracket, and any other

accessories attached to the front

cover.

3. Remove the oil pan.

4. Refer to Fig. 2 and remove the

four bolts which attach the oil pump

inlet pipe and screen assembly to the

main bearing cap and engine front cover

or oil pump inlet elbow. Slide the

flange and the seal ring on the inlet

pipe and remove the pipe and screen as

Figure 2. Typical Oil Pump Inlet

Pipe and Screen Mounting

310

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ENGINE OVERHAUL

TM 5-3895-346-14

OIL PUMP

an assembly. Remove the oil pump inlet

elbow (if used) and gasket from the

engine front cover.

5. Remove the lower engine front

cover.

6. Remove the six bolts and lock-

washers (if used) which attach the pump

assembly to the engine front cover

(Fig. 1) and withdraw the pump assembly

froa the cover.

Disassemble Oil Pump

If the oil pump is to be disassembled

for inspection or reconditioning, pro-

ceed as follows:

1. Refer to Fig. 5 or 6 and remove

the two drive screws holding the pump

cover plate to the pump body. Withdraw

the cover plate from the pump body.

2. Remove the inner and outer rotors

from the pump housing.

Inspection

Wash all of the parts in clean fuel oil

and dry them with compressed air.

The greatest amount of wear in the oil

pump"Is imposed on the lobes of the

inner and outer rotors.

This wear may be kept to a minimum by

using clean oil. If dirt and sludge

are allowed to accumulate in the lubri-

cating system, excessive rotor wear may

occur in a comparatively short period

of time.

Inspect the lobes and faces of the pump

rotors for scratches or burrs and the

surfaces of the pump body and cover

plate for scoring. Scratches or score

arks may be removed with an emery

stone.

Measure the clearance between the inner

and outer rotors at each lobe (Fig. 3).

Figure 3. Measuring Rotor Clearance

The clearance should not be less than

0.004 inch or more than 0.011 inch.

Measure the clearance from the face of

the pump body to the side of the inner

and outer rotor with a micrometer depth

gage (Fig. 4). The clearance should

not be less than 0.001 inch or more

than 0.0035 inch.

Inspect the splines of the inner rotor

and the oil pump drive gear. If the

splines are excessively worn, replace

the parts. The rotors are serviced as

matched sets, therefore, if one rotor

needs replacing, replace both rotors.

Remove the oil inlet screen from the

oil inlet pipe and clean both the

screen and the pipe with fuel oil and

dry them with compressed air. Replace

the inlet pipe flange seal ring with a

new seal ring.

Assemble Oil Pump

After the oil pump parts have been

cleaned and inspected, refer to Fig. 5

or 6 and assemble the pump as follows:

1. Lubricate the oil pump outer

rotor with engine oil and place it in

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TM 5-3895-346-14

OIL POMP

ENGINE OVERHAUL

Figure 4. Measuring Clearance from

Face of Pump Body to Side of Rotor

2. Lubricate the oil pump inner

rotor with engine oil and place it

inside of the outer rotor.

3* Place the cover plate on the pump

body and align the drive screw and

boltholes with the holes in the pump

body. Since the holes are offset, the

cover plate can be installed in only

one position.

4. Install two new drive screws to

hold the assembly together.

Remove Pump Drive Gear From Crankshaft

With the lower engine front cover and

the lubricating oil pump removed from

the engine, the oil pump drive gear

may, if necessary, be removed from the

end of the crankshaft as follows:

1. Thread the crankshaft pulley-

retaining bolt in the end of the

crankshaft (Fig. 7).

2. Attach the jaws of a suitable

gear puller behind the gear and locate

the end of the puller screw in the

center of the pulley-retaining bolt.

3. Turn the puller screw clockwise

to remove the gear from the crankshaft.

Install Pump Drive Gear on Crankshaft

1. Lubricate the inside diameter of

a new oil pump drive gear with engine

oil. Then start the gear straight on

the crankshaft with the chamfered edge

of the gear toward the butt end of the

crankshaft. Reinstallation of a used

gear is not recommended.

2. Position the drive-gear installer

J 8968-01 over the end of the crank-

shaft and against the drive gear and

force the gear in place as shown in

Fig. 8. When the end of the bore in

the tool contacts the end of the crank-

shaft, the drive gear is correctly

positioned (2.680 inches from the front

end of the crankshaft to the forward

face of the gear).

3. It is important that the press

fit of the drive gear to the crankshaft

be checked to be sure that the gear

does not slip on the crankshaft. It is

recommended that the press fit (slip

torque) be checked with tool J 23126.

On in-line engines, the drive gear

should not slip on the crankshaft at

100 lb ft (136 Nm) torque.

CAUTION

Do not exceed this torque. If

the gear slips on the shaft, it

is suggested that another oil

pump drive gear be installed.

Install Oil Pump

1. The markings on the pump body

indicate the installation as pertaining

to left- or right-hand crankshaft rota-

tion. Be sure that the letters UP R.H.

(right-hand rotation engine) on the

pump body are at the top (Fig. 1).

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ENGINE OVERHAUL

TM 5-3895-346-14

OIL PUMP

PLUG GASKET BOLT GASKET INNER ROTOR PUMP BODY

Figure 5. Oil Pump Details and Relative Location of Parts (Current)

Figure 6. Oil Pump Details and Relative Location of Parts (Former)

313

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TM 5-3895-346-14

OIL PUMP

ENGINE OVERHAUL

Figure 7. Removing Oil Pump Drive

Gear

Figure 8. Installing Oil Pump

Drive Gear

2. Insert the six bolts with lock-

washers (if used) through the pump body

and thread them into the engine front

cover. Tighten the bolts to 13-17 lb

ft (18-23 Nm) torque.

3. Install the lower engine front

cover and pump assembly on the engine

as outlined in Engine Front Cover

(Lower).

4. Attach the oil inlet screen to

the oil inlet pipe support with two

bolts and lockwashers (Fig. 9).

Figure 9. Oil Pump Inlet Pipe and

Screen Details and Relative Location

of Parts (In-Line Engine)

5. Place the oil pump inlet pipe and

screen assembly in position and fasten

the support to the main bearing cap

with two bolts and lockwashers.

6. Slide the inlet pipe flange and

seal ring against the engine front

cover and secure them with the two

bolts and lockwashers.

CAUTION

On in-line engines, the oil

pump inlet tube and water by-

pass tube seals are the same

size but of different material.

Be sure that the correct seal

is used. A new oil pump inlet

tube seal may be identified by

its white stripe.

7. Install the oil pan and refill

the crankcase to the proper level.

8. Install the crankshaft pulley,

fan pulley, support bracket, and any

other accessories that were attached to

the front cover.

314

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TM 5-3895-346-14

ENGINE OVERHAUL

LUBRICATING OIL PRESSURE REGULATOR

Stabilized lubricating oil pressure is

maintained within the engine at all

speeds, regardless of the oil tempera-

ture, by an oil pressure regulator

valve installed in the engine lower

front cover as shown in Fig. 1.

The oil pressure regulator consists of

a hollow piston-type valve, a spring,

gasket, and plug. The valve is located

in an oil gallery within the lower

front cover and is held tight against a

counterbored valve seat by the valve

spring and plug. When the oil pressure

exceeds a given value (Table 1), the

valve is forced from its seat and the

lubricating oil is bypassed into the

engine oil pan.

Under normal conditions, the pressure-

regulator valve should require very

little attention. If sludge accumu-

lates in the lubrication system, the

valve may not work freely, thereby

remaining open or failing to open at

the normal operating pressure.

Figure 1. Location of Current Oil

Pressure Regulator Valve

TABLE 1

Valve Opening

Pressure

Engine

Front Cover

psi

kPa

In-line

Former

538

Current

352

Whenever the lubricating oil pump is

removed for inspection, the regulator

valve and spring should also be re-

moved, thoroughly cleaned in fuel oil

and inspected.

Remove Oil Pressure Regulator

1. Remove the plug and washer from

the engine lower front cover.

2. Withdraw the spring and the valve

from the cover.

Inspection

Clean all of the regulator components

in fuel oil and dry them with com-

pressed air. Then inspect the parts

for wear or damage.

The regulator valve must move freely in

the valve bore. If the valve is scored

and cannot be cleaned up with crocus

cloth, it must be replaced.

Replace a fractured or pitted spring.

Install Oil Pressure Regulator

1. Apply clean engine oil to the

outer surface of the valve and slide it

into the opening in the engine lower

front cover, closed end first.

2. Install a new copper gasket on

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TM 5-3895-346-14

OIL FILTERS

ENGINE OVERHAUL

LUBRICATING OIL FILTERS

Series 53 engines are equipped with a

full-flow type lubricating oil filter.

A bypass-type oil filter may be used in

addition to the full-flow type filter

when additional filtration is desired.

Full-Flow Oil Filter

The full-flow type lubricating oil

filter (Fig. 1) is installed ahead of

the oil cooler in the lubrication

system. On the four-cylinder models,

the oil filter may be mounted with the

filter shell up, down, or toward the

rear, except when on the blower side of

the engine where the down and rearward

positions are optional.

The filter assembly consists of a re-

placeable element enclosed within a

shell which is mounted on an adaptor or

base. When the filter shell is in

place, the element is restrained from

movement by a coil spring.

All of the oil supplied to the engine

by the oil pump passes through the fil-

ter before reaching the various moving

parts of the engine. The oil is forced

by pump pressure through a passage in

the filter base to the space surround-

ing the filter element. Impurities are

Figure 1. Proper Installation of

Flexible Oil Filter Hoses

filtered out as the oil is forced

through the element to a central pas-

sage surrounding the center stud,

out through another passage in the

filter base, and then to the oil

cooler.

A valve, which opens at approximately

18-21 psi (124-145 kPa) is located in

the filter base on engine-mounted fil-

ters or in the hose adaptor (7/8-inch

hoses) with a remote mounted filter and

will bypass the oil directly to the oil

cooler should the filter become

clogged.

Oil Filter Maintenance

With the use of detergent lubricating

oils, the color of the lubricant has

lost value as an indicator of oil

cleanliness or proper filter action.

Due to the ability of the detergent

compounds to hold minute carbon par-

ticles in suspension, heavy-duty oils

will always appear dark colored on the

oil level dipstick.

Heavy sludge deposits found on the fil-

ter elements at the time of an oil

change must be taken as an indication

that the detergency of the oil has been

exhausted. When this occurs, the oil

drain interval should be shortened.

The removal of abrasive dust, metal

particles, and carbon must be ensured

by replacement of the oil filter ele-

ments at the time the engine oil is

changed.

Selection of a reliable oil supplier,

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TM 5-3895-346-14

ENGINE OVERHAUL

OIL FILTERS

Replace Oil Filter Element

Replace the element in either the full-

flow or bypass-type oil filter assembly

(Fig. 2) as follows:

1. Remove the drain plug from the

filter shell or the filter adaptor or

base and drain the oil. If a type S-6

filter assembly is used, oil may be re-

moved with a sump pump after the cover

and element are removed.

2. Back out the center stud or the

cover nut and withdraw the shell, ele-

ment and stud as an assembly. Discard

the element and the shell gasket.

3. Remove the center stud and gas-

ket. Retain the gasket unless it is

damaged and oil leaks occurred.

4. Remove the nut or snapring on the

full-flow filter center stud.

NOTE

The center stud on the current

full-flow oil filter has been

revised by removing the snap-

ring groove and increasing the

5/8-18 inch thread length ap-

proximately 1/2 inch. To con-

form with this change, a 5/8-18

inch nut replaces the snapring

formerly used to retain the

filter spring and seal.

5. Remove and discard the element

retainer seal (Fig. 2). Install a new

seal.

6. Clean the filter shell and the

adaptor or base.

7. Install the center stud gasket

and slide the stud (with the spring,

washer, seal, and retainer installed on

the full-flow filter) through the

filter shell.

8. Install a new shell gasket in the

filter adaptor or base.

CAUTION

Before installing the filter

shell gasket, be sure all of

the old gasket material is re-

moved from the filter shell

and the filter adaptor or base.

Also make sure the gasket sur-

faces of the shell and the

adaptor or base have no nicks,

burrs, or other damage.

9. Position the new filter element

carefully over the center stud and

within the shell. Then place the

shell, element, and stud assembly in

position on the filter adaptor or base

and tighten the stud to 50-60 lb ft

(68-81 Nm) torque.

10. Install the drain plug.

11. Start and run the engine for a

short period and check for oil leaks.

After any oil leaks have been corrected

and the engine has been stopped long

enough (approximately 20 minutes) for

the oil from various parts of the

engine to drain back to the crankcase,

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318

OIL FILTERS

TM 5-3895-346-14

ENGINE OVERHAUL

Figure 2. Full-Flow Oil Filter Details and Relative Location of Parts

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TM 5-3895-346-14

ENGINE OVERHAUL

LUBRICATING OIL COOLER

Engine oil coolers are provided for all

engines. The oil cooler is mounted on

the side of the cylinder block.

To assure engine lubrication should the

oil cooler become plugged, a bypass

valve located near the top of the lower

engine front cover bypasses oil from

the oil pump discharge port directly to

the oil galleries in the cylinder

block. The bypass valve opens at

approximately 52 psi (359 kPa) (current

in-line engines) or 30 psi (207 kPa)

(former in-line engines). The valve

components are the same as and serviced

in the same manner as the oil pressure

regulator valve in Lubricating Oil

Pressure Regulator.

Coolant circulated through the oil

cooler completely surrounds the oil

cooler core. Therefore, whenever an

oil cooler is assembled, special care

must be taken to have the proper

gaskets in place and the retaining

bolts tight to assure good sealing.

The oil cooler housing on an in-line

engine is attached to an oil cooler

adaptor which, in turn, is attached to

the cylinder block. The flow of oil is

from the oil pump through a passage in

the oil cooler adaptor to the full-flow

oil filter, which is also mounted on

the oil cooler adaptor, and then

through the oil cooler core and the

cylinder block oil galleries.

iemove Oil Cooler Core

1. Drain the cooling system by

opening the draincock at the bottom of

the oil cooler housing.

4. Loosen and slide the clamps and

hose back on the tube leading from the

thermostat to the water pump.

5. Remove the bolts and lockwashers

which attach the water pump to the oil

cooler housing.

6. Matchmark the end of the oil

cooler housing, cooler core and

adaptor with a punch or file so

they can be reinstalled in the same

position.

7. Remove the bolts and lockwashers

which attach the oil cooler housing to

the adaptor or cylinder block and

remove the housing and core as an

assembly. Be careful when withdrawing

the assembly not to drop or damage the

cooler core.

8. If the adaptor is to be removed,

the oil filter must first be removed.

Then remove the bolts and lockwashers

which attach the adaptor to the cyl-

inder block. Withdraw the adaptor and

gaskets.

9. Remove all traces of gasket

material from the cylinder block and

the oil cooler components.

Clean Oil Cooler Core

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TM 5-3895-346-14

LUBRICATING OIL COOLER

ENGINE OVERHAUL

Clean the core before the sludge

hardens. If the oil passages are badly

clogged, circulate an Oakite or alka-

line solution through the core and

flush thoroughly with clean, hot water.

2. Clean water side of Cooler -

After cleaning the oil side of the

core, immerse it in the following

solution: Add one-half pound of

oxalic acid to each two and one-half

gallons of solution composed of one-

third muriatic acid and two-thirds

water. The cleaning action is

evidenced by bubbling and foaming.

Watch the process carefully and, when

bubbling stops (this usually takes

from 30 to 60 seconds), remove the

core from the cleaning solution and

thoroughly flush it with clean, hot

water. After cleaning, dip the core

in light oil.

CAUTION

Do not attempt to clean an oil

cooler core when an engine fail-

ure occurs in which metal part-

icles from worn or broken parts

are released into the lubricat-

ing oil. Replace the oil cooler

core.

Pressure Check Oil Cooler Core

After the oil cooler core has been

cleaned, check for leaks as follows:

1. Make a suitable plate and

attach it to the flanged side of

the cooler core. Use a gasket made

from rubber to assure a tight seal.

Drill and tap the plate to permit an

air hose fitting to be attached at the

inlet side of the core (Fig. 1).

2. Attach an air hose, apply

approximately 75-150 psi (517-1034 kPa)

air pressure and submerge the oil

cooler core and plate assembly in a

container of water heated to 180F

Figure 1. Preparing Oil Cooler Core

for Pressure Test

(82C). Any leaks will be indicated by

air bubbles in the water. If leaks are

indicated, replace the core.

WARNING

When making this pressure test,

be sure that personnel are ade-

quately protected against any

stream of pressurized water from

a leak or rupture of a fitting,

hose, or the oil cooler core.

3. After the pressure check is com-

pleted, remove the plate and air hose

from the cooler core, then dry the core

with compressed air.

CAUTION

Where a leaking oil cooler core

has caused contamination of the

engine, the engine must be imme-

diately flushed to prevent serious

damage (refer to Cooling System).

Install Oil Cooler Core

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TM 5-3895-346-14

ENGINE OVERHAUL

LUBRICATING OIL COOLER

2. Clean the old gasket material

from both faces of the core flange and

affix new gaskets to the inner and

outer faces (Fig. 2). Insert the core

into the cooler housing.

CAUTION

The inlet and outlet openings in

the oil cooler core are stamped

IN and OUT. It is very important

that the core be installed in the

correct position to prevent any

possibility of foreign particles

and sludge, which may not have been

removed in cleaning the fins of the

core, entering and circulating

through the engine.

3. Align the matchmarks previously

placed on the core and housing and

install the oil cooler core in the oil

cooler housing.

4. With the matchmarks in alignment,

place the oil cooler housing and core

against the oil cooler adaptor. Then

secure the housing in place with bolts

and lockwashers. Tighten the bolts to

13-17 lb ft (18-23 Nm) torque.

5. Slide the hose and clamps in

position between the cylinder block

water inlet elbow and the oil cooler.

Secure the clamps in place.

6. Place a new gasket between the

water pump and the cooler housing and

secure the pump to the cooler housing.

7. Position the hose and clamps in

place between the water pump and the

tube to the thermostat housing. Secure

the clamps.

8. Install all of the accessories or

equipment it was necessary to remove.

9. Reinstall the oil filter (in-line

engine).

10. Make sure the draincock in the

bottom of the cooler housing is closed.

Then fill the cooling system to the

proper level.

CLAMPS

Figure 2. Oil Cooler Details and Relative Location of Parts

321

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TM 5-3895-346-14

OIL LEVEL DIPSTICK

ENGINE OVERHAUL

OIL LEVEL DIPSTICK

A steel ribbon-type oil level dipstick

is mounted in an adaptor on the side of

the engine (Fig. 1) to check the amount

of oil in the engine oil pan. The dip-

stick has markings to indicate the low

and full oil level. Current engines

include a 3/4-inch long rubber oil seal

inside the cap of the dipstick. This

prevents the escape of vapors carrying

oil from the dipstick tube.

Improper oil levels can result if the

oil level is checked with the equipment

on a grade.

Fill the crankcase with oil as follows:

1 . Fill the oil pan to the full

mark on the dipstick.

2. Start and run the engine for

approximately ten minutes.

Maintain the oil level between the full

and low marks on the dipstick and never

allow it to drop below the low mark.

No advantage is gained by having the

oil level above the full mark. Over-

filling will cause the oil to be

churned by the crankshaft throws

causing foaming or aereation of the

oil. Operation below the low mark will

expose the pump pick-up causing

aereation and/or loss of pressure.

Check the oil level after the engine

has been stopped for a minimum of

twenty minutes to permit oil in the

various parts of the engine to drain

back into the oil pan.

Dipsticks are normally marked for use

only when the equipment the engine

powers is on a level surface.

3. Stop the engine and wait a

minimum of twenty minutes. Then add

the required amount of oil to reach the

full mark on the dipstick.

OIL PAN

DIPSTICK

Figure 1. Typical Oil Dipstick

Mounting

322

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TM 5-3895-346-14

ENGINE OVERHAUL

OIL PAN

The oil pan (Fig. 1) may be made of

steel, cast iron, or cast aluminum.

A shallow or deep sump-type oil pan is

used, depending upon the particular

engine application. A one-piece oil

pan gasket is used with stamped steel

pans. A four-piece gasket is used with

the cast oil pans.

Removing and Installing Oil Pan

On some engine applications, it may be

possible to remove the oil pan without

removing the engine. It is recommended

that if the engine is to be removed,

the oil pan be left in place until the

engine is removed.

The procedure for removing the oil pan

without taking the engine out and after

taking the engine out of the unit will

vary. However, the following will

generally apply.

1. Remove the drain plug and drain

the oil.

2. Detach the oil pan; take pre-

cautions to avoid damaging the oil pump

inlet pipe and screen.

3. Remove the oil pan gasket

completely.

4. Clean all of the old gasket

material from the cylinder block and

the oil pan. Clean the oil pan with a

suitable solvent and dry it with

compressed air.

5. Inspect a cast oil pan for

porosity or cracks. Check a stamped

oil pan for dents or breaks in the

metal which may necessitate repair or

replacement. Check for misaligned

flanges or raised surfaces surrounding

the boltholes by placing the pan on a

surface plate or other large, flat

surface.

Figure 1. Typical Oil Pan

6. When installing the oil pan, use

a new gasket and, starting with the

center bolt on each side and working

alternately toward each end of the pan,

tighten the bolts to 10-20 lb ft (14-27

Nm) torque. DO NOT overtighten the

bolts. Once the bolts are tightened to

the specified torque, do not retighten

them as it could be detrimental to the

current-type gaskets. If a leak should

develop at the oil pan, check if the

lockwasher is compressed. If not, the

bolt may be tightened. However, if the

lockwasher is compressed and leaking

occurs, remove the oil pan and deter-

mine the cause of the leakage.

NOTE

Current oil pan bolts (stamped

metal pans) are coated with a

locking material. To reactivate

the locking ability of the bolts,

apply a drop or two of Loctite

J 26558-242, or equivalent, to the

threads of the bolts at reassembly.

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TM 5-3895-346-14

OIL PAH

ENGINE OVERHAUL

8. Fill the oil pan with new oil

(refer to Oil Level Dipstick and Fuel

and Oil Specifications) to the full

mark on the dipstick. Then start and

run the engine for ten minutes and

check for oil leaks.

9. Stop the engine and, after

approximately twenty minutes, check the

oil level. Add oil if necessary

324

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TM 5-3895-346-14

ENGINE OVERHAUL

VENTILATING SYSTEM

Harmful vapors which may be formed

within the engine are removed from the

crankcase, gear train, and valve com-

partment by a continuous pressurized

ventilating system.

A slight pressure is maintained in the

engine crankcase by the seepage of a

small amount of air from the airbox

past the piston rings. This air sweeps

up through the engine and is drawn off

through a crankcase breather.

In-line engines are equipped with a

breather assembly attached to the valve

rocker cover (Fig. 1) or a breather

assembly mounted on the flywheel

housing (Fig. 2).

Service

It is recommended that the breather

tube be inspected and cleaned, if Figure 1. Typical Crankcase Breather

necessary, to eliminate the possibility Mounting

Figure 2. Crankcase Breather Mounting and Details (In-Line Engine)

325

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TM 5-3895-346-14

VENTILATING SYSTEM

of clogging. This can best be done

by removing the tube from the engine,

washing it with a suitable solvent, and

drying it with compressed air.

The wire mesh pad (element) in the

breather assemblies should be cleaned

if excessive crankcase pressure is

observed.

ENGINE OVERHAUL

If it is necessary to clean the

element, remove the breather housing

from the flywheel housing.

Wash the element in fuel oil and dry it

with compressed air.

Reinstall the element in the breather

housing, the upper front cover or the

governor housing, and/or the valve

rocker cover and install them by

reversing the procedure for removal.

326

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TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

LUBRICATION SYSTEM - SPECIFICATIONS - SERVICE TOOLS

STANDARD BOLT AND NUT TORQUE SPECIFICATIONS

260M

BOLTS

280M OR

BETTER

THREAD

TORQUE

THREAD

TORQUE

SIZE

(lb ft)

(Nm)

SIZE

(lb ft)

(Nm)

1/4 -20

5-7

7- 9

1/4 -20

7-9

10-12

8-11

11-14

14-18

18-23

5/16-24

11-14

15-19

20-26

3/8 -16

31-35

41-47

35-40

47-53

47-51

62-68

58-62

77-83

72-76

96-102

1/2 -20

62-70

84-95

1/2 -20

83-93

113-126

92-102

122-136

109-119

146-159

140-149

186-200

171-181

228-242

244-254

325-339

295-305

393-407

417-427

556-569

483-494

644-657

590-600

786-800

697-705

928-942

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TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

EXCEPTIONS TO STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

APPLICATION THREAD TORQUE TORQUE

SIZE (lb ft) (Nm)

Oil pan bolts 5/16-18 10-20 14-27

Oil filter center stud 5/8 -18 50-60 68-81

Oil pan drain plug (Nylon washer) 18 mm 25-35 34-47

328

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TM 5-3895-346-14

ENGINE OVERHAUL SERVICE TOOLS

SERVICE TOOLS

TOOL NAME TOOL NO.

Crankshaft pully installer set J 7773

Oil pump drive gear adaptor J 23126

Oil pump drive gear installer J 8968-01

Strap wrench (spin-on filter) J 24783

Universal puller (4-inch-diameter range) J 24420

Universal puller (13-inch-diameter range) J 8190

329

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TM 5-3895-346-14

COOLING SYSTEM

ENGINE OVERHAUL

COOLING SYSTEM

To effectively dissipate the heat

generated by the engine, a radiator

and fan is used. A centrifugal-type

water pump is used to circulate the

engine coolant in the system. It in-

corporates thermostats to maintain a

normal operating temperature of 160-

185F (71-85C). The engine coolant is

drawn from the lower portion of the

radiator by the water pump and is

forced through the oil cooler and into

the cylinder block.

From the cylinder block, the coolant

passes up through the cylinder head(s)

and, when the engine is at normal

operating temperature, through the

thermostat housing(s) and into the

upper portion of the radiator. Then

the coolant passes down a series of

tubes where the coolant temperature is

lowered by the air stream created by

the revolving fan.

Upon starting a cold engine or when the

coolant is below operating temperature,

the coolant is restricted at the ther-

mostat housing and a bypass provides

water circulation within the engine

during the warm-up period.

BY-PASS RETURN

WHILE THERMOSTAT.

IS CLOSED

WATER IN

Figure 1. Typical Cooling System for an In-Line Engine

330

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE COOLING

Engine Coolant

The function of the engine coolant is

to absorb the heat, developed as a

result of the combustion process in the

cylinders, from component parts such as

exhaust valves, cylinder liners, and

pistons which are surrounded by water

jackets. In addition, the heat absorb-

ed by the oil is also removed by the

engine coolant when oil-to-water oil

coolers are used. Refer to Fuel and

Oil Specifications for coolant

recommendations.

Cooling System Capacity

The capacity of the basic engine

cooling system (cylinder block, head,

thermostat housing, and oil cooler

housing) is shown in Table 1.

To obtain the complete amount of

coolant in the cooling system of a

unit, the additional capacity of the

radiator, hoses, etc. must be added to

the capacity of the basic engine. The

capacity of the radiator and related

equipment should be obtained from the

equipment supplier, or the capacity of

a particular cooling system may be

determined by filling the system with

water, then draining and measuring the

amount required.

TABLE 1

COOLING SYSTEM CAPACITY

(BASIC ENGINE)

ENGINE

CAPACITY

GALLONS

LITRES

4-53

2-1/4

8.5

Pill Cooling System

Before starting the engine, close all

of the draincocks and fill the cooling

system with water. The use of clean,

soft water will eliminate the need for

COOLING SYSTEM

SYSTEM MAINTENANCE

descaling solutions to clean the cool-

ing system. A hard mineral-laden water

should be made soft by using water

softener chemicals before it is poured

into the cooling system. These water

softeners modify the minerals in the

water and greatly reduce or eliminate

the formation of scale. Refer to

Engine Coolant.

Start the engine and, after normal

operating temperature has been reached

allowing the coolant to expand to its

maximum, check the coolant level. The

coolant level should be within two

inches of the filler neck.

Excessive amounts of air in the cooling

system may hinder the flow of water due

to pump cavitation or result in hot

spots when air collects at low velocity

points in the water passages. There-

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TM 5-3895-346-14

COOLING SYSTEM

ENGINE OVERHAUL

Drain Cooling System

Drain the cooling system by opening the

cylinder block and radiator (or heat

exchanger) draincocks and removing the

cooling system filler cap. Removal of

the filler cap permits air to enter the

cooling passages and the coolant to

drain completely from the system.

Draincocks are located as indicated in

Table 2. Radiators that do not have a

draincock are drained through the oil

cooler housing drain.

If freezing weather is anticipated and

the engine is not protected by anti-

freeze, drain the cooling system

completely when the engine is not in

use. Leave all of the draincocks open

until the cooling system is refilled.

Should any entrapped water in the

cylinder block, radiator, or other

engine parts freeze, it will expand and

may result in damage to the engine.

summer rust inhibitor in the fall,

cleaning the system for the next

solution. The flushing operation

should be performed as follows:

1. Drain the previous season's

solution from the engine.

2. Refill with soft, clean water.

CAUTION

If the engine is hot, fill slowly

to prevent rapid cooling and

distortion of the engine castings.

3. Start the engine and operate it

for 15 minutes to thoroughly circulate

the water.

4. Drain the unit completely.

5. Refill with the solution required

for the coming season.

Cooling System Cleaners

TABLE 2

COOLANT DRAIN VALVES

Engine

Oil Cooler

Side of Block

Opposite Oil

Coolant Inlet

Side of Block

Cooler or

Coolant Inlet

4-53

Bottom of oil

cooler, cool-

lant inlet,

and behind

blower drive

or governor

near rear of

block

Behind blower

drive Or gover-

nor near rear

of block

Flushing

If the engine overheats, and the fan

belt tension and water level have been

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TM 5-3895-346-14

ENGINE OVERHAUL

COOLING SYSTEM

the pump. Reverse-flushing is accom-

plished by hot water, under air pres-

sure, being forced through the cooling

system in a direction opposite to the

normal flow of coolant, loosening and

forcing scale deposits out.

The radiator is reverse-flushed as

follows:

1. Remove the radiator inlet and

outlet hoses and replace the radiator

cap.

2. Attach a hose at the top of the

radiator to lead water away from the

engine.

3. Attach a hose to the bottom of

the radiator and insert a flushing gun

in the hose.

4. Connect the water hose of the gun

to the water outlet and the airhose to

the compressed air outlet.

5. Turn on the water and, when the

radiator is full, turn on the air in

short blasts, allowing the radiator to

fill between airblasts.

CAUTION

Apply air gradually. Do not

exert more than 30 psi (207 kPa)

air pressure. Too great a pres-

sure may rupture a radiator tube.

6. Continue flushing until only

clean water is expelled from the

radiator.

The cylinder block and cylinder head

water passages are reverse-flushed as

follows:

1. Remove the thermostats and the

water pump.

2. Attach a hose to the water inlet

of the cylinder block to drain the

water away from the engine.

3. Attach a hose to the water outlet

at the top of the cylinder block and

insert the flushing gun in the hose.

4. Turn on the water and, when the

water jackets are filled, turn on the

air in short blasts, allowing the

engine to fill with water between

airblasts.

5. Continue flushing until the water

from the engine runs clean.

If scale deposits in the radiator can-

not be removed by chemical cleaners or

reverse-flushing as outlined above, it

may be necessary to remove the upper

tank and rod out the individual radia-

tor tubes with flat steel rods. Cir-

culate water through the radiator core

from the bottom to the top during this

operation.

Miscellaneous Cooling System Checks

In addition to the above cleaning

procedures, the other components of the

cooling system should be checked period-

ically to keep the engine operating at

peak efficiency. The cooling system

hoses, thermostats, and radiator pres-

sure cap should be checked and replaced

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TM 5-3895-346-14

COOLING SYSTEM

ENGINE OVERHAUL

be flushed thoroughly to remove the

contaminants before the engine is

seriously damaged. One possible cause

of such contamination, that is damaging

to the engine if it is not corrected

immediately, is a cracked oil cooler

core. With a cracked oil cooler core,

oil will be forced into the cooling

system while the engine is operating,

and when it is stopped, coolant will

leak into the lubricating system.

Coolant contamination of the lubri-

cating system is especially harmful to

engines during the cold season when the

cooling system is normally filled with

an ethylene glycol antifreeze solution.

If mixed with the oil in the crankcase,

this antifreeze forms a varnish which

quickly immobilizes moving engine

parts.

To remove such contaminants from the

engine, both the cooling system and the

lubrication system must be thoroughly

flushed as follows:

COOLING SYSTEM

If the engine has had a failure

resulting in the contamination of the

cooling system with lubricating oil,

the following procedure is recommended.

1. Prepare a mixture of Calgon, or

equivalent, and water at the rate of

two ounces (dry measure) to one gallon

of water.

2. Remove the engine thermostats to

permit the Calgon and water mixture to

circulate through the engine and the

radiator or heat exchanger.

3. Fill the cooling system with the

Calgon solution.

4. Run the engine for five minutes.

5. Drain the cooling system.

6. Repeat Steps 3 through 5.

7. Fill the cooling system with

clean water.

8. Let the engine run five minutes.

9. Drain the cooling system

completely.

10. Install the engine thermostat.

11. Close all of the drains and

refill the engine with fresh coolant.

LUBRICATION SYSTEM

When the engine lubricating system has

been contaminated by an ethylene glycol

antifreeze solution or other soluble

material, the following cleaning pro-

cedure, using Butyl Cellosolve, or

equivalent, is recommended.

WARNING

Use extreme care in the handling

of these chemicals to prevent

serious injury to the person or

damage to finished surfaces. Wash

off spilled fluid immediately with

clean water.

If the engine is still in running

condition, proceed as follows:

1. Drain all of the lubricating oil.

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TM 5-3895-346-14

ENGINE OVERHAUL

COOLING SYSTEM

5. After the specified time, stop

the engine and immediately drain the

crankcase and the filter. Sufficient

tine must be allowed to drain all of

the fluid.

6. Refill the crankcase with SAE 10

oil after the drain plugs are replaced.

Run the engine at the same fast idle

for ten or fifteen minutes and again

drain the oil thoroughly.

7. Remove and discard the oil filter

element, clean the filter shell and

install a new element.

8. Replace the drains and fill the

crankcase to the proper level with the

oil recommended for normal engine

operation.

9. To test the effectiveness of the

cleaning procedure, it is recommended

that the engine be started and run at a

fast idle (1,000 to 1,200 rpm) for

approximately 30 minutes. Then stop

and immediately restart the engine.

There is a possibility that the engine

is not entirely free of contaminant

deposits if the starting speed is slow.

10. If the procedures for cleaning

the lubricating oil system were not

successful, it will be necessary to

disassemble the engine and to clean the

affected parts thoroughly.

CAUTION

Make certain that the cause of the

internal coolant leak has been cor-

rected before returning the engine

to service.

335

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TM 5-3895-346-14

WATER PUMP

ENGINE OVERHAUL

WATER

A centrifugal-type water pump (Fig. 1)

is mounted on top of the engine oil

cooler housing as shown in Fig. 2. It

circulates the coolant through the oil

cooler, cylinder block, cylinder head,

and radiator.

The pump is belt-driven by either the

camshaft or balance shaft.

An impeller is pressed onto one end of

the water pump shaft, and a water pump

drive pulley is pressed onto the op-

posite end. The pump shaft is sup-

ported on a sealed double-row combin-

ation radial and thrust ball bearing.

Coolant is prevented from creeping

along the shaft toward the bearing by a

seal. The shaft and bearing constitute

an assembly and are serviced as such,

since the shaft serves as the inner

race of the ball bearing.

The sealed water pump shaft ball

bearing is filled with lubricant when

assembled. No further lubrication is

required.

BOLT BY-PASS TUBE CONNECTOR

POMP

Figure 2. Typical Water Pump Mounting

Remove Water Pump

1. Remove the radiator cap, open the

block and radiator draincocks, and

drain the cooling system.

2. Loosen and remove the water pump

belts.

NOTE

An idler pulley is used on some

engines to adjust the water pump

drive belt tension.

3. Loosen the hose clamps and slide

the hose up on the water bypass tube.

4. Remove the five bolts securing

the water pump to the oil cooler

housing and take off the pump.

Disassemble Pump

1. Note the position of the pulley

on the shaft so that the pulley can be

reinstalled in the same position when

the pump is reassembled. Remove the

water pump pulley as shown in Fig. 3.

Figure 1. Water Pump Assembly

2. Remove the pump cover and discard

the gasket.

336

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TM 5-3895-346-14

ENGINE OVERHAUL

HATER PUMP

Figure 3. Removing Pulley

3. Press Che shaft and bearing

assembly, seal, and impeller out of the

pump body as an assembly by applying

pressure on the bearing outer race with

remover J 1930.

CADTIOM

The bearing will be damaged if the

pump is disassembled by pressing on

the end of the pump shaft.

4. Press the end of the shaft out of

the Impeller as shown in Fig. 4, using

plates J 8329 and holder J 358-1.

5. Remove the seal assembly from the

pump shaft and discard it.

Inspection

Wash all of the pump parts, except the

bearing and shaft assembly, in clean

fuel oil and dry them with compressed

air.

DRIFT

Figure 4. Removing Shaft from Impeller

with Tools J 8329 and J 358-1

CAUTION

A permanently sealed and lubricated

bearing is used in the bearing and

shaft assembly and should not be

washed. Wipe the bearing and shaft

assembly with a clean, lintless

cloth.

Examine the impeller for damage and

excessive wear on the impeller face

which contacts the seal. Replace the

impeller if it is worn or damaged.

Discard the bearing if it has a general

feeling of roughness, is tight or has

indications of damage.

Assemble Pump

1. Use installer J 1930 to apply

pressure to the outer race of the

bearing as shown in Fig. 5 and press

the shaft and bearing assembly into the

pump body until the outer race of the

bearing is flush with the outer face of

the body.

337

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TM 5-3895-346-14

HATER PUMP

ENGINE OVERHAUL

TOOL

'J 1930

SHAFT

ASSEMBLY

Figure 5. Pressing Shaft Assembly

into Water Pump

CAUTION

The bearing will be damaged if the

bearing and shaft assembly is

installed by applying pressure on

the end of the shaft.

2. Lightly coat the outside diameter

of the new seal with sealing compound.

Then, with the face of the body and the

bearing outer race supported, install

the seal by applying pressure on the

seal outer flange only, until the

flange contacts the body (Fig. 1).

Wipe the face of the seal with a

chamois to remove all dirt and metal

particles.

3. Support the pulley end of the

shaft on the bed of an arbor press and

press the impeller on the shaft until

the impeller is flush with the large

end of the body.

338

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TM 5-3895-346-14

ENGINE OVERHAUL

WATER POMP

4. Place the pulley on the bed of an

arbor press. Place a suitable rod

between the ram of the press and the

Impeller end of the shaft, then press

the shaft into the pulley until the

pulley is in its original position on

the shaft.

5. Install the cover and a new

gasket on the pump body. Tighten the

cover bolts to 6-7 lb ft torque.

6. Run the pump dry at 1200 rpm for

a minimum of 30 seconds, or as re-

quired, to assure satisfactory seating

of the seal.

Install Water Pump

1. Affix a new gasket to the flange

of the water pump body.

2. Secure the water pump to the oil

cooler housing with the five bolts and

lockwashers.

3. Install the hose between the

water pump and water bypass tube and

tighten the hose clamps.

4. Install and tighten the belts.

NOTE

An idler pulley is used on some

engines to adjust the water pump

drive belt tension.

5. Close all of the draincocks and

refill the cooling system.

6. Start the engine and check for

leaks.

339

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TM 5-3895-346-14

HATER PUMP IDLER PULLET ASSEMBLY

ENGINE OVERHAUL

HATER PUMP IDLER PULLEY ASSEMBLY

The water pump idler pulley assembly is

mounted on the upper engine front cover

(Fig. 1).

Remove Idler Pulley Assembly

Remove the two attaching bolts and lift

the pulley assembly away from the front

cover and drive belts.

Disassemble Idler Pulley Assembly

1. Support the pulley, then press

the shaft and bearing assembly and

bracket from the pulley by applying

pressure to the outer race of the

bearing (Fig. 2).

2. Support the bracket, then press

the shaft and bearing assembly from the

idler pulley bracket by applying

pressure on the shaft only.

Inspection

Wash the idler pulley bracket and

pulley in clean fuel oil and dry them

with compressed air. The idler pulley

shaft and bearing assembly must not be

washed in fuel oil. If the bearing is

immersed in cleaning fluid, dirt may be

washed in and the fluid and dirt could

not be entirely removed from the

bearing.

Examine the bracket and pulley for

excessive wear or cracks.

Revolve the shaft slowly in the bearing

by hand. If rough or tight spots are

detected, the bearing and shaft

assembly must be replaced.

On early engines, if the bracket or

bearing assembly requires replacement,

the complete idler pulley assembly must

be replaced. The bearing bore diameter

on the current bracket is 0.6237-

0.6247 inch. On the former bracket,

the bearing bore diameter is 0.6242-

0.6252 inch.

. SLEEVE

Figure 1. Typical Fresh Water Pump

Idler Pulley Mounting

Figure 2. Removing Shaft and Bearing

Assembly and Bracket

from Idler Pulley

340

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TM 5-3895-346-14

ENGINE OVERHAUL

WATER PUMP IDLER PULLEY ASSEMBLY

Assemble Idler Pulley Assembly

1. Apply a minimum of 2 500 lbs

pressure only on the outer race of the

bearing as shown in Fig. 3 and press

the bearing and shaft assembly into the

idler pulley until the outer race of

the bearing is flush with the inside

surface of the pulley.

the shaft and bearing assembly with the

pulley into the idler pulley bracket.

The distance between the outer edge of

the pulley and the bracket must be

0.160 inch.

Install Idler Pulley Assembly

2. With a short rod, apply pressure

on the shaft only (Fig. 4) and press

SHAFT AND

BEARING ASSY.

.SLEEVE

PULLEY

Figure 3. Installing Shaft and Bearing

Assembly in Idler Pulley

1. Attach the idler pulley assembly

to the front cover with two bolts and

lockwashers.

2. Install the water pump drive

belts.

3. Adjust the idler pulley assembly

so that the drive belts have the proper

tension and tighten the bolts.

Figure 4. Installing Shaft and Bearing

Assembly and Pulley in Bracket

341

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TM 5-3895-346-14

THERMOSTAT

ENGINE OVERHAUL

The temperature of the engine coolant

is automatically controlled by a

blocking-type thermostat located in a

housing attached to the water outlet

end of the cylinder head. A single

thermostat is used in the in-line

engines.

At coolant temperatures below approx-

imately 170F (77C), the thermostat

valve remains closed and blocks the

flow of coolant through the radiator.

During this period, the coolant circu-

lates through the cylinder block and

head and then back to the suction-side

of the pump via the bypass tube. As

the coolant temperature rises, the

thermostat valve begins to open, re-

stricting the bypass system and permits

the coolant to circulate through the

radiator. However, with the valve

fully opened in the in-line engine, a

very small portion of the coolant will

continue to circulate through the by-

pass tube, while the major portion will

pass through the radiator.

A properly operating thermostat is

essential for efficient operation of

the engine. If the engine operating

temperature deviates from the normal

range of 160-185F (71-85C), remove

and check the thermostat.

Remove Thermostat

1. Drain the cooling system to the

necessary level by opening the drain

valves.

2. Remove the hose connections

between the thermostat housing

water-outlet elbow and the radiator or

heat exchanger.

3. Loosen the bolts and remove the

water-outlet elbow from the thermostat

housing on the in-line engine (Fig. 1).

Take out the thermostat.

Inspection

If the action of the thermostat has

become impaired due to accumulated rust

PLUG

HOUSING

OUTLET ELBOW

BYPASS TUBE

COVER PLATE

GASKET

Figure 1. Thermostat Housing Details and Relative Location of Parts

342

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TM 5-3895-346-14

ENGINE OVERHAUL

THERMOSTAT

Check the bleed hole in the thermostat

housing to be sure it is open.

Drill a 3/32-inch diameter hole in the

thermostat housing used on in-line

industrial engines built prior to

serial number 4D-094 (refer to Fig. 3).

This will provide a coolant drain hole

for the bypass cavity in the housing.

Install Thermostat

Refer to Fig. 1 and install the

thermostat as follows:

IN-LINE ENGINE:

1. Place a new gasket on the

thermostat housing.

2. Insert the thermostat into the

housing.

3. Install the water outlet elbow

and secure it to the housing with two

bolts and lockwashers.

4. Connect the hose from the

radiator or heat exchanger to the

water outlet elbow, align and tighten

the hose clamps.

After the thermostat has been instal-

led, close all of the draincocks and

fill the cooling system. Vent the

system as outlined in Cooling System.

Then start the engine and check for

leaks.

and corrosion from the engine coolant

so that it remains closed, or only

partially open, thereby restricting the

flow of water, overheating of the

engine will result. A thermostat which

is stuck in a wide open position may

not permit the engine to reach its

normal operating temperature. The

incomplete combustion of fuel due to

cold operation will result in a buildup

of carbon deposits on the pistons,

rings, and valves.

The operation of the thermostat may be

checked by immersing it in a container

of hot water (Fig. 2). Place a thermo-

meter in the container, but do not

allow it to touch the bottom. Agitate

the water to maintain an even temper-

ature throughout the container. As the

water is heated, the thermostat valve

should begin to open when the temper-

ature reaches 167-172F (75-78C). The

opening temperature is usually stamped

on the thermostat. The thermostat

should be fully open at approximately

190-192F(88-89C).

Clean the thermostat seating surface in

the thermostat housing and base or the

water outlet elbow.

A - STARTS TO OPEN

B - FULLY OPEN

Figure 2. Checking Thermostat

Operation

Figure 3. Cross-Section of Thermostat

Housing o.

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TM 5-3895-346-14

RADIATOR

ENGINE OVERHAUL

RADIATOR

The temperature of the coolant cir-

culating through the engine is lowered

by the action of the radiator and the

fan. The radiator is mounted in front

of the engine so that the fan will draw

air through it, thereby lowering and

maintaining the coolant temperature to

the degree necessary for efficient

engine operation. Typical Radiator

Mounting (Fig. 1).

The life of the radiator will be

considerably prolonged if a recom-

mended-type coolant is used (refer to

Coolant Specifications).

To increase the cooling efficiency of

the radiator, a metal shroud is placed

around the fan. The fan shroud must be

fitted airtight against the radiator to

prevent recirculation of the hot air

drawn through the radiator. Hot air

which is permitted to pass around the

sides or bottom of the radiator and is

again drawn through the radiator will

cause overheating of the engine.

Figure 1. Typical Radiator Mounting

(In-Line Engine)

Another cause of overheating is

slippage of the fan drive belts which

is caused by incorrect belt tension,

worn belts or worn fan belt pulley

grooves, or the use of fan belts of

unequal length when two or more belts

are used. The belt tension and condi-

tion of the belts should be checked

periodically. Refer to Preventive

Maintenance.

A radiator that has a dirty, obstructed

core or is leaking, a leak in the cool-

ing system, or an inoperative thermo-

stat will also cause the engine to

overheat. The radiator must be

cleaned, the leaks eliminated, and

defective thermostats replaced imme-

diately to prevent serious damage from

overheating.

The external cleanliness of the

radiator should be checked if the

engine overheats and no other causes

are apparent.

Cleaning Radiator

The radiator should be cleaned whenever

the foreign deposits are sufficient to

hinder the flow of air or the transfer

of heat to the air. In a hot, dusty

area, periodic cleaning of the radiator

will prevent a decrease in efficiency

and add life to the engine.

The fan shroud and grille should be

removed, if possible, to facilitate the

cleaning of the radiator core.

An air hose with a suitable nozzle is

often sufficient to remove loose dust

from the radiator core. Occasionally,

however, oil may be present requiring

the use of a solvent, such as mineral

spirits, to loosen the dirt. The use

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TM 5-3895-346-14

ENGINE OVERHAUL

RADIATOR

necessary, then rinse the radiator with

clean water and dry it with air.

WARNING

Provide adequate ventilation

of the working area to avoid

possible toxic effects of the

cleaning spray.

CAUTION

To avoid damage to the radiator

fins, do not use high air or

water pressure.

Another method of cleaning the radiator

is the use of steam or a steam cleaning

device, if available. If the foreign

deposits are hardened, it may be nec-

essary to apply solvents.

The scale deposit Inside the radiator

is a result of using hard, high

mineral content water in the cooling

system. The effect of heat on the

minerals in the water causes the for-

mation of scale, or hard coating, on

metal surfaces within the radiator,

thereby reducing the transfer of heat.

Some hard water, instead of forming

scale, will produce a silt-like deposit

which restricts the flow of water.

This must be flushed out at least twice

a year more often if necessary.

To remove the hardened scale, a direct

chemical action is necessary. A flush-

ing compound such as salammoniac, at

the specified rate of 1/4 pound per

each gallon of radiator capacity,

should be added to the coolant water in

the form of a dissolved solution while

the engine is running. Operate the

engine for at least fifteen minutes,

then drain and flush the system with

clean water.

Other flushing compounds are commer-

cially available and should be procured

from a reliable source. Most compounds

attack metals and should not remain in

the engine for more than a few minutes.

A neutralizer should be used in the

cooling system immediately after a de-

scaling solvent is used.

For extremely hard, stubborn coatings,

such as lime scale, it may be necessary

to use a stronger solution. The corro-

sive action of a stronger solution will

affect the thin metals of the radiator,

thereby reducing its operating life. A

complete flushing and rinsing is manda-

tory and must be accomplished skill-

fully.

After the solvent and neutralizer have

been used and the cooling system is

flushed, completely drain the entire

system again and fill it with a

recommended coolant (refer to Engine

Coolant). After filling the cooling

system, inspect the radiator and engine

for water leaks.

NOTE

When draining or filling, the

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TM 5-3895-346-14

PRESSURE CONTROL CAP

ENGINE OVERHAUL

COOLANT PRESSURE CONTROL CAP

The radiator (or expansion tank) has a

pressure control cap with a normally

closed valve. The cap, with a number 7

stamped on its top, is designed to per-

mit a pressure of approximately seven

pounds in the system before the valve

opens. This pressure raises the boil-

ing point of the cooling liquid and

permits somewhat higher engine operat-

ing temperatures without loss of any

coolant from boiling. To prevent the

collapse of hoses and other parts which

are not internally supported, a second

valve in the cap opens under vacuum

when the system cools.

WARNING

Use extreme care while removing the

coolant pressure control cap. Re-

move the cap slowly after the en-

gine has cooled. The sudden re-

lease of pressure from a heated

cooling system can result in loss

of coolant and possible personal

injury (scalding) from the hot

liquid.

To ensure against possible damage to

the cooling system from either exces-

sive pressure or vacuum, check both

valves periodically for proper opening

and closing pressures. If the pressure

valve does not open between 6.25 psi

(43.1 kPa) and 7.5 psi (51.7 kPa) or

the vacuum valve is not open at .625

psi (4.3 kPa) (maximum), replace the

pressure control cap.

346

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE COOLING PAN

ENGINE COOLING FAN

The engine cooling fan is driven

directly by the crankshaft (Fig. 1).

Because of high vibration loads on

certain applications, a new 22-inch

five balde-type fan with a thicker

spider is now being used on the in-line

53 engines as required. This is ef-

fective with engine serial number 4D-

154007. The former and new fan assem-

blies are interchangeable on an engine,

but only the new fan assembly is

serviced.

Effective with engine serial number

4D-68816 new fan hub assemblies are

being used on the in-line engines. The

new assemblies are similar to the in-

tegral cast shaft and bracket design,

with tapered roller bearings, currently

used on the V-type engines (Fig. 4). A

new pulley hub assembly similar to the

present hub assembly is now being used

on certain four cylinder Series 53

Figure 1. Crankshaft-Driven Fan

Mounting (In-Line Engine)

engines to extend operational life

under severe dirt conditions. It in-

cludes a front ball bearing and a rear

roller bearing along with a hubcap

(with relief valve), a dust cap, and a

grease fitting in the fan pulley hub

(Fig. 7).

The belt-driven fan is bolted to a

combination fan hub and pulley which

turns on a sealed ball bearing assembly

(former in-line engines), two tapered

roller bearings (present in-line en-

gines) or a front ball bearing and a

rear roller bearing (new 4-53 engines).

The crankshaft-driven fan is bolted to

the crankshaft pulley.

LUBRICATION

The sealed ball bearing, used in the

fan hub assembly shown in Fig. 2, is

SHAFT AND

BEARING ASSEMBLY

I7TJ

FAN HUB

(PULLEY)

FAN ADJUSTING

BRACKET

Figure 2. Ball Bearing-Type Fan Hub

Assembly

347

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TM 5-3895-346-14

ENGINE COOLING FAN

ENGINE OVERHAUL

prelubricated and requires no further

lubrication.

Fan Belt Adjustment

Adjust the fan belts periodically as

outlined in Preventive Maintenance.

Remove Fan, Hub, and Adjusting Bracket

The fan blades must rotate in a ver-

tical plane parallel with and a suf-

ficient distance from the radiator

core. Bent fan blades reduce the

efficiency of the cooling system, may

throw the fan out of balance, and are

apt to damage the radiator core.

Before removing the fan, check the

blades for alignment. Do not rotate

the fan by pulling on the fan blades.

1. Remove the fan belts and fan

guards.

2. Remove the attaching bolts and

lockwashers and remove the fan and

spacer (if used).

CAUTION

If insufficient clearance exists

between the fan and radiator, re-

move the fan, hub, and adjusting

bracket as an assembly.

3. Loosen the fan hub adjusting

bracket bolts and remove the drive

belts. Then withdraw the bolts and

washers and remove the hub and bracket

assembly from the engine.

Disassemble Hub and Adjusting Bracket

IN-LINE ENGINES

(Ball Bearing-Type Hub):

1. Refer to Fig. 2 and measure the

distance between the rear face of the

rim on the pulley and the rear face

(machined) of the fan adjusting brac-

ket. Record this measurement for re-

assembly purposes.

2. Remove the fan hub from the shaft

with a puller as shown in Fig. 3.

3. Place the bracket assembly in an

arbor press. Then place a suitable

sleeve over the shaft and against the

outer race of the bearing and press the

bearing and shaft assembly from the

bracket.

CAUTION

Damage to the bearing will result

if force is applied to the shaft.

IN-LINE ENGINES

(Roller Bearing-Type Hub):

1. Refer to Fig. 4 and remove the

fan hubcap.

2. Remove the hub bolt and washer.

3. Withdraw the hub and bearing

assembly from the shaft. It may be

Figure 3. Removing Fan Hub (Pulley)

348

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE COOLING FAN

necessary to tap the end of the shaft

with a soft hammer to loosen the hub

assembly.

4. Remove the oil seal and bearing

from the fan hub.

5. Remove the bearing spacer, shims

and grease retainer.

4-53 ENGINES:

1. Remove the fan hubcap (if a

spacer and cap assembly were not used).

2. Remove the hub retaining cotter

pin, nut and washer (Fig. 5) or the

bolt and special washer (Fig. 6 and 8).

Also remove the shims if the former

type fan hub assembly illustrated in

Fig. 6 is used.

3. Withdraw the hub and bearing

assembly from the shaft. It may be

necessary to tap the end of the shaft

with a soft hammer to loosen the hub

assembly.

SPACER SHIM

FAN ADJUSTING

BRACKET

Figure 4. Rooler Bearing-Type Fan Hub

Assembly (In-Line Engine)

INNER FAN HUB FORMER

BRACKET

Figure 5. Shaft-Type Fan Hub

Assembly

4. Remove the seal and bearings from

the fan hub.

5. Remove the bearing spacer (Fig. 6

and 7) and shims (if the current-type

hub assembly is used).

INSPECTION

Clean the fan and related parts with

clean fuel oil and dry them with

compressed air.

CAUTION

Do not wash the permanently seal-

ed bearing which is used in the in-

line engine roller bearing hub as-

sembly. Wipe the bearing and shaft

assembly with a clean, lintless

cloth.

Hold the inner race (shaft of sealed

ball bearing assembly) and revolve the

outer race of the bearing slowly by

hand. If rough or tight spots are

detected, replace the bearing.

The current fan shaft rear bearing

inner race should be inspected for

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TM 5-3895-346-14

ENGINE COOLING FAN

ENGINE OVERHAUL

any measurable wear. Replace the inner

race if the outer diameter is less than

1.7299 inches.

CHAMFER ADDED BAFFLE

Figure 6. Spindle-Type Fan Hub

Assembly Figure 7. Shaft-Type Fan Hub Assembly

BEARING AND FAN MOUNTING

SHAFT ASSEMBLY SUPPORT

FAN HUB ADJUSTING

(PULLEY) BRACKET

Figure 8. Typical Fan Hub and Adjusting Bracket Details and Relative Location of

Parts (In-Line Engine)

350

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE COOLING FAN

NOTE

The inner and outer races are only

serviced as a rear roller bearing

assembly.

When installing the rear bearing inner

race, press it on the shaft and posi-

tion it 1.35 to 1.37 inches from the

end of the shaft.

Check the fan blades for cracks.

Replace the fan if the blades are badly

bent, since straightening may weaken

the blades, particularly in the hub

area.

Remove any rust or rough spots in the

grooves of the fan pulley and crank-

shaft pulley. If the grooves are dam-

aged or severely worn, replace the

pulleys.

New 0.500 inch thick and 0.800 inch

thick fan hub spacers and a new fan

hubcap replace the former spacer and

cap assemblies to provide spacers com-

patible with the six bolthole mounting

fan hub assemblies. The spacers (in-

dividually or in combination) also pro-

vide a means for setting the different

clearances between the back of the fan

blades and front groove of the crank-

shaft pulley.

The spacers have a flange on one side

that serves as a pilot for the fan as

well as a spacer pilot for the second

spacer when two or more spacers are

used together.

EXAMPLE

A former 1.800-inch-thick spacer

and cap assembly have been re-

placed by two 0.500-inch-thick

spacers, one 0.800-inch-thick

spacer, and the new fan hubcap.

When replacing the former fan hub

spacer, be sure and include the new

cap.

The fan hub assembly illustrated in

Fig. 5 has been revised. The revisions

consist of an increase in the bearing

inner race and shaft bearing radii, a

hardened hub-retaining nut and washer,

and the addition of spacers and shims

on the shaft between the bearings.

This type fan hub assembly should be

rebuilt with the current parts, espe-

cially where the former undercut shaft

is used. The current spacers and shims

cannot be used with the former shaft.

To replace the shaft, remove the groove

pin and press the shaft from the ad-

justing bracket. Press the new shaft

in the bracket to the dimension shown

in Fig. 5. Then drill the shaft, using

the hole in the bracket as a guide, and

install a groove pin.

The spindle-type fan hub assembly

illustrated in Fig. 6 has also been

revised. A bearing spacer has been

added and a new outer bearing, which

provides a closer fit on the shaft,

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TM 5-3895-346-14

ENGINE COOLING FAN

ENGINE OVERHAUL

When service is required on the

spindle-type shaft, it should be

rebuilt with the new components.

Fan hubs equipped with roller bearings

(except the sealed type in Fig. 2) may

be modified by adding a grease fitting

(refer to Cooling System).

Assemble Hub and Adjusting Bracket

IN-LINE ENGINES

(Ball Bearing-Type Hub):

Refer to Fig. 2 and assemble the fan

hub and adjusting bracket as follows:

1. Press the shaft and bearing

assembly into the adjusting bracket by

applying pressure on the outer race of

the bearing, using a suitable sleeve,

until the bearing is flush with the

pulley end of the bracket.

2. Measure the shaft diameter and

the pulley bore. It is important that

a 0.001 inch - 0.002 inch press fit be

maintained. Then support the bearing

end of the shaft and press the fan hub

(pulley) on the shaft to the original

dimensions taken during disassembly.

This will assure proper alignment and

clearance of the parts.

The shaft and bearing assembly are per-

manently sealed and require no

lubrication.

IN-LINE ENGINES

(Roller Bearing-Type Hub):

Assemble the fan hub and spindle shown

in Fig. 5 as follows:

1. Apply Texaco Premium RB grease or

an equivalent Lithium base multipurpose

grease to the rollers of both bearings

before installing them in the fan hub

(pulley).

2. Install the inner bearing with

the protruding face of the inner race

facing outward from the hub.

3. Install a new seal with the felt-

side flush with the outer edge of the

hub.

4. Place the hub over the spindle

and install the bearing spacer.

5. Pack the cavity approximately 1/4

full with grease and install the grease

baffle.

6. Place the shims against the bear-

ing spacer. Then install the outer

bearing with the protruding face of the

inner race facing outward from the hub.

7. Place the retaining washer with

the breakout side toward the bearing.

Install and tighten the bolt to 83-93

lb ft (113-126 Nm) torque while rotat-

ing the pulley.

8. Check the end play in the assem-

bly with the spindle (shaft) in a hori-

zontal position. The end play must be

within 0.001 inch to 0.006 inch. If

necessary, remove the bolt, washer, and

outer bearing and adjust the number and

thickness of shims to obtain the re-

quired end-play. Shims are available

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE COOLING FAN

CAPTION

Do not overgrease

2. Install the front ball bearing

against the shoulder counterbore in the

pulley hub. Then install the snap-ring

in the pulley hub.

3. Install the rear roller bearing

outer ring and roller assembly against

the shoulder in the counterbore of the

pulley hub.

4. Install a new oil seal with

rubber side flush with the outer edge

of the hub.

5. Install the dust cap (if used)

over the oil seal in the hub.

6. Place the shaft and bracket on

woodblocks setting on the bed of an

arbor press. Then press the rear

bearing inner ring or race onto the fan

shaft.

7. Pack the cavity 3/4 full with

Texaco Premium RB grease.

8. Install the partially assembled

fan hub over the rear bearing inner

ring on the shaft and against the

shoulder on the pulley hub shaft.

9. Secure the hub with the washer

and 1/2-20 lock bolt. Tighten the bolt

to 83-93 lb ft (113-126 Nm) torque

while rotating the pulley hub.

10. Fill a new fan hubcap 3/4 full

of grease and install it in the end of

the pulley hub.

Install Fan, Hub, and Adjusting Bracket

1. Attach the fan hub and adjusting

bracket assembly to the support bracket

on the engine with bolts, lockwashers,

and plain washers. Do not tighten

the bolts until the fan belts are

installed.

2. Install the drive belts and ad-

just the belt tension as outlined in

Preventive Maintenance. If used,

install the adjusting bracket, bolt,

and plain washer.

3. Install the fan (and fan spacer

and cap, if used) on the hub and

secure it with the 5/16-18 bolts and

lockwashers (Cooling System).

353

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TM 5-3895-346-14

COOLANT FILTER AND CONDITIONER

ENGINE OVERHAUL

COOLANT FILTER

The engine cooling system filter and

conditioner is a compact bypass-type

unit with a replaceable canister-type

element (Fig. 1), a spin-on-type ele-

ment (Fig. 2) or a clamp-on-type ele-

ment (Fig. 3).

A correctly installed and properly

maintained coolant filter and condi-

tioner provides a cleaner engine cool-

ing system, greater heat dissipation,

increased engine efficiency through

improved heat conductivity, and con-

tributes to longer life of engine

parts.

The filter provides mechanical filtra-

tion by means of a closely packed ele-

ment through which the coolant passes.

Any impurities such as sand and rust

particles suspended in the cooling sys-

tem will be removed by the straining

action of the element. The removal of

these impurities will contribute to

longer water pump life and proper oper-

ation of the thermostat.

Figure 1. Coolant Filter and

Conditioner (Canister-Type)

CONDITIONER

The filter also serves to condition the

coolant by softening the water to min-

imize scale deposits, maintain an acid-

free condition and act as a rust

preventive.

Corrosion inhibitors are placed in the

element and dissolve into the coolant,

forming a protective rustproof film on

all of the metal surfaces of the cool-

ing system (refer to Coolant Specifica-

tions). The other components of the

element perform the function of clean-

ing and preparing the cooling passages

while the corrosion inhibitors protect

them.

Filter Installation

If a coolant filter and conditioner is

to be installed on an engine which has

been in service, drain and flush the

cooling system prior to installation of

the filter.

Figure 2. Coolant Filter and

Conditioner (Spin-On-Type)

354

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TM 5-3895-346-14

ENGINE OVERHAUL

COOLANT FILTER AND CONDITIONER

Filter Maintenance

Replace the chemically-activated ele-

ment, following the manufacturer's rec-

ommended change periods (refer to Pre-

ventive Maintenance). The lower corro-

sion resistor plate (if used) must be

buffed each time (discard the plate if

excessive metal loss or pitting is

evident) to ensure effective protec-

tion of the cooling system.

If the filter is installed on an en-

gine which has previously been in ser-

vice, it may be necessary to change the

filter element two or three times at

intervals of approximately 200 hours or

6,000 miles, or less, to clean-up accu-

mulations of scale and rust in the

cooling system. It is advisable to

drain and flush the system during these

initial change intervals.

Makeup water up to approximately 40% of

the total capacity of the cooling sys-

Figure 3. Coolant Filter and

Conditioner (Clamp-On-Type)

tern may safely be added before a filter

element change is required.

If it is necessary for any reason to

drain the cooling system before an ele-

ment change, the treated water should

be saved and reused. If the treated

water is discarded, a new filter ele-

ment must be installed since the pro-

tective agents in the used filter will

have been partially consumed in treat-

ing the discarded water.

Service

The coolant filter may be grounded at

the option of the user.

The current coolant filter includes a

nonchromate type element. This ele-

ment can be used in place of either of

the former filter elements (permanent-

type antifreeze or plain water-type)

and thus provides year-round cooling

system protection. The current and the

former filter elements are completely

interchangeable in the former filter

can.

Replace the element and service the

filter and conditioner as follows:

1. Close the filter inlet and outlet

shutoff valves. If shutoff valves are

not provided, vise grip pliers can be

used to clamp each hose closed during

the filter change. Use caution to

avoid damaging the hoses with the vise

grip pliers.

2. Canister-Type Element:

a. Remove the drainplug in the

bottom of the filter body and let

drain.

b. Remove the filter cover-to-

filter body bolts.

c. Remove and discard the element.

d. Remove and discard the corro-

sion resistor plates.

355

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TM 5-3895-346-14

COOLANT FILTER AND CONDITIONER

ENGINE OVERHAUL

e. Remove the sludge and sediment

and wash the filter body. Dry it thor-

oughly with compressed air.

f. Replace the drainplug in the

bottom of the filter.

g. Insert the new element.

h. Use a new filter cover gasket

and install the filter cover and

tighten the bolts evenly.

3. Spin-On-Type Element:

a. Remove and discard the element.

b. Clean the gasket seal on the

filter cover.

c. Remove the sludge and sediment

and wash the filter body. Dry it

thoroughly with compressed air.

d . Apply clean engine oil to the

filter element gasket and install the

new element. A 1/2 to 3/4 turn after

gasket contact assures a positive

leakproof seal.

4. Clamp-On-Type Element:

a. Remove the retaining clamp.

b. Remove and discard the element.

c. Remove the sludge and sediment

and wash the filter body. Dry it

thoroughly with compressed air.

d. Insert the new element.

e. Secure the filter body in place

with the clamp.

5. Open the inlet and outlet lines

by opening the shutoff valves or

removing the vise grip plier clamps.

6. Operate the engine and check for

leaks. The top of the filter and

outlet line should feel warm to the

touch with the rise in coolant tem-

perature. If not, disconnect the

filter outlet line at the end op-

posite the filter connection to bleed

the air from the system and reconnect

the line. Use caution to minimize

coolant loss.

356

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TM 5-3895-346-14

ENGINE OVERHAUL

SHOP NOTES

COOLANT SYSTEM

SHOP NOTES - SPECIFICATIONS - SERVICE TOOLS

SHOP NOTES

FAN HOB SPACER

The new fan hub spacers are similar to

the former spacers except for the

flange pilot radius and the width of

the spacers (Fig. 1). The flange on

the spacer serves as a pilot for the

fan, as well as a pilot for the second

spacer when two or more spacers are

used together.

The former and new spacers are inter-

changeable on a former fan pulley hub

assembly and only the new spacers are

serviced.

The former 0.800-inch thick spacer must

not be used with the current shaft-type

fan pulley hub assemblies, unless it is

reworked (see Service).

Use of the former thick spacer will

crush the fan hubcap causing the drive

to bind.

SERVICE: The former 0.800-inch thick

spacer can be reworked into the new

0.800-inch thick spacer by removing

material at the radius (Fig. 1). A

DIM.

.500"

.800"

.18"

2.053"

2.051" 1 70" ~~I

FORMER SPACER

DIM.

.560"

.800"

.18"-

200'

ALLOWABLE

REWORK

.100"

.200"

2.055"

2.053"

2J053" ,

NEW SPACER

300'

-.340"

2.055"

2.053"

RADIUS

.160"

390"

Figure 1. Former and New Spacers

357

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TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

reworked spacer should be mated with

the fan hub assembly. If a former thin

spacer (0.500-inch thick) is used in

conjunction with the reworked thick

spacer, it should be positioned against

the fan.

NOTE

The 0.500-inch thick spacer

cannot be reworked into the

new 0.560-inch thick spacer.

A grease fitting may be added to former

fan hub assemblies used on vehicle en-

gines to permit periodic lubrication of

the bearings.

Rework the fan hub as follows:

1. Refer to Engine Cooling Fan and

disassemble the fan hub assembly, and

clean the parts thoroughly.

2. Drill and tap the fan hub, at the

location shown in Fig. 1, to accept a

1/8 PTF x 11/16 inch threaded lubri-

cator fitting. Clean the hub to remove

any metal chips.

3. Refer to Engine Cooling Fan and

reassemble the fan hub. Discard the

4. Install a new fan hubcap which is

threaded for a relief valve (Fig. 1).

5. Install a grease fitting in the

fan hub and a relief valve in the fan

hubcap.

Refer to Preventive Maintenance for the

maintenance schedule.

2 GROOVE PULLEY

3 GROOVE PULLEY

FAN HUB

CAP

DRILL AND

TAP 1/8" PTF

GREASE

FITTING

FAN HUB

<{. OF

PULLEY

ZZZZ)

LOCATION OF FITTING

ON 3-GROOVE PULLEYS

Figure 2. Location of Fan Hub Grease

Fitting and Relief Valve

358

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TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

STANDARD BOLT AND NUT TORQUE SPECIFICATIONS

260M

BOLTS

280M OR

BETTER

THREAD

TORQUE

THREAD

TORQUE

SIZE

(lb ft)

(Nm)

SIZE

(lb ft)

(Nm)

7- 9

10-12

8-11

11-14

14-18

18-23

15-19

20-26

31-35

41-47

35-40

47-53

47-51

62-68

58-62

77-83

72-76

96-102

84-95

113-126

92-102

122-136

109-119

146-159

140-149

186-200

171-181

228-242

244-254

325-339

295-305

393-407

417-427

556-569

483-494

644-657

590-600

786-800

697-705

928-942

Grade identification markings are normally stamped on the heads of the bolts. To

aid identification of the various bolts used in Detroit Diesel engines, refer to

the following chart.

BOLT IDENTIFICATION CHART

Grade Identification

Marking on Bolt Head

Number

SAE Grade

Designation

Nominal Size

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TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

EXCEPTIONS TO STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

APPLICATION THREAD TORQUE TORQUE

SIZE (lb ft) (Nm)

Water pump cover bolt 5/16-18 6-7 8.1-9.5

360

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TM 5-3895-346-14

ENGINE OVERHAUL SERVICE TOOLS

SERVICE TOOLS

TOOL NAME TOOL NO.

Handle J 7092-2

Installer J 22091

Puller J 24420

Remover and installer J 1930

Water pump Impeller remover set J 22488

361

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TM 5-3895-346-14

EXHAUST SYSTEM

ENGINE OVERHAUL

EXHAUST SYSTEM

Fan and radiator-cooled engines are

equipped with an air-cooled exhaust

manifold.

The oulet flange may be located at the

end or at the mid-section of the ex-

haust manifold, depending upon the

installation requirements. A flexible

exhaust connection or a muffler may be

attached to the outlet flange.

The exhaust manifold is attached to

studs located between the exhaust ports

and the outer side of the two end ports

in the cylinder head. Special washers

and nuts secure the manifold to the

cylinder head.

362

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TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST MANIFOLDS

EXHAUST MANIFOLD

Two types of exhaust manifolds are

used. One type has an outlet to

accommodate a square exhaust outlet

flange (Fig. 1) and the other has a

circular outlet which is connected to

the exhaust pipe with a Marmon-type

clamp (Fig. 2). Current manifolds,

flanges (square), and flange gaskets

have SAE standard dimensions.

On engines equipped with a mechanical

automatic shutdown system, the exhaust

manifold is provided with two 5/16-18

tapped bolt holes and a 7/8 inch drill-

ed hole to permit installation of the

temperature shutdown valve adaptor and

plug assembly.

Exhaust Manifold

1. Disconnect the exhaust pipe or

muffler from the exhaust manifold

flange.

2. If the engine is equipped with a

mechanical automatic shutdown system,

remove the two bolts and lockwashers

and withdraw the shutdown valve adaptor

and plug assembly from the exhaust

manifold.

3. Loosen, but do not remove, one of

the center exhaust manifold nuts.

Remove the other nuts and washers.

4. Support the manifold and remove

the center nut and washer.

5. Remove the manifold and gasket

from the cylinder head.

Inspection

Remove any loose scale and carbon that

may have accumulated on the internal

walls of the exhaust manifold. Clean

the manifold and check for cracks, es-

pecially in the holding lug areas.

Clean all traces of gasket material

from the cylinder head.

Examine the exhaust manifold studs.

Replace damaged studs. Apply sealant

Figure 1. Typical Air-Cooled Exhaust Manifold (Square Flange) Mounting

363

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TM 5-3895-346-14

EXHAUST MANIFOLDS

ENGINE OVERHAUL

to the threads and drive new studs to

25-40 lb ft torque (1.40 to 1.50 inch

height).

Install Exhaust Manifold

1. Place a new gasket over the studs

and against the cylinder head.

2. Position the exhaust manifold

over the studs and hold it against the

cylinder head.

3. Install the washers and nuts on

the studs. If beveled (dished) washers

are used, position them so that the

crown side faces the nut. On some

engines, crabs are used in place of

washers at the end positions (Fig. 2).

Beginning with one of the center stud

nuts and working alternately toward

each end of the manifold, tighten the

nuts to 30-35 lb ft torque.

4. If the engine is equipped with a

mechanical automatic shutdown assembly,

install the shutdown valve adaptor and

plug assembly in the exhaust manifold

and secure it with two bolts and

lockwashers.

5. Connect the exhaust pipe or

muffler to the exhaust manifold flange.

Figure 2. Exhaust Manifold with Marmon Flange

364

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TM 5-3895-346-14

ENGINE OVERHAUL

ELECTRICAL SYSTEM

A typical engine electrical system

generally consists of a starting motor,

a battery-charging generator (alterna-

tor), a transistor combination voltage

regulator, current regulator and cutout

relay to protect the electrical system,

a storage battery, and the necessary

wiring.

Additional equipment such as an engine

protective system may also be included.

365

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TM 5-3895-346-14

BATTERY-CHARGING ALTERNATOR ENGINE OVERHAUL

The battery-charging circuit consists

of an alternator, regulator, battery,

(Storage Battery) and the wiring. The

battery-charging alternator (Fig. 1) is

introduced into the electrical system

to provide a source of electrical cur-

rent for maintaining the storage

battery in a charged condition and

to supply sufficient current to carry

any other electrical load requirements

up to the rated capacity of the

alternator.

HINGE-MOUNTED ALTERNATOR (Belt-driven)

The hinge-mounted alternating current

self-rectifying alternator is belt

driven. The alternator drive pulley is

keyed to a shaft which is coupled to

the blower drive gear.

An adequate alternator drive ratio is

necessary for an engine equipped with

extra electrical accessories and one

that has to operate for extended

periods at idle speeds. Diodes, built

into the slipring end frame, rectify

the three phase ac voltage to provide

dc voltage at the battery terminal of

the alternator, thereby eliminating the

need for an external rectifier. The

ADJUSTING

STRAP

ALTERNATOR MOUNTING

BRACKET

Figure 1. Typical Hinge-Mounted

Alternator (In-Line 53)

alternator is also available in various

sizes and types, depending upon the

specific application.

The SI series alternators have replaced

the DN series alternator. With the new

alternators, the need for a separately

mounted voltage regulator is

eliminated.

NOTE

Effective with November, 1979-

built engines, the 10SI alter-

nators were converted to metric

dimensions, such as the attach-

ing bolts, nuts, and lockwashers.

Also, hole sizes of some mounting

parts will be changed to accommo-

date the new metric fasteners.

The output terminal (BAT) thread

will be changed from a 12-24 to a

Ml6X1 thread.

The access hole permitting the external

adjustment of the voltage regulator has

been eliminated on current alternators.

To adjust the voltage setting on the

current alternators, remove the recti-

fier end plate. The voltage regulator

circuit board. Refer to the pertinent

Delco Service Bulletin for complete

adjustment procedure.

Alternator Maintenance

1. Maintain the proper drive belt

tension. Replace worn or frayed belts.

Belts should be replaced as a set when

there is more than one belt on the

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TM 5-3895-346-14

ENGINE OVERHAUL

BATTERY-CHARGING ALTERNATOR

CAPTION

When installing or adjusting the

drive belt, be sure the bolt at

the pivot point is properly tight-

ened, as well as the bolt in the

adjusting slot.

2. Alternator bearings are perma-

nently lubricated. There are no exter-

nal oiler fittings.

Reaove Alternator

1. Disconnect the cables at the

battery supply. If the generator or

alternator has a separately mounted

regulator and field relay, disconnect

all other leads from the alternator and

tag each one to ensure correct

reinstallation.

2. Loosen the mounting bolts and the

adjusting strap bolt. Then remove the

drive belts.

3. While supporting the alternator,

remove the adjusting-strap bolt and

washers. Then remove the mounting

bolts, washers, and nuts. Remove the

alternator carefully and protect it

from costly physical damage.

4. Remove the pulley assembly if

the generator or alternator is to be

replaced.

Alternator Service

Repairs and overhaul work on alter-

nators should be referred to an autho-

rized repair station of the manufac-

turer of this equipment. Replacement

parts for alternators should be ordered

through the equipment manufacturer's

outlets. For alternators manufactured

by Delco-Remy Division, repair service

and parts are available through AC

Delco branches and repair stations.

Install Alternator

1. Install the drive pulley, if it

was removed. Tighten the pulley-

retaining nut to 50-60 lb ft (68-81 Nm)

torque (Fig. 2).

Figure 2. Tighten Alternator Pulley

Retaining Nut

NOTE

If the pulley was not removed,

check the retaining nut for

proper torque.

2. Position the alternator on the

mounting brackets and start the bolts,

with washers in place, through the

boltholes in the end frames. If nuts

are used, insert the bolts through the

boltholes in the mounting bracket and

end frame. Make sure that the washers

and nuts are in their proper locations.

3. Align the threaded hole in the

adjusting lug of the drive end frame

with the slot in the adjusting strap.

Start the bolt, with the washers,

through the slot of the adjusting strap

and into the threaded hole in the end

frame.

4. Place the drive belts in the

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TM 5-3895-346-14

BATTERY-CHARGING ALTERNATOR

ENGINE OVERHAUL

ALTERNATOR PRECAUTIONS

Precautions must be taken when working

on or around alternators. The diodes

and transistors in the alternator

circuit are very sensitive and can be

easily destroyed.

Avoid grounding or shorting the output

wires or the field wires between the

alternator and the regulator.. Never

run an alternator on an open circuit.

Grounding an alternator's output wire

or terminals, which are always "hot"

regardless of whether or not the engine

is running or accidental reversing of

the battery polarity will destroy the

diodes. Grounding the field circuit

will also result in the destruction of

the diodes. Some voltage regulators

provide protection against some of

these circumstances. However, it is

recommended that extreme caution be

used.

Accidentally reversing the battery

connections must be avoided.

Never disconnect the battery while an

alternator is in operation. Discon-

necting the battery will result in

damage to the diodes due to the momen-

tary high voltage and current generated

by the rapid collapse of the magnetic

field surrounding the field windings.

If a booster battery is to be used, the

batteries must be connected correctly

(negative to negative and positive to

positive).

Never use a fast charger with the

battery connected or as a booster for

battery output.

Never attempt to polarize the

alternator.

The alternator diodes are also sen-

sitive to heat and care must be exer-

cised to prevent damage to them from

soldering irons, etc.

If faulty operation of an alternator

occurs on an engine equipped with an

insulated starting motor, check to be

sure that a ground strap is present and

is correctly installed.

368

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TM 5-3895-346-14

ENGINE OVERHAUL

REGULATOR

AC CHARGING CIRCUIT

The alternating-current generator reg-

ulator Is similar in outward appearance

to the regulator used with the dc gen-

erator. The dc and ac regulators are

NOT interchangeable.

The internal wiring circuits of all

standard ac generator regulators are

similar, but the internal connections

vary somewhat according to the method

used to control the circuit breaker

relay.

There are two and three unit standard

ac generator regulators; the two-unit

regulators have a circuit breaker relay

controlled by a relay rectifier or by

an oil-pressure switch and the three-

unit regulators have a circuit breaker

relay controlled by a built-in control

relay.

The generator field circuit is insulat-

ed in the generator and grounded in the

regulator. This type of connection is

designated as Circuit A.

CAUTION

Each type of regulator is used with

a certain circuit. Do not attempt

to interchange regulators.

The two-unit ac generator regulator has

a circuit breaker relay and a voltage

regulator unit while the three-unit

regulator is also equipped with a

control relay in addition to the other

two units.

CIRCUIT BREAKER RELAY

The circuit breaker relay has a core

with the winding made up of many turns

of fine wire. This core and winding

are assembled into a frame. A flat

steel armature is attached to the frame

by a hinge and is centered above the

core. Two contact points, supported by

two flat springs on the armature, are

located above two stationary contact

points. The upper and lower contact

points are held apart by the tension

of a flat spring riveted to the top

side of the armature.

Operation

When the dc voltage reaches the value

for which the circuit breaker relay is

adjusted, the magnetism induced in the

core by current flow in the winding is

sufficient to overcome the armature

spring tension and the relay points

close. Closing of the contact points

connects the dc side of the power rec-

tifier to the battery so that current

will flow to the battery whenever the

generator is driven at sufficient

speed.

The relay contact points remain closed

as long as the dc voltage is enough to

hold the relay armature against the

core. They open when the voltage de-

creases to a value at which the mag-

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TM 5-3895-346-14

REGULATOR

ENGINE OVERHAUL

When the dc voltage of the ac - dc sys-

tem reaches the value for which the

voltage regulator is adjusted, the mag-

netic field produced by the shunt wind-

ing overcomes the armature spring ten-

sion and pulls the armature down,

causing the contact points to separate.

When the contact points separate, re-

sistance is introduced into the field

circuit. The resistance decreases the

field current causing a corresponding

decrease in generator voltage and mag-

netic pull on the regulator armature.

This allows the armature spring tension

to reclose the contact points. When

the voltage again reaches the value for

which the voltage regulator is adjust-

ed, this cycle repeats and continues to

repeat many times a second, thus limit-

ing the voltage to the value for which

the regulator is set.

With the voltage limited in this man-

ner, the generator supplies varying

amounts of current to meet the various

states of battery charge and electrical

load.

Voltage regulators are compensated for

variations in temperature by means of a

bimetal thermostatic hinge on the arma-

ture. The effect of this hinge causes

the regulator to adjust at a higher

voltage when cold, which partly compen-

sates for the fact that a high voltage

is required to charge a cold battery.

CONTROL RELAY

In addition to a circuit breaker and a

voltage regulator, the three-unit reg-

ulator has a control relay unit. This

unit has a core with a single shunt

winding connected from the SW terminal

of the regulator to ground. The wind-

ing and core are assembled into a

frame. A flat steel armature sup-

porting the upper one of two relay

contacts is attached to the frame by a

hinge and is centered above the core.

The lower contact point is supported by

a detachable contact support insulated

from the frame. An armature stop is

assembled above the upper contact.

Operation

When the ignition switch is OFF, the

contact points are held apart by the

tension of a spiral spring acting on

the armature. When the ignition switch

is turned ON, battery current flows

through the control relay winding to

ground. The magnetic field produced by

the winding overcomes the armature

spring tension and pulls the armature

down causing the contact points to

close. This completes the circuit to

ground for the circuit breaker relay

winding so that it can operate when the

dc voltage from the power rectifier

reaches the value for which the circuit

breaker relay is adjusted. The control

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TM 5-3895-346-14

ENGINE OVERHAUL

REGULATOR

TRANSISTORIZED REGULATOR

The transistorized regulator (Fig. 1),

for use on a negative ground circuit,

contains a vibrating voltage regulator

unit and a field relay unit. The reg-

ulator uses a single transistor and two

diodes. The transistor works in con-

junction with the conventional voltage

unit having a vibrating contact point

to limit the generator voltage to a

preset value. A field discharge diode

reduces arcing at the voltage regulator

contacts by dissipating the energy

created in the generator field windings

when the contacts separate. A suppres-

sion diode prevents damage from tran-

sient voltages which may appear in the

system.

Certain transistorized regulators are

equipped with a choke coil to permit

the installation of a capacitor between

the regulator and the BAT terminal on

installations experiencing radio inter-

ference. The capacitor suppresses the

radio noise and the choke coil acts to

prevent oxidation of the voltage reg-

ulator contacts. Regulators incorpo-

rating the choke coil are identified

by a spot of green paint on the regu-

lator base, next to the single mounting

bolthole.

CAUTION

A capacitor must not be install-

ed unless the transistorized

regulator incorporates the choke

coil.

Operation

When the engine starting switch is

closed, the field relay winding is

energized and causes the contacts to

close. Current then flows from the

battery through the relay contacts to

the regulator F2 terminal. From this

point, the current flows through the

generator field winding and then

through the transistor and voltage

contact points to ground.

As the generator speed increases, the

increased voltage from the generator

BAT terminal is impressed through the

field relay contacts across the reg-

ulator shunt winding. The magnetism

Figure 1. Transistorized Regulator

371

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TM 5-3895-346-14

REGULATOR

ENGINE OVERHAUL

created in the winding causes the

voltage contacts to open, thus causing

the transistor to shutoff the field

current. The generator voltage then

decreases and the voltage contacts re-

close. This cycle repeats many times

per second, thereby limiting the gen-

erator voltage to the value for which

the regulator is set.

The magnetism produced in an accel-

erator winding, when the voltage

contacts are closed, aids the shunt

winding in opening the contacts.

When the contacts are open, the absence

of the magnetism in the accelerator

winding allows the spring to immediate-

ly reclose the contacts. This action

speeds up the vibration of the

contacts.

CAUTION

Do not short across or ground

any of the terminals on the reg-

ulator or the generator and DO

NOT attempt to polarize the

generator.

TRANSISTOR REGULATOR

The transistor regulator is composed

principally of transistors, diodes,

capacitors, and resistors to form a

completely static electrical unit

containing no moving parts.

The transistor is an electrical device

which limits the generator voltage to a

preset value by controlling the gen-

erator field current. The diodes, ca-

pacitors, and resistors act together to

aid the transistor in performing this

function, which is the only function

that the regulator performs in the

charging circuit.

The voltage at which the generator

operates is determined by the regulator

adjustment. Once adjusted, the gen-

erator voltage remains almost constant,

since the regulator is unaffected by

length of service, changes in tem-

perature, or changes in generator

output and speed.

A separately mounted field relay con-

nects the regulator POS terminal and

the generator field windings to the

battery when the engine starting switch

is closed.

The voltage regulator illustrated in

Fig. 2 is designed for negative ground

battery-charging circuits only. It has

two exposed terminals. The voltage

setting may be adjusted by relocating a

screw in the base of the regulator.

The voltage regulator shown in Fig. 3

has shielded plug-in connections and

requires a cable and plug assembly to

connect the regulator into the battery-

charging circuit. This type of regula-

tor may be used in negative ground,

positive ground, and insulated charging

circuits. The voltage setting may be

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TM 5-3895-346-14

ENGINE OVERHAUL

REGULATOR

PLUG FIELD DISCHARGE BACK-BIAS DRIVER COLLECTOR

(REMOVE TO ADJUST DIODE DIODE RESISTOR

Figure 3. Transistor Regulator with Plug-In Connections

on the generator. The generator then

supplies current to charge the battery

and operate vehicle accessories.

As generator speed increases, the

voltage reaches the preset value and

the components in the regulator cause

transistor TR-1 to alternately turn

off and turn on the generator field

voltage. The regulator thus operates

to limit the generator output voltage

to the preset value.

REGULATOR PRECAUTIONS

Never short or ground the regulator

terminals; DO NOT attempt to polarize

the circuit.

373

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TM 5-3895-346-14

REGULATOR ENGINE OVERHAUL

Make sure all connections in the Refer to Alternator Precuations in

charging circuit are tight to minimize Battery Charging Alternator.

resistance.

374

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TM 5-3895-346-14

ENGINE OVERHAUL

STORAGE BATTERY

The lead-acid storage battery is an

electrochemical device for converting

chemical energy into electrical energy.

Function of Battery

The battery has three major functions:

1. It provides a source of current

for starting the engine.

2. It acts as a stabilizer to the

voltage in the electrical system.

3. It can, for a limited time,

furnish current when the electrical

demands exceed the output of the

generator.

Types of Batteries

There are two types of batteries in use

today.

1. The dry charge battery contains

fully charged positive plates and neg-

ative plates separated by separators.

The battery contains no electrolyte

until it is activated for service in

the field and therefore leaves the

factory dry. Consequently, it is

called a dry charge battery.

2. If the battery has been manufac-

tured as a wet battery, it will contain

fully charged positive and negative

plates plus an electrolyte. This type

of battery will not maintain its

charged condition during storage and

aust be charged periodically to keep it

ready for service.

NOTE

In the selection of a replacement

battery, it is always good practice

to select one of an "electrical

size" (refer to chart) at least

equal to the battery originally

engineered for the particular

equipment by the manufacturer.

Install Battery

While the battery is built to satis-

factorily withstand the conditions

under which it will normally operate,

excessive mechanical abuse leads to

early failure.

Install the battery as follows:

1. Be sure the battery carrier is

clean and that the battery rests level

when installed.

2. Tighten the holddown clamps

evenly until snug. However, do not

draw them down too tight or the battery

case will become distorted or will

crack.

3. Attach the cable clamps after

making sure the cables and terminal

clamps are clean and in good condition.

To make the cable connections as corro-

sion resistant as possible, place a

felt washer at the base of each ter-

minal, beneath the cable clamps. Coat

the entire connection with a heavy

general-purpose grease. Be sure the

ground cable is clean and tight at the

engine block or frame.

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TM 5-3895-346-14

STORAGE BATTERY

ENGINE OVERHAUL

4. Check the polarity to be sure the

battery is not reversed with respect to

the generating system.

5. Connect the grounded terminal of

the battery last to avoid short cir-

cuits which will damage the battery.

Servicing the Battery

A battery is a perishable item which

requires periodic servicing. Only when

the battery is properly cared for as

described below can long and trouble-

free service be expected.

1. Check the level of the electro-

lyte regularly. Add water if neces-

sary, but do not overfill. Overfilling

can cause poor performance or early

failure.

2. Keep the top of the battery

clean. When necessary, wash with a

baking soda solution and rinse with

fresh water. Do not allow the soda

solution to enter the cells.

3. Inspect the cables, clamps and

holddown bracket regularly. Clean and

reapply a coat of grease when needed.

Replace corroded or damaged parts.

4. Use the standard battery test as

the regular service test to check the

condition of the battery.

5. Check the electrical system if

the battery becomes discharged repeat-

edly.

Many electrical troubles caused by

battery failures can be prevented by

systematic battery service. In gen-

eral, the care and maintenance recom-

mendations for storage batteries are

the same today as they have always

been.

Battery Safety Precautions

When batteries are being charged, an

explosive gas mixture forms beneath the

cover of each cell. Part of this gas

escapes through the holes in the vent

plugs and may form an explosive atmo-

sphere around the battery itself if

ventilation is poor.

WARNING

Explosive gas may remain in and

around the battery for several

hours after it has been charged.

Sparks or flames can ignite this

gas causing an explosion which

could shatter the battery. Fly-

ing pieces of the battery struc-

ture and splash of electrolyte can

cause personal injury.

376

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TM 5-3895-346-14

ENGINE OVERHAUL

STARTING MOTOR

The starting motor is mounted on the

flywheel housing as illustrated in

Fig. 1. When the starting circuit is

closed, a small drive pinion on the

armature shaft engages with the teeth

on the engine flywheel ring gear to

crank the engine. When the engine

starts, it is necessary to disengage

the drive pinion to prevent the arma-

ture from overspeeding and damaging the

starting motor. To accomplish this,

the starting motor is equipped with a

Sprag-type overrunning clutch.

A solenoid switch, mounted on the

starting motor housing, operates the

Sprag-type overrunning clutch drive by

linkage and a shift lever (Fig 2).

When the starting switch is engaged,

the solenoid is energized and shifts

the starting motor pinion into mesh

with the flywheel ring gear and closes

the main contacts within the solenoid.

Once engaged, the clutch will not dis-

engage during intermittent engine

firing. To protect the armature from

excessive speed when the engine starts,

the clutch overruns, or turns faster

than the armature, which permits the

pinion to disengage itself from the

flywheel ring gear.

The solenoid plunger and shift lever is

totally enclosed to protect them from

dirt, water, and other foreign

material.

FLYWHEEL

HOUSING

Figure 1. Starting Motor Mounting

The nose housing on the Sprag clutch-

type starting motor can be rotated to

obtain a number of different solenoid

positions with respect to the mounting

flange. When repositioning of the

solenoid is required on a service

replacement starting motor, proceed as

follows:

Starter with Internediate-Duty Clutch

(In-Line Engines)

The lever housing and the commutator

end frame are held to the field frame

by bolts extending from the end frame

COMMUTATOR

END FRAME

SOLENOID LINKAGE SEAL

NKAGE

SHIFT LEVER

LEVER HOUSING

NOSE HOUSING

GROUNDED

BRUSH HOLDER

INSULATED

BRUSH HOLDER

COMMUTATOR / ARMATURE

POLE SHOE [ IFLDCOIL

ATTACHING

BOLT

BRONZE

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TM 5-3895-346-14

STARTING MOTOR

ENGINE OVERHAUL

to threaded holes in the lever housing.

The nose housing is held to the lever

housing by internal attaching bolts ex-

tending from the lever housing to

threaded holes in the nose housing

(Fig. 2). With this arrangement, it is

necessary to partially disassemble the

motor to provide access to the nose

housing attaching bolts. Relocate the

nose housing as follows:

1. Remove the electrical connector

and the screws attaching the solenoid

assembly to the field frame. Then

remove the bolts from the commutator

end frame.

2. Separate the field frame from the

remaining assembly and pull the arma-

ture away from the lever housing until

the pinion stop rests against the

clutch pinion. This will provide ac-

cess to the nose-housing attaching

bolts.

3. Remove the nose-housing attaching

bolts with a box wrench or open-end

wrench.

4. Turn the nose housing to the

required position.

CAUTION

The solenoid must never be loca-

ted below the centerline of the

starter or dust, oil, moisture,

and foreign material can collect

and cause solenoid failures.

5. Reinstall the nose-housing

attaching bolts and tighten them to

11-15 lb ft torque.

6. Reassemble the motor.

Lubrication

The starting motor bearings (bushings)

are lubricated by oil-saturated wicks

which project through each bronze

bushing (one at each end and one at the

center) and contact the armature shaft.

Oil can be added to each wick by

removing a pipe plug which is acces-

sible on the outside of the motor

(refer to Lubrication and Preventive

Maintenance).

Flywheel Ring Gears

The starting motor drive pinion and the

engine flywheel ring gear must be

matched to provide positive engagement

and to avoid clashing of the gear

teeth. Flywheel ring gear teeth have

either no chamfer or a Bendix chamfer.

The Sprag clutch cannot be used with a

ring gear with a Dyer chamfer.

Remove Starting Motor

Failure of the starting motor to crank

the engine at normal cranking speed may

be due to a defective battery, worn

battery cables, poor connections in

the cranking circuit, defective engine

starting switch, low temperature, con-

dition of the engine, or a defective

starting motor.

If the engine, battery, and cranking

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TM 5-3895-346-14

ENGINE OVERHAUL

STARTING MOTOR

Check the starting motor, if required,

in accordance with the Delco-Remy

"Cranking Circuit" maintenance

handbook.

Install Starting Motor

To install the starting motor, reverse

the procedure outlined for removal.

Tighten the 5/8-11 starter attaching

bolts to 137-147 lb ft torque.

Keep all of the electrical connections

clean and tight. When installing

wiring terminal leads to the starting

motor and the solenoid switch, tighten

the No. 10-32 connections to 16-30 lb

in. torque and the 1/2 x 13 connections

to 20-25 lb ft torque.

379

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TM 5-3895-346-14

INSTRUMENTS

ENGINE OVERHAUL

INSTRUMENTS AND TACHOMETER DRIVE

The instruments (Fig. 1) generally

required in the operation of a diesel

engine consist of an oil pressure gage,

water temperature gage, an ammeter and

a mechanical tachometer. Instruments

with slotted cases are available for

use with lighted dashes. Also, closely

related and usually installed in the

general vicinity of these instruments

are certain controls consisting of an

engine starting switch, engine stop

knob and an emergency stop knob.

All Torqmatic converters are equipped

with an oil pressure gage and, in some

instances, with an oil temperature

gage. These instruments are mounted on

a separate panel.

Instruments, throttle control, and

engine starting and stopping controls

are mounted in various locations de-

pending upon the particular use of the

engine.

Antivibration Instrument Mountings

Antivibration mountings are used in

many places to absorb engine vibration

in the mounting of instruments, drop

relays, tachometers, etc. When it may

become necessary to service a part se-

cured by rubber mounts, care should

STARTING WATER AMMETER

SWITCH TEMPERATURE / CLUSTER

GAGE / PANEL

OIL

PRESSURE

GAGE

Figure 1. Typical Instrument Panel

be exercised, during removal and

installation of the part, so twist is

not imposed into the rubber mount

diaphragm. At the time the part is

removed from the engine for service,

the mounts should be inspected for

damage and replaced, if necessary.

The attaching screw, through the center

of the mount, must be held from turning

during final tightening of the nut.

Support the screw and tighten the nut

only. If this screw turns, it will

preload the rubber diaphragm in torsion

and considerably shorten the life of

the mount.

Oil Pressure Gage

The oil pressure gage registers the

pressure of the lubricating oil in the

engine. As soon as the engine is

started, the oil pressure gage should

start to register. If the oil pressure

gage does not register at least the

minimum pressure listed in the Oper-

ating Condition, the engine should be

stopped and the cause of the low oil

pressure determined and corrected

before the engine is started again.

Current oil pressure gages have male

threads and require female fittings.

When replacing a former gage with

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TM 5-3895-346-14

ENGINE OVERHAUL

INSTRUMENTS

full length with suitable clips at

intervals of ten inches or less. Sharp

bends in the tube must be avoided, par-

ticularly at the gage or bulb connec-

tion areas. Where the tube must be

bent around any object, the bend must

not be less than one inch radius.

Any extra length can be taken up by

coiling, the diameter of which should

not be less than two inches. The coils

must be located so that they may be

securely fastened to prevent vibrating.

Ammeter

The ammeter is wired into the elec-

trical circuit to show the current flow

to and from the battery. After

starting the engine, the ammeter should

register a high charge rate at rated

engine speed. This is the rate of

charge received by the battery to

replenish the current used to start the

engine. As the engine continues to

operate, the ammeter should show a

decline in the charge rate to the

battery. The ammeter will not show

zero charge rate since the regulator

voltage is set higher than the battery

voltage. The small current registered

prevents rapid brush wear in the

battery-charging alternator. If lights

or other electrical equipment are

connected into the circuit, then the

ammeter will show discharge when these

items are operating and the engine

speed is reduced.

Tachometer

The tachometer, driven by the engine,

registers the speed of the engine in

revolutions per minute (rpm).

Throttle Control

The engine throttle is connected to the

governor speed control shaft through

linkage. Movement of the speed control

shaft changes the speed setting of the

governor and thus the engine speed.

Engine Starting Switch

To start the engine, a switch (Fig. 2)

is used to energize the starting motor.

Starting switches may vary in design

and their contacts must be rated

sufficiently to carry the starter

solenoid current.

NOTE

Tighten the starting-switch

mounting nut to 36-48 lb in.

(4-5.5 Nm).

Engine Stop Knob

A stop knob is used to stop the engine.

When stopping an engine, the engine

speed should be reduced to idle and the

engine allowed to operate at idle for a

few minutes to permit the coolant to

reduce the temperature of the engine's

moving parts. Then pull the stop knob

and hold it until the engine stops.

Pulling on the stop knob manually

places the injector racks in the

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TM 5-3895-346-14

INSTRUMENTS

shutoff valve, located between the air

intake and the blower, will trip and

shut off the air supply to the engine.

Lack of air to the engine will prevent

further combustion of the fuel and stop

the engine.

TACHOMETER

The tachometer drive shaft is pressed

into the end of the camshaft, balance

shaft, or governor drive shaft.

When required, a tachometer drive cable

adaptor is used to change speed or to

change direction of rotation, depending

upon the location of the tachometer

drive. A special key is used to con-

nect the drive shaft to the tachometer

drive cable adaptor.

The cable connection at the current

tachometer head is a 5/8 inch threaded

connection in place of the former 7/8

inch connection. To eliminate possible

misalignment, the current tachometer

angle drive has a short flexible cable

and incorporates an integral oil seal.

The output-shaft key size has been in-

creased from 5/32 inch to SAE 3/16

inch. New flexible drive cables are

also required with the current

tachometers and angle drives.

Remove Tachometer Drive Shaft

If threads (5/16-24 or 3/8-24) are pro-

vided on the outer end of the tachom-

ENGINE OVERHAUL

The emergency stop knob must be pushed

back in after the engine is stopped and

the air shutoff valve must be reset

manually. The cause of the malfunction

should be determined before the engine

is started again.

DRIVE

eter drive shaft to accommodate a

removing tool, thread remover

J 5901-3, on the shaft. Then attach

slide hammer J 23907-1 to the remover.

A few sharp blows of the weight against

the slide hammer rod will remove the

tachometer drive shaft.

If threads are not provided on the

outer end of the tachometer drive

shaft, or if the end of the shaft is

broken off, drill and tap the shaft.

Then thread a stud into the shaft and

remove the shaft with the remover and

slide hammer.

CAUTION

Use adequate protective measures

to prevent the metal particles

from falling into the gear train

and oil pan.

When installing a tachometer drive

cover assembly or a drive adaptor, it

is important they be aligned properly

with the tachometer drive shaft.

382

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE PROTECTIVE SYSTEMS

MANUAL SHUTDOWN

A manually operated emergency engine

shutdown device enables the engine

operator to stop the engine in the

event an abnormal condition should

arise. If the engine continues to run

after the engine throttle is placed in

the no-fuel position, or if combustible

liquids or gases are accidentally

introduced into the combustion chamber

causing overspeeding of the engine, the

shutdown device will prevent damage to

the engine by cutting off the air

supply and thus stopping the engine.

The shutdown device consists of an air

shutoff valve mounted in the air inlet

housing and a suitable operating

mechanism.

Operation

The manually operated shutdown device

is operated by a knob located on the

instrument panel and connected to the

air shutoff valve shaft lever by a

control wire. Pulling the knob all the

way out will stop the engine. Push the

knob all the way in and manually reset

the air shutoff valve before starting

the engine again.

Service

For disassembly and assembly of the

shutdown device, refer to Air Shutdown

Housing.

Figure 1. Mechanical Shutdown System Schematically Illustrated

383

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TM 5-3895-346-14

SHOP NOTES

ENGINE OVERHAUL

CHECK ENGINE STARTING SWITCH

If difficulty in starting motor

engagement has been experienced in a

vehicle which has been repowered by a

diesel engine, check to see if the

key-type starting switch on the

instrument panel has been retained.

Key-type starting switches are usually

not capable of carrying the current

required for heavy-duty diesel engine

starter solenoids. The excessive

voltage drop in the solenoid circuit

restricts the solenoid pull and results

in failure of the starter to engage and

crank. When tooth abutment occurs and

the switch is turned off and on several

times, breaking of the solenoid current

causes burning or welding of the switch

contacts.

Install a push button type starting

switch which is capable of making,

breaking, and carrying the solenoid

current without damage (refer to Engine

Starting Switch in Instruments).

Otherwise, a heavy-duty magnetic switch

should be used in the solenoid control

circuit in addition to the key-type

switch. The magnetic switch must be

capable of making and breaking at least

90 amperes in a 12-volt system; the key

switch would then carry no more than

one ampere, which is sufficient to

operate the magnetic switch.

ALIGNMENT TOOLS FOR TACHOMETER DRIVE COVERS AND ADAPTORS

whenever a tachometer drive cover

assembly or a tachometer drive adaptor

is installed on an engine, it is im-

portant that the cover assembly or

adaptor be aligned properly with the

tachometer drive shaft.

Misalignment of a tachometer drive

shaft can impose a side load on a

tachometer drive cable adaptor re-

sulting in possible gear seizure and

damage to other related components.

To establish proper alignment, use one

of the three tools in set J 23068.

Because of the many different combi-

nations of tachometer drive shafts,

covers, and adaptors, it is not

practical to itemize specific usages

for each tool, when confronted with an

alignment job, test fit each tool to

determine which provides the best fit

and proceed to make the alignment with

that tool as shown in Fig. 1.

Correct alignment is established when

there is no tachometer drive shaft bind

on the inside diameter of the tool when

one complete hand rotation of the

engine is made.

Figure 1. Checking Tachometer Drive

Shaft Alignment

384

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING

ELECTRICAL SYSTEM TROUBLESHOOTING

CHECKING ENGINE ELECTRICAL GENERATING SYSTEM

Whenever trouble is indicated in the

electrical generating system, the

following quick checks can be made to

assist in localizing the cause.

1. A fully charged battery and low

charging rate indicates normal

generator-regulator operation.

2. A low battery and high charging

rate indicates normal generator-

regulator operation.

3. A fully charged battery and a

high charging rate condition usually

indicates the voltage regulator is set

too high or is not limiting the gener-

ator output. A high charging rate to a

fully charged battery will damage the

battery and other electrical

components.

4. A low battery and low or no

charging rate could be caused by:

Loose connections or damaged wiring,

defective battery or generator, gen-

erator not or improperly polarized, and

defective regulator or improper regula-

tor setting.

385

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TM 5-3895-346-14

SPECIFICATIONS

ENGINE OVERHAUL

SPECIFICATIONS

STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

260M

BOLTS

280M OR

BETTER

THREAD

TORQUE

THREAD

TORQUE

SIZE

(lb ft)

(Nm)

SIZE

(lb ft)

(Nm)

7- 9

10-12

8-11

11-14

14-18

18-23

15-19

20-26

31-35

41-47

35-40

47-53

47-51

62-68

58-62

77-83

72-76

96-102

84-95

113-126

92-102

122-136

109-119

146-159

140-149

186-200

171-181

228-242

244-254

325-339

3/4 -16

295-305

393-407

417-427

7/8 - 9

556-569

483-494

644-657

590-600

786-800

697-705

928-942

Grade identification markings are normally stamped on the heads of the bolts. To

aid identification of the various bolts used in Detroit Diesel engines, refer to

the following chart.

BOLT IDENTIFICATION CHART

Grade Identification

Marking on Bolt Head

Number

SAE Grade

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TM 5-3895-346-14

ENGINE OVERHAUL

SPECIFICATIONS

EXCEPTIONS TO STANDARD BOLT AND NOT TORQUE SPECIFICATIONS

APPLICATION

THREAD

TORQUE

SIZE

(lb ft)

(Nm)

7/16 -14

30-35

41-47

30-35

41-47

20-25

27-34

55-65

75-88

*16-30 lb in. (2-3.5 Nm)

S36-48 lb in. (4-5.5 Nm)

SERVICE TOOLS

TOOL NAME

TOOL NO.

Puller set J 5901-01

Slide hammer and shaft J 23907-1

Tachometer drive shaft remover J 5901-3

Tachometer drive alignment tool set J 23068

387

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TM 5-3895-346-14

ENGINE OPERATING CONDITIONS

ENGINE OVERHAUL

ENGINE OPERATING CONDITIONS SPECIFICATIONS

Lubrication System

2200 rpm

2500 rpm

2800 rpm

Lubricating oil pressure (psi):

40-60

Lubricating oil temperature

Air System

200-235

205-240

Air box pressure (inches mercury) -

min. at full load:

4.8

6.1

Air inlet restriction (inches water) -

8.0

9.3

full load max.:

23.0

25.0

Clean air cleaner - oil bath or dry type

14.0

16.0

Clean air cleaner - dry type

8.7

10.0

Crankcase pressure (inches water) -

0.8

0.9

1.0

VCrankcase pressure (inches water) -

1.2

1.3

Exhaust back pressure (inches mercury) -

max.:

t 4.0

+ 4.0

Fuel System

2.1

t 2.7

++ 2.7

Fuel pressure at inlet manifold (psi):

45-70

Fuel spill (gpm) - minimum at no-load:

Pump suction at inlet (inches mercury) - max.:

0.6

6.0

Cooling System

12.0

160-185

Raw water pump:

170-195

Inlet restriction (inches mercury) - max

. t 5.0

t 5.0

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE OPERATING CONDITIONS

Compression

Compression pressure (psi at sea level):

Average - new engine - at 600 rpm 480

Minimum - at 600 rpm 430

*The lubricating oil temperature range is based on the temperature measurement in

the oil pan at the oil pump inlet. When measuring the oil temperature at the

cylinder block oil gallery, it will be 10 lower than the oil pan temperature.

@Vehicle engines built in 1976 and later.

VFor 53 N engines with front cover breathing systems only.

tMaximum when this is the full-load engine speed.

389

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TM 5-3895-346-14

RUN-IN INSTRUCTIONS ENGINE OVERHAUL

ENGINE RUN-IN INSTRUCTIONS

Following a complete overhaul or any

major repair job involving the instal-

lation of piston rings, pistons, cyl-

inder liners, or bearings, the engine

should be run-in on a dynamometer prior

to release for service.

The dynamometer is a device for apply-

ing specific loads to an engine. It

permits the serviceman to physically

and visually inspect and check the en-

gine while it is operating. It is an

excellent method of detecting improper

tuneup, misfiring injectors, low com-

pression, and other malfunctions, and

may save an engine from damage at a

later date.

The operating temperature within the

engine affects the operating clearances

between the various moving parts of the

engine and determines to a degree how

the parts will wear. Normal coolant

temperature (160-185F or 71-85C)

should be maintained throughout the

run-in.

The rate of water circulation through

the engine on a dynamometer should be

sufficient to avoid having the engine

outlet water temperature more than 10F

or 6C higher than the water inlet tem-

perature. Though a 10F or 6C rise

across an engine is recommended, it has

been found that a 15F or 8C tem-

perature rise maximum can be permitted.

Thermostats are used in the engine to

control the coolant flow. Therefore,

be sure they are in place and fully

operative or the engine will overheat

during the run-in. However, if the

dynamometer has a water standpipe with

a temperature control regulator, such

BASIC ENGINE RUN-IN SCHEDULE

ENGINE BRAKE HORSEPOWER

4-Valve Cylinder Head

Time Minutes

Speed RPM

Injector Size

4-53

600

All

1500

All

5A50

5A55

Rated

Speed

5A60

N-65

5N65*

5A50

5A55

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TM 5-3895-346-14

ENGINE OVERHAUL i

RUN-IN INSTRUCTIONS

as a Taylor valve or equivalent, the

engine should be tested without

thermostats.

The Basic Engine Run-in Schedule is

shown in the following table. The

horsepower shown is at SAE conditions:

dry air density .0705 lb/cu. ft. (1.129

Kg/cu.m) air temperature of 85F

(29.4C) and 500 ft. elevation.

DYNAMOMETER TEST AND RUN-IN PROCEDURES

The Basic Engine

The great number of engine applications

make any attempt to establish com-

parisons for each individual model

impractical. For this reason, each

model has a basic engine rating for

comparison purposes.

A basic engine includes only those

items actually required to run the en-

gine. The addition of any engine

driven accessories will result in a

brake horsepower figure less than the

values shown in the Basic Engine Run-in

Schedule. The following items are in-

cluded on the basic engine: blower,

fuel pump, water pump, and governor.

The fan and battery-charging alternator

typify accessories not considered on

the basic engine.

In situations where other than basic

engine equipment is used during the

test, proper record of this fact should

be made on the Engine Test Report. The

effects of this additional equipment on

engine performance should then be con-

sidered when evaluating test results.

Dynamometer

The function of the dynamometer is to

absorb and measure the engine output.

Its basic components are a frame, en-

gine mounts, the absorption unit, a

heat exchanger, and a torque loading

and measuring device.

The engine is connected through a

universal coupling to the absorption

unit. The load on the engine may be

varied from zero to maximum by decreas-

ing or increasing the resistance in the

unit. The amount of power absorbed in

a water brake type dynamometer, as an

example, is governed by the volume of

fluid within the working system. The

fluid offers resistance to a rotating

motion. By controlling the volume of

water in the absorption unit, the load

may be increased or decreased as

required.

The power absorbed is generally

measured in torque (lb ft or Nm) on a

suitable scale. This value for a given

engine speed will show the brake horse-

power developed in the engine by the

following formula:

BHP - (T x RPM)/5250

Where

BHP = brake horsepower

T = torque in lb ft or Nm

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TM 5-3895-346-14

RUN-IN INSTRUCTIONS

ENGINE OVERHAUL

a. Oil pressure gage installed in

one of the engine main oil galleries.

b. Oil temperature gage installed in

the oil pan, or thermometer installed

in the dipstick hole in the oil pan.

c. Adaptor for connecting a pressure

gage or mercury manometer to the engine

air box.

d. Water temperature gage installed

in the thermostat housing.

e. Adaptor for connecting a pressure

gage or water manometer to the crank-

case .

f. Adaptor for connecting a pressure

gage or mercury manometer to the ex-

haust manifold at the flange.

g. Adaptor for connecting a vacuum

gage or water manometer to the blower

inlet.

h. Adaptor for connecting a fuel-

pressure gage to the fuel manifold-

inlet passage.

i. Adaptor for connecting a pressure

gage or mercury manometer to the turbo-

charger.

In some cases, gages reading in pounds

per square inch or kilopascals are used

for determining pressures while stan-

dard characteristics are given in in-

ches of mercury or inches of water. It

is extremely important that the scale

of such a gage be of low range and

finely divided if accuracy is desired.

This is especially true of a gage read-

ing in psi or kPa, the reading of which

is to be converted to inches of water.

The following conversion factors may be

helpful.

Inches of water = psi x 27.7 inches

Inches of mercury = psi x 2.04 inches

Inches of water kPa x 4.02 inches

Inches of mercury kPa x 0.30 inches

CAUTION

Before starting the run-in or

starting the engine for any

reason following an overhaul,

it is of extreme importance to

observe the instructions on

Preparation to Start Engine

First Time in Chapter II

Operations.

Run-in Procedure

The procedure outlined below will

follow the order of the sample Engine

Test Report.

A. PRESTARTING

1. Fill the lubrication system as

outlined under Lubrication System

Preparation to Start Engine First Time

in Chapter II Operations.

2. Prime the fuel system as outlined

under Fuel System Preparation to

Start Engine First Time in Chapter II

Operations.

3. A preliminary valve clearance

adjustment must be made before the

engine is started. Refer to Exhaust

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TM 5-3895-346-14

ENGINE OVERHAUL

RUN-IN INSTRUCTIONS

may develop will be detected. Since

the engine has just been reconditioned,

this run-in will be a test of the work-

manship of the serviceman who performed

the overhaul. Minor difficulties

should be detected and corrected so

that a major problem will not develop.

After performing the preliminary steps,

be sure all water valves, fuel valves,

etc. are open. Also inspect the ex-

haust system, being sure that it is

properly connected to the engine.

Always start the engine with minimum

dynamometer resistance.

After the engine starts, if using a

water brake type dynamometer, allow

sufficient water, by means of the con-

trol loading valves, into the dyna-

mometer absorption unit to show a

reading of approximately 5 lb ft (7 Nm)

on the torque gage (or 10-15 HP on a

horsepower gage). This is necessary,

on some units, to lubricate the

absorption unit seals and to protect

them from damage.

Set the engine throttle at idle speed,

check the lubricating oil pressure and

check all connections to be sure there

are no leaks.

Refer to the Engine Test Report sample

which establishes the sequence of

events for the test and run-in, and to

the Basic Engine Run-in Schedule which

indicates the speed (rpm), length of

time, and the brake horsepower required

for each phase of the test. Also refer

to the Engine Operating Conditions

Specifications which presents the

engine operating characteristics.

These characteristics will be a guide

for tracing faulty operation or lack of

power.

Engine governors in most cases must be

reset at the maximum full-load speed

designated for the run-in. If a gov-

ernor is encountered which cannot be

adjusted to this speed, a stock gov-

ernor should be installed for the

run-in.

After checking the engine performance

at idle speed and being certain the

engine and dynamometer are operating

properly, increase the engine speed to

half speed and apply the load indicated

on the Basic Engine Run-in Schedule.

The engine should be run at this speed

and load for 10 minutes to allow suf-

ficient time for the coolant tempera-

ture to reach the normal operating

range. Record length of time, speed,

brake horsepower, coolant temperature,

and lubricating oil pressure on the

Engine Test Report.

Run the engine at each speed and rating

for the length of time indicated in the

Basic Engine Run-in Schedule.

This is the basic run-in. During this

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TM 5-3895-346-14

ENGINE OVERHAUL

RUN-IN INSTRUCTIONS

E. FINAL RUN-IN

After all of the tests have been made

and the Engine Test Report is completed

through Section D, the engine is ready

for final test. This portion of the

test and run-in procedure will assure

the engine owner that his engine has

been rebuilt to deliver factory-rated

performance at the same maximum speed

and load which will be experienced in

the installation.

If the engine has been shutdown for one

hour or longer, it will be necessary to

have a warm-up period of 10 minutes at

the same speed and load used for warm-

up in the basic run-in. If piston

rings, cylinder liners, or bearings

have been replaced as a result of find-

ings in the basic run-in, the entire

basic run-in must be repeated as though

the run-in and test procedure were

started anew.

All readings observed during the final

run-in should fall within the range

specified in the Engine Operating

Conditions Specifications and should be

taken at full load unless otherwise

specified. Following is a brief dis-

cussion of each condition to be

observed.

The engine water temperature should be

taken during the last portion of the

basic run-in at full load. It should

be recorded and should be within the

specified range.

The lubricating oil temperature reading

must be taken while the engine is oper-

ating at full load and after it has

been operating long enough for the tem-

perature to stabilize. This temper-

ature should be recorded and should be

within the specified range.

The lubricating oil pressure should be

recorded in psi or kPa after being

taken at engine speeds indicated in

the Engine Operating Conditions

Specifications.

The fuel oil pressure at the fuel

manifold inlet passage should be

recorded and should fall within the

specified range. Fuel pressure should

be recorded at maximum engine speed

during the final run-in.

Check the air box pressure while the

engine is operating at maximum speed

and load. This check may be made by

attaching a suitable gage (0-15 psi or

0-103 kPa) or manometer (15-0-15) to an

air box drain or to a handhole plate

prepared for this purpose. If an air

box drain is used as a source for this

check, it must be clean. The air box

pressure should be recorded in inches

of mercury.

Check the crankcase pressure while the

engine is operating at maximum run-in

speed. Attach a manometer, calibrated

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TM 5-3895-346-14

ENGINE OVERHAUL

RUN-IN INSTRUCTIONS

restriction caused by the air cleaner

and ducting.

Check the normal air intake vacuum at

various speeds (at no-load) and compare

the results with the Engine Operating

Conditions Specifications. Record

these readings on the Engine Test

Report.

Check the exhaust back pressure (except

turbocharged engines) at the exhaust

manifold companion flange or within one

inch of this location. This check

should be made with a mercury manometer

through a tube adaptor installed at the

tapped hole. If the exhaust manifold

does not provide a 1/8 inch pipe-tapped

hole, such a hole can be incorporated

by reworking the exhaust manifold.

Install a fitting for a pressure gage

or manometer in this hole. Care should

be exercised so that the fitting does

not protrude into the stack. On turbo-

charged engines, check the exhaust back

pressure in the exhaust piping 6 to 12

inches from the turbine outlet. The

tapped hole must be in a comparatively

straight area for an accurate measure-

ment . The manometer check should

produce a reading in inches that is

below the Maximum Exhaust Back Pressure

for the engine (refer to Engine

Operating Conditions Specifications).

Turbocharger compressor outlet pressure

and turbine inlet pressures are taken

at full-load and no-load speeds.

Refer to the Engine Run-in Schedule and

determine the maximum rated brake

horsepower and the full-load speed to

be used during the final run-in. Apply

the load thus determined to the dynamo-

meter. If a hydraulic governor is

used, the droop may be adjusted at this

time by following the prescribed pro-

cedure. The engine should be run at

this speed and load for 1/2 hour.

While making the final run-in, the en-

gine should develop, within 5%, the

maximum-rated brake horsepower

indicated for the speed at which it is

operating. If this brake horsepower is

not developed, the cause should be de-

termined and corrections made.

When the above conditions have been

met, adjust the maximum no-load speed

to conform with that specified for the

particular engine. This speed may be

either higher or lower than the maximum

speed used during the basic run-in.

This will ordinarily require a governor

adjustment.

All information required in Section E,

Final Run-in, of the Engine Test Report

should be determined and filled in.

After the prescribed time for the final

run-in has elapsed, remove the load

from the dynamometer and reduce the

engine speed gradually to idle speed

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TM 5-3895-346-14

RUN-IN INSTRUCTIONS

ENGINE OVERHAUL

Date.

Repair Order Number.

ENGINE TEST REPORT

Unit Number

Model Number.

PRIME LUBE

OIL SYSTEM

PRIME FUEL

SYSTEM

3. ADJUST VALVES

TIME

4" INJ.

ADJ.

3< GOV.

ADJUST INJ.

6- RACKS

PRE-STARTING

BASIC ENGINE RUN-IN

BASIC RUN-IN INSPECTION

TIME

WATER

TEMP.

LUBE

OIL

PRESS.

1. Check oil at rocker arm mechanism

RPM

BHP

SPEED

START

STOP

2. Inspect for lube oil leoks

3. Inspect for fuel oil leaks

4. Inspect for woter leaks

5. Check and tighten all external bolts

INSPECTION AFTER BASIC RUN-IN

1. Tiqhten Cylinder Head & Rocker Shaft Bolts

4. Adiust Governor Gap

2. Adiust Valves (Hot)

5. Adiust Injector Rocks

FINAL RUN-IN

TIME

TOP RPM

AIR BOX PRESSURE

FULL LOAD

EXHAUST BACK

PRESSURE F/L

CRANKCASE

PRESSURE F/L

BHP

START

STOP

NO LOAD

FULL LOAD

BLOWER INTAKE

RES. - F/L

FUEL OIL PRESSURE

RET. MAN. F/L

WATER TEMP.

FULL LOAD

LUBE OIL

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL AND OIL SPECIFICATIONS

DIESEL FUEL OILS

GENERAL CONSIDERATIONS

The quality of fuel oil used for high-

speed diesel engine operation is a very

important factor in obtaining satis-

factory engine performance, long engine

life, and acceptable exhaust.

Fuel selected should be completely

distilled material. That is the fuel

should show at least 98% by volume

recovery when subjected to ASTM D-86

distillation. Fuels marketed to meet

Federal Specification VV-F-800 (grades

DF-1 and DF-2) and ASTM Designation

D-975 (grades 1-D and 2-D) meet the

completely distilled criteria. Some of

the general properties of VV-F-800 and

ASTM D-975 fuels are shown below.

Residual fuels and domestic furnace

oils are not considered satisfactory

for Detroit Diesel engines; however,

some may be acceptable. (See Detroit

Diesel Fuel Oil Specifications.)

NOTE

Detroit Diesel Allison does not

recommend the use of drained

lubricating oil as a diesel fuel

oil. Futhermore, Detroit Diesel

Allison will not be responsible

for any engine detrimental effects

which it determines resulted from

this practice.

All diesel fuel oil contains a certain

amount of sulfur. Too high a sulfur

content results in excessive cylinder

FEDERAL SPECIFICATION & ASTM

DIESEL FUEL PROPERTIES

Specification or

VV-F-

ASTM

VV-F-

ASTM

Classification Grade

800

D-975

800

D-975

DF-1

1-D

DF-2

2-D

Flash Point, min.

104F

100F

122F

125F

40C

38C

50C

52C

Carbon Residue (10%

0.15

0.20

0.35

residuum), % max.

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TM 5-3895-346-14

FUEL AND OIL SPECIFICATIONS

ENGINE OVERHAUL

wear due to acid build-up in the lu-

bricating oil. For most satisfactory

engine life, fuels containing less than

0.5% sulfur should be used.

Fuel oil should be clean and free of

contamination. Storage tanks should be

inspected regularly for dirt, water, or

water-emulsion sludge, and cleaned if

contaminated. Storage instability of

the fuel can lead to the formation of

varnish or sludge in the tank. The

presence of these contaminants for

storage instability must be resolved

with the fuel supplier.

DETROIT DIESEL FUEL OIL SPECIFICATIONS

Detroit Diesel Allison designs, de-

velops, and manufactures commercial

diesel engines to operate on diesel

fuels classified by the ASTM as

Designation D-975 (grades 1-D and 2-D).

These grades are very similar to grades

DF-1 and DF-2 of Federal Specification

VV-F-800. Residual fuels and furnace

oils, generally, are not considered

satisfactory for Detroit Diesel en-

gines. In some regions, however, fuel

suppliers may distribute one fuel that

is marketed as either diesel fuel (ASTM

D-975) or domestic heating fuel (ASTM

D-396) sometimes identified as furnace

oil. In this case, the fuel should be

Investigated to determine whether the

properties conform with those shown in

the Fuel Oil Selection Chart presented

in this specification.

The Fuel Oil Selection Chart also will

serve as a guide in the selection of

the proper fuel for various applica-

tions. The fuels used must be clean,

completely distilled, stable, and

noncorrosive. Distillation range,

cetane number, and sulfur content are

three of the most important properties

of diesel fuels that must be controlled

to insure optimum combustion and min-

imum wear. Engine speed, load, and

ambient temperature influence the

selection of fuels with respect to

distillation range and cetane number.

The sulfur content of the fuel must be

as low as possible to avoid excessive

deposit formation, premature wear, and

to minimize the sulfur dioxide exhaust-

ed into the atmosphere.

To assure that the fuel you use meets

the required properties, enlist the aid

of a reputable fuel oil supplier. The

responsibility for clean fuel lies with

the fuel supplier as well as the

operator.

During cold weather engine operation,

the cloud point (the temperature at

which wax crystals begin to form in

diesel fuel) should be 10F (6C) below

the lowest expected fuel temperature to

prevent clogging of the fuel filters by

wax crystals.

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL AND OIL SPECIFICATIONS

FUEL OIL SELECTION CHART

Final

Typical

Application

General Fuel

Classification

Boiling

Cetane

No.

Sulfur

Content

Point

(Max)

(Min)

(Max)

City Buses

No. 1-D

550F

0.30%

(288C)

All Other

Applications

Winter No. 2-D

Summer No. 2-D

675F

(357C)

0.50%

film between moving parts is the pri-

mary requisite of a lubricant. Film

thickness and its ability to prevent

metal-to-metal contact of moving parts

is related to oil viscosity. The opti-

mums for Detroit Diesel engines are

15W-40, or SAE 40 or 30 weight.

High Heat Resistance: Temperature is

the most important factor in determin-

ing the rate at which deterioration or

oxidation of the lubricating oil will

occur. The oil should have adequate

thermal stability at elevated temper-

atures, thereby precluding formation of

harmful carbonaceous and/or ash

deposits.

Control Of Contaminants: The piston

and compression rings must ride on a

film of oil to minimize wear and pre-

vent cylinder seizure. At normal

rates of consumption, oil reaches a

temperature zone at the upper part of

the piston where rapid oxidation and

carbonization can occur. In addition,

as oil circulates through the engine,

it is continuously contaminated by

soot, acids, and water originating from

combustion. Until they are exhausted,

detergent and dispersant additives aid

in keeping sludge and varnish from de-

positing on engine parts. But such

additives in excessive quantities can

result in detrimental ash deposits. If

abnormal amounts of insoluble deposits

form, particularly on the piston in the

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TM 5-3895-346-14

FUEL AND OIL SPECIFICATIONS

ENGINE OVERHAUL

experience with current lubricants of

various types and give consideration to

the commercial lubricants presently

available.

RECOMMENDATION

Detroit Diesel engines have given op-

timum performance and experienced the

longest service life with the following

oil performance levels having the ash

limits and zinc requirements shown.

15W-40 MDLTIGRADE LUBE OIL

Detroit Diesel Allison now approves and

recommends the use of the new genera-

tion 15W-40 lubrication oils, providing

the following ash limits, zinc require-

ments, oil performance levels, and con-

ditions are met:

1. The sulfated ash (ASTM D-874)

content of the lubricant shall not

exceed 1.000% by weight, except lu-

bricants that contain only barium

detergent-dispersant salts where 1.5%

by weight Is allowed.

2. The lubricant shall meet the

performance requirements shown in API

Service Classifications CD/SE.

3. The zinc content (zinc

diorganodithiophosphate) of all the

lubricants recommended for use in

Detroit Diesel engines shall be a

minimum of 0.07% by weight. However,

the zinc requirement is waived where

EMD lubricants are used.

4. Evidence of satisfactory perfor-

mance in Detroit Diesel engines has

been shown to the customer and to

Detroit Diesel Allison by the oil

supplier.

10W-30, 20W-40 & OTHER MDLTIGRADE OILS

Detriot Diesel Allison does NOT approve

any multigrade oils, except the new

generation 15W-40 lubricants previously

described. Although lubricants such as

10W-30 and 20W-40 are commercially

available, the performance of their

additive systems has not been demon-

strated in Detroit Diesel engines.

Since properties such as sulfated ash

are affected in formulating these

multigrade compounds, their use cannot

be approved.

SAE-40 & SAE-30 SINGLE GRADE LUBRICANTS

Detroit Diesel Allison continu.es to

approve SAE-40 and SAE-30 lube oils,

providing they meet the 1.000% maximum

sulfated ash limit, the 0.07% by weight

minimum zinc content, and the following

API Service Classifications:

API Letter

Code Service

Military

SAE

Class.

Specification

Grade

MIL-L-2104A

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL AND OIL SPECIFICATIONS

EMD (RR) OILS

Lubricants qualified for use in

Electro-Motive Division (EMD) diesel

engines may be used in Detroit Diesel

engines provided the sulfated ash (ASTM

D-874) content does not exceed 1.000%

by weight. These lubricants are fre-

quently desired for use in applica-

tions where both Detroit Diesel and

Electro-Motive powered units are op-

erated. These fluids may be described

as SAE-40 lubricants that possess medi-

um Viscosity Index properties and do

not contain any zinc additives.

SYNTHETIC OILS

Synthetic lubricants may be used in

Detroit Diesel engines provided the ash

limit, zinc requirements, and speci-

fied oil performance levels (for ex-

ample, CD/SE or MIL-L-2104B, etc.)

shown elsewhere in this specification

are met. Viscosity grades 15W-40 or

SAE-40 or SAE-30 are recommended.

EVIDENCE OF SATISFACTORY PERFORMANCE

Detroit Diesel Allison has referred to

evidence of satisfactory performance in

its lubricant specifications. Detroit

Diesel Allison uses controlled field

test oil evaluation programs to deter-

mine the performance of lubricants.

The following briefly describes one

method Detroit Diesel Allison uses to

evaluate lubricating oil performance.

This method may be used as a guideline

for oil suppliers with candidate

lubricants for Detroit Diesel engines.

1. Select five highway truck (72,000

lbs GCW) units in the same fleet power-

ed by Detroit Diesel engines. Operate

these on the candidate 15W-40 motor oil

for 200,000 miles.

2. Select five "sister" highway

trucks in the same fleet to operate on

a reference SAE-30 or SAE-40 grade

lubricant having a history of good

performance in Detroit Diesel engines.

3. Operate the 10 oil test engines

for 200,000 miles each. Monitor the

oil and fuel consumption during the

test period. Record any serious

mechanical problems experienced.

Disassemble all ten engines at the

conclusion of the 200,000 mile period

and compare the following:

Ring sticking tendencies and/or

ring conditions.

Piston skirt and cylinder liner

scuffing.

Exhaust valve face and stem

deposits.

Overall wear levels.

4. The results obtained from a new

candidate 15W-40 lubricant should be

comparable to or better than those

obtained from SAE 30 or 40 oils.

401

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TM 5-3895-346-14

FUEL AND OIL SPECIFICATIONS ENGINE OVERHAUL

ENGINE OIL CLASSIFICATION SYSTEM

OIL

The American Petroleum Institute (API),

the Society of Automotive Engineers

(SAE), and the American Society for

Testing and Materials (ASTM) jointly

have developed the present commercial

system for designating and identifying

motor oil classifications. The table

below shows a cross-reference of cur-

rent commercial and military lube oil

identification and specification

systems.

NOTE

MIL-L-2104B lubricants are ob-

solete for Military service

applications only. MIL-L-2104B

lubricants are currently mar-

keted and readily available

for commercial use.

Consult the following publications for

complete descriptions:

Oil change intervals are dependent upon

the various operating conditions of the

engines and the sulfur content of the

diesel fuel used. Oil drain intervals

in all service applications may be

increased or decreased with experience

using a specific lubricant, while also

considering the recommendations of the

oil supplier. Generally, the sulfur

content of diesel fuels supplied

throughout the U.S.A and Canada are

low (i.e., less than 0.5% by weight -

ASTM D-129 or D-1552 or D-2622).

Fuels distributed in some overseas

locations may contain higher concen-

trations of sulfur, the use of which

will require reduced lube oil drain

intervals.

Industrial Series 53 Naturally

Aspirated Engines

1. Society of Automotive Engineers

(SAE) Technical Report J-183a.

2. Federal Test Method Standard

791a.

Series 53, 71, and 92 engines, in

industrial service, should be started

with 150-hour oil change periods. The

oil drain intervals may be extended if

supported by used oil analyses.

CROSS REFERENCE OF LUBE OIL

CLASSIFICATION SYSTEM

API CODE

LETTERS

Comparable Military or Commercial Industry Specification

MIL-L-2104A

Supplement 1

MIL-L-2104B (see note below)

MIL-L-45199B (Series B)

MIL-L-46152 (supersedes MIL-L-2104B for Military only)

MIL-L-2104C (supersedes MIL-L-45199B for Military only)

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL AND OIL SPECIFICATIONS

Used Lube Oil Analysis Warning Values

The presence of ethylene glycol in the

oil is damaging to the engine. Its

presence and need for an oil change and

for corrective maintenance action may

be confirmed by glycol detector kits

which are commercially available.

Fuel dilution of the oil may result

from loose fuel connections or from

prolonged engine idling. A fuel

dilution exceeding 2.5% of volume

indicates an immediate need for an oil

change and corrective maintenance

action. Fuel dilution may be confirmed

by ASTM D-322 test procedure performed

by oil suppliers or independent

laboratories.

In addition to the above consider-

ations, if any of the following occur,

the oil should be changed:

1. The viscosity at 100F of a used

oil sample is 40% greater than the

viscosity of the unused oil measured at

the same temperature (ASTM D-445 and

D-2161).

2. The iron content is greater than

150 parts per million.

3. The coagulated pentane insolubles

(total contamination) exceed 1.00% by

weight (ASTM D-893).

4. The total base number (TBN) is

less than 1.0 (ASTM D-664).

NOTE

The sulfur content of the diesel

fuel used will influence the alka-

linity of the lube oil. With high

sulfur fuels, the oil drain inter-

val will have to be shortened to

avoid excessive acidity in the lube

oil.

LUBE OIL FILTER ELEMENT CHANGES

Full-Flow Filters

A full-flow oil filtration system is

used in all Detroit Diesel engines. To

ensure against physical deterioration

of the filter element it should be

replaced at a maximum of 25,000 miles

for on-highway vehicles or at each oil

change period, whichever occurs first.

For all other applications, the filter

should be replaced at a maximum of 500

hours or at each oil change period,

whichever occurs first.

By-Pass Filters

Auxiliary by-pass lube oil filters are

not required on Detroit Diesel engines.

STATEMENT OF POLICY ON FUEL AND

LUBRICANT ADDITIVES

In answer to requests concerning the

use of fuel and lubricating oil

additives, the following excerpt has

been taken from a policy statement of

General Motors Corporation:

"It has been and continues to be

General Motors policy to build

motor vehicles that will operate

satisfactorily on the commercial

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TM 5-3895-346-14

FUEL AND OIL SPECIFICATIONS

ENGINE OVERHAUL

NOTE

The manufacturer's warranty appli-

cable to Detroit Diesel engines

provides in part that the pro-

visions of such warranty shall not

apply to any engine unit which has

been subject to misuse, negligence

or accident. Accordingly, malfunc-

tions attributable to neglect or

failure to follow the manufac-

turer's fuel or lubricating recom-

mendations may not be within the

coverage of the warranty.

SERVICE AND INSPECTION INTERVALS

Generally, operating conditions will

vary for each engine application, even

with comparable mileage or hours and

therefore, maintenance schedules can

vary. A good rule of thumb for piston

ring and liner inspections, however,

would be at 45,000 miles or 1500 hours

for the first such inspection and at

30,000 miles or 1000 hour intervals

thereafter.

404

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TM 5-3895-346-14

ENGINE OVERHAUL

COOLANT SPECIFICATIONS

COOLANT

Engine coolant is considered as any

solution which is circulated through

the engine to provide the means for

heat transfer from the different engine

components. In general, water con-

taining various materials in solution

is used for this purpose.

The function of the coolant is basic to

the design and to the successful oper-

ation of the engine. Therefore, cool-

ant must be carefully selected and

properly maintained.

COOLANT REQUIREMENTS

A suitable coolant solution must meet

the following basic requirements:

1. Provide for adequate heat

transfer.

2. Provide a corrosion-resistant

environment within the cooling system.

3. Prevent formation of scale or

sludge deposits in the cooling system.

4. Be compatible with the cooling

system hose and seal materials.

5. Provide adequate freeze protec-

tion during cold weather operation.

The first four requirements are sat-

isfied by combining a suitable water

with reliable inhibitors. When oper-

ating conditions dictate the need for

freeze protection, a solution of

suitable water and a permanent-type

antifreeze containing adequate inhi-

bitors will provide a satisfactory

coolant.

WATER

Any water, whether of drinking quality

or not, will produce a corrosive envi-

ronment in the cooling system. Also,

scale deposits may form on the internal

surfaces of the cooling system due to

the mineral content of the water.

Therefore, water selected as a coolant

must be properly treated with inhi-

bitors to control corrosion and scale

deposits.

To determine if a particular water is

suitable for use as a coolant when

properly inhibited, the following

characteristics must be considered:

the concentration of chlorides,

sulfates, total hardness, and dissolved

solids. Chlorides and/or sulfates tend

to accelerate corrosion, while hardness

(percentage of magnesium and calcium

present) causes deposits of scale.

Total dissolved solids may cause scale

deposits, sludge deposits, corrosion,

or a combination of these. Chlorides,

sulfates, magnesium, and calcium are

among but not necessarily all the

materials which makeup dissolved

solids. Water, within the limits

specified in Tables 1 and 2 of Fig. 1,

is satisfactory as an engine coolant

when proper inhibitors are added.

CORROSION INHIBITORS

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TM 5-3895-346-14

COOLANT SPECIFICATIONS ENGINE OVERHAUL

TABLE 1

PARTS PER

GRAINS PER

MILLION

GALLON

Chlorides iMaximum!

2.5

Sulfates iMaximumi

100

S.K

Total Dissolved Solids i Maximum I

Total Hardness i Maximum I

170

Refer lo Table 2 for evaluation of

water intended for use in a

coolant solution.

TABLE 2

Determine The Concentrations

Of Chlorides. Sulfates. And

Total Dissolved Solids

In The Water

Chlorides Under 40 ppm

And

Sulfates Under 100 ppm

And

Total Dissolved Solids

Under 340 ppm

Determ

Hardness 0

ne Total

f The Water

Chlorides Over 40 ppm

Sulfates Over 100 ppm

Total Dissolved Solids

Over .V40 ppm

Distill. De-mineralize

Or De-ionize The Water

Total Hardness

Under 170 ppm

Total Hardness

Over 170 ppm

Soften

The Water

Water Suitable For

Use in Coolant

Plus Inhibitors

Water Suitable For

Use In Coolant

Pius Inhibitors

Figure 1. Water Characteristics

considerations, has deemphasized their

use in favor of nonchromates. Care

should be exercised in handling these

materials due to their toxic nature.

Chromate inhibitors should not be used

in permanent-type antifreeze solutions.

Chromium hydroxide, commonly called

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TM 5-3895-346-14

ENGINE OVERHAUL

COOLANT SPECIFICATIONS

INHIBITOR SYSTEMS

An inhibitor system (Fig. 3) is a

combination of chemical compounds which

provide corrosion protection, pH

Inhibitor or

Inhibitor System

Sodium chromate

Potassium dichromate

Perry filter elements:

5020 (type OS)

S-453 (Spin-on)

S-373 (Spin-on)

5070 (type OS)

S-473 (Spin-on)

Lenroc filter element

Fleetguard filter elements:

DCA (canister)

DCA (Spin-on)

AC filter elements:

DCA (canister)

DCA (Spin-on)

Luber-Finer filter elements:

LW-4739 (canister)

LFW-4744 (spin-on)

Nalcool 2000 (liquid)

Perry LP-20 (liquid)

Sy-Cool (liquid)

Lubercool (liquid)

DuBois Chemicals IWT-48

(liquid)

Norman Chemicals C15

(liquid)

Aqua-Tane (liquid)

Corrosion

Inhibitor

Type

Chromate

Nonchromate

control, and water softening ability.

Corrosion protection is discussed under

the heading Corrosion Inhibitors. The

pH control is used to maintain an acid-

free solution. The water softening

Inhibitor Compatability

Complete Ethylene

Inhibitor Glycol

Base

System Water Antifreeze

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TM 5-3895-346-14

COOLANT SPECIFICATIONS

ENGINE OVERHAUL

ability deters formation of mineral

deposits. Inhibitor systems are avail-

able in various forms such as coolant

filter elements, liquid, and dry bulk-

inhibitor additives, and as an integral

part of permanent antifreeze.

Coolant Filter Elements

Replaceable elements are available with

various chemical inhibitor systems.

Compatibility of the element with other

ingredients of the coolant solution

cannot always be taken for granted.

Problems have developed from the use of

the magnesium lower support plate used

by some manufacturer's in their coolant

filters. The magnesium plate will be

attacked by solutions which will not be

detrimental to other metals in the

cooling system. The dissolved mag-

nesium will be deposited in the hottest

zones of the engine where heat transfer

is most critical. The use of an alu-

minum or zinc support plate in prefer-

ence to magnesium is recommended to

eliminate the potential of this type of

deposit.

High-chloride coolants will have a

detrimental effect on the water sof-

tening capabilities of systems using

ion-exchange resins. Accumulations of

calcium and magnesium ions removed from

the coolant and held captive by the

zeolite resin can be released into the

coolant by a regenerative process

caused by high chloride content

solutions.

Bulk Inhibitor Additives

Commercially packaged inhibitor systems

are available which can be added di-

rectly to the engine coolant or to bulk

storage tanks containing coolant so-

lution. Both chromate and nonchromate

systems are available and care should

be taken regarding inhibitor compati-

bility with other coolant constituents.

Nonchromate inhibitor systems are

recommended for use in Detroit Diesel

engines. These systems can be used

with either water or permanent-type

antifreeze solutions and provide cor-

rosion protection, pH control and water

softening. Some nonchromate inhibitor

systems offer the additional advantage

of a simple on-site test to determine

protection level and, since they are

added directly to the coolant, require

no additional hardware or plumbing.

ANTIFREEZE

When freeze protection is required, a

permanent-type antifreeze must be used.

An inhibitor system is included in this

type of antifreeze and no additional

inhibitors are required on initial fill

if a minimum antifreeze concentration

of 30% by volume is used. Solutions of

less than 30% concentration do not pro-

vide sufficient corrosion protection.

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TM 5-3895-346-14

ENGINE OVERHAUL

COOLANT SPECIFICATIONS

320

300

280

260

240

220

T 200

^ 180

E 160

A 140

U '20

E 100

'Fl

-20

-40

-60

-80

-90

-100

BOILING POINTS

- FR

EEZI

NG P

OIN"

RECOMMENDED

:ONCENTRATION

RANGE 30-67%

160

149

138

127

116

104

93 T

82 M

71 E

60 A

49 u

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TM 5-3895-346-14

COOLANT SPECIFICATIONS

ENGINE OVERHAUL

9. Do not mix ethylene glycol base

antifreeze with methoxy propanol base

antifreeze in the cooling system.

10. Do not use an antifreeze

containing sealer additives.

11. Do not use methyl alcohol base

antifreeze.

12. Use extreme care when removing

the coolant pressure control cap.

410

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE TUNEUP

ENGINE TUNEUP PROCEDURES

There is no scheduled interval for

performing an engine tuneup. As long

as the engine performance is satis-

factory, no tuneup should be needed.

Minor adjustments in the valve and

injector operating mechanism, governor,

etc. should only be required period-

ically to compensate for normal wear on

parts.

To comply with emissions regulations

for on-highway vehicle engines; in-

jector timing, exhaust valve clearance,

engine idle and no-load speeds, throt-

tle delay or fuel modulator settings

must be checked and adjusted, if

necessary, at 50,000 mile intervals

(refer to Preventive Maintenance).

The type of governor used depends upon

the engine application. Since each

governor has different characteristics,

the tuneup procedure varies accord-

ingly. The following types of gover-

nors are used:

1. Limiting speed mechanical.

2. Variable speed mechanical.

3. Constant speed mechanical.

4. Hydraulic.

The mechanical governors are identified

by a name plate attached to the gover-

nor housing. The letters D.W.-L.S

stamped on the name plate denote a

double-weight limiting speed governor.

A single-weight variable speed governor

name plate is stamped S.W.-V.S.

Normally, when performing a tuneup on

an engine in service, it is only nec-

essary to check the various adjustments

for a possible change in the settings.

However, if a cylinder head, governor,

or injectors have been replaced or

overhauled, then certain preliminary

adjustments are required before the

engine is started.

The preliminary adjustments consist of

the first four items in the tuneup se-

quence. The procedures are the same

except that the valve clearance is

greater for a cold engine.

NOTE

If a supplementary governing

device, such as a load limit

device, is used, it must be

disconnected prior to the

tuneup. After the governor

and injector rack adjustments

are completed, the supplemen-

tary governing device must be

reconnected and adjusted.

To tuneup an engine completely, perform

all of the adjustments in the appli-

cable tuneup sequence given below after

the engine has reached normal operating

temperature. Since the adjustments are

normally made while the engine is stop-

ped, it may be necessary to run the

engine between adjustments to maintain

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TM 5-3895-346-14

ENGINE TUNEUP

1. Adjust the exhaust valve

clearance.

2. Time the fuel injectors.

3. Adjust the governor gap.

4. Position the injector rack-

control levers.

5. Adjust the maximum no-load speed.

ENGINE OVERHAUL

6. Adjust the idle speed.

7. Adjust the buffer screw.

8. Adjust the throttle-booster

spring (variable speed governor only).

9. Adjust the supplementary

governing device, if used.

412

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TM 5-3895-346-14

ENGINE OVERHAUL

ENGINE TUNEUP

EMISSION REGULATIONS FOR ON-HIGHWAY VEHICLE ENGINES

On-highway vehicle and coach engines

built by Detroit Diesel Allison are

certified to be in compliance with

Federal and California Emission

Regulations established for each model

year beginning with 1970.

Engine certification is dependent on

five physical characteristics:

1. Fuel injector type.

2. Maximum full-load engine speed.

3. Camshaft timing.

4. Fuel injector timing.

5. Throttle delay (orifice size).

Tables 1 through 6 summarize all of the

pertinent data concerning the specific

engine configurations required for each

model year.

When serviced, all on-highway vehicle

and coach engines should comply with

the specifications for the specific

model year in which the engine was

built.

Trucks in a fleet containing engines of

various model years can be tuned to the

latest model year, provided the engines

have been updated to meet the specifi-

cations for that particular year.

TABLE 1 (1970-1973 Engines)

Year

1970

1971

1972

1973

Engines

4-53N

Injectors

N40

N45

N50

N40

N45

N50

N40

N45

N50

C40

C45

C50

Maximum Full-load

Engine Speed t

2800

2800'

Camshaft Timing

Adv.

Injector Timing =j=

1.460 inches

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TM 5-3895-346-14

ENGINE TUNEUP

ENGINE OVERHAUL

TABLE 2 (1974-1976 Engines)

Year

1974

1975

1976

Engines

4-53N

Injectors

C40

C45

C50

Maximum Full-load Engine Speed*

2800

Camshaft Timing

Adv.

Injector Timingt

1.470 inches

Timing Gage

J 24236

Throttle Delay

Yes*

Yesf

Yield Link

Yes

*No-Load engine speed will vary with injector size and governor type.

TThe adjusted height of the fuel injector follower in relation to the injector

body.

$0,250 inch diameter fill hole 0.016 inch diameter discharge orifice.

414

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TM 5-3895-346-14

ENGINE OVERHAUL

TABLE 3 (1977 Engines)

ENGINE TUNEDP

Engine

4-53N

(a) Injectors

C40

C45

C50

(a) Maximum Rated Speed

2800

(a) Minimum Rated Speed

2800 (C40)

2400 (C45)

2500 (C50)

Gear Train Timing

Adv.

Injector Timing

1.470 inches

Timing Gage

J 24236

Throttle

(e)

Yield Link

Yes

Setting

0.454 inch

Liner Port Height

Compression Ratio

Blower Drive Ratio

0.840 inch

21:1

2.487:1

Governor Type

Limiting Speed

Thermostat

170-180F(77-82C)

Nominal Opening Temperature

(a) Not to exceed injector size and maximum operating speed that has been

established. No-load speed will vary with injector size and governor type.

(e) Large fill hole (0.250 inch dia.) 0.016-inch discharge orifice. Use a minimum

idle speed at 500 rpm on all engines.

415

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TM 5-3895-346-14

ENGINE TDNEUP

ENGINE OVERHAUL

TABLE 4 (1978 Engines)

1978 CALIFORNIA CERTIFIED

AUTOMOTIVE CONFIGURATIONS

1978 FEDERAL CERTIFIED

AUTOMOTIVE CONFIGURATIONS

Engine

Families

4-53TC

Engine Families

4L-53N

Injectors (a)

5A55

5A60

Injectors (a)

C40

C45

C50

APPROVED CONSTANT

HORSEPOWER FOR TTAC ENGINES

APPROVED CONSTANT

HORSEPOWER FOR TT & TTA ENGINES'

MAXIMUM (b)

FULL LOAD SPEED

2500

MAXIMUM FULL

LOAD SPEED (b)

2800

MINIMUM FULL

LOAD SPEED

2500

MINIMUM FULL

LOAD SPEED

2400

CAMSHAFT

LOBE POSITION

CAMSHAFT

LOBE POSITION

STD

ADV.

INJECTOR

TIMING

5A55-1-496

5A60-1-508

INJECTOR

TIMING

1.470

THROTTLE DELAY

YIELD LINK

Fuel

THROTTLE DELAY

YIELD LINK

(e)

REQ

Modulator

TURBOCHARGER

A/R

T04B98

TURBOCHARGER

A/R

3LM353

2.7 sq. in.

(a) Not to exceed injector size and maximum operating speed that has been

established. No-load speed will vary with injector size and governor type.

(b) No-load engine speed will vary with injector size and governor type,

(e) Large fill hole (0.250 inch dia.) 0.016-inch discharge orifice.

Use a minimum idle speed of 500 rpm on all engines.

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TM 5-3895-346-14

EXHAUST-VALVE CLEARANCE ADJUSTMENT

ENGINE OVERHAUL

EXHADST-VALVE CLEARANCE ADJUSTMENT

The correct exhaust-valve clearance at

normal engine operating temperature is

important for smooth, efficient opera-

tion of the engine.

Insufficient valve clearance can result

in loss of compression, misfiring cyl-

inders, and eventually burned valve

seats and valve seat inserts. Exces-

sive valve clearance will result in

noisy operation, increased valve face

wear, and valve lock damage.

Whenever the cylinder head is over-

hauled, the exhaust valves are recondi-

tioned or replaced, or the valve opera-

ting mechanism is replaced or disturbed

in any way, the valve clearance must

first be adjusted to the cold setting

to allow for normal expansion of the

engine parts during the engine warmup

period. This will ensure a valve

setting that is close enough to the

specified clearance to prevent damage

to the valves when the engine is

started.

All of the exhaust valves may be

adjusted in firing order sequence

during one full revolution of the

crankshaft. Refer to the General

Specifications at the front of the

manual for the engine firing order.

Valve Clearance Adjustment

(Cold Engine)

1. Remove the loose dirt from the

valve rocker cover and remove the

cover.

2. Place the governor speed control

lever in the idle speed position. If a

stop lever is provided, secure it in

the stop position.

3. Rotate the crankshaft, manually

or with the starting motor, until the

injector follower is fully depressed on

the particular cylinder to be adjusted.

CAUTION

If a wrench is used on the crank-

shaft bolt at the front of the

engine, do not turn the crankshaft

in the left-hand direction of rota-

tion or the bolt may be loosened.

4. Loosen the exhaust valve, rocker

arm, push rod locknut.

5. Place a 0.027-inch feeler gage,

J 9708-01, between the end of one ex-

haust valve stem and the rocker arm

bridge (Fig. 1). Adjust the push rod

to obtain a smooth pull on the feeler

gage.

6. Remove the feeler gage. Hold the

push rod with a 5/16-inch wrench and

tighten the locknut with a 1/2-inch

wrench.

7. Recheck the clearance. At this

time, if the adjustment is correct, the

0.025-inch gage will pass freely

Figure 1. Adjusting Valve Clearance

(Four-Valve Head)

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TM 5-3895-346-14

ENGINE OVERHAUL

EXHAUST-VALVE CLEARANCE ADJUSTMENT

between the end of one valve stem and

the rocker arm bridge but the 0.027-

inch gage will not pass through.

Read jut the push rod, if necessary.

8. Adjust and check the remaining

exhaust valves in the same manner as

above .

Valve Clearance Adjustment (Hot Engine)

Maintaining normal engine operating

temperature is particularly important

when making the final exhaust valve

clearance adjustment. If the engine is

allowed to cool before setting any of

the valves, the clearance, when running

at full load, may become insufficient.

1. With the engine at normal

operating temperature (refer to Engine

Operating Conditions Specifications),

recheck the exhaust-valve clearance

with feeler gage J 9708-01. At this

time, if the valve clearance is cor-

rect, the 0.023-inch gage will pass

freely between the end of one valve

stem and the rocker arm bridge but the

0.025-inch feeler gage will not pass

through. Readjust the push rod, if

necessary.

2. After the exhaust-valve clearance

has been adjusted, check the fuel

injector timing (Fuel Injector Timing).

Check Exhaust-Valve Clearance

Adjustment

1. With the engine operating at

100F (38C) or less, check the valve

clearance.

2. If a 0.026-inch feeler gage (J

9708-01) 0.006 inch will pass between

the valve stem and the rocker arm

bridge, the valve clearance is satis-

factory. If necessary adjust the push

rod.

419

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TM 5-3895-346-14

FUEL INJECTOR TIMING

ENGINE OVERHAUL

FUEL INJECTOR TIMING

To time an injector properly, the

injector follower must be adjusted to a

definite height in relation to the

injector body.

All of the injectors can be timed in

firing order sequence during one full

revolution of the crankshaft. Refer to

the General Specifications at the front

of the manual for the engine firing

order.

Time Fuel Injector

After the exhaust-valve clearance has

been adjusted (Exhaust-Valve Clearance

Adjustment), time the fuel injectors as

follows:

1. Place the governor speed control

lever in the idle speed position. If a

stop lever is provided, secure it in

the stop position.

2. Rotate the crankshaft, manually

or with the starting motor, until the

exhaust valves are fully depressed on

the particular cylinder to be timed.

CAUTION

If a wrench is used on the crank-

shaft bolt at the front of the

engine, do not turn the crank-

shaft in a left-hand direction of

rotation or the bolt may be

loosened.

3. Place the small end of the

injector timing gage in the hole

provided in the top of the injector

body with the flat of the gage toward

Figure 1. Timing Fuel Injector

the injector follower (Fig. 1). Refer

to Table 1 for the correct timing gage

(for vehicle engines, refer to Engine

Tuneup).

4. Loosen the injector, rocker arm,

push rod locknut.

5. Turn the push rod and adjust the

injector rocker arm until the extended

part of the gage will just pass over

the top of the injector follower.

6. Hold the push rod and tighten the

locknut. Check the adjustment and, if

necessary, readjust the push rod.

7. Time the remaining injectors in

the same manner as outlined above.

8. If no further engine tuneup is

required, install the valve rocker

cover, using a new gasket.

420

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TM 5-3895-346-14

ENGINE OVERHAUL

FUEL INJECTOR TIMING

TABLE 1

Timing

Camshaft

Injector

Dimension

Gage

Timing

Engine

1.484 inches

J 1242

Standard

1.484 inches

J 1242

Standard

S40

1.460 inches

J 1853

Standard

S45

1.460 inches

J 1853

Standard

N35

1.460 inches

J 1853

N40

1.460 inches

J 1853

Standard

53N

N45

1.460 inches

J 1853

Standard

53N

N50

1.460 inches

J 1853

Standard

53N

*For automotive applications, refer to Engine Tuneup.

421

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TM 5-3895-346-14

GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

ENGINE OVERHAUL

GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

After adjusting the exhaust valves and

timing the fuel injectors, adjust the

governor (Fig. 1) and the injector rack

control levers.

Preliminary Governor Adjustments

1. Clean the governor linkage and

lubricate the ball joints and bearing

surfaces with clean engine oil.

2. Back out the buffer screw until

it projects 9/16 inch from the boss on

the control housing.

3. Back out the booster spring

eyebolt until it is flush with the

outer locknut.

Adjust Variable Speed Spring Tension

1. Adjust the variable speed spring

eyebolt until 1/8 inch of the threads

project from the outer locknut (Fig.

2).

2. Tighten both locknuts to retain

the adjustment.

Figure 1. Variable Speed Open Linkage

Governor Mounted on Engine

NOTE

This setting of the eyebolt will

produce approximately 7% droop in

engine speed from no-load to full-

load .

Figure 2. Adjusting Governor Spring

Eyebolt

422

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TM 5-3895-346-14

ENGINE OVERHAUL

GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

Position Injector Rack Control Levers

The position of the injector control

racks must be correctly set in relation

to the governor. Their position deter-

mines the amount of fuel injected into

each cylinder and ensures equal distri-

bution of the load. Adjust the rear

injector rack control lever first to

establish a guide for adjusting the

remaining levers.

1. Remove the valve rocker cover.

2. Disconnect the fuel rod at the

stop lever.

3. Loosen all of the inner and outer

injector rack control lever adjusting

screws. Be sure all of the injector

rack control levers are free on the

injector control tube.

4. Move the speed control lever to

the maximum speed position.

Pigure 3. Adjusting Injector Rack

Control Lever Adjusting Screws

5. Adjust the rear cylinder injector

rack control lever adjusting screws

(Fig. 3) until both screws are equal in

height and tight on the injector

control tube.

6. Move the rear injector control

rack into the full-fuel position and

note the clearance between the fuel rod

and the cylinder headbolt. The clear-

ance should be 1/32 inch or more. If

necessary, readjust the injector rack

adjusting screws until a clearance of

at least 1/32 to 1/16 inch exists.

Tighten the adjustment screws.

7. Loosen the nut which locks the

ball joint on the fuel rod. Hold the

fuel rod in the full-fuel position and

adjust the ball joint until it is

aligned and will slide on the ball stud

on the stop lever (Fig. 4). Position

the shutdown cable clip and tighten the

fuel rod locknut to retain the

adjustment.

8. Check the adjustment by pushing

the fuel rod toward the engine and make

sure the injector control rack is in

the full-fuel position. If necessary,

readjust the fuel rod.

9. Manually hold the rear injector

rack in the full-fuel position, with

the lever on the injector control tube,

Figure 4. Adjusting Fuel Rod Length

423

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TM 5-3895-346-14

GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

ENGINE OVERHAUL

and turn the inner adjusting screw of

the adjacent injector rack control

lever down until the injector rack

moves into the full-fuel position.

Turn the outer adjusting screw down

until it bottoms lightly on the in-

jector control tube. Then alternately

tighten both the inner and outer ad-

justing screws.

CAUTION

Overtightening of the injector

rack control lever adjusting

screws during installation or

adjustment can result in damage

to the injector control tube.

The recommended torque of the

adjusting screws is 24-36 in. lb.

10. Recheck the rear injector rack

to be sure that it has remained snug on

the ball end of the rack control lever

while adjusting the adjacent injector

rack. If the rack of the rear injector

has become loose, back off the inner

adjusting screw slightly on the adja-

cent injector rack control lever and

tighten the outer adjusting screw.

When the settings are correct, the

racks of both injectors must be snug on

the ball end of their respective

control levers.

11. Position the remaining injector

rack control levers as outlined in

Steps 9 and 10.

Adjust Engine Idle Speed

1. Make sure the stop lever is in

the run position and place the speed

control lever in the idle position.

2. With the engine operating, loosen

the locknut and turn the idle speed

adjusting screw (Fig. 5) in or out

until the engine idles at the recom-

mended speed. The recommended idle

speed is 550 rpm. However, the idle

speed may vary with special engine

applications.

Figure 5. Adjusting Idle Speed

3. Hold the idle speed adjusting

screw and tighten the locknut.

Adjust Maximm No-Load Speed

1. With the engine running, move the

speed control lever to the maximum

speed position. Use an accurate

tachometer to determine the no-load

speed of the engine.

CAUTION

Do not overspeed the engine.

2. Loosen the locknut and adjust the

maximum speed adjusting screw (Fig. 6)

until the required no-load speed is

obtained.

3. Hold the adjusting screw and

tighten the locknut.

Adjust Buffer Screw

1. With the engine running at idle

speed, turn the buffer screw in

(Fig. 7) so that it contacts the stop

424

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TM 5-3895-346-14

ENGINE OVERHAUL

GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

Figure 6. Adjusting Maximum No-Load

Engine Speed

Figure 7. Adjusting Buffer Screw

lever as lightly as possible and still

eliminates engine roll.

CAUTION

Do not raise the engine idle speed

more than 20 rpm with the buffer

screw. Check the maximum no-load

speed to make sure it has not in-

creased over 25 rpm by the buffer

screw setting.

Adjust Governor Booster Spring

The governor booster spring is used on

some engines to reduce the force

necessary to move the speed control

lever from the idle speed position to

the maximum speed position. Adjust the

booster spring as follows:

1. Move the speed control lever to

the idle speed position.

2. Reduce the tension on the booster

spring, if not previously performed, to

the minimum by backing off the outer

locknut (Fig. 8) until the end of the

booster spring eyebolt is flush with

the end of the nut.

3. Adjust the eyebolt in the slot in

the bracket so that an imaginary line

through the booster spring will align

with an imaginary centerline through

the speed control shaft. Secure the

locknuts on the eyebolt to retain the

adjustment.

4. Move the speed control lever to

the maximum speed position and note the

force required. To reduce the force,

back off the inner locknut and tighten

the outer locknut to increase the

tension on the booster spring.

CAUTION

Before tightening the locknuts,

reposition the booster spring

as in Step 3.

425

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TM 5-3895-346-14

GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

ENGINE OVERHAUL

Figure 8. Adjusting Booster Spring

The setting is correct when the speed

control lever can be moved from the

idle-speed position to the maximum

speed position with a constant force,

while the engine is running, and when

released it will return to the idle-

speed position.

Adjust Engine Speed Droop

The adjustment of the spring tension as

outlined in Adjust Variable Speed

Spring Tension will result in approx-

imately 7% droop from the maximum

no-load speed to the full-load speed.

This is the optimum droop setting for

most applications. However, the droop

may be changed as necessary for a

particular engine application.

1. Lower the speed droop by

increasing the spring tension.

2. Raise the speed droop by

decreasing the spring tension.

NOTE

A change in the variable speed

spring tension will change the

engine idle speed and maximum

no-load speed, which must also be

readjusted.

426

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TM 5-3895-346-14

ENGINE OVERHAUL

PREVENTIVE MAINTENANCE

ENGINE

LUBRICATION AND PREVENTIVE MAINTENANCE

The Lubrication and Preventive Maintenance Schedule is intended as a guide

for establishing a preventive maintenance schedule. The suggestions and

recommendations for preventive maintenance should be followed as closely

as possible to obtain long life and best performance from a Detroit Diesel

engine. The intervals indicated on the chart are time or miles (in thou-

sands) of actual operation.

MAINTENANCE SCHEDULE EXPLANATION

The time or mileage increments shown apply only to the maintenance func-

tion described. These functions should be coordinated with other regular-

ly scheduled maintenance such as chassis lubrication.

The daily instructions pertain to routine or daily starting of an engine

and not to a new engine or one that has not been operated for a consider-

able period of time. For new or stored engines, carry out the instructions

given in Preparation to Start Engine First Time in chapter II Operations.

427

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TM 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

DAILY

Lubricating Oil

Fuel Tank

Fuel Lines

Cooling System

EMISSION CONTROL

3000 MILE INTERVALS

MAINTENANCE

Battery

Tachometer Drive

SERVICE

CHART'

4000-6000 MILE INTERVALS

(VEHICLE 1

3NGIN1

SS)

Drive Belts

Throttle Control

15,000 MILE

INTERVALS

(2.)

Fuel Tank

25,000 MILE

INTERVALS

10.

Lubricating Oil Filter

6 MOl

IS OR 10,000

MONTHS

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TM 5-3895-346-14

ENGINE OVERHAUL

PREVENTIVE MAINTENANCE

6 MONTHS OR 10,000

MONTHS

MILK INTERVALS

MILES (1000)

100

26. - Engine & Transmission

Mounts

27. - Crankcase Pressure

28. - Air Box Check Valves

(1.) - Lubricating Oil*

29. - Fan Hub*

ANNUALLY

(4.) - Cooling System

I = INSPECT, CORRECT OR REPLACE

(IF NECESSARY)

30. - Thermostats & Seals

31. - Blower Screen

R = REPLACE

* = SEE ITEM

32. - Crankcase Breather

33. - Fan

AS REQUIRED

34. - Engine Tuneup

429

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TM 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

INDUSTRIAL

OFF HIGHWAY

AND MARINE

TIME INTERVALS

HRS.

MILES

DLY.

240

1.500

100

3,000

150

4,500

200

6,000

300

9,000

500

15,000

700

20,000

1,000

30,000

2,000

60,000

1. Lubricating Oil

2. - Fuel Tank

3. Fuel Lines

4. Cooling System

5. - Battery

6. Tachometer Drive

7. Air Cleaners

8. - Drive Belts

9. - Throttle and Clutch Controls

10. Lubricating Oil Filter

11. Fuel Strainer and Filter

12. - Coolant Filter

13. - Starting Motor*

14. - Air Systems

15. Exhaust System

16. Air Box Drain Tube

17. Emergency Shutdown

19. - Radiator

20. - Shutter Operation

21. - Oil Pressure

22. Overspeed Governor

24. - Throttle Delay*

25. - Battery-Charging Alternator

26. Engine and Transmission

Mounts

27. Crankcase Pressure

28. - Air Box Check Valves*

29. - Fan Hub*

30. Thermostats and Seals

31. Blower Screen

32. Crankcase Breather

34. Engine Tuneup*

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TM 5-3895-346-14

ENGINE OVERHAUL

PREVENTIVE MAINTENANCE

Item 1 - Lubricating Oil

Check the lubricating oil level with

the engine stopped. If the engine has

just been stopped, wait approximately

twenty minutes to allow the oil to

drain back to the oil pan. Add the

proper grade oil as required to main-

tain the correct level on the dipstick

(refer to Fuel and Oil Specifications).

CAUTION

Oil may be blown out through

the crankcase breather if the

crankcase is overfilled.

Make a visual check for oil leaks

around the filters and the external oil

lines.

Change the lubricating oil at 12,500

mile intervals (vehicle engines) or 150

hours (4500 mile) intervals (nonvehicle

engines). The drain interval may be

established on the recommendations of

an independent oil analysis laboratory

or the oil supplier (based upon the

used oil sample analysis) until the

most practical oil change period has

been determined. Select the proper

grade of oil in accordance with the

instructions given in the Lubricating

Oil Specifications in Fuel and Oil

Specifications.

NOTE

If the lubricating oil is

drained immediately after an

engine has been run for some

time, most of the sediment will

be in suspension and will drain

readily.

Item 2 - Fuel Tanks

Keep the fuel tank filled to reduce

condensation to a minimum. Select the

proper grade of fuel in accordance with

the Diesel Fuel Oil Specifications in

Fuel and Oil Specifications.

Figure 1. Items 1 and 10

Open the drain at the bottom of the

fuel tank every 500 hours or 15,000

miles to drain off any water and/or

sediment.

Every 12 months or 20,000 miles (700

hours) tighten all fuel tank mountings

and brackets. At the same time, check

the seal in the fuel tank cap, the

breather hole in the cap, and the con-

dition of the crossover fuel line. Re-

pair or replace the parts as necessary.

Diesel Fuel Contamination

The most common form of diesel fuel

contamination is water. Water is harm-

ful to fuel systems in itself, but it

also promotes the growth of microbio-

logical organisms (microbes). These

microbes clog fuel filters with a

"slime" and restrict fuel flow.

431

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TM 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

Water can be introduced into the fuel

supply through poor maintenance (loose

or open fuel tank caps), contaminated

fuel supply or condensation.

Condensation is particularly prevalent

on units which stand idle for extended

periods of time, such as marine units.

Ambient temperature changes cause con-

densation in partially filled fuel

tanks.

Water accumulation can be controlled by

mixing isopropy alcohol (dry gas) into

the fuel oil at a ratio of one pint (.5

litre) per 125 gallons (473 litres)

fuel (or 0.10% by volume).

The microbes live in the fuel-water

interface. They need both liquids to

survive. These microbes find excel-

lent growth conditions in the dark,

quiet, nonturbulent nature of the

fuel tank.

Microbe growth can be eliminated

through the use of commercially avail-

able biocides. There are two basic

types on the market.

The water soluble-type treats only the

tank where it is introduced. Microbe

growth can start again if fuel is

transferred from a treated to an un-

treated tank.

Diesel fuel soluble-type, such as

Biobor manufactured by U.S. Borax

or equivalent, treats the fuel it-

self and therefore the entire fuel

system.

Units going into storage should be

treated as follows: Add the biocide

according to the manufacturer's in-

structions. This operation is most

effective when performed as the tank is

being filled. Add dry gas in the cor-

rect proportions.

If the fuel tanks were previously

filled, add the chemicals and stir with

a clean rod.

Item 3 - Fuel Lines

Make a visual check for fuel leaks at

the crossover lines and at the fuel

tank suction and return lines. Since

fuel tanks are susceptible to road

hazards, leaks in this area may best be

detected by checking for accumulation

of fuel under the tanks.

Item 4 - Cooling System

Before starting the engine, always

check the coolant level. Make sure the

coolant covers the radiator tubes. Add

coolant as necessary. Do not overfill.

Make a visual check for cooling system

leaks. Check for an accumulation of

coolant beneath the vehicle during

periods when the engine is running and

when the engine is stopped.

Clean the cooling system annually (ve-

hicle engines) or every 1000 hours

(30,000 miles - nonvehicle engines)

using a good radiator cleaning compound

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TM 5-3895-346-14

ENGINE OVERHAUL

PREVENTIVE MAINTENANCE

Figure 2. Items 4 and 12

Item 5 - Battery

Check the specific gravity of the elec-

trolyte in each cell of the battery

every 100 hours or 3000 miles. In warm

weather, however, it should be checked

more frequently due to a more rapid

loss of water from the electrolyte.

The electrolyte level should be main-

tained in accordance with the battery

manufacturer's recommendations.

Item 6 - Tachometer Drive

Lubricate the tachometer drive every

100 hours or 3000 miles with an all

purpose grease at the grease fitting.

At temperatures above +30F (-1C), use

a No. 2 grade grease. Use a No. 1

grade grease below this temperature.

Item 7 - Air Cleaner

Under no engine operating conditions

should the air inlet restriction exceed

25 inches of water (6.2 kPa) for non-

turbocharged engines or 20 inches of

Figure 3. Item 6

water (5.0 kPa) for turbocharged

engines. A clogged air cleaner element

will cause excessive intake restriction

and a reduced air supply to the engine.

Dry Type

Clean or replace the element in the

dry-type Donaldson "Cyclopac" air

cleaner when the restriction indicator

instrument indicates high-restriction

or when a water manometer reading at

the air inlet housing indicates the

maximum allowable air inlet restric-

tion (Engine Operating Conditions

Spcjifications).

Item 8 - Drive Belts

New drive belts stretch during the

first few hours of operation. Run the

engine 15 seconds to seat the belts,

433

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TM 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

then readjust the tension. Check the

belts and tighten the fan drive, pump

drive, battery-charging generator, or

alternator and other accessory drive

belts after 1/2 hour or 15 miles and

again after 8 hours or 240 miles of

operation. Thereafter check the ten-

sion of the drive belts every 200 hours

or 6000 miles and adjust, if necessary.

Too tight a belt is destructive to the

bearings of the driven part, a loose

belt will slip.

Replace all belts in a set when one is

worn. Single belts of similar size

should not be used as a substitute for

a matched belt set; premature belt wear

can result because of belt length vari-

ation. All belts in a matched belt set

are within 0.032 inch of their speci-

fied center distances.

Adjust the belt tension so that a firm

push with the thumb, at a point midway

between the two pulleys, will depress

the belt 1/2 to 3/4 inch. If belt

tension gage BT-33-73FA, or equivalent,

is available, adjust the belt tension

as outlined in the chart.

NOTE

Every 200 hours or 6000 miles lubricate

the limiting speed governor speed con-

trol shaft (in-line 53) through a

grease fitting located in the end of

the shaft. Use an all purpose grease

(No. 2 grade) at temperatures +30F

(-1C) and above. At temperatures

below this use a No. 1 grade grease.

Itea 10 - Lubricating Oil Filter

When installing or adjusting

an accessory drive belt(s), be

sure the bolt at the accessory

adjusting pivot point is prop-

erly tightened, as well as the

bolt in the adjusting slot.

Install new oil filter elements and

gaskets at a maximum of 25,000 miles

(vehicle engines) or 500 hours (non-

vehicle engines) or each time the

engine oil is changed, whichever

comes first. Any deviation, such

BELT TENSION CHART (lbs/belt)

Fan Drive

Two 3/8

inch or

1/2 inch

belts

Alternator/Generator Drive

Model

2 or 3

belts

Single

belt

One

1/2 inch

belt

One Wide

belt

3, 4-53

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M 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

Figure 5. Item 8

as changing filters every other oil

change, should be based on a laboratory

analysis of the drained oil and the

used filter elements to determine if

such practice is practical for proper

protection of the engine.

Make a visual check of all lubricating

oil lines for wear and chafing. If any

indication of wear is evident, replace

the oil lines and correct the cause.

When the engine is equipped with a

turbocharger, prelubricate it as out-

lined under Install Turbocharger in

XXXXXXXXXXXXX or XXXXXXX.

If the engine is equipped with a gover-

nor oil filter, change the element

every 1000 hours or 30,000 miles.

Check for oil leaks after starting the

engine.

Item 11 - Fuel Filter

Install new elements every 6 months or

10,000 miles (vehicle engines) and 300

hours or 9000 miles (nonvehicle

engines) or when plugging is indicated.

A method of determining when elements

are plugged to the extent that they

should be changed is based on the fuel

pressure at the cylinder head fuel

inlet manifold and the inlet restric-

tion at the fuel pump. In a clean

system, the maximum pump inlet re-

striction must not exceed 6 inches of

mercury (20.3 kPa). At normal operat-

ing speeds, the fuel pressure is 45 to

70 psi (310 to 483 kPa). Change the

fuel filter elements whenever the inlet

restriction (suction) at the fuel pump

reaches 12 inches of mercury (41 kPa)

at normal operating speeds and whenever

the fuel pressure at the inlet manifold

falls to 45 psi (310 kPa).

Item 12 - Coolant Filter

If the cooling system is protected by a

coolant filter and conditioner, the

filter element should be changed every

6 months or 10,000 miles (vehicle

engines) and 500 hours or 15,000 miles

Figure 6. Item 11

435

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TM 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

(nonvehicle engines). Select the prop-

er coolant filter element in accordance

with the instructions given in Coolant

Specifications. Use a new filter cover

gasket when installing the filter ele-

ment. After replacing the filter and

cover gasket, start the engine and

check for leaks.

Item 13 - Starting Motor

VEHICLE ENGINES

Starting motors which are provided with

lubrication fittings (grease cups,

hinge cap oilers or oil tubes sealed

with pipe plugs) should be lubricated

every 6 months or 10,000 miles. Add 8

to 10 drops of oil, of the same grade

as used in the engine, to hinge cap

oilers; if sealed tubes are provided,

remove the pipe plugs, add oil and

reseal the tubes. Grease cups should

be turned down one turn. Refill the

grease cups, If necessary. However,

some starting motors do not require

lubrication except during overhaul.

NONVEHICLE ENGINES

The electrical starting motor is lubri-

cated at the time of original assembly.

Oil can be added to the oil wicks,

which project through each bushing and

contact the armature shaft, by removing

the pipe plugs on the outside of the

motor. The wicks should be lubricated

whenever the starting motor is taken

off the engine or disassembled.

The Sprag overrunning-clutch drive

mechanism should be lubricated with a

few drops of light engine oil whenever

the starting motor is overhauled.

Figure 7. Item 13

Itea 15 - Exhaust System

Check the exhaust manifold retaining

nuts, exhaust flange clamp, and other

connections for tightness. Check for

proper operation of the exhaust pipe

rain cap, if one is used.

Item 16 - Air Box Drain Tubes

With the engine running, check for flow

of air from the air box drain tubes

every 18 months or 30,000 miles (1000

hours). If the tubes are clogged,

remove, clean, and reinstall the tubes.

The air box drain tubes should be

cleaned periodically even though a

clogged condition is not apparent.

If the engine is equipped with an air

box drain tank, drain the sediment

periodically.

Item 17 - Emergency Shutdown

Item 14 - Air System

Check all of the connections in the air

system to be sure they are tight.

Check all hoses for punctures or other

damage and replace, if necessary.

With the engine running at idle speed,

check the operation of the emergency

shutdown every 12 months or 20,000

miles. Reset the air shutdown valve in

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TM 5-3895-346-14

ENGINE OVERHAUL

PREVENTIVE MAINTENANCE

Figure 8. Item 16

Item 18 - Engine (Steam Clean)

Steam clean the engine and engine

compartment.

CAUTION

Do not apply steam or solvent

directly on the battery-

charging generator/alternator,

starting motor or electrical

components as damage to elec-

trical equipment may result.

Item 19 - Radiator

Inspect the exterior of the radiator

core every 12 months or 20,000 miles

(700 hours) and, if necessary, clean it

with a quality grease solvent such as

mineral spirits and dry it with com-

pressed air. DO NOT use fuel oil,

kerosene or gasoline. It may be neces-

sary to clean the radiator more fre-

quently if the engine is being operated

in extremely dusty or dirty areas.

Item 20 - Shutter Operation

Check the operation of the shutters and

clean the linkage and controls.

1 3'

loi 1

Willi

Figure 9. Item 19

Item 21 - Oil Pressure

Under normal operation, oil pressure is

noted each time the engine is started.

In the event the engine is equipped

with warning lights rather than pres-

sure indicators, the pressure should be

checked and recorded every 700 hours or

20,000 miles.

Item 22 - Governor

Check and record the engine idle speed

and no-load speed. Adjust as

necessary.

An idle speed lower than recommended

will cause the engine to be accelerated

from a speed lower than the speed at

which the engine was certified.

A no-load speed higher than recommended

will result in a full-load speed higher

than rated and higher than the speed at

which the engine was certified.

437

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TM 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

Overspeed Governor

Lubricate the overspeed governor, if it

is equipped with a hinge-type cap oiler

or oil cup, with 5 or 6 drops of engine

oil every 500 hours or 15,000 miles.

Avoid excessive lubrication and do not

lubricate the governor while the engine

is running.

Item 23 - Fuel Injectors and Valve

Clearance

Check the injector timing and exhaust

valve clearance as outlined in Fuel

Injector Timing and Exhaust Valve

Clearance Adjustment every 50,000

miles. The proper height adjustment

between the injector follower and in-

jector body is of primary importance

to emission control.

Item 24 - Throttle Delay

Inspect and adjust, if necessary, every

30 months or 50,000 miles.

The throttle delay system limits the

amount of fuel injected during acceler-

ation by limiting the rate of injector-

rack movement with a hydraulic cyl-

inder. The initial location of this

cylinder must be set with the proper

gage to achieve the appropriate time

delay.

Inspect the check valve by filling the

throttle delay cylinder with diesel

fuel and watching for valve leakage

while moving the throttle from the idle

to the full-fuel position. If more

than a drop of fuel oil leaks, replace

the check valve.

Item 25 - Alternator

Inspect the terminals for corrosion and

loose connections and the wiring for

frayed Insulation.

Some alternators have a built-in supply

of grease, while others use sealed

bearings. In these latter two cases,

additional lubrication is not

necessary.

On alternators, the sliprings and

brushes can be inspected through the

end frame assembly. If the sliprings

are dirty, they should be cleaned with

400-grain or finer polishing cloth.

Never use emery cloth to clean the

sliprings. Hold the polishing cloth

against the sliprings with the alter-

nator in operation and blow away all

dust after the cleaning operation. If

the sliprings are rough or out of

round, replace them.

Item 26 - Engine and Transmission

Mounts

Check the engine and transmission

mounting bolts and the condition of the

mounting pads every 36 months or 60,000

miles (2000 hours). Tighten and repair

as necessary.

Figure 10. Item 25

438

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TM 5-3895-346-14

ENGINE OVERHAUL

PREVENTIVE MAINTENANCE

Item 27 - Crankcase Pressure

Check and record the crankcase pressure

every 36 months or 60,000 miles (2000

hours) (refer to Troubleshooting

(Engine)).

Itea 28 - Air Box Check Valves

Every 100,000 miles or approximately

3000 hours remove the check valves,

clean them in solvent and blow out the

lines with compressed air. Inspect for

leaks after servicing.

Item 29 - Fan Hub

If the fan-bearing hub assembly is pro-

vided with a grease fitting, use a hand

grease gun and lubricate the bearings

with one shot of Texaco Premium RB

grease, or an equivalent Lithium base

multipurpose grease, every 12 months or

20,000 miles (700 hours).

Every 2500 hours or 75,000 miles (ve-

hicle engines) and 4000 hours (non-

vehicle engines) clean, inspect and

repack the fan-bearing hub assembly

with the above recommended grease

(refer to Engine Cooling Fan).

At a major engine overhaul, remove and

discard the bearings in the fan hub

assembly. Pack the hub assembly, using

new bearings, with Texaco Premium RB

grease, or an equivalent Lithium base

multipurpose grease.

Item 30 - Thermo8tats and Seals

Check the thermostats and seals (pre-

ferably at the time the cooling system

is prepared for winter operation).

Replace the seals if necessary.

Itea 31 - Blower Screen

Inspect the blower screen and gasket

assembly annually (vehicle engines) or

every 1000 hours or 30,000 miles (non-

vehicle engines) and, if necessary,

clean the screen in fuel oil and dry it

with compressed air. Install the

screen and gasket assembly with the

screen side of the assembly toward the

blower. Inspect for evidence of blower

seal leakage.

Item 32 - Crankcase Breather

Remove the externally mounted crankcase

breather assembly annually (vehicle

engines) or every 1000 hours or 30,000

miles (nonvehicle engines) and wash the

steel mesh pad in clean fuel oil. This

cleaning period may be reduced or

lengthened according to severity of

service.

Clean the breather cap, mounted on the

valve rocker cover, in clean fuel oil

every time the engine oil is changed.

Item 33 - Fan

DRIVE BEARING LUBRICATION:

The fan drive bearing should be lubri-

cated as outlined in the chart with a

Medium Consistency Silicone Grease (Dow

Corning No. 44, or equivalent).

The bearing on current fan assemblies

is lubricated through a grease fitting

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TM 5-3895-346-14

PREVENTIVE MAINTENANCE

ENGINE OVERHAUL

Figure 12. Item 32

of the bearing in former assemblies re-

quires the removal of the fan assembly

and partial disassembly. The former

assemblies can be updated to include a

grease fitting by installing the cur-

rent housing.

Itea 34 - Engine Tuneup

There is no scheduled interval for

performing a complete engine tuneup.

As long as the engine performance is

satisfactory, a complete tuneup should

not be required. Minor adjustments

such as injector timing, exhaust valve

clearance, governor, and throttle delay

(Items 22, 23, and 24) should be made

every 50,000 miles to compensate for

normal wear on parts.

440

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

TROUBLESHOOTING

ENGINE OPERATION

Certain abnormal conditions which some-

times interfere with satisfactory

engine operation, together with methods

of determining the cause of such condi-

tions, are covered on the following

pages.

Satisfactory engine operation depends

primarily on:

1. An adequate supply of air com-

pressed to a sufficiently high compres-

sion pressure.

2. The injection of the proper

amount of fuel at the right time.

Lack of power, uneven running, exces-

sive vibration, stalling at idle speed,

and hard starting may be caused by

either low compression, faulty injec-

tion in one or more cylinders, or lack

of sufficient air.

Since proper compression, fuel injec-

tion and the proper amount of air are

important to good engine performance,

detailed procedures for their investi-

gation are given as follows:

Locating a Misfiring Cylinder

1. Start the engine and run it at

part load until it reaches normal

operating temperature.

2. Stop the engine and remove the

valve-rocker cover(s).

3. Check the valve clearance (refer

to Exhaust Valve Clearance Adjustment).

4. Start the engine. Then hold an

injector follower down with a screw-

driver to prevent operation of the

injector. If the cylinder has been

misfiring, there will be no noticeable

difference in the sound and operation

of the engine. If the cylinder has

been firing properly, there will be a

noticeable difference in the sound and

operation when the injector follower is

held down. This is similar to short-

circuiting a spark plug in a gasoline

engine.

5. If the cylinder is firing proper-

ly, repeat the procedure on the other

cylinders until the faulty one has been

located.

6. If the cylinder is misfiring,

check the following:

a. Check the injector timing

(refer to Fuel Injector Timing).

b. Check the compression pressure.

c. Install a new injector.

d. If the cylinder still misfires,

remove the cam follower (refer to Valve

Operating Mechanism) and check for a

worn cam roller, camshaft lobe, bent

push rod or worn rocker arm bushing.

Checking Compression Pressure

Compression pressure is affected by

altitude as shown in Table 1.

Check the compression pressure as

follows:

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

1. Start the engine and run it at

approximately one-half rated load until

normal operating temperature is

reached.

2. Stop the engine and remove the

fuel pipes from the injector and fuel

connectors of the No. 1 cylinder.

3. Remove the injector and install

adaptor J 7915-02 and pressure gage and

hose assembly J 6692 (Fig. 1).

4. Use a spare fuel pipe to fabri-

cate a jumper connection between the

fuel inlet and return manifold con-

nectors. This will permit fuel from

the inlet manifold to flow directly to

the return manifold.

5. Start the engine and run it at a

600 rpm. Observe and record the com-

pression pressure indicated on the

gage.

NOTE

Do not crank the engine with

the starting motor to obtain

the compression pressure.

Figure 1. Checking Compression

Pressure

6. Perform steps 2 through 5 on each

cylinder. The compression pressure in

any one cylinder at a given altitude

above sea level should not be less than

the minimum shown in Table 1. In addi-

tion, the variation in compression

pressures between cylinders must not

exceed 25 psi (172 kPa) at 600 rpm.

EXAMPLE

If the compression pressure

readings were as shown in Table

2, it would be evident that No.

3 cylinder should be examined

and the cause of the low com-

pression pressure be determined

and corrected.

The pressures in Table 2 are for an N-

engine operating at an altitude near

sea level. Note that all of the cyl-

inder pressures are above the low limit

for satisfactory engine operation.

Nevertheless, the No. 3 cylinder com-

pression pressure indicates that some-

thing unusual has occurred and that a

localized pressure leak has developed.

Low compression pressure may result

from any one of several causes:

A. Piston rings may be stuck or

broken. To determine the condition of

the rings, remove the air box cover and

inspect them by pressing on the rings

with a blunt tool. A broken or stuck

ring will not have a spring-like

action.

TABLE 2

Cylinder

Gage

Reading

psi

kPa

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

B. Compression pressure may be leak-

ing past the cylinder-head gasket, the

valve seats, the injector tube or a

hole in the piston.

Engine Out of Fuel

The problem in restarting an engine

after it has run out of fuel stems from

the fact that after the fuel is ex-

hausted from the fuel tank, fuel is

then pumped from the primary fuel

strainer and sometimes partially re-

moved from the secondary fuel filter

before the fuel supply becomes insuf-

ficient to sustain engine firing.

Consequently, these components must be

refilled with fuel and the fuel pipes

rid of air in order for the system to

provide adequate fuel for the

injectors.

When an engine has run out of fuel,

there is a definite procedure to follow

for restarting it:

1. Fill the fuel tank with the

recommended grade of fuel oil. If only

partial filling of the tank is pos-

sible, add a minimum of ten gallons (38

litres) of fuel.

2. Remove the fuel strainer shell

and element from the strainer cover and

fill the shell with fuel oil. Install

the shell and element.

3. Remove and fill the fuel filter

shell and element with fuel oil as in

Step 2.

4. Start the engine. Check the

filter and strainer for leaks.

NOTE

In some instances, it may be

necessary to remove a valve

rocker cover and loosen a fuel

pipe nut to bleed trapped air

from the fuel system. Be sure

the fuel pipe is retightened

securely before replacing the

rocker cover.

Primer J 5956 may be used to prime the

entire fuel system. Remove the filler

plug in the fuel filter cover and

install the primer. Prime the system.

Remove the primer and install the

filler plug.

Fuel Flow Test

The proper flow of fuel is required for

satisfactory engine operation. Check

the condition of the fuel pump, fuel

strainer and fuel filter as outlined in

Troubleshooting.

Crankcase Pressure

The crankcase pressure indicates the

amount of air passing between the oil

control rings and the cylinder liners

into the crankcase, most of which is

clean air from the air box. A slight

pressure in the crankcase is desirable

to prevent the entrance of dust. A

loss of engine-lubricating oil through

the breather tube, crankcase ventilator

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Exhaust-Back Pressure

A slight pressure in the exhaust system

is normal. However, excessive exhaust-

back pressure seriously affects engine

operation. It may cause an increase in

the air box pressure with a resultant

loss of efficiency of the blower. This

means less air for scavenging which

results in poor combustion and higher

temperatures.

Causes of high exhaust-back pressure

are usually a result of an inadequate

or improper type of muffler, an exhaust

pipe which is too long or too small in

diameter, an excessive number of sharp

bends in the exhaust system, or ob-

structions such as excessive carbon

formation or foreign matter in the

exhaust system.

Check the exhaust-back pressure, mea-

sured in inches of mercury, with a

manometer. Connect the manometer to

the exhaust manifold (except on turbo-

charged engines) by removing the 1/8

inch pipe plug which is provided for

that purpose. If no opening is pro-

vided, drill an 11/32 inch hole in the

exhaust manifold companion flange and

tap the hole to accommodate a 1/8 inch

pipe plug.

On turbocharged engines, check the

exhaust-back pressure in the exhaust

piping 6 to 12 inches from the turbine

outlet (Fig. 1, Engine Operating Con-

ditions Specifications). The tapped

hole must be in a comparatively

straight pipe area for an accurate

measurement.

Check the readings obtained at various

speeds (at no-load) with the Engine

Operating Conditions Specifications.

Air Box Pressure

Proper air box pressure is required to

maintain sufficient air for combustion

and scavenging of the burned gases.

Low air box pressure is caused by a

high air inlet restriction, damaged

blower rotors, an air leak from the air

box (such as leaking end plate gaskets)

or a clogged blower air inlet screen.

Lack of power or black or grey exhaust

smoke are indications of low air box

pressure.

High air box pressure can be caused by

partially plugged cylinder liner ports.

Check the air box pressure with a mano-

meter connected to an air box drain

tube.

Check the readings obtained at various

speeds with the Engine Operating

Conditions Specifications.

Air Inlet Restriction

Excessive restriction of the air inlet

will affect the flow of air to the cyl-

inders and result in poor combustion

and lack of power. Consequently the

restriction must be kept as low as

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

The difference between the two read-

ings, with and without the air cleaner

and ducting, is the actual restriction

caused by the air cleaner and ducting.

Check the normal air inlet vacuum at

various speeds (at no-load) and compare

the results with the Engine Operating

Conditions Specifications.

PROPER USE OF MANOMETER

The U-tube manometer is a primary

measuring device indicating pressure or

vacuum by the difference in the height

of two columns of fluid.

Connect the manometer to the source of

pressure, vacuum, or differential pres-

sure, when the pressure is imposed,

add the number of inches one column of

fluid travels up to the amount the

other column travels down to obtain the

pressure (or vacuum) reading.

The height of a column of mercury is

read differently than that of a column

of water. Mercury does not wet the

inside surface; therefore, the top of

the column has a convex meniscus

(shape). Water wets the surface and

therefore has a concave meniscus. A

mercury column is read by sighting

horizontally between the top of the

convex mercury surface (Fig. 2) and the

scale. A water manometer is read by

sighting horizontally between the

bottom of the concave water surface and

the scale.

Should one column of fluid travel fur-

ther than the other column, due to

minor variations in the inside diameter

of the tube or to the pressure imposed,

the accuracy of the reading obtained is

not impaired.

Refer to Table 3 to convert the mano-

meter reading into other units of

measurement.

HEIGHT

COLUMN

HoO

TOP SURFACE OF FLUIDS

CONVEX FOR MERCURY CONCAVE FOR WATER

Figure 2. Comparison of Column Height

for Mercury and Water Manometers

TABLE 3

PRESSURE CONVERSION CHART

inch water

0.0735 inches

mercury

inch water

0.0361 psi

inch mercury

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 1

EXHAUST SMOKE ANALYSIS

MAKE CHECKS WITH MINIMUM WATER OUTLET TEMPERATURE

OF 160F. (71 C.)

Probable Causes

BLACK OR GREY SMOKE

Check For

1. INCOMPLETELY BURNED FUEL

2. EXCESSIVE FUEL OR IRREGULAR

FUEL DISTRIBUTION

3. IMPROPER GRADE OF FUEL

BLUE SMOKE

Check For

LUBRICATING OIL NOT BURNED

IN CYLINDER (BLOWN

THROUGH CYLINDER DURING

SCAVENGING PERIOD)

WHITE SMOKE

Check For

5. MISFIRING CYLINDERS

446

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

Chart 1

EXHAUST SMOKE ANALYSIS

SUGGESTED REMEDY

1. High exhaust-back pressure or a

restricted air inlet causes insuffi-

cient air for combustion and will

result in incompletely burned fuel.

High exhaust-back pressure is caused by

faulty exhaust piping or muffler ob-

struction and is measured at the ex-

haust manifold outlet with a manometer.

Replace faulty parts.

Restricted air inlet to the engine cyl-

inders is caused by clogged cylinder

liner ports, air cleaner or blower air

inlet screen. Clean these items.

Check the emergency stop to make sure

that it is completely open and readjust

it if necessary.

2. If the engine is equipped with a

throttle delay, check for the proper

setting, leaky check valve and re-

stricted filling of the piston cavity

with oil from the reservoir.

If the engine is equipped with a fuel

modulator, check the cam to determine

if it is stuck in the full-fuel posi-

tion. Verify tightness of the roller

lever clamp on the control tube.

Determine correctness of the installed

fuel-modulator piston spring and check

if the spring has taken a permanent

set, or if the spring rate is too low.

Check for improperly timed injectors

and improperly positioned injector rack

control levers. Time the fuel injec-

tors and perform the appropriate gover-

nor tuneup.

Replace faulty injectors if this condi-

tion still persists after timing the

injectors and performing the engine

tuneup.

Avoid lugging the engine as this will

cause incomplete combustion.

3. Check for use of an improper

grade of fuel. Refer to Fuel and Oil

Specifications.

4. Check for internal lubricating

oil leaks and refer to the High Lubri-

cating Oil Consumption chart.

5. Check for faulty injectors and

replace as necessary.

Check for low compression and consult

the Hard Starting chart.

The use of low-cetane fuel will cause

this condition. Refer to Fuel and Oil

Specifications.

447

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 2

HARD STARTING

Probable Causes

ENGINE WILL NOT ROTATE

LOW COMPRESSION

Check For

1. LOW BATTERY VOLTAGE,

LOOSE STARTER CONNECTIONS

OR FAULTY STARTER

2. DEFECTIVE STARTING MOTOR SWITCH

INTERNAL SEIZURE

LOW CRANKING SPEED

Check For

4. IMPROPER LUBRICATING OIL

VISCOSITY

5. LOW BATTERY OUTPUT

6. LOOSE STARTER CONNECTIONS

OR FAULTY STARTER

Check For

9. EXHAUST VALVES STICKING

OR BURNED

10. COMPRESSION RINGS WORN

OR BROKEN

11. CYLINDER HEAD

GASKET LEAKING

12. IMPROPER VALVE

CLEARANCE ADJUSTMENT

13. BLOWER NOT FUNCTIONING

NO FUEL

INOPERATIVE STARTING AID

AT LOW AMBIENT TEMP.

Check For

7. AIR LEAKS, FLOW OBSTRUCTION,

FAULTY FUEL PUMP.

FAULTY INSTALLATION

14. IMPROPER OPERATION OF

FLUID STARTING AID

8. INJECTOR RACKS NOT IN

FULL-FUEL POSITION

448

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

Chart 2

HARD STARTING

SUGGESTED REMEDY

1. Refer to items 2, 3, and 5 and

perform the operations listed.

2. Replace the starting motor

switch.

3. Hand crank the engine at least

one complete revolution. If the engine

cannot be rotated a complete revolu-

tion, internal damage is indicated and

the engine must be disassembled to

ascertain the extent of damage and the

cause.

4. Refer to Lubricating Oil Specifi-

cations in Fuel and Oil Specifications

for the recommended grade of oil.

5. Recharge the battery if a light

load test indicates low or no voltage.

Replace the battery if it is damaged or

will not hold a charge.

Replace terminals that are damaged or

corroded.

At low ambient temperatures, use of a

starting aid will keep the battery

fully charged by reducing the cranking

time.

6. Tighten the starter connections.

Inspect the starter commutator and

brushes for wear. Replace the brushes

if badly worn and overhaul the start-

ing motor if the commutator is

damaged.

7. To check for air leaks, flow ob-

struction, faulty fuel pump or faulty

installation, consult the No Fuel or

Insufficient Fuel chart.

8. Check for bind in the governor-

to-injector linkage. Readjust the

governor and injector controls if

necessary.

9. Remove the cylinder head and

recondition the exhaust valves.

10. Remove the air box covers and

inspect the compression rings through

the ports in the cylinder liners.

Overhaul the cylinder assemblies if the

rings are badly worn or broken.

11. To check for compression gasket

leakage, remove the coolant filler cap

and operate the engine. A steady flow

of gases from the coolant filler indi-

cates either a cylinder head gasket is

damaged or the cylinder head is

cracked. Remove the cylinder head and

replace the gaskets or cylinder head.

12. Adjust the exhaust valve

clearance.

13. Remove the flywheel housing

cover at the blower drive support.

Then remove the snapring and withdraw

the blower drive shaft from the blower.

Inspect the blower drive shaft and

drive coupling. Replace the damaged

parts. Bar the engine over. If the

blower does not rotate, remove the air

inlet adaptor and visually inspect the

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 3

ABNORMAL ENGINE OPERATION

Probable Causes

UNEVEN RUNNING OR

FREQUENT STALLING

Check For

1. LOW COOLANT TEMPERATURE

2. INSUFFICIENT FUEL

3. FAULTY INJECTORS

5. GOVERNOR INSTABILITY

(HUNTING)

4. LOW COMPRESSION PRESSURES

LACK OF POWER

1 Check For |

6. IMPROPER ENGINE ADJUSTMENTS

(TUNE-UP) AND GEAR TRAIN TIMING

7. INSUFFICIENT FUEL

8. INSUFFICIENT AIR

9. ENGINE APPLICATION

10 HIGH RETURN FUEL TEMPERATURE

11. HIGH AMBIENT AIR TEMPERATURE

12. HIGH ALTITUDE OPERATION

DETONATION

| Check For

13. OIL PICKED UP BY AIR STREAM

14 LOW COOLANT TEMPERATURE

15. FAULTY INJECTORS

450

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

Chart 3

ABNORMAL ENGINE OPERATION

SUGGESTED REMEDY

1. Check the engine coolant tempera-

ture gage and, if the temperature does

not reach 160 to 185F (71 to 85C)

while the engine is operating, consult

the Abnormal Engine Coolant Temperature

chart.

2. Check engine fuel spill back and

if the return is less than specified,

consult the No Fuel or Insufficient

Fuel chart.

Perform an engine tuneup if performance

is not satisfactory.

Check the engine gear train timing. An

improperly timed gear train will result

in a loss of power due to the valves

and injectors being actuated at the

wrong time in the engine's operating

cycle.

3. Check the injector timing and the

position of the injector racks. If the

engine was not tuned correctly, perform

an engine tuneup. Erratic engine oper-

ation may also be caused by leaking

injector spray tips. Replace the

faulty injectors.

4. Check the compression pressures

within the cylinders and consult the

Hard Starting chart if compression

pressures are low.

5. Erratic engine operation may be

caused by governor-to-injector operat-

ing linkage bind or by faulty engine

tuneup. Perform the appropriate engine

tuneup procedure as outlined for the

particular governor used.

6. If the engine is equipped with a

throttle delay, check for the proper

setting, binding or burrs on the piston

or bracket, and a plugged discharge

orifice.

If equipped with a fuel modulator,

determine if there is any interference

with the roller assembly or roller con-

tact with the cam at wide-open-throttle

(WOT) position. Check for burrs and

binding on the piston and bracket bore.

Determine correctness of the installed

fuel modulator spring and check if the

spring has taken a permanent set, or if

the spring rate is too high.

7. Perform a Fuel Flow Test and, if

less than the specified fuel is return-

ing to the fuel tank, consult the No

Fuel or Insufficient Fuel chart.

8. Check for damaged or dirty air

cleaners and clean, repair or replace

damaged parts.

Remove the air box covers and inspect

the cylinder liner ports. Clean the

ports if they are over 50% plugged.

Check for blower air intake obstruction

or high exhaust-back pressure. Clean,

repair or replace faulty parts.

Check the compression pressures (con-

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

SUGGESTED REMEDY

12. Engines lose horsepower with in-

crease in altitude. The percentage of

power loss is governed by the altitude

at which the engine is operating.

13. Fill oil bath air cleaners to

the proper level with the same grade

and viscosity lubricating oil that is

used in the engine.

Clean the air box and drain tubes to

prevent accumulations that may be

picked up by the air stream and enter

the engine's cylinders.

Inspect the blower oil seals by remov-

ing the air inlet housing and watching

through the blower inlet for oil radi-

ating away from the blower rotor shaft

oil seals while the engine is running.

If oil is passing through the seals,

overhaul the blower.

Check for a defective blower-to-block

gasket. Replace the gasket, if

necessary.

14. Refer to Item 1 of this chart.

15. Check injector timing and the

position of each injector rack. Per-

form an engine tuneup, if necessary.

If the engine is correctly tuned, the

erratic operation may be caused by an

injector check valve leaking, spray tip

holes enlarged or a broken spray tip.

Replace faulty injectors.

452/(453 blank)

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 4

NO FUEL OR INSUFFICIENT FUEL

| Probable Causes

AIR LEAKS

Check For

1. LOW FUEL SUPPLY

2. LOOSE CONNECTIONS OR CRACKED

LINES BETWEEN FUEL PUMP AND

TANK OR SUCTION LINE IN TANK

3. DAMAGED FUEL OIL STRAINER

GASKET

4. FAULTY INJECTOR TIP ASSEMBLY

FLOW OBSTRUCTION

Check For |

5. FUEL STRAINER OR LINES RESTRICTED

6. TEMPERATURE LESS THAN 10F. (6C.)

ABOVE POUR POINT OF FUEL

FAULTY FUEL PUMP

Check For

7. RELIEF VALVE NOT SEATING

8. WORN GEARS OR PUMP BODY

9. FUEL PUMP NOT ROTATING

FAULTY INSTALLATION

Check For

10. DIAMETER OF FUEL SUCTION

LINES TOO SMALL

11. RESTRICTED FITTING

MISSING FROM RETURN LINE

12. INOPERATIVE FUEL INTAKE

LINE CHECK VALVE

13. HIGH FUEL RETURN

TEMPERATURE

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

Chart 4

NO FUEL OR INSUFFICIENT FUEL

SUGGESTED REMEDY

1. The fuel tank should be filled

above the level of the fuel suction

tube.

2. Perform a Fuel Flow Test and, if

air is present, tighten loose connec-

tions and replace cracked lines.

3. Perform a Fuel Flow Test and, if

air is present, replace the fuel

strainer gasket when changing the

strainer element.

4. Perform a Fuel Flow Test and, if

air is present with all fuel lines and

connections assembled correctly, check

for and replace faulty injectors.

5. Perform a Fuel Flow Test and re-

place the fuel strainer and filter ele-

ments and the fuel lines, if necessary.

6. Refer to Fuel and Oil Specifica-

tions for the recommended grade of

fuel.

7. Perform a Fuel Flow Test and, if

inadequate, clean and inspect the valve

seat assembly.

8. Replace the gear and shaft as-

sembly or the pump body.

9. Check the condition of the fuel

pump drive and blower drive and replace

defective parts.

10. Replace with larger tank-to-

engine fuel lines.

11. Install a restricted fitting in

the return line.

12. Make sure that the check valve

is installed in the line correctly; the

arrow should be on top of the valve as-

sembly or pointing upward. Reposition

the valve if necessary. If the valve

is inoperative, replace it with a new

valve assembly.

13. Check the engine fuel spill-back

temperature. The return fuel tempera-

ture must be less than 150F (66C)

or a loss in horsepower will occur.

This condition may be corrected by

installing larger fuel lines or

relocating the fuel tank to a cooler

position.

455

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 5

HIGH LUBRICATING OIL CONSUMPTION

Probable Causes

EXTERNAL LEAKS

Check For

1 OIL LINES OR CONNECTIONS LEAKING

2. GASKET OR OIL SEAL LEAKS

3. HIGH CRANKCASE PRESSURE

4. EXCESSIVE OIL IN AIR BOX

INTERNAL LEAKS

| Check For

5. BLOWER OIL SEAL LEAKING

6. OIL COOLER CORE LEAKING

OIL CONTROL AT CYLINDER

Check For

7. OIL CONTROL RINGS WORN, BROKEN,

OR IMPROPERLY INSTALLED

8. PISTON PIN RETAINER LOOSE

9. SCORED LINERS, PISTONS OR

OIL RINGS

10. PISTON AND ROD ALIGNMENT

11. EXCESSIVE INSTALLATION ANGLE

12. EXCESSIVE OIL IN CRANKCASE

456

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

Chart 5

SUGGESTED REMEDY

1. Tighten connections or replace

defective parts.

2. Replace defective gaskets or oil

seals.

3. Refer to the Excessive Crankcase

Pressure chart.

4. Refer to the Abnormal Engine

Operation chart.

5. Remove the air inlet housing and

inspect the blower end plates while the

engine is operating. If oil is seen on

the end plate radiating away from the

oil seal, overhaul the blower.

6. Inspect the engine coolant for

lubricating oil contamination; if con-

taminated, replace the oil cooler core.

Then use a good grade of cooling system

cleaner to remove the oil from the

cooling system.

7. Replace the oil control rings.

8. Replace the piston pin retainer

and defective parts.

9. Remove and replace the defective

parts.

10. Check the crankshaft thrust

washers for wear. Replace worn and

defective parts.

11. Decrease the installation

angle.

12. Fill the crankcase to the proper

level only.

457

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 6

EXCESSIVE CRANKCASE PRESSURE

Probable Causes

CYLINDER BLOW-BY

AIR FROM BLOWER

OR AIR BOX

Check For

1. CYLINDER HEAD

GASKET LEAKING

2. PISTON OR

LINER DAMAGED

3. PISTON RINGS

WORN OR BROKEN

BREATHER RESTRICTION

| Check For

4. OBSTRUCTION OR

DAMAGE TO BREATHER

Check For

5. DAMAGED BLOWER-

TO-BLOCK GASKET

6. CYLINDER BLOCK END

PLATE GASKET LEAKING

EXCESSIVE EXHAUST

BACK PRESSURE

, L_

Check For

7. EXCESSIVE MUFFLER

RESISTANCE

8. FAULTY EXHAUST PIPING

458

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

Chart 6

SUGGESTED REMEDY

1. Check the compression pressure

and, if only one cylinder has low com-

pression, remove the cylinder head and

replace the head gaskets.

2. Inspect the piston and liner and

replace damaged parts.

3. Install new piston rings.

4. Clean and repair or replace the

breather assembly.

5. Replace the blower-to-block

gasket.

6. Replace the end plate gasket.

7. Check the exhaust-back pressure

and repair or replace the muffler if an

obstruction is found.

8. Check the exhaust-back pressure

and install larger piping if it is

determined that the piping is too

small, too long, or has too many bends.

459

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 7

LOW OIL PRESSURE

MAKE CHECKS WITH MINIMUM WATER OUTLET TEMPERATURE

OF 160F. (71 C.)

Probable Causes

LUBRICATING OIL

Check For

1. SUCTION LOSS

2. LUBRICATING OIL VISCOSITY

POOR CIRCULATION

Check For

3. COOLER CLOGGED

4. COOLER BY-PASS VALVE NOT

FUNCTIONING PROPERLY

5. PRESSURE REGULATOR

VALVE NOT

FUNCTIONING PROPERLY

PRESSURE GAGE

Check For

8. FAULTY GAGE

9. GAGE LINE OBSTRUCTED

10. GAGE ORIFICE PLUGGED

11. ELECTRICAL INSTRUMENT

PANEL SENDING UNITS FAULTY

OIL PUMP

| Check For

12. INTAKE SCREEN PARTIALLY

CLOGGED

13. RELIEF VALVE FAULTY

6. EXCESSIVE WEAR ON

CRANKSHAFT BEARINGS

7. GALLERY, CRANKSHAFT OR

CAMSHAFT PLUGS MISSING

14. AIR LEAK IN PUMP SUCTION

15. PUMP WORN OR DAMAGED

16. FLANGE LEAK (PRESSURE SIDE)

460

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TM 5-3895-346-14

ENGINE OVERHAUL

TROUBLESHOOTING (ENGINE)

Chart 7

LOW OIL PRESSURE

SUGGESTED REMEDY

1. Check the oil and bring it to the

proper level on the dipstick or correct

the installation angle.

2. Consult the Lubrication Oil Speci-

fications in Fuel and Oil Specifica-

tions for the recommended grade and

viscosity of oil.

Check for fuel leaks at the injector

nut seal ring and fuel pipe connec-

tions. Leaks at these points will

cause lubricating oil dilution. Refer

to Fuel Leak Detection.

3. A plugged oil cooler is indicated

by excessively high lubricating oil

temperature. Remove and clean the oil

cooler core.

4. Remove the bypass valve and clean

the valve and valve seat and inspect

the valve spring. Replace defective

parts.

5. Remove the pressure regulator

valve and clean the valve and valve

seat and inspect the valve spring.

Replace defective parts.

6. Change the bearings. Consult the

Lubricating Oil Specifications in Fuel

and Oil Specifications for the proper

grade and viscosity of oil. Change the

oil filters.

7. Replace missing plugs.

8. Check the oil pressure with a

reliable gage and replace the gage if

found faulty.

9. Remove and clean the gage line;

replace it, if necessary.

10. Remove and clean the gage

orifice.

11. Repair or replace defective

electrical equipment.

12. Remove and clean the oil pan and

oil intake screen. Consult the Lubri-

cating Oil Specifications in Fuel and

Oil Specifications for the proper grade

and viscosity of oil. Change the oil

filters.

13. Remove and inspect the valve,

valve bore, and spring. Replace faulty

parts.

14. Disassemble the piping and

install new gaskets.

15. Remove the pump. Clean and

replace defective parts.

16. Remove the flange and replace

the gasket.

461

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TM 5-3895-346-14

TROUBLESHOOTING (ENGINE)

ENGINE OVERHAUL

Chart 8

ABNORMAL ENGINE COOLANT

OPERATING TEMPERATURE

Probable Causes

ABOVE NORMAL

Check For

~~1

BELOW NORMAL

1. INSUFFICIENT HEAT

TRANSFER

Check For

3. IMPROPER CIRCULATION

2. POOR CIRCULATION

4. EXCESSIVE LEAKAGE

AT THERMOSTAT SEAL

SUGGESTED REMEDY

1. Clean the cooling system with a

good cooling system cleaner and thor-

oughly flush to remove scale deposits.

Clean the exterior of the radiator core

to open plugged passages and permit

normal air flow.

Adjust fan belts to the proper tension

to prevent slippage.

Check for an improper size radiator or

inadequate shrouding.

Repair or replace inoperative tempera-

ture-controlled fan or inoperative

shutters.

2. Check the coolant level and fill

to the filler neck if the coolant level

is low.

Inspect for collapsed or disintegrated

hoses. Replace faulty hoses.

Thermostat may be inoperative. Remove,

inspect, and test the thermostat; re-

place if found faulty.

Check the water pump for a loose or

damaged impeller.

Check the flow of coolant through the

radiator. A clogged radiator will

cause an inadequate supply of coolant

on the suction side of the pump. Clean

the radiator core.

Remove the coolant filler cap and oper-

ate the engine, checking for combustion

gases in the cooling system. The cyl-

inder head must be removed and inspect-

ed for cracks and the head gaskets re-

placed if combustion gases are entering

the cooling system.

Check for an air leak on the suction

side of the water pump. Replace

defective parts.

3. The thermostat may not be clos-

ing. Remove, inspect and test the

thermostat. Install a new thermostat,

if necessary.

Check for an improperly installed

heater.

4. Excessive leakage of coolant past

the thermostat seal(s) is a cause of

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TM 5-3895-346-14

ENGINE OVERHAUL

STORAGE

PREPARING ENGINE FOR STORAGE

When an engine is to be stored or re-

moved from operation for a period of

time, special precautions should be

taken to protect the interior and ex-

terior of the engine, transmission, and

other parts from rust accumulation and

corrosion. The parts requiring atten-

tion and the recommended preparations

are given below.

It will be necessary to remove all rust

or corrosion completely from any ex-

posed part before applying a rust pre-

ventive compound. Therefore, it is

recommended that the engine be pro-

cessed for storage as soon as possible

after removal from operation.

The engine should be stored in a build-

ing which is dry and can be heated dur-

ing the winter months. Moisture-

absorbing chemicals are available com-

mercially for use when excessive damp-

ness prevails in the storage area.

TEMPORARY STORAGE (30 days or less)

To protect an engine for a temporary

period of time, proceed as follows:

1. Drain the engine crankcase.

2. Fill the crankcase to the proper

level with the recommended viscosity

and grade of oil.

3. Fill the fuel tank with the recom-

mended grade of fuel oil. Operate the

engine for two minutes at 1200 rpm and

no load.

NOTE

nent type antifreeze solution in ac-

cordance with the manufacturer's recom-

mendations. Drain the raw water system

and leave the draincocks open.

5. Clean the entire exterior of the

engine (except the electrical system)

with fuel oil and dry it with com-

pressed air.

6. Seal all of the engine openings.

The material used for this purpose must

be waterproof, vaporproof and possess

sufficient physical strength to resist

puncture and damage from the expansion

of entrapped air.

Do not drain the fuel system

or the crankcase after this

run.

4. If freezing weather is expected

during the storage period, add a perma-

An engine prepared in this manner can

be returned to service in a short time

by removing the seals at the engine

openings, checking the engine coolant,

fuel oil, lubricating oil, transmis-

sion, and priming the raw water pump,

if used.

EXTENDED STORAGE (sore than 30 days)

When an engine is to be removed from

operation for an extended period of

time, prepare it as follows:

1. Drain and thoroughly flush the

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TM 5-3895-346-14

STORAGE

ENGINE OVERHAUL

4. Remove, check and recondition the

injectors, if necessary, to make sure

they will be ready to operate when the

engine is restored to service.

5. Reinstall the injectors in the

engine, time them and adjust the ex-

haust valve clearance.

6. Circulate the coolant through the

entire system by operating the engine

until normal operating temperature is

reached (160-185F or 71-85C).

7. Stop the engine.

8. Remove the drain plug and com-

pletely drain the engine crankcase.

Reinstall and tighten the drain plug.

Install new lubricating oil filter

elements and gaskets.

9. Fill the crankcase to the proper

level with a 30-weight preservative

lubricating oil MIL-L-21260, Grade 2

(P10), or equivalent.

10. Drain the engine fuel tank.

11. Refill the fuel tank with enough

rust preventive fuel oil such as

American Oil Diesel Run-in Fuel

(LF-4089), Mobil 4Y17, or equivalent,

to enable the engine to operate ten

minutes.

12. Drain the fuel filter and

strainer. Remove the retaining bolts,

shells and elements. Discard the used

elements and gaskets. Wash the shells

in clean fuel oil and insert new ele-

ments. Fill the cavity between the

element and shell about two-thirds full

of the same rust preventive compound as

used in the fuel tank and reinstall the

shell.

13. Operate the engine for five min-

utes to circulate the rust preventive

throughout the engine.

PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN

IN EXTENDED STORAGE

1. Remove the covers and tape from

all of the openings of the engine, fuel

tank and electrical equipment. DO NOT

overlook the exhaust outlet.

2. Wash the exterior of the engine

with fuel oil to remove the rust

preventive.

3. Remove the rust preventive from

the flywheel.

4. Remove the paper strips from

between the pulleys and the belts.

5. Remove the drain plug and drain

the preservative oil from the crank-

case. Re-install the drain plug. Fill

the crankcase to the proper level,

using a pressure prelubricator, with

the recommended grade of lubricating

oil.

6. Fill the fuel tank with the fuel

specified under Diesel Fuel Oil

Specifications (refer to Fuel and Oil

Specifications).

7. Close all of the draincocks and

fill the engine cooling system with

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

INTRODUCTION

The purpose of this chapter is to pro-

vide servicing information pertaining

to Sundstrand's family of heavy-duty

hydrostatic transmissions.

A complete review of each section for

familiarization of content is suggested

prior to any operations being

performed.

The information is compiled to provide

correct procedures for installation,

startup, and system maintenance for

trouble free operation of the trans-

missions. Any deviation of these

guidelines should be investigated prior

to implementation.

In working with any hydraulic equip-

ment, cleanliness is most important.

Any item related to the transmission

must be clean. All tools, hose, con-

tainers, units, etc. must be protected

from contaminants. This pertains

whether the system is new or being

serviced. Keep it clean.

465

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TM 5-3895-346-14

HYDRAULIC CIRCUITS

HYDROSTATIC SYSTEM

HYDRAULIC CIRCUITS

The hydrostatic transmission offers in-

finite control of speed and direction.

The operator has complete control of

the system with one lever for starting,

stopping, forward motion, or reverse

motion.

Control of the variable displacement,

axial piston pump is the key to con-

trolling the vehicle. Prime mover

horsepower is transmitted to the pump.

When the operator moves the control

lever, the swashplate in the pump is

tilted from neutral.

When the variable pump swashplate is

tilted, a positive stroke to the pis-

tons is created. This, in turn, at any

given input speed, produces a certain

flow from the pump. This flow is

transferred through high pressure lines

to the motor. The ratio of the volume

of flow from the pump to the displace-

ment of the motor will determine the

speed of the motor output shaft. Mov-

ing the control lever to the opposite

side of neutral, the flow from the pump

is reversed and the motor output shaft

turns in the opposite direction. Speed

of the output shaft is controlled by

adjusting the displacement (flow) of

the transmission. Load (working pres-

sure) is determined by the external

conditions, (grade, ground conditions,

etc.) and this establishes the demand

on the system.

Pump and motors are contained in sepa-

rate housings or may be connected by a

common end cap. All valves required

for a closed loop circuit are included

in either the pump or motor assemblies.

A reservoir, filter, cooler, and lines

complete the circuit.

Fig. 1 illustrates the internal compo-

nents of a typical Sundstrand heavy-

duty hydrostatic transmission. Fig. 2

illustrates the general appearance of

the components of a heavy-duty

transmission.

466

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

HYDRAULIC CIRCUIT^

FIXED DISPLACEMENT MOTOR

MANIFOLD

BEARING

PLATE

PISTONS

SHUTTLE

VALVE

HIGH

PRESSURE

RELIEF VALVE

FIXED

SWASHPLATE

CYLINDER

BLOCK

PORT B

CHARGE

PRESSURE

CONTROL VALVE

VARIABLE DISPLACEMENT PUMP

VALVE

PLATE

PORT A

CHARGE

PUMP

CYLINDER

BLOCK

REVERSIBLE

SWASHPLATE

PISTON

END CAP

PORT B

SERVO

CYLINDER

SERVO

PISTON

Figure 1.

467

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468

TM 5-3895-346-14

HYDRAULIC CIRCUITS

HYDROSTATIC SYSTEM

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

HYDRAULIC CIRCUITS

CHARGE PUMP CIRCUIT

Fluid flows from the reservoir through

a filter to the inlet of the charge

pump mounted on the main pump which is

driven at pump shaft speed. The pur-

pose of the charge pump is to provide a

flow of fluid through the transmission

for cooling purposes, to supply fluid

under pressure to maintain a positive

pressure on the low-pressure side of

the main pump/motor circuit, to provide

sufficient fluid under pressure for

control purposes, and for internal

leakage makeup.

MAIN PUMP AND MOTOR CIRCUIT

Fluid from the charge pump is directed

to the low-pressure side of the main

circuit by means of one of two check

valves. The second check valve is

held closed by the fluid under high-

pressure on the other side of the

main circuit.

Fluid flows in the main circuit in a

continuous closed loop. The quantity

of fluid flow is determined by pump

speed and displacement while direction

of flow is determined by the swashplate

angle from neutral.

A manifold valve assembly, connected

across the main circuit, includes ele-

ments essential to provide the proper

operation of the transmission. The

manifold valve contains two pilot-

operated, high-pressure relief valves

which serve to prevent sustained ab-

normal pressure surges in either of the

two main hydraulic lines by dumping

fluid from the high-pressure line to

the low-pressure line during rapid

acceleration, abrupt braking and sudden

application of load.

Also provided in the manifold valve as-

sembly is a shuttle valve and a charge

pressure relief valve. The shuttle

valve functions to establish a circuit

between the main line that is at low

pressure, and the charge pressure-

relief valve to provide a method of

controlling the charge pressure level

and also a means of removing the excess

cooling fluid added to the circuit by

the charge pump. The shuttle valve is

spring centered to a closed position so

that during the transition of the re-

versing of pressures in the main lines,

none of the high-pressure fluid is lost

from the circuit.

COOLING CIRCUIT

Excess cooling fluid from the manifold

charge pressure-relief valve enters the

motor case, then flows through case

drain lines to the pump case, through

the pump case and heat exchanger to the

reservoir. The heat exchanger bypass

valve is used to prevent high-back

pressure at the heat exchanger due to

cold fluid or a restricted heat

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TM 5-3895-346-14

HYDRAULIC CIRCUITS

HYDROSTATIC SYSTEM

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472

TM 5-3895-346-14

HYDRAULIC CIRCUITS

HYDROSTATIC SYSTEM

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474

TM 5-3895-346-14

HYDRAULIC CIRCUITS

HYDROSTATIC SYSTEM

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

CONTROLS

Various types of controls are avail-

able: i.e., displacement, pressure

override and rotary by-pass.

DISPLACEMENT CONTROL OPERATION

The Sundstrand heavy-duty variable

pumps incorporate a powered servo sys-

tem to control the swashplate position

with a correspondingly low operator

effort.

The valve assembly is a closed center

four-way valve with the servo pressure

ports exhausted at the center position.

The valve is operated through internal

linkage connections with both the

swashplate and the external control

handle. (Refer to Fig. 1.)

To put the pump in stroke, the control

handle (A) moves the displacement con-

trol spool (B) through a spring (C).

The spool ports oil under charge pres-

sure (D) to a servo cylinder (E). The

piston moves the swashplate (F) against

the opposite servo spring (G). Both

servo springs are constrained so that

they can only force the swashplate

toward neutral. When the swashplate

has moved to the angle set by the

control handle, the feed-back link (H)

returns the displacement control spool

almost to neutral where it ports just

enough oil to the servo cylinder to

keep the swashplate at the proper

angle.

The orifice (K) restricts the incoming

charge supply to limit the maximum

servo response rate. Spring (C) allows

the operator to rapidly pre-select the

desired speed setting without waiting

for the swashplate to follow-up.

When the control handle is released,

the displacement control spool is

returned to neutral by a spring (J).

This allows oil from both servo cyl-

inders to flow into the pump case

through the small underlaps (I).

(Refer to Fig. 2.) Both servo cylin-

ders are thus exhausted and one of the

servo springs mechanically forces the

swashplate to neutral.

PRESSURE OVERRIDE CONTROL OPERATION

The pressure override control is used

in conjunction with Sundstrand heavy-

duty variable pumps equipped with a

displacement control valve. The pres-

sure override control will override the

displacement control at a predetermined

system pressure, known as override

pressure.

The pressure override control valve as-

sembly is a three-way valve with charge

pressure (supply pressure) ported to

the displacement control in the normal-

ly open position. In the closed posi-

tion, the supply pressure is cut off to

the displacement control and the con-

trol is allowed to drain to tank.

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476

CONTROLS

TM 5-3895-346-14

HYDROSTATIC SYSTEM

Figure 2. Displacement Control Valve in Neutral

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477

CONTROLS

TM 5-3895-346-14

HYDROSTATIC SYSTEM

Figure 3. Pressure Override Control

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TM 5-3895-346-14

CONTROLS

HYDROSTATIC SYSTEM

spring also increases spring deflec-

tion) until controlling land (E) on the

spool covers the controlling port (F).

The override pressure is defined as the

system pressure when land (E) covers

port (F).

As the system pressure increases above

the override pressure, the spool and

land (E) shift further toward the

spring and the port (F) is opened to

the tank, thus draining the pressurized

servo cylinder and allowing displace-

ment of the variable pump to

decrease.

The pressure override will modulate so

that a servo pressure is maintained, to

maintain a displacement which will

yield a system pressure equal to the

override pressure.

The override pressure is adjustable by

turning the screw (H) and varying the

preload on the spring. The override

pressure will vary approximately 1000

psi per full turn of the screw (H).

ROTARY BYPASS OPERATION

The rotary bypass valve is used in con-

junction with a Sundstrand manifold

valve assembly which is normally asso-

ciated with a Sundstrand Variable or

Fixed Motor. The rotary bypass valve

cross ports flow across the motor

(load).

The rotary bypass valve assembly is a

two-way valve (refer to Fig. 4). In

the closed position, the valve is

blocked and has no function to the

system. In the open position, the

valve ports fluid from side (A) of the

closed loop to side (B) or vice versa.

The rotary bypass valve is to be used

only in the full-open or full-closed

position. The valve should not be used

to control the speed of the motor as

undesirable heat will be generated.

478

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479

CONTROLS

TM 5-3895-346-14

HYDROSTATIC SYSTEM

Figure 4. Rotary Bypass Valve

HIGH PRESSURE RELIEF VALVE

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TM 5-3895-346-14

INSTALLATION AND PLUMBING

HYDROSTATIC SYSTEM

INSTALLATION AND PLUMBING

The system in which the hydrostatic

pump and motor is operated should pro-

vide an environment compatible with the

requirements of the transmission.

The requirements of the complementary

components necessary to complete the

hydraulic circuitry are described

below.

The arrangement of the components and

their respective sizes are shown on

Fig. 1, and Plumbing Reference Chart.

COMPLEMENTARY COMPONENTS

RESERVOIR (FIG. 1, ITEM 1)

A suggested minimum reservoir volume

(in gallons) is five-eighths of the

total charge pump flow per minute (in

gpm) with a minimum fluid volume equal

to one-half charge pump flow. This

minimum reservoir volume will provide

for a minimum of 30 seconds fluid dwell

at the maximum reservoir return flow in

the system.

The outlet port to the charge pump

inlet must be positioned above the

bottom to take advantage of gravity

separation and prevent any large

foreign particles from entering the

suction line. A 100 mesh screen is

recommended over the outlet port to

further assist large particle separa-

tion. The fluid level in the reservoir

must always be above the outlet port.

The reservoir inlet (fluid return)

should be positioned in such a way that

return flow is directed into the in-

terior of the reservoir to provide for

maximum dwell and most efficient deaer-

ation of the fluid.

A drain in the reservoir is recommended

which would permit a complete fluid

change without disconnecting other

normal hydraulic connections. This

would also provide a water drain and

permit flushing in the event of excess

system or component contamination.

A filler port (FIG. 1, ITEM 12) should

be provided that minimizes the poten-

tial for contamination entering the

system during servicing or during

operation. A closed reservoir is

recommended to reduce introduction of

contamination and be designed so that

the recommended charge pump inlet pres-

sure and case drain pressures are not

exceeded. (Refer to Troubleshooting

for Pressure Limits.)

RESERVOIR SHUTOFF VALVE (FIG. 1,

ITEM 2)

It is recommended that a shutoff valve

be installed between the reservoir out-

let and filter inlet, on those systems

incorporating a filter installed out-

side the reservoir to facilitate a

filter change without a large loss

of fluid and to minimize system

contamination.

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

INSTALLATION AND PLUMBING

1. RESERVOIR

2. SHUT-OFF VALVE

3. FILTER

4. VARIABLE DISPLACEMENT PUMP

5. FIXED DISPLACEMENT MOTOR

6. INLET LINE

7. PUMP CASE DRAIN LINE

8. MOTOR CASE DRAIN LINE

9. HIGH PRESSURE LINES

10. HEAT EXCHANGER

11. RESERVOIR RETURN LINE

12. RESERVOIR FILL CAP OR BREATHER

13. HEAT EXCHANGER BYPASS VALVE

Figure 1. Plumbing Installation Variable Pump-Fixed Motor

481

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TM 5-3895-346-14

INSTALLATION AND PLUMBING

HYDROSTATIC SYSTEM

will become slow and sluggish. This

will occur before any damage to the

transmission results and provide ample

indication that a filter element change

is required.

All filter cartridges should be suffi-

ciently strong to prevent collapse or

rupture under the most adverse operat-

ing conditions.

HEAT EXCHANGER (FIG. 1, ITEM 10)

Provisions should be made in the system

to ensure that the maximum continuous

operation temperature shall not exceed

180F at the motor case drain. This

may require the use of a heat exchanger

in the reservoir return circuit, depen-

dent upon the specific duty cycle and

design of the machine. Generally, the

optimum heat exchanger size should be

capable of dissipating 20-25% of the

maximum transmission input horsepower.

The fluid restriction resulting from

the case drain lines and heat exchanger

should not exceed 40 psi case pressure

at normal system temperature. This may

require the use of a pressure bypass

around the heat exchanger (Fig. 1,

Item 3).

HYDRAULIC FLUID

The hydraulic fluid used in the system

should be selected using the guidelines

given in the fluid recommendations In

Transmission Startup,

HYDRAULIC LINES (FIG. 1, ITEMS 6, 7, 8,

9 AND 11)

The hydraulic lines selected should be

compatible with good hydraulic prac-

tices regarding length, diameter, pres-

sure capabilities, bend radii, fluid

compatibility, and transmission operat-

ing limits.

482

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

INSTALLATION AND PLUMBING

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TM 5-3895-346-14

INSTALLATION AND PLUMBING

HYDROSTATIC SYSTEM

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TM 5-3895-346-14

TRANSMISSION STARTUP

HYDROSTATIC SYSTEM

TRANSMISSION STARTUP

PROCEDURE

1. After the transmission has been

installed, remove the threaded plug

from the side of the main pump housing

(refer to Fig. 9, Item A).

For reading charge pressure at this

port, install a 600 psi gage, with a

short section of hose. The threaded

port is 7/16 x 20 straight thread 0-

ring. Also install at the charge pump

inlet a vacuum gage for reading inlet

vacuum (refer to Fig. 9).

2. Check all fittings to be sure

they are tight.

3. When filling any area of the

transmission, it is recommended that

all fluid be passed through a ten-

micron filter (refer to Fluid

Recommendations).

Fill the pump and motor cases through

the upper case drain opening with a

recommended fluid. Reinstall and

tighten case drain lines.

4. Loosen the charge pump line,

coming from the filter/reservoir, at

the inlet to the charge pump.

5. Fill the reservoir with fluid.

When fluid appears at the loosened hose

at the charge pump inlet, install and

tighten the hose and continue filling

the reservoir. Leave reservoir cap

loose so air will escape.

If gravity feed does not fill the inlet

line to the charge pump, it must be

filled by hand.

6. It is recommended that the con-

trol linkage to the pump control valve

be left disconnected until after the

initial startup. This will allow the

pump to remain in positive neutral.

7. If the prime mover is:

Engine: (Diesel)

Close the injector rack, turn the

engine over until the charge pressure

reaches 30 psi or more.

8. Start the prime mover and if

possible, maintain a 750 rpm pump shaft

speed for 5 minutes. This will allow

the system to fill properly. During

this phase, pressure surges may be seen

on 600 psi gage. THIS IS NORMAL.

While running at 750 rpm idle, the pump

charge pressure must be at least 100

psi above case pressure. If it is not,

shut down and troubleshoot. (Refer to

Troubleshooting.)

9. Increase pump speed to approxi-

mately 1000 rpm; charge pressure on the

600 psi gage should be 190-210 psi

above pump case pressure. (See Note.)

10. Shut down prime mover and con-

nect linkage to the displacement con-

trol valve handle.

CAUTION

If the motor shaft is connected

to the drive mechanism, the

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TRANSMISSION STARTUP

Repeat or continue to cycle for

approximately 5 minutes.

14. Should the charge pressure fall

below 100 psi above motor case pres-

sure, discontinue startup until

trouble has been found. (Refer to

Troubleshooting.)

15. Run the prime mover at maximum

RPM with the pump in neutral. Observe

the reading at the vacuum gage con-

nected to the charge pump inlet. This

reading should not exceed 10-inches of

mercury at normal operating conditions.

16. Shut down prime mover, remove

all gages and replace all plugs or

lines. Check reservoir fluid level and

tighten oil fill cap. The machine is

now ready for operation.

NOTE

On those pumps equipped with a

4-cubic-inches/rev. charge

pump, the charge pressure

should be:

A. 210-240 psi above pump

case pressure - pump in

neutral at 1000 rpm

B. 300-385 psi above pump

case pressure - pump in

neutral at 1500-1800 rpm

C. 230-250 psi above motor

case pressure - pump in

stroke at 1500-1800 rpm

487

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TM 5-3895-346-14.

FLUID RECOMMENDATIONS

HYDROSTATIC SYSTEM

FLUID RECOMMENDATIONS

HYDROSTATIC TRANSMISSIONS

Hydraulic fluids selected for use with

the Sundstrand hydrostatic transmission

should be a quality product carefully

selected with assistance from a credit-

able supplier.

Characteristics of the fluid selected

should include:

Viscosity

Oxidation

Thermal Stability

Shear Stability

Low Temperature Fluidity

Antiwear

Anticorrosion

Antifoam

Seal Conditioning for Buna-N and Viton

Elastomers

The following types of fluids have

been used successfully in the hydro-

static transmission: (1) antiwear

hydraulic oil, (2) automatic trans-

mission fluid - Type-F, and (3) hy-

draulic transmission fluid (type used

by the Agricultural industry for com-

bined transmission, hydraulic and wet

brake systems). If a fire resistant

fluid is required, Pydraul 312 has been

satisfactory.

Most of the above fluid types have ac-

ceptable viscosity characteristics in

the operating range of 0F to 200F.

The fluids selected should provide a

minimum viscosity of 47 SUS at 210F

and a maximum measured viscosity of

6000 SUS at the lowest expected startup

temperature. Typical fluid properties

are listed on the attached table.

Typical Viscosity SUS Viscosity Pour Operating Range

Fluid Type 0F 100F 210F Index Point F (Typical F)

Antiwear

Hydraulic

Oil

7000

200

130

-30

0-200F

Type-F

3200

212

57.2

208

-40

-15-200F

Hydraulic

Transmission

Oil

12,000

233

100 Min.

-35

0-200F

*Pydraul 312

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TROUBLESHOOTING

TROUBLESHOOTING PROCEDURE

HYDROSTATIC SYSTEM

NOTE

Before proceeding with trouble-

shooting, read the following

information.

Sundstrand heavy-duty transmissions

must maintain various pressures to

function properly. Any disturbance of

the proper pressure levels will lead to

an inoperable transmission.

Four pressures normally must be moni-

tored to accurately diagnose a malfunc-

tion in the transmission:

1. CHARGE PUMP INLET SUCTION: The

maximum vacuum at the charge pump inlet

should not exceed 10-inches of mercury

at normal operating conditions. It is

acceptable for the inlet vacuum to

exceed 10-inches of mercury during cold

startup.

2. CHARGE PRESSURE: The minimum al-

lowable charge pressure is 130 psi

above case pressure. Normal charge

pressure is 160 psi above motor case

pressure when the motor shaft is turn-

ing and 190 psi above pump case pres-

sure when the pump is in neutral.

3. SYSTEM OR HIGH PRESSURE: The

maximum system pressure obtainable is

controlled by the high-pressure relief

valves located in the motor manifold.

The relief valves have a two-digit num-

ber stamped on the exposed end stating

valve setting (i.e. "50" = 5000 psi).

4. CASE PRESSURE: The transmission

case pressures should not exceed 40 psi

gage under normal operating conditions.

Proper troubleshooting procedures dic-

tate that the pressure levels developed

in the circuit must be known by the

installation and interpretation of the

pressure gages.

The necessary gages and complimentary

equipment required are depicted in

Fig. 1. Their proper installation in

the circuit is depicted in Fig. 2.

NOTE

For accurate gage interpreta-

tion, it is recommended that

the pump drive shaft be turning

at or near maximum rpm.

489

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490

TM 5-3895-346-14

TROUBLESHOOTING

HYDROSTATIC SYSTEM

GAGE GAGE GAGE GAGE

Figure 1. Troubleshooting Gages

CASE PRESSURE HIGH PRESSURE LOW PRESSURE VACUUM

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TROUBLESHOOTING

A. GAGE CONNECTION = 7/16 x 20 SAE "O" RING - ALL SERIES

B. GAGE CONNECTION = 7/16 x 20 SAE "O" RING - ALL SERIES

C. GAGE CONNECTION - MAY ALSO BE CONNECTED ON SUCTION SIDE OF INLET FILTER

D. GAGE CONNECTION = REDUCER FITTING FROM CASE PORT THREAD SIZE TO GAGE

HOSE ASSEMBLY (REFER TO " INSTALLATION AND PLUMBING,"

ITEM NO. 7 AND 8, IN PLUMBING REFERENCE CHART).

Figure 2. Typical Gage Installation (PV-MF)

491

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TM 5-3895-346-14

TROUBLESHOOTING

HYDROSTATIC SYSTEM

TROUBLESHOOTING PROCEDURE

I. SYSTEM WILL NOT OPERATE IN EITHER DIRECTION

CAUSE INDICATED BY

REMEDY

System low on

fluid

Faulty control

linkage

C. Disconnected

coupling

D. Filter or suction

line from reser-

voir to charge

pump plugged or

collapsed

E. Charge pressure

relief valve in

charge pump or

motor manifold

damaged or stuck

open

Low or zero charge

pressure

High vacuum and low

charge pressure

Low or zero charge

pressure

NOTE

If problem is in

charge pump, pres-

sure will be low or

zero when pump is

in neutral. If in

manifold, pressure

will be low when in

stroke.

1. Locate and fix leaks caus-

ing the loss of fluid.

2. Replenish fluid in reser-

voir to proper level.

1. Check the entire linkage,

from control lever to pump

arm, to make sure it is con-

nected and free to operate as

it should. Adjust linkage to

pump arm. DO NOT move pump

arm to meet linkage.

1. Check to see that the

coupling from the engine to

the pump shaft or the coup-

ling from the motor shaft to

the driven mechanism is not

slipping or broken.

1. Replace or clean filter

and/or suction line.

1. Replace faulty assembly.

(Refer to Repair Procedure.)

F. Charge pump drive

key or shaft

broken

Zero charge pressure

when pump is in neutral

or when trying to go

into stroke

1. Replace charge pump as-

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TROUBLESHOOTING

CAUSE

G. Internal damage

to pump or motor

or both

INDICATED BY

Low or zero charge

pressure. Charge pres-

sure may also fluctuate

rapidly or fall to or

near zero when maximum

system pressure is

reached

Maximum system pressure

capability in both for-

ward and reverse is

less than normal high-

pressure relief valve

setting

Pieces or flakes of

brass in reservoir or

filter

Noisy unit (pump or

motor)

REMEDY

1. A check of the individual

unit leakage is necessary to

determine whether the damage

is in the pump(s) or motor(s).

Before proceeding to replace

either unit, use the follow-

ing procedure:

A. To check fixed displace-

ment motors:

(1) Remove the charge pres-

sure relief valve cap in the

motor manifold, remove the

charge relief spring, insert

a solid shim of sufficient

length in place of the spring

and reinstall cap. This will

block the relief valve in a

fully closed position.

(2) Remove the motor case

drain line where it connects

to the pump case port and

seal pump case with the prop-

er size threaded plug.

(3) Insert a suitable flow

measuring device capable of

measuring at least 100%

charge pump flow in the motor

case drain line (See Note.)

Complete the circuit by dis-

charging the line to the

reservoir.

(4) Start the prime mover

and run the pump in neutral

at maximum speed.

(5) Engage the pump control

slowly and maintain the high-

est possible system pressure.

493

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TM 5-3895-346-14

TROUBLESHOOTING

HYDROSTATIC SYSTEM

CAUSE

INDICATED BY

REMEDY

(6) Record the amount of

flow in gallons per minute

out the motor case drain

line.

If the amount of flow is more

than 50% of the charge pump

flow, the motor is damaged

and must be replaced.

It is recommended if the

motor is damaged that the

pump also be replaced.

NOTE

The amount of charge

pump flow may be de-

termined by the fol-

lowing formula:

Charge Pump Flow

(GPM)

Charge Pump Displ. x Pump Speed x 0.92

231

If the motor is not damaged,

the pump is faulty and must

be replaced.

2. Replace pump or motor or

both. (Refer to Repair

Procedure.)

Disconnected

control valve

internal

linkage

Plugged control

orifice

Neutral charge pres-

sure will be main-

tained, but pump will

not go into stroke.

Handle moves freely

Neutral charge pres-

sure will be normal

but pump will not go

into stroke

1. Disconnect control link-

age at directional control

arm. Move control arm back

and forth by hand. If it

moves freely with no resis-

tance, the control valve

should be removed and checked

for broken or missing parts.

(Refer to Repair Procedure.)

1. Remove the bolts that

hold the control housing to

pump and check the orifice.

494

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TROUBLESHOOTING

CAUSE

INDICATED BY

REMEDY

K. Rotary bypass

valve, if used,

open (located

on motor manifold

assembly)

L. If pressure over-

ride valve is

used, adjusted

too low, check

ball missing,

or broken parts

Loss of system pressure

in both directions

Charge pressure will be

normal; system tempera-

ture will be higher

than normal

Charge pressure will be

normal

If adjusted too low,

system pressure will

be lower than normal

If check ball is mis-

sing, system will not

develop pressure

If broken parts, system

pressure would be low

or erratic

CAUTION

Do not allow the ori-

fice or O-rings to

fall into the pump

case.

(Refer to Repair Procedure.)

1. Close rotary valve.

1. Readjust valve to proper

setting.

2. Remove valve and repair

or replace. (Refer to

Repair Procedure.)

II. SYSTEM OPERATES IN ONE DIRECTION ONLY

CAUSE INDICATED BY

A. Faulty control

linkage

REMEDY

1. Check the entire link-

age to make sure it is con-

nected and free to operate

as it should. Adjust link-

age to the pump arm. DO

NOT move pump arm to linkage.

2. Make sure the control-

stop, if used, is not out of

adjustment.

495

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TM 5-3895-346-14

TROUBLESHOOTING

HYDROSTATIC SYSTEM

CAUSE

INDICATED BY

B. Faulty high-

pressure relief

valve

Loss of or lower than

normal system pressure

in one direction only

C. One check valve

faulty

Loss of system pres-

sure in one direction

only. Charge pressure

might be higher than

normal

D. Control valve

spool jammed or

sticking in one

direction or

misadjusted

E. Shuttle valve

spool jammed

(located in

motor manifold)

Pump will not return to

neutral

Loss of or lower than

normal system pressure

in one direction

III. NEUTRAL DIFFICULT OR IMPOSSIBLE TO FIND

CAUSE

A. Faulty linkage

INDICATED BY

REMEDY

1. Switch the two high-

pressure relief valves. If

the system operates in the

direction which it would

not operate before, one of

the relief valves is in-

operative. Repair or replace

damaged valve. Retest system.

1. Remove the two check

valves located in the pump

end cap under the charge

pump and check the following:

(Refer to Repair Procedure,)

A. Check to see if poppet

or ball is missing.

B. Check to see if the valve

seat is eroded or deformed.

NOTE

If condition (A) exists,

replace the pump. If

condition (B) exists, re-

place both check valves.

1. Replace control valve.

(Refer to Repair Procedure.)

1. Remove and replace mani-

fold assembly. (Refer to

Repair Procedure.)

REMEDY

1. Disconnect control link-

age at directional control

arm. If system now returns

to neutral, the linkage to

the control is out of adjust-

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TROUBLESHOOTING

CAUSE

INDICATED BY

REMEDY

B. Control valve out

of adjustment

1. Replace displacement con-

trol valve or readjust ac-

cording to the following

procedure:

STEP I: (Refer to Fig. 3.)

Remove end play from center-

ing-spring mechanism with

locknut (1) loose but holding

the centering-spring housing

(3). Turn the spring adjust-

ing screw (2) until the screw

is just touching the center-

ing-spring washer; thus taking

the free end play out of the

centering-spring mechanism.

This is best done by exerting

a light back and forth force

on the control-valve spool (6)

at the same time the adjusting

screw is being turned down.

Care must be taken not to com-

press the centering-spring (4)

beyond its installed height.

Tighten the locknuts (1) and

recheck the spool (6) for end

play.

STEP II: (Refer to Fig. 3.)

Adjust control valve spool for

neutral position. Remove the

7/16 x 20 straight thread O-

ring plugs on either side of

the control valve housing (9)

to reveal the servo cylinder

porting holes (8). Loosen

locknut (7) and adjust the

control valve by screwing the

centering-spring housing (3)

in or out so that the open

areas (shaded areas of (10))

between the spools lands and

sides of the porting holes are

equal. Tighten locknut (7),

recheck the open areas and re-

install the two 7/16 x 20

plugs.

497

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498

STEP 2

Figure 3.

TM 5-3895-346-14

TROUBLESHOOTING HYDROSTATIC SYSTEM

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TROUBLESHOOTING

CAUSE

INDICATED BY

REMEDY

C. Servo cylinder out

of adjus tment

1. Remove pump and return to

factory for readjustment.

(Refer to Repair Procedure,

for removal instruction.)

IV. SYSTEM OPERATING HOT (MOTOR CASE TEMPERATURE ABOVE 180F)

CAUSE INDICATED BY REMEDY

A. Fluid level low

Fluid cooler

clogged

Fluid in cooler

being bypassed

(Cooler bypass

valve, if used,

stuck open)

Clogged filter

or suction line

Rotary bypass

valve, if used,

partially open

(located on

motor manifold)

Excessive internal

leakage

Case drain lines

improperly plumbed

H. Continued opera-

tion at high-

pressure relief

valve setting

Low charge pressure

High vacuum and low

charge pressure

Slower than normal

motor speed

Lower than normal or

loss of system pressure

Lower than normal sys-

tem pressure in one

or both directions

Lower than normal

charge pressure; may

drop to or near zero

when maximum obtain-

able system pressure

is reached

Loss of acceleration

and power

1. Replenish fluid supply.

1. Clean cooler air passages.

1. Repair or replace valve.

1. Replace filter; clean or

replace suction lines.

1. Close bypass valve.

1. Check the high-pressure

relief valves; one may be

stuck partially open.

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TM 5-3895-346-14

TROUBLESHOOTING

HYDROSTATIC SYSTEM

CAUSE

INDICATED BY

REMEDY

V. SYSTEM NOISY

A. Air in system

Considerable amount of

foam in reservoir

Low and fluctuating

charge pressure

Spongy control

B. Plumbing not

properly insulated

VI. ACCELERATION AND DECELERATION SLUGGISH

CAUSE INDICATED BY

A. Air in system

B. Control orifice

plug partially

blocked

C. Rotary bypass

valve, if used,

partially open

(located on

motor manifold)

Lower than normal

system pressure

1. Check for low fluid

level.

2. Check inlet system; fil-

ter, suction line, etc. for

leaks allowing air to be

drawn into system.

3. End of case return within

the reservoir not submerged

in fluid.

1. Make sure hose or tubing

is not touching any metal

that can act as a sounding

board.

2. Insulate hose and tubing

clamps with rubber to absorb

noise.

REMEDY

1. See step V-A.

1. Remove the bolts that

hold the control housing to

pump and check the orifice.

(Refer to Repair Procedure.)

CAPTION

Do not allow O-rings to

fall into the pump case.

2. If orifice is clean, re-

move the charge pump and the

plug at the charge pressure

gage port and blow clean air

through the passage between

the charge pump and control

orifice port.

1. Close bypass valve.

500

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

TROUBLESHOOTING

CAUSE

D. Internal wear or

damage in pump

or motor or both

E. Engine lugs down

INDICATED BY

REMEDY

1. See item I-G.

1. Consult vehicle engine

manual.

VII. VARIABLE DISPLACEMENT MOTOR WILL NOT CHANGE DISPLACEMENT

CAUSE

A. Control pressure

line from pump

to motor not

connected

B. Displacement

control valve

not adjusted

properly

C. Plugged orifice in

motor control

INDICATED BY

1. Connect line.

1. Replace control valve.

(Refer to Repair Procedure.)

1. Remove the bolts that hold

the housing to motor and check

the orifice.

CAPTION

Do not allow the orifice

or O-rings to fall into

the pump case.

(Refer to Repair Procedure.)

501

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TM 5-3895-346-14

MAINTENANCE

HYDROSTATIC SYSTEM

SYSTEM MAINTENANCE

FLUID Generally, a fluid change inter-

val of 2000 hours is adequate with a

sealed reservoir system. A more fre-

quent fluid change is required if the

fluid has become contaminated by water

or other foreign material or has been

subjected to abnormal operating

conditions.

An open reservoir system with an air-

breathing filler cap requires the fluid

to be changed every 500 hours.

More specific practices should be de-

veloped as a function of vehicle de-

sign, applied use and experience in

operation. (See Recommended Fluids.)

FILTER As a general recommendation,

with a sealed reservoir system, the 10-

micron inlet filter should be changed

each spring or every 1500 hours,

whichever occurs first. With an open

reservoir system utilizing an air-

breathing filler cap, the filter should

be changed every 500 hours.

RESERVOIR The reservoir should be

checked daily for the proper fluid

level and the presence of water in the

fluid. If fluid must be added to the

reservoir, use only filtered or

strained fluid. Drain any water as

required.

HYDRAULIC LINES AND FITTINGS Visually

check daily for any fluid leakage.

Tighten, repair or replace as required.

HEAT EXCHANGER The heat exchanger core

and cooling fins should be kept clean

at all times for maximum cooling and

system efficiency. Inspect daily for

any external blockage and clean as

required.

502

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

REPAIR

REPAIR PROCEDURE

REPLACEMENT OF CHARGE PUMP

REMOVAL

1. Remove the line connecting charge

pump to reservoir and plug with clean

plastic plug to prevent draining of

reservoir.

2. Remove the four capscrews.

NOTE

Do not remove the capscrew at

the top and bottom of the

charge pump, as these hold the

charge pump together. (Refer

to Fig. 1.)

Figure 1.

3. Pull charge pump away from main

pump.

NOTE

Do not use sharp tools to pry

charge pump from main pump.

A scratch on the sealing sur-

face may cause a leak. If

charge pump does not pull

loose, tap lightly on side of

charge pump with plastic ham-

mer to break paint or gasket

seal.

RELIEF VALVE

SLOT

INSTALLATION

1. Install a new gasket. Make sure

the new gasket is properly installed

(refer to Fig. 2). If positioned wrong

the relief valve port is covered by the

gasket.

2. Line up the drive tang on charge

pump shaft with slot in main pump shaft

(refer to Fig. 3). The charge pump

should assemble freely with main pump

freely. Do not force charge pump into

position.

3. Tighten the four mounting bolts

to 10-11 lb ft (13.56-14.92 Nm) torque.

Figure 2.

DRIVE TANG

& SLOT

Figure 3.

503

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TM 5-3895-346-14

REPAIR

HYDROSTATIC SYSTEM

4. Install connector to charge pump

(refer to Fig. 4). Torque 14-20 lb ft

(18.98-27.12 Nm).

5. Install line from reservoir to

connector on charge pump.

NOTE

Excessive tightening may dis-

tort charge pump and cause

leaks or malfunction.

6. Check oil level in reservoir.

REMOVAL

1. Remove charge pump (refer to

Installation and Plumbing).

2. Using a drag link, unscrew check

valve from end cap (refer to Fig. 5).

NOTE

There are two check valves.

It is advisable to replace

both check valves when ser-

vicing unit (refer to Fig. 6).

Figure 5.

Figure 6.

INSTALLATION

1. Prior to installation, inspect

O-rings for damage (refer to Fig. 7).

Apply a light coat of oil.

On 20 through 23 series pumps, tighten

check valves to 30-40 lb ft (40.68-

54.24 Nm) torque.

On 24 through 27 series pumps, tighten

check valves to 80-90 lb ft (108.48-

122 Nm) torque.

REPLACEMENT OF CHECK VALVES

504

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

REPAIR

NOTE

The checks must be below the

face of the end cap. (Refer

to Fig. 5.)

Figure 7.

REPLACEMENT OF MANIFOLD

REMOVAL

1. Prior to removal of manifold as-

sembly, remove all dirt and clean area

where manifold assembly is attached to

end cap.

2. Place drain pan under manifold to

catch oil.

3. Remove the four corner bolts

holding manifold to motor end cap

(refer to Fig. 8).

4. Grasp manifold to prevent it from

dropping and remove remaining two

mounting bolts. (Refer to Fig. 9.)

There is no gasket between the manifold

and end cap. Sealing is obtained by

O-rings and backup rings.

INSTALLATION

1. Use new O-rings and backup rings.

Figure 8. Figure 9.

505

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TM 5-3895-346-14

REPAIR

HYDROSTATIC SYSTEM

2. The two grooves side by side re-

quire an O-ring and backup ring. The

0-ring goes into the groove first.

Then install the backup ring on top of

the O-ring. The flat side of the back-

up ring faces away from the O-ring.

3. The remaining groove requires

only an O-ring (refer to Fig. 10).

4. Place manifold against motor end

cap. Install bolts, being certain O-

rings did not slip from their grooves.

Tighten bolts to 19-21 lb ft (27.76-

28.47 Nm) torque.

5. Check reservoir for oil level.

REPLACEMENT OF HIGH

REMOVAL

1. Apply a wrench on hex portion of

valve and unscrew from manifold block

(refer to Fig. 11).

NOTE

There are two relief valves in

manifold block.

Figure 11.

"0" RING ONLY (A) "O" RANGE IB) &

Figure 10.

PRESSURE RELIEF VALVES

INSTALLATION

1. Prior to installation, inspect

O-rings and backup rings for damage.

2. Apply a lubricant to the O-ring

and install valve in manifold block

(refer to Fig. 12).

3. Tighten valve to 20 lb ft

(27.12 Nm) torque.

Figure 12.

506

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

REPAIR

REPLACEMENT OF DI

REMOVAL

1. Remove control linkage from dis-

placement control valve assembly.

2. Remove the nine capscrews hold-

ing valve to pump housing (refer to

Fig. 13).

3. Lift valve away from housing and

remove cotter pin and washer. (Refer

to Fig. 14.) Remove pin from link in

pump.

Figure 13.

ffffft**

PLACEMENT CONTROL VALVE

NOTE

Caution must be exercised to

prevent these parts from fall-

ing into pump.

4. Remove orifice and O-rings from

control valve (refer to Fig. 15).

INSTALLATION

1. Install orifice, tip down, and

new O-rings in control valve.

2. Install new gasket on control

valve dry.

3. Install pin in control valve

links and pump link.

4. Place washer in pin, install

cotter pin and spread.

NOTE

Caution should be exercised

during installation of these

parts to prevent them falling

into unit. Lightly coating

parts with petroleum jelly (not

grease) is advised.

5. Install valve to pump and tighten

the nine bolts to 10-11 lb ft (13.56-

14.92 Nm) torque.

Figure 14

Figure 15

507

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TM 5-3895-346-14

REPAIR

HYDROSTATIC SYSTEM

REPLACEMENT OF MOTOR OR PUMP SHAFT SEAL

REMOVAL

1. Remove unit from installation.

2. Insert Truarc #7 pliers in snap-

ring holes, compress ring and roll out

(refer to Fig. 16).

3. Remove aluminum seal retainer

with screwdriver (refer to Fig. 17).

4. Remove steel stationary seal

(this generally comes out with re-

tainer) (refer to Fig. 18).

Figure 17.

5. With fingers or two screwdrivers

remove bronze rotating part of seal

from drive shaft (refer to Fig. 20).

6. Refer to Fig. 19 and account for

all the part8 shown.

Figure 20.

508

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

REPAIR

INSTALLATION

NOTE

Always replace both stationary

and rotating parts of seal.

Do not mix old and new parts.

1. Wash and clean air dry new seal

parts.

2. Install the seal springs into

aluminum seal retainer. Install new O-

rings dry on stationary steel part of

seal and place seal into retainer so

notch is located in pin in retainer

(refer to Fig. 21).

3. Install large O-ring on O.D. of

retainer (refer to Fig. 21).

4. Install new O-ring in I.D. of

bronze rotating part of seal (refer to

Fig. 20).

5. Wrap a piece of plastic around

drive shaft and slide rotating bronze

part over shaft making sure it is

seated. Do not press on seal surface

(refer to Fig. 22).

Figure 22.

6. Install stationary seal and re-

tainer into place and press retainer in

so snapring groove is open (refer to

Fig. 23).

7. Close snapring with pliers.

Install snapring with tapered edge

out.

8. For ease of installation start

snapring in groove with side opposite

snapring holes (refer to Fig. 24).

Figure 23.

Figure 24.

509

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TM 5-3895-346-14

REPAIR

HYDROSTATIC SYSTEM

REPLACEMENT OF PRESSURE OVERRIDE VALVE AND DISPLACEMENT CONTROL VALVE

REMOVAL

1. Remove control linkage from dis-

placement control valve assembly.

2. Remove the two hoses connected

between the pump end cap and pressure

override valve (refer to Fig. 25).

3. Remove the six bolts holding the

P.O.R. valve to the displacement con-

trol valve.

4. Remove O-rings from P.O.R. valve

(refer to Fig. 26).

5. Remove the remaining three bolts

in the displacement control. Lift

valve away from housing and remove

cotter pin and washer (refer to Fig. 14

and Fig. 27). Remove pin from link in

pump.

Figure 26.

6. Remove orifice and O-rings from

control valve (refer to Fig. 27).

INSTALLATION

NOTE

Caution must be exercised to

prevent these parts from fall-

ing into pump.

1. Install orifice, tip down and new

O-rings in control valve.

2. Install new gasket on control

valve dry.

Figure 25.

510

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

REPAIR

Figure 27.

3. Install pin in control valve

links and pump link.

4. Place washer in pin, install new

cotter pin and spread.

NOTE

Caution should be exercised

during installation of these

parts to prevent them from

falling into unit. Lightly

coating parts with petroleum

jelly (not grease) is advised.

5. Install valves to pump using the

three shortest bolts in the back holes

(refer to Fig. 26).

6. Install new O-rings in P.O.R.

valve.

7. Install P.O.R. to displacement

control valve with remaining six bolts

and tighten all nine bolts to 10-11 lb

ft (13.56-14.92 Nm) torque.

8. Install two pressure override

hoses to the valve and pump end cap.

REPLACEMENT OF ROTARY BYPASS VALVE AND MANIFOLD ASSEMBLY

REMOVAL

1. Prior to removal of rotary bypass

valve and manifold assembly, remove all

dirt and clean area where bypass and

manifold assembly is attached to end

cap.

2. Place drain pan under manifold to

catch oil.

3. Grasp the bypass valve to prevent

it from dropping. Remove the four

bolts holding bypass valve to manifold.

There is no gasket between bypass valve

and manifold assembly. Sealing is

obtained by O-rings and backup rings

(refer to Fig. 28).

4. Grasp manifold to prevent it from

dropping and remove remaining two

mounting bolts (refer to Fig. 29).

There is no gasket between manifold and

end cap. Sealing is obtained by 0-

rings and backup rings.

INSTALLATION

1. Use new O-rings and backup rings.

2. The two grooves side by side in

manifold require an O-ring and backup

ring. The O-ring goes into the groove

first. Then install the backup ring on

top of the 0-ring. The flat side of

the backup ring faces away from the

O-ring.

3. The remaining groove requires

only an O-ring (refer to Fig. 30).

4. Place manifold against motor end

cap. Install the two shortest bolts in

the bottom two holes, being certain O-

rings did not slip from their grooves.

511

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TM 5-3895-346-14

REPAIR

HYDROSTATIC SYSTEM

BYPASS

VALVE

MANIFOLD

Figure 28.

5. The two grooves side by side in

the bypass valve require an O-ring and

a backup ring. Install in the same

manner as motor manifold.

6. Place bypass valve against mani-

fold. Install remaining bolts being

certain O-rings did not slip from their

grooves. Tighten bolts to 19-21 lb ft

(27.76-28.47 Nm) torque.

MOTOR

MANIFOLD

BYPASS

VALVE

Figure 29,

Figure 30.

512

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR REPAIR

FIXED DISPLACEMENT MOTOR REPAIR

The areas of repair indicated may be

serviced, following the procedures in

this manual, without voiding the

warranty.

Installation torque values for cap-

screws are given in the table at the

end of this manual.

NOTE

System pressure gauge port is

located on side opposite the

corresponding high pressure

relief valve cartridge.

OUTPUT SHAFT SEAL

GAUGE PORTS FOR

SYSTEM PRESSURE

SHUTTLE VALVE

HIGH PRESSURE

RELIEF VALVE

CARTRIDGE

CHARGE RELIEF

VALVE FOR

FORWARD AND

REVERSE

SHUTTLE VALVE

HIGH PRESSURE

RELIEF VALVE

CARTRIDGE

GAUGE PORT FOR

CHARGE PRESSURE

IN FORWARD AND

REVERSE(NOT

NEUTRAL)

Figure 1,

513

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TM 5-3895-346-14

MOTOR REPAIR

HYDROSTATIC SYSTEM

Minor Repairs

Special Tools (refer to Fig. 2).

The following tools are required but

not normally carried:

1. Truarc Retaining Ring Pliers (#7)

2. Torque Wrench

Figure 2.

It is recommended that all shaft seal

parts be replaced. If parts are to be

reused, they must be protected from

being damaged by the shaft during

removal.

Remove the large retaining ring located

on the shaft end of the motor. Remove

the side opposite the tangs from the

groove first (refer to Fig. 3).

Figure 3.

The aluminum housing is removed next.

It is held in place by the friction of

the O-ring on its O.D. Pry the housing

toward the end of the shaft until the

O-ring is free (refer to Fig. 4).

Figure 4.

Remove the housing from the shaft.

This part is actually an assembly that

is being held together by the friction

of an internal O-ring. It will nor-

mally remain assembled until physically

separated (refer to Fig. 5).

Figure 5.

514

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR REPAIR

The bronze sealing ring is also held in

place by internal O-ring friction.

Work this part free and carefully slide

over the shaft (refer to Fig. 6).

CAUTION

This part is easily damaged

and care must be exercised

when handling.

Figure 6.

All of the shaft seal parts, which are

included in the shaft seal kit, have

now been removed. Each part should be

inspected separately if the seal is to

be reused. It is recommended that this

entire shaft seal be replaced (refer to

Fig. 7).

Figure 7.

Prior to assembly, place one O-ring in

the I.D. of the bronze sealing ring and

one O-ring in the I.D. of the aluminum

housing. Place the six springs in the

cavities in the housing. Care must be

used to protect the parts from damage

by the shaft during assembly (refer to

Fig. 8).

Figure 8.

Slide the sealing ring over the shaft

and onto the shaft pilot diameter with

the O-ring facing the motor. Work the

ring into place using hand force only

(refer to Fig. 9).

Figure 9.

515

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TM 5-3895-346-14

MOTOR REPAIR

HYDROSTATIC SYSTEM

Insert the stationary seal pilot into

the aluminum housing, locating the

notch in the stationary seal over

the pin in the housing (refer to

Fig. 10).

Install the retaining ring with the

beveled side out, putting the side

opposite the tangs into the groove

first. Be certain that the retaining

ring has snapped into its groove

completely (refer to Fig. 12).

Install the O-ring on the O.D. of the

housing, then slide it into place

against the bronze sealing ring. Since

this is a spring loaded assembly, it

may be necessary to push against the

aluminum housing to expose the

retaining ring groove (refer to

Fig. 11).

Figure 11.

The high-pressure relief valves are

cartridges that are removed by unscrew-

ing them from the manifold. These

valves are factory set and the frist

two numbers of the pressure setting are

stamped on the end of the valve. These

valves are interchangeable and can be

installed in either side of the mani-

fold, providing the pressure settings

are the same (refer to Fig. 13).

516

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR REPAIR

To repair the shuttle valve, remove

both hex plugs, springs, washers, and

spool from the manifold. These parts

are interchangeable and can be in-

stalled on either side of the manifold.

The spool and manifold are a select fit

and must be replaced together. To

Install, slide the spool into the bore,

place a washer on each end, then slide

both springs in place. Install the hex

plugs and tighten (refer to Fig. 14).

Figure 14.

To repair the charge relief valve, re-

move the hex plug, spring and poppet.

Remove the shims from the counterbore

of the hex plug. Do not alter these

shims unless new parts are used, in

which case the valve must be re-shimmed

to the proper setting. To reinstall,

insert the poppet, spring, and plug,

being certain the shims are in place

(refer to Fig. 15).

The valve manifold assembly can be

removed from the motor and replaced in

its entirety. The following procedure

shows removal of the entire manifold

from the motor before performing

further disassembly (refer to

Fig. 16).

Figure 16.

Remove the six hex capscrews and lift

the manifold off the motor end cap.

The three ports are sealed with O-rings

and the two adjacent ports also have

backup rings on top of the O-rings.

These are rectangular in cross section

and slightly cupped on one side where

they mate with the O-rings (refer to

Fig. 17).

Figure 15.

Figure 17.

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TM 5-3895-346-14

MOTOR REPAIR

HYDROSTATIC SYSTEM

The manifold assembly contains

the following valves (refer to

Fig. 18).

High-Pressure Relief Valve Cartridges

Shuttle Valve

Charge Relief Valve

o._ o

Figure 19.

When installing the manifold on the end

cap be certain the backup rings are

properly installed and do not slip out

of the grooves (refer to Fig. 20).

Figure 18.

The O-ring should be placed in the port

with the full counterbore. The O-rings

and backup rings fit in the ports with

the machined grooves. The O-ring

should be installed first and then the

backup ring (refer to Fig. 19).

Figure 20.

518

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR REPAIR

Major Repairs

CAUTION

Special Tools (refer to Fig. 1).

The following tools are required but

not normally carried:

1. Waldes Truarc #7 Retaining Ring

Pliers

2. Torque Wrench

3. Tapered Bearing Puller

Ref. Snap On Part Numbers

Puller Bar CG350

20-23 Series: Separator CJ950

24-28 Series: Separator CJ951

Figure 1.

Remove the shaft seal (refer to Fig.

2), as outlined under Minor Repair

Procedures. The shaft seal must be

removed before end capscrews are

loosened to prevent the seal being

damaged.

The end capscrews should not

be loosened until the shaft

seal has been removed.

Remove the valve manifold assembly as

outlined under Minor Repair Procedures,

Remove all but two of the hex head

screws holding the end cap to the

housing (refer to Fig. 3).

Figure 3.

There is an internal spring loading on

the end cap and as the last two screws

are loosened, it should begin to separ-

ate from the housing. Loosen these

screws alternately until the end cap

has fully separated from the housing,

then remove the screws entirely (refer

to Fig. 4).

Figure 2.

Figure 4.

519

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TM 5-3895-346-14

MOTOR REPAIR

HYDROSTATIC SYSTEM

The end cap can now be lifted off the

motor; however, be certain that the

valve plate does not fall and become

damaged. If the valve plate tends to

lift off with the end cap, hold it in

place on the end cap and remove both

parts together. If the valve plate

remains on the bearing plate, remove it

at this time (refer to Fig. 5).

CAUTION

All surfaces exposed are cri-

tical and caution must be used

to avoid damage.

Remove the bronze bearing plate and

pilot ring from the cylinder block

(refer to Fig. 7).

Figure 7.

If the pilot ring remains with the

bearing plate, remove it at this time

(refer to Fig. 8).

Figure 5.

The end cap is actually an assembly

consisting of a tapered bearing race

(which is a slip fit in the end cap)

and the valve plate locating pin.

These parts should be removed from the

end cap. There may or may not be a

shim located under the bearing race

which should be removed (refer to

Fig. 6).

Figure 6.

Figure 8.

Note that the valve plate has four

tapered slots, two at the top and two

at the bottom. These four slots

identify it as a motor valve plate and

it is not interchangeable with the pump

valve plate (refer to Fig. 9).

520

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR REPAIR

Figure 9.

The tapered bearing must now be removed

from the shaft. A bearing puller

should be used that will pull against

the inner race of the bearing. Protect

the cylinder block face during this

operation (refer to Fig. 10).

Figure 10.

After removal of the bearing, slip the

spacer out of the bore in the cylinder

block (refer to Fig. 11).

'i Tm

Figure 11.

Place the motor in a horizontal posi-

tion. Slide the cylinder block as-

sembly off the shaft while holding the

external end of the shaft (refer to

Fig. 12).

Figure 12.

521

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TM 5-3895-346-14

MOTOR REPAIR

HYDROSTATIC SYSTEM

The cylinder block assembly usually

comes out in one piece; however, some

of the parts can separate. This does

not present a problem as these parts

can be reassembled later (refer to

Fig. 13).

Figure 13.

The swashplate has a notch which

locates over a pin in the housing to

prevent improper assembly; however,

mark the housing for proper orientation

of the swashplate during reassembly

(refer to Fig. 14).

The fixed swashplate and shaft assembly

can now be removed by grasping the

shaft and lifting both parts out of the

housing (refer to Fig. 14).

Figure 14.

The tapered bearing can be pressed off

the shaft if required. Be careful not

to damage the seal diameter of the

shaft while removing the bearing (refer

to Figs. 15 and 16). The bearing race

is press fit in the housing. If any of

the following parts are replaced, the

shaft end play must be checked:

Drive Shaft

Bearings

End Cap

Housing

Figure 16.

522

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR REPAIR

To check the shaft end play, assemble

the shaft and bearings, housing, end

cap and gasket (refer to Fig. 17).

The shaft end play should be from

0.006 inch to 0.016 inch. If adjust-

ment is necessary, a shim can be

placed under the bearing race in the

end cap.

Figure 17.

Place the fixed swashplate over the

shaft-bearing assembly and place into

housing locating the notch in the

swashplate on the pin in the housing

(refer to Fig. 18).

Figure 18.

The cylinder block should be installed

next. It is necessary to check the

alignment of certain parts. There is

no special relationship of pistons,

bores, springs, etc.; however, the

alignment of the ball guide and cyl-

inder block splines is critical. The

undersized tooth in the spline of the

cylinder block must line up with the

missing tooth in the ball guide spline.

These in turn line up with a missing

tooth on the shaft spline. The hole

for the bearing plate locating pin in

the cylinder block face is in line with

the undersize tooth in the cylinder

block and provides an assembly guide

(refer to Figs. 19 and 20).

MISSING TOOTH

Figure 20.

Lubricate the swashplate, slippers,

pistons, and bores with clean hydraulic

oil. Hold the shaft on the external

end, align the missing shaft tooth with

the missing ball guide tooth using the

locating pinhole as a guide. Slide the

cylinder block assembly onto shaft and

523

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TM 5-3895-346-14

MOTOR REPAIR

HYDROSTATIC SYSTEM

against swashplate face. When properly

installed, a spring load can be felt

when pushing against the cylinder block

(refer to Fig. 21).

Figure 21.

Set the motor vertically and install

the spacer in the center bore of the

cylinder block (refer to Fig. 22).

Figure 22.

The tapered bearing should be installed

with an arbor type press for the most

satisfactory results. This bearing

cannot be driven onto the shaft due to

the internal spring loading of the

cylinder block and shaft. Press on the

inner race of the bearing and use care

not to damage roller cage (refer to

Fig. 23).

Figure 23.

An alternate method of installing this

bearing is to use the bearing puller

bar and press the bearing onto the

shaft with the center screw of the

puller bar. A spacer must be used

between the center screw and the bear-

ing. The bearing must be pressed on

until it rests on the shoulder of the

shaft to insure adequate bearing clear-

ance (refer to Fig. 24).

Figure 24.

524

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR REPAIR

Install the pilot ring and the locating

pin in the cylinder block (refer to

Fig. 25).

Figure 25.

Install the bearing plate so that the

milled slot locates over the pin and

the pilot ring fits in the center bore

of the cylinder block. After instal-

lation lubricate the exposed surfaces

with clean hydraulic oil (refer to

Fig. 26).

Check the valve plate to be certain it

is a motor valve plate (has 4 tapered

slots) (refer to Fig. 27).

Figure 27.

Place the end cap gasket on the hous-

ing, being certain the locating pins

are in place, then install the end cap

and valve plate. Hold the valve plate

so it does not drop off during as-

sembly. The end cap and gasket will

only align with housing mounting holes

in one position (refer to Fig. 28).

Figure 26.

Assemble the bearing race shim (if re-

quired) and locating pin in the end

cap. Lubricate the end cap face with

clean hydraulic oil. Install the valve

plate so that the milled slot locates

over the pin and the center bore fits

over the protruding bearing race.

Figure 28.

Install two end capscrews and alter-

nately tighten them until the internal

spring has compressed far enough for

the end cap to rest on the housing.

Install the remaining screws (refer to

Fig. 29).

525

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TM 5-3895-346-14

MOTOR REPAIR

HYDROSTATIC SYSTEM

Fill the motor housing with clean

hydraulic oil.

Figure 29.

Install the shaft seal (refer to Fig.

30), and valve manifold as outlined

under Minor Repair Procedures. Figure 30.

526

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

MOTOR PARTS

MOTOR PARTS IDENTIFICATION

GENERAL PARTS LIST

NO./LTR.

DESCRIPTION

QTY.

Valve manifold kit

Cylinder block kit

Shaft seal kit

Screw-hex hd cap

Washer-plain

End cap

Shim-bearing

AS REQ'D

Gasket-end cap

Bearing kit-rear

Pin-locating

Valve plate

Swashplate-f ixed

Shaft

Bearing kit-front

Plug-hex hd

O-ring

Housing

This list is for identification of parts only. Specific

model and part numbers are necessary to order replacement

parts. For part numbers consult the Parts List for the

specific model number.

527

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528

MOTOR PARTS

TM 5-3895-346-14

HYDROSTATIC SYSTEM

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

PUMP

The areas of repair indicated may be

serviced, following the procedures in

this manual, without voiding the

warranty.

REPAIR

Installation torque values for cap-

screws and other parts are given in the

table at the end of this manual.

DISPLACEMENT

CONTROL CHARGE RELIEF

PUMP

GAUGE PORT FOR CHARGE PUMP)

CHARGE PRESSURE

IN NEUTRAL, FORWARD

AND REVERSE

Figure 1

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Minor Repairs

Special Tools (refer to Fig. 2).

The following tools are required but

not normally carried:

1. Truarc #7 Retaining Ring Pliers

2. Drag Link Socket

3. Torque Wrench

88 B

cr- i oi

Figure 2.

It is recommended that all shaft seal

parts be replaced. If parts are to be

reused, they must be protected from

being damaged by the shaft during

removal.

Remove the large retaining ring located

on the shaft end of the pump. Remove

the side opposite the tangs from the

groove first (refer to Fig. 3).

Figure 3.

The aluminum housing is removed next.

It is held in place by the friction of

the O-ring on its O.D. Pry the hous-

ing toward the end of the shaft until

the O-ring is free (refer to Fig. 4).

Figure 4.

Remove the housing from the shaft.

This part is actually an assembly that

is being held together by the friction

of an internal O-ring. It will nor-

mally remain assembled until physically

separated (refer to Fig. 5).

Figure 5.

The bronze sealing ring is also held in

place by internal O-ring friction.

Work this part free and carefully slide

over the shaft (refer to Fig. 6).

530

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Figure 6.

All of the shaft seal parts, which are

included in the shaft seal kit, have

now been removed. Each part should be

inspected separately if the seal is to

be reused. It is recommended that this

entire shaft seal be replaced (refer to

Fig. 7).

0 0 0 0 D 0/^==^5s.

Figure 7.

Prior to assembly, place one O-ring in

the I.D. of the bronze sealing ring and

one O-ring in the I.D. of the aluminum

housing. Place the six springs in the

cavities in the housing. Care must be

used to protect the parts from damage

by the shaft during assembly (refer to

Fig. 8).

Figure 8.

Slide the sealing ring over the shaft

and onto the shaft pilot diameter with

the O-ring facing the pump. Work the

ring into place using hand force only

(refer to Fig. 9).

Figure 9.

Insert the stationary seal pilot into

the aluminum housing, locating the

notch in the stationary seal over the

pin in the housing (refer to Fig. 10).

531

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Install the O-ring on the O.D. of the

housing, then slide it into place

against the bronze sealing ring. Since

this is a spring-loaded assembly, it

may be necessary to push against the

aluminum housing to expose the

retaining ring groove (refer to

Fig. 10).

Figure 10.

Install the retaining ring with the

beveled side out, putting the side

opposite the tangs into the groove

first. Be certain that the retaining

ring has snapped into its groove

completely (refer to Fig. 11).

Figure 11.

To remove the charge pump, loosen the

four capscrews that form a rectangular

pattern on the rear of the charge pump.

Do not remove the screws at the top and

bottom as these hold the segments of

the pump together (refer to Fig. 12).

CAUTION

Protect exposed surfaces and

ports to prevent damage and

parts falling into main pump.

Before removing the charge pump, mark

its housing and the main pump end cap

to insure proper orientation when

reassembling (refer to Fig. 12).

Figure 12.

The charge pump lifts straight off the

main pump. There is a spacer in the

idler shaft bore that can slip out as

the pump is removed; be certain to

control this spacer so it cannot fall

into the main pump (refer to Fig. 13).

Figure 13.

532

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

There is a gasket between the charge

pump and end cap that should be re-

placed (refer to Fig. 14).

Figure 14.

The charge relief valve can be in-

spected by removing the hex plug,

spring, and poppet. Remove the shims

from the counterbore of the hex plug.

Do not alter these shims unless new

parts are used, in which case the valve

must be reshimmed to the proper setting

(refer to Fig. 15).

Figure 15.

The removal of the charge check valves

requires the use of a drag-link socket

(refer to Fig. 16).

Figure 16.

These check valves are cartridges and

are interchangeable with each other.

It is suggested that these check

valves be replaced in pairs (refer

to Fig. 17).

Figure 17.

Use caution when installing these

valves to prevent damage to the O-ring

on the cartridge as it is inserted past

the threads (refer to Fig. 18).

533

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Figure 18.

After assembly be certain these valves

are below the surface of the end cap

(refer to Fig. 19). Torque values are

specified at the end of this manual.

Figure 19.

When replacing the charge pump, align

the gasket so that the small relief

valve port is open and not blocked by

the gasket. Rotate the charge pump

shaft so it aligns approximataly with

the slot in the end of the pump drive

shaft. Hold the idler spacer in place

and install the charge pump onto the

end cap. Rotate the charge pump until

the tang and slot engage and the pump

is solidly on the end cap (refer to

Fig. 20).

Figure 20.

Install the four hex capscrews and

tighten (refer to Fig. 21).

Figure 21.

Remove the hex capscrews and swing the

control away from the pump housing.

This area is sealed with both O-rings

and a gasket (refer to Fig. 22).

Figure 22.

534

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Caution must be exercised after the

control valve is swung away from the

pump housing since this opens a large

cavity into the housing. Also during

removal and installation of the control

link pin, parts can be dropped into the

main housing, requiring total disas-

sembly of the unit (refer to Fig. 23).

Figure 23.

Swing the control away from the housing

as far as it will go to expose the

cotter pin (refer to Fig. 24).

Figure 24.

Remove the cotter pin, washer, and con-

necting pin. It is suggested that a

piece of wire be inserted through the

eye of the cotter pin so the pin can

easily be retrieved if it falls into

the pump (refer to Fig. 25).

Figure 25.

In preparation for reinstalling the

control, place a new gasket on the

housing, and place the orifice plate

and O-rings in the control (refer to

Fig. 26).

Figure 26.

Install the connecting pin through the

control linkage and the feedback link

on the swashplate with the headed side

toward the center of the pump. Use

caution not to drop parts into the pump

housing (refer to Fig. 27).

535

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Swing the control into place against

the housing, being certain the orifice

and O-rings are in place, then install

capscrews (refer to Fig. 28).

Figure 28.

The displacement control link has been

redesigned. Some units will use this

new one-piece welded design (refer to

Fig. 29).

Engage the pin on the control link in

the mating hole in the small link

attached to the swashplate (refer to

Fig. 30).

Figure 30.

Slide the pin all the way into the

swashplate link and then swing the

control into place against the housing

as previously described (refer to

Fig. 31).

Figure 31.

Figure 29.

536

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Major Repair

Special Tools (refer to Fig. 1).

The following tools are required but

not normally carried:

1. Waldes Truarc #7 Retaining Ring

Pliers.

2. Drag Link Socket

3. 12-Point, 3/16 Socket

4. Torque Wrench

5. Tapered Bearing Puller

Ref. Snap on Part Numbers

Puller Bar CG350

20-23 Series: Separator CJ950

24-28 Series: Separator CJ951

Figure 1.

Remove the shaft seal (refer to Fig. 2)

as outlined under Minor Repair Proce-

dures. The shaft seal must be removed

before the end capscrews are loosened

to prevent the seal being damaged.

CAUTION

The end capscrews should not be

loosened until the shaft seal

has been removed.

Remove charge pump and control valve as

outlined under Minor Repair Procedures.

Remove all but two of the hex capscrews

holding the end cap to the housing

(refer to Fig. 3).

Figure 3.

There is an internal spring loading on

the end cap and as the last two screws

are loosened, it should begin to sepa-

rate from the housing. Loosen these

screws alternately until the end cap

has fully separated from the housing,

then remove the screws entirely (refer

to Fig. 4).

Figure 2.

Figure 4

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

The end cap can now be lifted off the

pump; however, be certain that the

valve plate does not fall and become

damaged. If the valve plate tends to

lift off with the end cap, hold it in

place on the end cap and remove both

parts together. If the valve plate

remains on the bearing plate, remove it

at this time (refer to Fig. 5).

CAUTION

All surfaces exposed are crit-

ical and caution must be used

to avoid damage.

Figure 5.

Note that the end cap is sealed to the

housing with both a gasket and an

O-ring (refer to Fig. 6).

Figure 6.

The end cap is actually an assembly

consisting of a tapered bearing race

(which is a slip fit in the end cap)

and the valve plate locating pin.

These parts should be removed from the

end cap. There may or may not be a

shim located under the bearing race

which should be removed (refer to

Fig'. 7).

Figure 7.

The pump valve plate has two tapered

slots, one at the top and one at the

bottom of the plate. These slots are

on opposite ports for different shaft

rotations (refer to Fig. 8).

The valve plate on the left in the

picture is for left-hand (counterclock-

wise) rotation. The valve plate on Che

right is for right-hand (clockwise)

rotation (refer to Fig. 8).

Figure 8.

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Remove the bronze bearing plate and the

pilot ring from the cylinder block. If

the pilot ring remains with the bearing

plate, remove it at this time (refer to

Fig. 9).

After removal of the bearing, slip the

spacer out of the bore in the cylinder

block (refer to Fig. 11).

Figure 11.

The tapered bearing must now be removed

from the shaft. A bearing puller

should be used that will pull against

the inner race of the bearing. A

spacer is required to protect the slot

in the end of the pump shaft from the

puller screw. Protect the face of the

cylinder block during this operation

(refer to Fig. 10).

Place the pump horizontally in prepara-

tion for removal of the cylinder block

assembly (refer to Fig. 12).

Figure 10.

Figure 12.

Slide the cylinder block assembly

off the shaft while holding the

external end of the shaft (refer

to Fig. 13).

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Lift off the front cover and gasket

(refer to Fig. 16).

Figure 13.

If the cylinder block assembly does not

remain together during removal, it can

be easily reassembled at a later time

(refer to Fig. 14).

Figure 16.

The race for the tapered shaft bearing

is a press fit in the front cover

(refer to Fig. 17).

Figure 14.

Set the pump on the servo housings and

remove the front cover screws (refer to

Fig. 15).

Figure 17.

Lift the shaft and bearing out of the

center hole of the swashplate (refer to

Fig. 18).

Figure 15.

Figure 18.

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Remove thrust plate from its counter-

bore in the face of the swashplate.

Reach through the center hole in swash-

plate and push against exposed edge of

thrust plate. Do not allow part to

fall and become damaged (refer to

Fig. 19).

Figure 19.

Thrust plate (refer to Fig. 20).

Figure 20.

The tapered bearing can be pressed off

the shaft if required. Be careful not

to damage the seal diameter of the

shaft while removing the bearing (refer

to Fig. 21).

Figure 21.

From this point on it is necessary to

mark all parts so that neutral (zero

swashplate angle) will be retained when

the parts are reassembled. The swash-

plate is held in neutral by springs

inside the servo housings. These

springs are adjusted by turning the

servo housings (refer to Fig. 22).

Figure 22.

First, mark the servo housing for loca-

tion to the pump housing. This set of

marks should line up to show the rota-

tional position of the servo housing to

the pump housing (refer to Fig. 23).

541

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Figure 23.

Remove the locking retainers using a

12-point, 3/16 socket for the capscrews

(refer to Fig. 24).

Figure 24.

After removing the retainers, scribe a

line to mark the height of the servo

housing in relation to the pump housing

(refer to Fig. 25).

Unscrew the servo housings using

channel-lock pliers to grip the flats

on top of the housings (refer to

Fig. 26 and 27).

Figure 26.

Figure 27.

At this time the servo springs should

be removed if replacement is necessary,

as the pump housing will provide a

means of leverage when breaking the

screws loose (refer to Fig. 28).

Figure 25.

Figure 28.

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Do not reuse the screw holding the

spring to the servo piston as it has a

nylon-locking insert that is not effec-

tive when reused. These springs should

not be removed unless necessary (refer

to Fig. 29).

Figure 29.

The trunnions should be marked to in-

sure reassembly to the correct side of

the housing (refer to Fig. 30).

Figure 30.

Remove the hex head screws from each

trunnion (refer to Fig. 31).

Figure 31.

Friction caused by the O-ring on the

trunnion can make it necessary to drive

the trunnion assembly out of the

housing (refer to Fig. 32 and 33).

Figure 32.

Figure 33.

543

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TM 5-3895-346-14

POMP REPAIR

HYDROSTATIC SYSTEM

Be certain to keep the plastic shims

with the proper trunnion to insure

satisfactory bearing adjustment after

reassembly (refer to Fig. 34).

Figure 34.

After both trunnion assemblies have

been removed, the swashplate assembly

can be removed from the pump housing

(refer to Fig. 35).

Figure 35.

Layout of parts showing swashplate,

servo pistons and springs, feedback

link and trunnions (refer to Fig. 36).

Figure 36.

When installing the swashplate assembly

into the housing, the feedback link

must be laid back along the top of the

swashplate so it can be reached through

the opening for the control valve

(refer to Fig. 37).

Figure 37.

After installing swashplate be certain

feedback link is accessible (refer to

Fig. 38).

544

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Figure 38.

Install the trunnions, checking for

proper orientation with the housing and

tighten the capscrews. The swashplate

should have no sideplay yet rotate free-

ly. If necessary, alter the plastic

shims to obtain the proper adjustment

(refer to Fig. 39).

Figure 40.

Install the servo springs, if these

parts were removed, using new screws

(refer to Fig. 41).

Figure 41.

The servo housings should be installed

next (refer to Fig. 42).

Figure 42.

Slide the housing over the servo piston

and thread it into the pump housing

(refer to Fig. 43).

Figure 43.

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Adjust the housing to the height and

rotational position as determined by

the markings made during disassembly

(refer to Fig. 44).

Figure 44.

The neutral (zero angle) position of

the swashplate must now be checked

using a depth micrometer (refer to

Fig. 45).

The thrust plate must be installed on

the swashplate for this measurement.

Measure the distance from the end cap

mounting face of the pump housing to

the face of the thrust plate 90 to the

trunnions, at the outer edge of the

thrust plate. Take the same measure-

ment at a point 180 (opposite edge of

the thrust plate) from the first.

These measurements must not vary more

than 0.001 inch from each other (refer

to Fig. 45).

If adjustment is required follow these

steps (refer to Fig. 46).

1. Back out both servo housings

until the spring load is released on

the swashplate (check by rocking

swashplate).

2. Thread in each housing until

spring load just starts to be felt on

the swashplate.

3. Check measurements as described

previously.

4. Thread each housing farther in

until the measurements are within

0.001 inch of each other.

Figure 46.

After adjustment has been completed,

the retainers can be installed and

peened into the locking slot on the

housing (refer to Fig. 47).

Figure 45.

Figure 47.

546

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Remove the thrust plate and set the

pump on the servo housings (refer to

Fig. 48).

Insert the shaft and bearing assembly

through the cast hole in the swash-

plate, allowing the bearing to rest

on the cast leveled edge (refer to

Fig. 48).

Spa

Figure 49.

Figure 48.

If any of the following parts are re-

placed, the shaft end play must be

checked:

Drive Shaft

Bearings

Housing

Front Cover

End Cap

To check the shaft end play, assemble

the above parts plus the gaskets. The

shaft end play should be from 0.006

inch to 0.016 inch. If adjustment is

necessary, a shim can be placed under

the bearing race in the end cap. Dis-

assemble these parts and resume reas-

sembly procedure (refer to Fig. 49

and 50).

Figure 50.

Install the front cover and gasket,

being certain that the locating pins

are in place in the housing. These

parts will go on only one way and have

all the mounting holes align with the

housing (refer to Fig. 51)

Figure 51.

547

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Turn the unit on its side with the

large control cavity on top and install

the thrust plate. Lubricate the thrust

plate with clean hydraulic oil prior to

assembly (refer to Fig. 52).

Figure 52.

The cylinder block assembly should be

installed next. It is necessary to

check the alignment of certain parts.

There is no special relationship of

pistons, bores, springs, etc.; however,

the alignment of the ball guide and

cylinder block splines is critical.

The undersized tooth in the spline of

the cylinder block must line up with

the missing tooth in the ball guide

spline (refer to Fig. 53).

Figure 53.

These in turn line up with a missing

tooth on the shaft spline. The hole

for the bearing plate locating pin in

the cylinder block face is in line with

the undersize tooth in the cylinder

block and provides an assembly guide

(refer to Fig. 54 and 55).

Figure 54.

Figure 55.

Lubricate the thrust plate, slippers,

pistons, and bores with clean hydraulic

oil. Hold the shaft on the external

end, align the missing tooth of the

shaft and ball guide sighting through

the control cavity and using the

locating pin hole as a guide. Slide

the cylinder block assembly onto the

shaft and against the thrust plate.

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

POMP REPAIR

When properly installed a spring load

can be felt when pushing against the

cylinder block (refer to Fig. 54, 55,

and 56).

Figure 56.

Set the pump vertically and install the

spacer into the center bore of the

cylinder block (refer to Fig. 57).

Figure 57.

The tapered bearing should be installed

with an arbor type press for the most

satisfactory results. This bearing

cannot be driven onto the shaft due to

the internal spring loading of the

cylinder block and shaft. Press on the

inner race of the bearing and use care

not to damage roller cage (refer to

Fig. 58).

Figure 58.

An alternate method of installing this

bearing is to use the bearing puller

bar and press the bearing onto the

shaft with the center screw of the

puller bar. A spacer must be used

between the center screw and the

bearing (refer to Fig. 59).

Figure 59.

The bearing must be pressed on until it

rests on the shoulder of the shaft to

insure adequate bearing clearance

(refer to Fig. 60).

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TM 5-3895-346-14

PUMP REPAIR

HYDROSTATIC SYSTEM

Figure 60.

Install the pilot ring in the bearing

plate and the locating pin in the

cylinder block. Install the bearing

plate so that the milled slot locates

over the pin and the pilot ring fits in

the center bore of the cylinder block.

After installation, lubricate the ex-

posed surfaces with clean hydraulic oil

(refer to Fig. 61).

Figure 61.

Assemble the bearing race, shim (if

required), and locating pin in the end

cap. Check the valve plate to be cer-

tain it is a pump valve plate (has two

tapered slots) and that it is for cor-

rect rotation (slots point away from

direction of rotation) (refer to

Fig. 62).

Figure 62.

Lubricate the end cap face with clean

hydraulic oil. Install the valve plate

so that the slot locates over the pin

and the center bore fits over the pro-

truding bearing race. Place the end

cap gasket on the housing, being cer-

tain the locating pins are in place,

then install the O-ring in the counter

bore in the housing (refer to Fig. 63).

Figure 63.

Install the end cap and valve plate,

holding the valve plate so it does not

drop off during assembly (refer to

Fig. 64).

550

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TM 5-3895-346-14

HYDROSTATIC SYSTEM

PUMP REPAIR

Figure 64.

The end cap will align with the housing

mounting holes in one position only

(refer to Fig. 65).

Install two screws and tighten alter-

nately until the internal spring has

compressed far enough for the end cap

to rest on the housing. Install the

remaining capscrews (refer to Fig. 66).

Figure 66.

Install the shaft seal as the last step

in reassembly of the basic pump (refer

to Fig. 67 and 68).

Figure 67.

Figure 68.

Install the remaining major assemblies

(control valve, check valves and charge

pump) as outlined in Minor Repair

Procedures.

CAUTION

Fill the pump housing with

clean hydraulic oil.

551

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TM 5-3895-346-14

PARTS

HYDROSTATIC SYSTEM

PUMP PARTS IDENTIFICATION

GENERAL PARTS LIST

NO/LTR DESCRIPTION QTY.

A Charge pump kit 1

B Charge check valve kit 2

C Servo housing kit 2

D Servo piston kit 2

E Cylinder block kit 1

F Shaft seal kit 1

G Displacement control kit 1

7 Screw-hex hd cap 3

8 Screw-hex hd cap 5

9 Washer-plain 8

10 End cap 1

11 Shim-bearing AS REQ'D

12 Gasket-end cap 1

13 Bearing kit-rear 1

14 Pin-locating 2

15 Valve plate 1

29 Thrust plate 1

30 Screw 4

31 Retainer 2

43 Swashplate 1

44 Pin 2

45 Ring-retaining 4

46 Pin 1

47 Ring-retaining 2

48 Link-feedback 1

49 Shaft 1

50 Bearing kit-front 1

51 Gasket-front cover 1

52 Pin-locating 2

53 Front cover 1

54 Washer-plain 12

55 Screw-hex.hd.cap 12

65 Screw-hex.hd.cap 6

66 Washer-plain 6

67 Trunnion 2

68 Shims-trunnion AS REQ'D

69 O-ring 2

70 Bearing kit-trunnion 2

This list is for identification of parts only. Specific

model and part numbers are necessary to order replacement

parts. For part numbers consult the Parts List for the

specific model number.

552

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TM 5-3895-346-14

TORQUE VALUES

HYDROSTATIC SYSTEM

TORQUE VALUES

INSTALLATION TORQUE VALUES (FT LB) BY SERIES

Location

Valve Manifold

134

240

End Cap

165

290

Charge Pump

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TM 5-3895-346-14

POWER STEERING

INTRODUCTION

POWER STEERING

INTRODUCTION

Purpose of Manual

This manual is issued as the service

publication for the Vickers' VTM27,

VTM28, VTM40, VTM41, and VTM42 Series

Power Steering pumps. These pumps may

be identified specifically by model

code shown on the name plate.

General

This manual contains service informa-

tion for the proper operation, main-

tenance, and overhaul of all pumps

covered by the model code shown in the

Typical Model Code Breakdown table.

Physical and Operating Characteristics

The Vickers VTM27, VTM28, VTM40, VTM41,

and VTM42 Power Steering Pump units are

used primarily to supply a flow of

hydraulic fluid for operation of power

steering mechanisms. Pumps in this

series are of the balanced vane-type

and have a constant rate of delivery

per revolution. Direction of pump

rotation and pumping capacity may be

changed to suit specific applications.

The pumps are available with an inte-

gral reservoir or with a manifold for

remote reservoir installations.

555

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TM 5-3895-346-14

DESCRIPTION

POWER STEERING

DESCRIPTION

General

The VTM27, VTM28, VTM40, VTM41, and

VTM42 are identical in basic operation

and performance characteristics, but

have certain major differences involv-

ing reservoirs, pump volumes, mount-

ings, and drive shaft configurations.

The Typical Model Code Breakdown table

illustrates a complete breakdown of the

model number codes which cover all

standard units in this model series.

Special features are identified by a

three digit suffix to the model number.

NOTE

Service inquiries should al-

ways include the specific

model number which may be

found on the pump name plate.

Assembly and Construction

The cutaway views of the pumps in this

series illustrate the differences

between these units. The VTM40 and

VTM41 units are designed with integral

reservoirs. The VTM27, VTM28, and

VTM42 pumps have externally mounted

reservoirs or can be adapted to mani-

folds for remote reservoir location.

(The VTM42 is not shown but is similar

to VTM27.) Principal components con-

sist of the reservoir, body, cover,

ring, rotor, vanes, pressure plate,

relief valve, and drive shaft assembly.

The VTM27, VTM41 and VTM42 Series

pumps are designed for external mount-

ing and indirect drives; however,

special application approval must be

obtained for gear drives.

NOTE

Helical gear drives must not

be used with the VTM27 and

VTM41 pumps.

The VTM28 and VTM40 Series pumps are

designed for direct mounting. Most of

the bearing load is carried by the ex-

ternal mounting. The VTM27, VTM28, and

VTM42 units may be equipped with pump-

mounted reservoirs or may be fitted

with manifolds. (Refer to Fig. 7.)

When manifolds are used, the pump is

connected to a reservoir located else-

where in the circuit.

Flow Control and Relief Valves

These pumps are equipped with integral

flow control and relief valves. Volume

greater than the rated flow is bypassed

to the inlet, within the pump through

action of the flow control valve which

operates on a pressure differential.

The relief valve limits the maximum

pressure in the hydraulic circuit.

Application

Consult Vickers Mobile Division appli-

cation engineering personnel to deter-

mine correct pump ratings, methods of

installation, and application.

556

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TM 5-3895-346-14

POWER STEERING

DESCRIPTION

TYPICAL MODEL CODE BREAKDOWN

INDEX

Vane Type

MOBILE APPLICATION^

\ DESIGN

SHAFT TYPE

PUMP SERIES \

27 41

28 42

PUMP CAPACITY

SHAFT ROTATION AND DESIGN

R- Clockwise (viewed from shaft end)

L- Counterclockwise

1.0 GPM

1.5 GPM

2.0 GPM

3.0 GPM

4.0 GPM

5.0 GPM

6.0 GPM

1.5

GPM

2.0

GPM

2.5

GPM

3.0

GPM

3.5

GPM

4.0 GPM

4.5

GPM

5.5

GPM

6.5

GPM

7.5

GPM

TANK AND MANIFOLD DESIGNS

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TM 5-3895-346-14

OPERATION

POWER STEERING

OPERATION

Pimp Operation

Pumps are composed principally of a

pressure plate, ring, rotor, vanes, and

wear plate. (Refer to Figs. 1, 2, 3,

and 4.) The rotor is driven within the

cartridge by a drive shaft, coupled to

a power source. As the rotor speed

increases, centrifugal action causes

the vanes to follow the cam-shaped

contour of the pump ring. (Fig. 5.)

System pressure fed behind the vanes

assures sealing contact of the vanes

on the ring cam contour during normal

operation.

The ring is shaped so that two opposing

pumping chambers are formed, thus can-

celling any hydraulic loads on the bear-

ings. Radial movement of the vanes,

and rotation of the rotor, causes the

chamber area between vanes to increase

in size at the inlet (large diameter)

section of the ring. This results in a

low pressure, or vacuum in the chamber.

This pressure differential causes oil

to flow into the inlet, where it is

trapped between the rotating vanes and

is forced, through porting in the pres-

sure plate to discharge into the system

as the chamber size decreases at the

pressure quadrant (small diameter) of

the ring.

Flow Control and Relief Valve

Maximum pump delivery and maximum sys-

tem pressure are determined by the

integral flow control and relief valve

in a special outlet cover used on pumps

in this series. This feature is illus-

trated schematically in Fig. 6. An

orifice in the cover limits maximum

flow. A pilot-operated-type relief

valve shifts to divert excess fluid

delivery to tank, thus limiting the

system pressure to a prescribed

maximum.

Fig. 6 shows the condition when the

total pump delivery can be passed

through the orifice. This condition

usually occurs only at low drive

speeds. The large spring chamber is

connected to the pressure port through

an orifice. Pressure in this chamber

equalizes pressure at the other end of

the relief valve spool and the light

spring holds the spool closed. Pump

delivery is blocked from the tank port

by the spool land.

When pump delivery is more than the

flow rate determined by the orifice

plug, a pressure buildup forces the

spool open against the light spring.

Excess fluid is throttled past the

spool to the tank port as shown in

Fig. 6.

If pressure in the system builds up to

the relief valve setting (Fig. 6), the

pilot poppet is forced off its seat.

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TM 5-3895-346-14

POWER STEERING

OPERATION

RESERVOIR

RELIEF VALVE

ASSEMBLY

PRESSURE

PLATE

VANE

NEEDLE

BEARINGS

RING

COVER

ROTOR

Figure 1. VTM27 Pump-Cutaway View

VANE

BODY

SHAFT

SEAL

COVER

SHAFT

BUSHING

ROTOR

RELIEF VALVE

ASSEMBLY

PRESSURE

PLATE

RESERVOIR

RELIEF VALVE

ASSEMBLY

PRESSURE.

PLATE

VANE

BUSHING

RING

COVER

ROTOR

Figure 2. VTM28 Pump-Cutaway View

VANE

RING

BODY

COVER

SHAFT

SEAL

RELIEF VALVE

ASSEMBLY

RESERVOIR

PRESSURE

PLATE

Figure 3. VTM40 Pump-Cutaway View

Figure 4. VTM41 Pump-Cutaway View

559

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TM 5-3895-346-14

OPERATION

POWER STEERING

OUTLET

VANE

OUTLET

ROTOR

DRIVE SHAFT |

INLET

SCHEMATIC VIEW

SHOWING OIL FLOW AND VICKERS HYDRAULIC BALANCE CONSTRUCTION

Figure 5.

LIGHT SPRING

HOLDS RELIEF

VALVE CLOSED

WHEN PRESSURE

IS EQUAL ON

BOTH ENDS

PILOT

POPPET

SPOOL BLOCKS

TANK PORT OFF

EXCESS FLUID

THROTTLED

PAST VALVE

TO TANK

PRESSURE IN

SPRING CHAMBER

LOWER THAN

SYSTEM DUE TO

PRESSURE DROP

ACROSS ORIFICE

TO TANK

SYSTEM PRESSURE

SENSED IN

SPRING CHAMBER

THROUGH ORIFICE

ORIFICE

DETERMINES

FLOW RATE

DELIVERY

FROM

PUMPING

CARTRIDGE

POPPET FORCED

OFF SEAT AS

RELIEF VALVE

SETTING IS

REACHED

PRESSURE

PORT

LOW DRIVE SPEED - ALL PUMP

DELIVERY TO SYSTEM

NORMAL OPERATION

FIGURE 6

Figure 6.

EXCESSIVE PRESSURE BUILD-UP

IN SYSTEM

560

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TM 5-3895-346-14

POWER STEERING

OPERATION

CAPTION

Do not use hydraulic brake

fluid. Use only high-grade oil

of the viscosities recommended

on Hydraulic Fluid Recommenda-

tions Installation. Do not

use fire resistant fluids in

Vickers' products without con-

sulting Vickers' Mobile Divi-

sion application engineering

personnel. O-rings, seals,

and packings which are compat-

ible with petroleum-base fluids

usually are not compatible with

synthetic or water-base fluids.

561

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TM 5-3895-346-14

INSTALLATION

POWER STEERING

INSTALLATION

Drive Connections

The VTM27 and VTM41 pumps are designed

to be driven by belt, direct coupling,

or spur gear. Helical gear drives must

not be used. The VTM28 and VTM40 units

must be mounted and coupled directly to

an electric motor or generator. The

VTM42 pumps have the same drive charac-

teristics as the VTM27 and VTM41 pumps

but are designed for heavier drive

loads or thrust loads.

Exercise care in mounting these pumps

to assure correct coupling shaft align-

ment with the power source.

When belts and pulleys are used, they

must be properly aligned and adjusted

to prevent excessive side loads on the

pump shaft bearings.

Shaft Rotation

Pumps are manufactured for either right

or left-hand rotation. They must be

driven in the direction of rotation

indicated by the arrow cast on the

surface of the pump ring.

Direction of rotation may be changed by

reversing pump ring and replacing with

appropriate body and pressure plate.

(See parts catalog and Overhaul.)

Pumps may be damaged if driven in the

wrong direction of rotation.

Hydraulic Tubing

Minimize the number of bends in tub-

ing to prevent excessive turbulence

and friction of oil flow in the

circuit. Do not bend tubing too

sharply.

The correct minimum radius for all

bends is three times the inside

diameter of the tube.

Use as few connections and fittings as

necessary for proper installation to

minimize possible leakage and flow

resistance.

Do not spring tubing into position.

This will prevent undue strain at

connections.

Clean all tubing thoroughly before

installation. Use approved methods

such as sand blasting, wire brushing,

or pickling to remove all dirt, rust,

and scale.

Hydraulic Fluid Recoanendations

Oil Type

Oils used in hydraulic systems perform

the dual function of lubrication and

transmission of power. Oil must be

selected with care and with the as-

sistance of a reputable supplier.

Crankcase oils meeting or exceeding the

Five Engine Test Sequence for evaluat-

ing oils for API (American Petroleum

Institute) service MS (Maximum Sever-

ity) best serve the needs of mobile

hydraulic systems. These engine se-

quence tests were adopted by the So-

ciety of Automotive Engineers, American

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TM 5-3895-346-14

POWER STEERING

INSTALLATION

Viscosity

Viscosity is the measure of fluidity.

The oil must have sufficient body to

provide adequate sealing effect between

working parts of pumps, valving, cyl-

inders, etc., but not enough to cause

pump intake cavitation, sluggish valve

action, or in extreme cases, resistance

to flow. Viscosity recommendations

must at best be a compromise, which

takes into consideration the working

temperature range, the type of hydrau-

lic equipment used, and the class of

service. Refer to table of oil vis-

cosity recommendations below.

Viscosity Index

The viscosity index is a measure of the

rate at which temperature changes cause

a change in oil viscosity. It is very

desirable that the oil viscosity remain

as nearly constant as possible under

the wide range of temperature condi-

tions encountered in operating mobile

and construction machinery. The vis-

cosity index (V.I.) of hydraulic oil

should not be less than 90 for this

type of service.

Additives

Research has developed a number of ad-

ditive agents which materially improve

various characteristics of oils for

hydraulic systems. They may be se-

lected for compounding with a view

toward reducing wear, increasing chemi-

cal stability, inhibiting corrosion,

depressing pour point, and improving

the antifoam characteristics. Proper

use of additive agents requires spe-

cialized knowledge, and they should be

incorporated by the oil manufacturer

only, as serious trouble may otherwise

result.

Most oil companies have several brands

of crankcase oils of somewhat varying

formulation that will meet the API

service classification of MS. The more

desirable of these oils for hydraulic

service will contain higher amounts of

the type of compounding that avoids

scuffing and wear of cam lobes and

valve lifters. These oils will also be

formulated to be stable under oxidative

conditions and when in contact with

small amounts of moisture. There

should also be reasonable protection

against rust to any ferrous materials

submerged in the oil or covered by the

oil's film.

Cleanliness

Thorough precautions should be taken to

filter the oil in the entire hydraulic

system prior to its initial use to re-

move paint, metal chips, welding shot,

lint, etc. If this is not done, damage

to the hydraulic system will probably

result. In addition, continuing fil-

tration is required to remove sludge

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TM 5-3895-346-14

INSTALLATION

POWER STEERING

the oil. The hydraulic system that is

designed to maintain a temperature of

160F or less is desirable.

Grade

Table I summarizes the oil types (vis-

cosity and service classification) that

are recommended for use with Vickers

equipment. This selection is most

important and should be made with

considerable care.

TABLE I

API

Service

Hydraulic System

SAE

Classi-

Operating Range

Viscosity

fication

(Min. to Max.)

0F. to 180F.

10W

15F. to 210F.

20-20W

32F. to 230F.

0F. to 210F.

10W-30

These temperature ranges for each grade

of oil are satisfactory if suitable

procedures are followed for low temper-

ature startup conditions and if sus-

tained operation is avoided at the

upper temperature limits. For optimum

operation, a maximum oil viscosity of

4000 SSU at the low temperature startup

condition and a minimum oil viscosity

of 60 SSU for the sustained high tem-

perature operating condition are recom-

mended. Operation of the fluid at tem-

peratures below 160F is recommended to

obtain the maximum unit and fluid life.

Automatic Transmission Fluid, Type A is

usually satisfactory for power steering

systems or those systems operating

under moderate hydraulic service.

Miscellaneous

When starting temperatures are below

0F consult the Vickers Sales Repre-

sentative, Mobile Hydraulics Division

of Vickers Incorporated.

These oil recommendations are made for

the purpose of obtaining maximum ser-

vice life and performance from hydrau-

lic pumps and motors.

The performance of hydraulic valves and

cylinders is less affected by the

lubricating quality of the oil and,

therefore, selection of the oil is less

critical. It is always good practice,

however, to use the best quality oil

available for all components.

Overload Protection

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TM 5-3895-346-14

POWER STEERING

MAINTENANCE

SERVICE. INSPECTION, AND MAINTENANCE

Service Tools

No special tools, other than a shaft

seal driver, are required to service

these pumps. This driver should be

used to assure installation of the

shaft seal without damage. A length of

tubular round stock should be machined

to proper dimensions. The ends must be

squared. The outside diameter of the

tool should be slightly smaller than

the outside diameter of the shaft seal.

The inside diameter will be slightly

larger than the shaft oil seal surface.

The tool must be long enough so that

the shaft is not contacted by the press

installation of the seal.

Service Inspection

Daily Inspection

1. Make certain that all hydraulic

connections are tight. A loose connec-

tion will allow fluid to escape or

cause air to be drawn into the system

resulting in noisy and erratic

operation.

2. Inspect the hydraulic fluid in

the reservoir for evidence of foreign

particles. If contamination is found,

the system should be drained.

Clean reservoir and filter thoroughly

before refilling. Remove all lint

particles to avoid possible clogging of

system filters or strainers.

Refill the reservoir with new oil of

the proper specification poured through

a micron filter, or through a 200-mesh

screened funnel.

Periodic Inspection

Check operation of the units against

the troubleshooting chart. If pump is

not operating satisfactorily, take the

necessary corrective measures.

Maintenance

Removal Of Units

All openings in the circuit must be

properly capped if units are removed.

The units removed should also be capped

or plugged to protect them from entry

of foreign matter.

Adjustments

These pumps require no adjustments

other than maintaining proper shaft

alignment.

Replacement Parts

Use only genuine parts manufactured or

sold by Vickers, Inc. as replacement

parts for these units. Refer to Parts

Catalogs.

Troubleshooting

The following troubleshooting chart is

compiled on the basis of vane pump

performance only. It lists the pos-

sible difficulties that may be en-

countered and indicates the probable

cause and remedy.

It must be remembered that many of the

apparent failings in pump performance

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TM 5-3895-346-14

MAINTENANCE

POWER STEERING

TROUBLESHOOTING CHART

TROUBLE

PROBABLE CAUSE

REMEDY

PUMP NOT DELIVERING

OIL

DRIVEN IN WRONG DIREC-

TION OF ROTATION

Check direction of pump shaft

rotation. Refer to Operation

on Flow Control and Relief

Valve.

PUMP DRIVE SHAFT DISEN-

GAGED OR SHEARED. BELT

SLIPPING OR BROKEN

Remove pump; determine damage

to cartridge parts (see dis-

assembly instructions) re-

place sheared shaft and

needed parts.

FLOW CONTROL VALVE

STUCK OPEN

Disassemble pump and wash

control valve in a clean sol-

vent. Return valve to its

bore and slide it back and

forth. No stickiness in

movement should occur. If

a gritty feeling is noted on

the valve O.D. it may be pol-

ished with crocus cloth.

Avoid removal of excess ma-

terial or rounding of valve

edges during this operation.

Do not attempt to polish the

valve bore. Wash all parts

before reassembly of pump.

Flush entire system thorough-

ly and fill with clean oil as

recommended in Operation.

VANE OR VANES STUCK IN

ROTOR SLOTS

Disassemble pump, examine ro-

tor slots for dirt, grime or

small metal chips. Clean

rotor and vanes in a good

grade solvent (mineral

spirits or kerosene), reas-

semble parts and check for

free vane movement.

OIL VISCOSITY TOO HEAVY

TO PICK UP PRIME

PUMP INTAKE PARTIALLY

BLOCKED

Use fluid of the proper vis-

cosity as recommended in oil

data Table I.

Drain system completely; flush

to clear pump passages. Flush

and refill system with clean

oil as per recommendations.

566

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TM 5-3895-346-14

POWER STEERING

MAINTENANCE

TROUBLE PROBABLE CAUSE

PUMP NOT DELIVERING AIR VENT FOR OIL TANK

OIL (CONT'D) CLOGGED OR DIRTY

STRAINER

PUMPS MAKING NOISE RESTRICTED OR PARTIALLY

CLOGGED INTAKE LINE OR

CLOGGED FILTER

PUMPS MAKING NOISE AIR LEAK AT PUMP INTAKE

PIPING JOINTS OR PUMP

SHAFT SEAL

COUPLING MISALIGNMENT

RESERVOIR OR MANIFOLD

SEAL LEAKAGE

REMEDY

Remove filler cap and clean

air vent slot. Check filter

or strainer in tank for

clogged condition. Drain,

flush, and add clean oil to

system if strainer was

clogged.

Pump must receive intake oil

freely or cavitation will

result. Drain system, and

clean intake line and strain-

ers. Add new oil and strain

by recommended procedures.

Test by pouring oil on joints

and around drive shaft.

Listen for change in opera-

tion. Tighten joints af-

fected and replace pump drive

shaft seal according to ser-

vice instructions outlined in

this manual.

Realign and replace oil seal

and bearings if damaged by

shaft misalignment.

Leakage between manifold or

reservoir at replenishing

hole due to O-ring damage.

The reservoir inlet tube to

pump cover O-ring should be

carefully examined for dam-

age such as cuts, nicks, or

dirt.

567

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TM 5-3895-346-14

PUMP OVERHAUL

POWER STEERING

PUMP OVERHAUL

DISASSEMBLY

CAUTION

Before removing unit or parts

of unit to be serviced, be

certain the unit is not sub-

ject to hydraulic pressure.

A puller must be used to remove pulley

or gear from shaft. Otherwise bearing

and shaft damage may result.

During disassembly, special attention

should be given to identification of

parts for proper reassembly.

Clean all parts except O-ring seals in

a clean mineral solvent. Blow the

parts dry with filtered compressed air.

After drying thoroughly, lay the parts

on a clean, lint-free surface. All in-

ternal oil passages of the pump cover,

housing, and body must be thoroughly

cleaned.

All O-rings, and the shaft seal should

be replaced at reassembly. All seals

should be soaked in hydraulic fluid

before being used. Refer to Fig. 7 and

proceed with disassembly.

Reservoir and Manifold

1. VTM40 and VTM41 Reservoir - The

VTM40 and VTM41 pumps are tank enclosed

units. To remove the reservoir from

the pump, simply remove the discharge

fitting, backup washer, and O-ring and

free the reservoir from the pump.

2. VTM27, VTM28, and VTM42 Reser-

voir - Begin disassembly of VTM27,

VTM28, and VTM42 pumps equipped with

externally mounted reservoirs as

follows:

Clamp pump mounting flange in a machin-

ist's vise, being certain to use pro-

tective jaws. Remove wing nut, washer,

cover, and gasket. Remove cotter pin

from reservoir stud. Lift flat washer,

retainer spring, filter retainer, and

filter element from stud. Remove

reservoir stud and nut assembly.

Remove the two capscrews, lockwashers,

and baffle. Separate reservoir from

pump and remove the O-rings from their

seats in the cover.

3. VTM27, VTM28, and VTM42 Manifold

- Begin disassembly of the VTM27,

VTM28, and VTM42 units equipped with

manifolds by removing the capscrews,

copper washer, manifold, and O-rings

from the pump cover.

Cover and Cartridge - Clamp pump mount-

ing flange in a machinist's vise, being

certain to use protective jaws. Remove

cover mounting capscrews. Separate the

cover from the pump body. Remove pres-

sure plate spring and pressure plate.

Remove adapter plate and O-rings (VTM40

and VTM41 units only). Remove pump

ring, locating pins, rotor and vanes,

and the two O-rings.

Mount the cover in a vise. Drive out

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TM 5-3895-346-14

POWER STEERING

PUMP OVERHAUL

DIPSTICK

ASSEMBLY

WING NUT

WASHER

COVER

COTTER PIN

WASHER

GASKET

FILTER

RETAINER

MANIFOLD

MANIFOLD MODELS

CAP

BYPASS SCREW

TUBE

COPPER WASHER

(THIS LOCATION ONLY)

0" RINGS

PUMP

COVER

VTM27 SHAFT END

ROTOR /

./ KEYv^ SHAFT SEAL

/ <t st^y^*^ NEEDLE BEARING

i^SPx THRUST SPACERS

vS^lJ^V NEEDLE BEARING

C^_^BODY

VANE ^"O" RINGS

'PUMP RING / 1

PRESSURE / VTM42 SHAFT END

CAP SCREW

125-30 LB. -FT. TORQUE)

(33.W0.68 NM)

PLATE

PLUG

O" RING

/ BEARING

SNAP RING

KEY>.

SHAFT

SNAP RING

BEARING

BODY

VTM41SHAFT END

KEY

SHAFT \

BODY \ \ SEAL

^l^^J^J^*^ BEARING

'SPACER

BEARING

RESERV0IR

Figure 7. VTM27, VTM28, VTM40, VTM41, and VTM42 Pump Exploded Views

CAP SCREW

(25-30 LB. -FT. TORQUE) (33.9-40.68 NM)

569

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TM 5-3895-346-14

PUMP OVERHAUL

POWER STEERING

Shaft End

1. VTM27 and VTM41 - Support the

shaft end of the pump body in a two-

inch straight pipe coupling and, using

an arbor press, remove the shaft thrust

spacers, outer needle bearing, and

shaft seal. The shaft assembly should

drop through a slot in the press table

so the shaft will not be damaged. The

outer needle bearing and shaft seal are

a press-fit to the body. Use a pin

punch and hammer to tap the inner

needle bearing from the body.

2. VTM28 and VTM40 - Remove the

shaft and seal from the pump body. The

shaft bushing is included in the body

subassembly and cannot be serviced

separately.

3. VTM42 - Remove the large snapring

that retains the outer ball bearing in

the body. Press the shaft and outer

ball bearing from the body. Remove the

inner, small snapring that retains the

outer ball bearing and remove bearing

from shaft. The inner needle bearing

and shaft seal are a press fit to the

body. Use a pin punch and hammer to

tap them from the body.

INSPECTION, REPAIR, REPLACEMENT

NOTE

Wash all parts, except seals,

in clear mineral solvent and

lay them aside for inspection.

Replace all old seals and O-

rings at reassembly.

Ring, Rotor, Vanes, Pressure Plate,

Body - Inspect the surfaces of all

parts which are subject to wear. Light

scoring may be removed from the faces

of the body or wear plate with crocus

cloth (by placing the cloth on a flat

surface), medium India stone or by

lapping. Check the edges of vanes for

wear. Vanes must not have excessive

play in slots or burrs on edges. Re-

place if necessary. Check each rotor

slot for sticky vanes or wear. Vanes

should drop in rotor slots by their own

weight when both slot and vane are dry.

Relief Valve - Insert valve in its bore

in pump cover. There should be no

binding. Check valves and bore for

excessive wear and scoring. Replace if

necessary.

Bearings - Wash bearings and shaft

assembly thoroughly. Bearings must be

replaced (VTM27, VTM41, and VTM42 only)

if they are removed for any reason.

The shaft bushing cannot be serviced on

VTM28 and VTM40 Pumps. If the bushing

becomes worn, replacement of the body

subassembly must be made.

Shaft and Seal - Replace the shaft seal

at each overhaul to prevent oil leak-

age. Check the drive shaft oil seal

diameter for wear and scoring. Do not

install a new seal on a shaft which is

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TM 5-3895-346-14

POWER STEERING

PUMP OVERHAUL

3. Press outer needle bearing onto

shaft. The edge of the bearing must be

1/64 inch below the shaft seal shoulder

when assembled. This provides for

shaft end play of approximately .010 to

.015 inch.

NOTE

Tools for installing bearings

can be made from round stock

the outside diameter of which

is slightly smaller than the

outside diameter of the bear-

ing and the inside diameter

slightly larger than the shaft

diameter. Do not score or

otherwise damage the shaft

during this operation.

4. Position the seal on the shaft-

end of the body, being careful not to

damage seal. Using special tool,

(refer to Service Tools in Service,

Inspection and Maintenance) press seal

in until it engages the shoulder in the

body. This shoulder acts as a positive

stop for the seal. Do not overpress as

damage to the seal will result.

5. VTM28 and VTM40 Pumps - Carefully

install shaft to prevent damage to

shaft bushing and oil seal surfaces.

6. VTM42 Pumps - Press inner needle

bearing into the body with an arbor

press. Install shaft seal in the body

in the same manner. Press outer ball

bearing on shaft and assemble small

snapring onto shaft. Install shaft

assembly in the body. Insert large

snapring in body to retain ball

bearing.

Cover and Cartridge

1. Install locating pins in pump

body. Install ring over pins in

correct direction of rotation.

2. Install rotor with chamfered edge

of splined hole in or toward pump body.

The chamfer facilitates assembly.

3. Install vanes with their radius

edge toward the inner ring contour.

4. Install the adapter plate and

O-rings. (VTM28 and VTM40 only.)

5. Oil the cartridge with clean

hydraulic oil and install pressure

plate.

6. Install O-rings. Install pres-

sure plate spring and cover. Tighten

cover screws to 25-30 ft lb torque.

7. Install pressure-compensating

spring in relief valve bore. Insert

valve assembly with the hex toward the

spring. Install plug with O-ring in

bore and hold it in position while

driving a new retaining pin.

Reservoir and Manifold

1. VTM27, VTM28, and VTM42 Reser-

voir - Install O-rings on reservoir

mounting pad on cover. Position reser-

voir on pad, being careful not to un-

seat O-rings. Install capscrews,

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TM 5-3895-346-14

POMP TESTING

POWER STEERING

PUMP TESTING

Vicker8 Mobile Division application

engineering personnel should be con-

sulted for recommendations on test

stand circuit requirements and con-

struction. If test equipment is

available, pumps should be tested

at speeds and pressures shown on

installation drawings.

572

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL

CONTROL

Your Orbitrol power steering control

has been designed and manufactured with

the greatest care to sustain all parts

in peak operating condition throughout

a long period of trouble-free service.

As are many hydraulic components, the

Orbitrol is continuously lubricated by

the fluid which is used to power the

system. A good selection of adequate

materials allows the unit to function

well over a wide temperature range.

The Orbitrol is specifically designed

for use with automatic transmission

fluid, Type A. All standard units,

unless otherwise specifically ordered,

have synthetic seals which are com-

patible with ATF-A at temperatures up

to over 200F.

automotive power steering sys-

tems have been ruined by such

attempts.

To continue the functional check of the

system, turn the steering wheel through

the full travel with the vehicle power

on. Do this at engine idle and full

throttle with the machine standing

still, the steered wheels on dry con-

crete, and with the machine rolling

slowly. Note any speed irregularities

and sticky sensation. These may indi-

cate dirt in the fluid. If under any

of these conditions the steering wheel

continues to rotate when started and

released, a condition known as motoring

exists. This may also indicate dirty

fluid in the system.

A normal periodic functional check of

the entire vehicle power steering sys-

tem will generally be adequate to in-

sure satisfactory service. The oil

level of the reservoir that supplies

the system is most important. If the

oil level drops appreciably over short

periods of use, it will be wise to

search for a leak in the system.

A black accumulation of dirt at a fit-

ting can indicate a leakage point. If

the fitting is taken apart to correct

leakage, first clean the area complete-

ly with a solvent-wetted cloth, steam

clean, or otherwise clean off any

debris from the immediate area and any

dirt accumulation above the area so

that contamination will not enter the

system while the connection is open.

Then be extremely careful to apply

compound sparingly to the male fitting

only. Do not let any compound enter an

area in which it may be washed into the

oil stream.

WARNING

Never use fluid system stop

leak additives to attempt to

seal fluid leakage. Many good

If a dirty fluid is suspected, clean or

replace the filter element in the sys-

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TM 5-3895-346-14

STEERING CONTROL

POWER STEERING

near the pump or reservoir. There is

no filter in the Orbitrol. Drain and

replace as much of the oil as possible.

Crank the pump over by hand to exhaust

oil from it and swing the cylinder

through a full travel; but do not

forcibly rotate the Orbitrol steering

wheel if a dirty fluid is suspected.

Refill the system with clean oil, run

the system briefly, recheck, and refill

as necessary to obtain proper fluid

level. Operate the system for a short

time to determine whether a correction

has resulted. It is sometimes less

costly to rinse and reclean the system

twice than to completely tear down and

reassemble a unit and the clean fluid

will definitely protect all of the

components of the system.

In the functional check, also determine

that the actuating cylinder achieves

full travel without hesitation. If the

cylinder seems to pause in its travel

while it should be moving smoothly,

this may indicate that it contains

trapped air. In filling and refilling

a system, it is sometimes necessary to

lift the vehicle weight off the steered

axle or to remove the cylinder and hold

it in a position so that the ports are

uppermost. In this position air will

be bled back to the system reservoir

and effectively exhausted from the

system at the reservoir vent. During

this inspection, determine that the

mechanical or other limit stops at the

axle are functioning properly. Proper

wheel alignment is every bit as impor-

tant on power-steered vehicles as on

any other to insure satisfactory tire

life and geometrically true steering.

Inspect to insure that the system has

adequate power. Some machines are de-

signed so that they cannot be steered

unless they are rolling. Most, though,

will steer completely while standing

still on a smooth, hard surface. If

there is an indication of hard-

steering, this can indicate either a

reduced oil flow to the control or a

reduced system relief pressure.

Adequate oil flow under all conditions

can best be checked by timing the full

travel of the cylinder with the steered

axle unloaded and loaded. If there is

a great difference at low engine and

slight difference at high engine speed,

this may indicate a defective pump

drive. Adequate oil pressure can only

be determined by connecting a pressure

gage (2000 psi full scale recommended)

at the pump outlet port or at the IN

port of the Orbitrol. With the engine

running at a medium speed, turn the

steering wheel to one end of the travel

and hold the cylinder at the travel

limit just long enough to read the

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL

very nearly the same neutral pressure

as measured when placing the control in

neutral deliberately, a binding control

shaft or dirt between the spool and

sleeve of the control valve can be the

cause of difficulty.

If the recentering characteristic as

measured above is erratic and if the

control feels slightly sticky through

most of the travel, apply the pressure

gage in the OUT line of the Orbitrol.

This return line pressure should be

below 30 psi during all periods of

normal operation. Check this down-

stream line to insure that no fittings

are obstructed. If the system uses a

return line filter, as in many common

power steering pump-tank units, a

higher return line pressure may indi-

cate that the filter needs cleaning.

If you need or wish to accomplish re-

pairs within the unit, use the follow-

ing procedure for disassembly, inspec-

tion and reassembly.

575

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TM 5-3895-346-14

STEERING CONTROL REMOVAL

POWER STEERING

STEERING CONTROL REMOVAL

Before removing the Orbitrol from the

vehicle, be certain that the unit, its

surrounding area, and the connecting

lines are cleaned free from dirt and

contamination. If the vehicle must be

moved while the steering control is

off, you will need two 3/8 pipe elbows

if the unit is connected with hose or

four elbows and two close nipples if it

is connected with tubing. Use the fit-

tings to couple the IN to the OUT line

and the L to the R line when these are

removed from the unit. If it is neces-

sary to remove the steering wheel, make

sure to use a wheel puller. Do not

hammer the end of the shaft or the

steering wheel nut because this dis-

rupts the upper column bearing which is

designed to allow the critical freedom

required for satisfactory function. If

you must use a hammer, order a spare

bearing and snaprings first.

On some machines it may not be neces-

sary to remove the upper column. Re-

move the two mounting screws and lower

the entire assembly far enough to pro-

vide access to the two screws which

fasten the column to the lower unit.

Observe the shaft area of the lower

unit immediately upon removal of the

column assembly. If it shows an appre-

ciably oil-wetted appearance this indi-

cates that the shaft seal may have been

leaking.

If there is a functional problem or

leakage at the control end of the unit

only, the disassembly of the control

end of the unit only will be required

and it is generally advisable to leave

the seven-bolted end assembled.

If a complete tear down and reassembly

of the unit is planned, clean all paint

and surface contamination from the unit

at points of separation. This is ex-

tremely important at the meter end of

the unit so that no paint flakes or

particles will enter these closely

fitted parts as they are being reas-

sembled. To clean the unit adequately,

first plug all four ports, then wire

brush around the meter area and rinse

and blow away all surface contamination

before any disassembly is begun.

For any disassembly, an extremely clean

bench area is necessary. Do not use

shop cloths or cotton waste to wipe or

clean the parts. The lint deposited by

these can disrupt function or cause

leaks. The clean inside surface of a

corrugated container is frequently a

Figure 1.

576

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TM 5-3895-346-14

POWER STEERING

very adequate assembly surface. As-

sembly is generally easier and more

satisfactory with clean, dry parts.

After parts are rinsed clean in solvent

they may be blown dry with an airhose

or placed on clean paper towel to drain

and air dry.

If parts are thus prepared as they are

removed, they are frequently ready for

reassembly by the time they are needed.

STEERING CONTROL REMOVAL

NOTE

The following procedure applies

to all units with Model numbers

starting with U or W. They can

be identified by a one-piece

housing and a check hole plug

with an O-ring at about the

middle of the O.D.

577

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TM 5-3895-346-14

STEERING CONTROL DISASSEMBLY

POWER STEERING

STEERING CONTROL DISASSEMBLY

Place the unit in vise, control end up.

Clamp across port surface and opposite

side of housing lightly. Remove the

two capscrews that fasten column to

lower unit. Remove column and set

aside. (Mark the two capscrew holes so

that the ports will be in the proper

direction when reassembled.) (Refer to

Fig. 1, 2, and 3.)

Clamp unit in vise across mounting

plate edges with meter end up and

remove seven capscrews (refer to

Fig. 4).

Remove control assembly from vise and

check for free rotation of the control

spool and sleeve parts with column

shaft (refer to Fig. 7).

Figure 2.

Figure 4.

Figure 3.

Figure 5.

578

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL DISASSEMBLY

Figure 7.

Place clean woodblock across vise

throat to support spool parts and clamp

unit across port face with control end

up. Remove and set aside four cap-

screws (refer to Fig. 8).

Hold spool assembly down against block

in vise and lift off end cap (refer to

Fig. 9).

Figure 9.

Inspect mating surfaces for obvious

leakage path, wear, and seal condition

(refer to Fig. 10).

Remove cap locator bushing (refer to

Fig. ID.

Place housing on solid surface with

port face down so that it can be held

securely and remove spool-sleeve as-

sembly from the 14-hole end of housing

(refer to Fig. 12).

579

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TM 5-3895-346-14

STEERING CONTROL DISASSEMBLY

POWER STEERING

Figure 11.

Be extremely careful to prevent these

parts from binding as they are very

closely fitted and must generally be

rotated slightly as they are withdrawn

(refer to Fig. 13).

Figure 12.

Figure 13.

Using a small, bent tool or wire, the

check valve seal plug can be removed by

pushing on it, reaching it through the

out port. Do not pry against edge

of hole in housing bore (refer to

Fig. 14).

Place housing in vise, control end up,

and unscrew check valve seat with 3/16

hex wrench (refer to Fig. 15).

580

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL DISASSEMBLY

Figure 14.

Figure 15.

Upend the housing and tap slightly with

butt of hand. Hold check valve hole

toward lowest corner and remove check

valve seat, ball, and spring (refer to

Fig. 16).

In spool assembly, push the cross pin

to loosen from spool sleeve assembly

(refer to Fig. 17).

Figure 17.

Remove cross pin and set aside (refer

to Fig. 18).

Push the inside, lower edge of spool so

that spool moves towards splined end

and remove carefully from sleeve (refer

to Fig. 19 and 20).

581

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TM 5-3895-346-1A

STEERING CONTROL DISASSEMBLY

POWER STEERING

Figure 18.

Figure 19.

Push centering spring set out of spring

slot in spool (refer to Fig. 21

and 22).

At this point all parts have been dis-

assembled and removed from the unit.

Each should be rinsed carefully in

clean solvent, even such exterior parts

as all capscrews and all seals that

appear to be reusable. If in doubt,

replace with new seals. It is good

Figure 20.

Figure 21.

service policy to replace all seals

when unit is reassembled. They are

available in kit form, part no. 5140.

Rinsing and cleaning can be done while

other parts of the unit are being dis-

assembled and parts can be set to dry

on clean paper towel. The meter gear

set must be disassembled and cleaned

similarily.

582

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL DISASSEMBLY

Figure 22.

Inspect all moving surfaces to insure

that they have not been scored or

abraded by dirt particles or otherwise

disrupted. Smooth burnished surfaces

are normal in many areas. Slightly

scored parts can be cleaned with 600-

grit abrasive paper by hand rubbing

only.

To prepare all surfaces of the meter

section for reassembly and insure that

all edges of the parts are burr-free,

place a piece of 600-grit abrasive

paper faceup on an extremely flat,

clean, hard surface. The surface to be

used for this purpose should be as flat

as plate glass or better. If the 600-

grit paper is new, it should first be

rubbed down with a scrap steel part to

remove sharp grit which would produce

scratches. The ends of the star gear

can be used for this purpose if neces-

sary. Then both sides of the ring

gear, both sides of the plate, the 14-

hole end of the housing and the flat

side of the end cap should be cleaned

lightly.

Stroke each surface across the abrasive

several times and observe the part

(refer to Fig. 23). Any small, bright

area near an edge indicates a burr

which must be removed. Hold the part

so that contact with the abrasive is as

flat as possible. (Do not push one

edge down hard or the flatness will

become rounded.) Check each part after

6 to 10 strokes across the abrasive.

After polishing each part, rinse clean

in solvent and blow dry. Keep these

parts absolutely clean until they are

assembled.

Figure 23.

583

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TM 5-3895-346-14

STEERING CONTROL REASSEMBLY

POWER STEERING

STEERING CONTROL REASSEMBLY

Place housing in vise with control end

up. Protect 14-hole end as before, and

clamp across port surface lightly.

Drop check valve spring into check hole

with large end down (refer to Fig. 24).

Drop check ball into check hole and in-

sure that it rests on top of the small

end of the spring within the hole

(refer to Fig. 25). Place the check

valve seat on hex wrench and screw into

threads within check hole so that the

machined counterbore of the check seat

is towards the ball (refer to Fig. 26).

Tighten check seat to 12.5 lb ft (16.94

Nm) torque. (Refer to Fig. 27.) Test

check ball action by pushing ball with

small clean pin against spring force.

Ball need not be snug against seat for

proper function.

Figure 25.

Figure 24.

Figure 26.

Install spool within sleeve carefully

so that spring slots of both parts will

be at same end. Rotate while sliding

parts together. (Refer to Fig. 28 and

29.) Test for free rotation. Spool

should rotate smoothly in sleeve with

fingertip force applied at splined

end.

584

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL REASSEMBLY

Figure 27.

Figure 28.

Figure 29.

Bring spring slots of both parts in

line and stand parts on end of bench.

Insert spring installation tool through

spring slots of both parts. Tool is

available as part no. 600057. Position

3 pairs of centering springs (or 2 sets

of 3 each) on bench so that extended

edge is down and arched center section

is together. In this position, enter

one end of entire spring set into

spring installation tool (refer to

Fig. 30).

Compress extended end of centering

spring set and push into spool sleeve

assembly withdrawing installation tool

at the same time (refer to Fig. 31).

Figure 30.

Figure 31.

585

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TM 5-3895-346-14

STEERING CONTROL REASSEMBLY

POWER STEERING

Center the spring set in the parts so

that they push down evenly and flush

with the upper surface of the spool and

sleeve (refer to Fig. 32).

Install cross pin through spool

assembly (refer to Fig. 33).

Push into place until cross pin is

flush or slightly below the sleeve

diameter at both ends (refer to

Fig. 34).

Figure 34.

Position the housing on a solid surface

with the port face down. Start the

spool assembly so that the splined end

of the spool enters the 14-hole end of

the housing first (Refer to Fig. 35).

Figure 32,

Figure 33.

Figure 35,

586

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL REASSEMBLY

Be extremely careful that the parts do

not cock out of position while enter-

ing. Push parts gently into place with

slight rotating motion (refer to

Fig. 36). Bring the spool assembly

entirely within the housing bore until

the parts are flush at the meter end or

14-hole end of the housing. Do not

pull the spool assembly beyond this

point to prevent the cross pin from

dropping into the discharge groove of

the housing. With the spool assembly

in this flush position, check for free

rotation within the housing by turning

with light finger force at the splined

end (refer to Fig. 37).

Figure 36.

Figure 37.

Hold the parts in this flush position

and rest the 14-hole end of the as-

sembly on the protective block on the

vise throat and clamp lightly across

the port face with the vise.

NOTE

It is good service policy to

replace all seals when unit is

reassembled. They are avail-

able in kit form part no. 5140.

Check the condition of the O-ring seal

on the check plug and replace it if

necessary. Install the check plug in

the check hole with a steady pressure

while rocking it slightly so that the

O-ring feeds in smoothly without

cutting (refer to Fig. 38 and 39).

Figure 38.

Figure 39.

587

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TM 5-3895-346-14

STEERING CONTROL REASSEMBLY

POWER STEERING

Position the cap locator bushing with

large O.D. chamfer UP partly into end

of housing (refer to Fig. 40). Insure

that it seats against spool assembly

flat and smooth by rotating with

fingertips.

Check the mounting plate and shaft seal

carefully to insure that they are clean

and in good condition. Insure that the

mounting plate seal grooves are clean

and smooth. Each of these seals is

slightly larger than its seal groove so

that they will be adequately retained

in service. Push each gently into

place and smooth down into seal groove

with fingertip (refer to Fig. 41).

Figure 40.

Figure 41.

NOTE

Quad ring shaft seal may be

used to replace O-ring shaft

seal in early units and will

function properly in original

seal groove.

Thin oil seal at exterior of mounting

plate is a dirt-exclusion seal and does

not generally need replacement. If

this is replaced it should be pressed

into counterbore so that the lip is

directed away from the unit.

Place the mounting plate subassembly

over spool shaft and slide down into

place over cap locator bushing smoothly

so that seals will not be disrupted in

assembly (refer to Fig. 42). Align

boltholes with tapped holes. Be cer-

tain that the mounting plate rests

fairly flush against end of housing

assembly so that the cap locator bush-

ing is not cocked and install four

mounting plate capscrews. Tighten

these evenly and gradually to 21 lb

ft (28.5 Nm) torque. (Refer to

Fig. 43.)

Figure 42.

588

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TM 5-3895-346-14

POWER STEERING STEERING CONTROL REASSEMBLY

Figure 43.

Reposition in vise and clamp across the

edges of the mounting plate. Check to

insure that the spool and sleeve are

flush or slightly below the 14 hole

surface of the control housing (refer

to Fig. 44).

Clean the upper surface of the housing

by wiping with the back of a clean hand

or the butt of the thumb. Clean each

of the flat surfaces of the meter sec-

tion parts as it is ready for assembly

in a similar way (refer to Fig. 45).

Figure 45.

Place the plate over this assembly so

that the boltholes in the plate align

with the tapped holes in the housing

(refer to Fig. 46). Place the meter

gear ring on the assembly so that the

boltholes align (refer to Fig. 47).

Place the splined end of the drive

within the meter-gear star so that the

slot at the control end of the drive is

in alignment with the valleys between

the meter-gear teeth (refer to

Fig. 48).

^^Yp?

Figure 44.

Figure 46.

589

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TM 5-3895-346-14

STEERING CONTROL REASSEMBLY

POWER STEERING

drive into engagement with the cross

pin and the splined end of the drive

will drop down against the plate (refer

to Fig. 49, 50, and 51).

Figure 47.

/ \^

Figure 49.

Figure 48.

Push the splined end of the drive

through the gear so that the spline

extends about one-half its length

beyond the meter-gear star and hold it

in this position while installing into

the unit. Note the position or direc-

tion of the cross pin within the unit.

Enter the meter-gear star into the

meter-gear ring and wiggle the parts

slowly in position so that the drive

does not become disengaged from the

meter-gear star. Hold the plate and

meter-gear ring in position on the

assembly while the star is being in-

stalled. Rotate the meter-gear star

slightly to bring the cross slot of the

Figure 50.

Figure 51.

590

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TM 5-3895-346-14

POWER STEERING

STEERING CONTROL REASSEMBLY

CAPTION

Alignment of the cross slot in

the drive with valleys between

the teeth of the meter-gear

star determines proper valve

timing of the unit. There are

12 teeth on the spline and six

pump teeth on the star. Align-

ment is exactly right in six

positions and exactly wrong

in six positions. If the

parts slip out of position

during this part of the as-

sembly, repeat until you are

certain that correct alignment

is obtained (refer to Fig. 48).

Place the spacer in position within the

end of the meter-gear star (refer to

Fig. 52). (No spacer used on B size

displacement units.) If the spacer

does not drop flush with the gear sur-

face, the drive has not properly en-

gaged the cross pin - recheck. Place

the meter end cap over the assembly and

install two capscrews, finger-tight, to

maintain alignment of the parts (refer

to Fig. 53). Install all seven cap-

screws and bring them gradually and

evenly to 12.5 lb ft (16.94 Nm) torque.

(Refer to Fig. 54.)

Figure 53.

Figure 52.

Figure 54.

Check the condition of the column as-

sembly, clean it, and replace on the

unit with two capscrews oriented as

before. Rotate the steering shaft

while bringing the surfaces into con-

tact to allow splines to engage (refer

to Fig. 55). If in doubt, follow the

orientation as shown. Tighten cap-

screws to 23 lb ft (31 Nm) torque.

(Refer to Fig. 56.)

The unit is now ready to be returned to

service.

To service earlier units, follow a

similar procedure. In units with a

hat-shaped check plug, use gasket no.

20911 between the housing and the

mounting plate. Insure that each part

is smooth and clean by rubbing on 400-

grit abrasive paper before cleaning for

reassembly.

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TM 5-3895-346-14

STEERING CONTROL REASSEMBLY

POWER STEERING

Figure 55.

Figure 56.

In units which have thin plastic gas-

kets at the meter section seams a

gasket must be used at each side of the

ring gear unless the entire gear set is

replaced. Replacement gear sets are

sized so that the gasket should not be

used.

Figure 57.

592

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TM 5-3895-346-14

REPLACEMENT

BRAKESHOE

The hydraulic brake, commonly referred

to as the plain H, is a light duty,

two-shoe-type brake, mounted on a back-

ing plate which also serves as a dust

shield (refer to Fig. 1). Adjustable

anchor pins provide a means of center-

ing the brakeshoe arc in relation to

the drum, and secondary or minor

adjustments are made by rotating the

eccentric cam which bears on the

brakeshoe web or pin in the shoe

web.

HYDRAULIC

DISASSEMBLY (Refer to Fig. 2 and 3)

1. Disconnect brakeshoe return

spring.

2. Remove anchor pin C-washers and

guide pin locks and washers.

3. Remove brakeshoe and lining

assemblies.

4. Remove anchor pin locknuts,

lockwashers, and anchor pins.

5. For complete disassembly remove

capscrews, washers, and wheel cylinder

assembly and disconnect hydraulic

lines.

REASSEMBLY (Refer to Fig. 2 and 3)

1. Position wheel cylinder, install

capscrews, and lockwashers and tighten

securely. Reconnect hydraulic lines.

2. Insert anchor pins and install

washers and locknuts. (Punch marks

must be together and wrench flats

in line.)

3. Position shoe and lining as-

semblies and install washers and

lockrings.

BRAKESHOE

REPLACEMENT

Figure 1.

BRAKE LAYOUT

4. Back off adjusting cams and

position shoes on push rods in wheel

cylinder.

5. Hook shoe return spring in brake-

shoe web holes.

ADJUSTMENT

Following overhaul or when new linings

are installed, the initial adjustment

should be carefully made to both prop-

erly locate the curvature of the lining

to the drum and obtain the proper

clearance.

Each shoe must be adjusted to center

the brakeshoe arc in relation to the

drum. Adjust cam to bring lining into

contact with the drum and rotate anchor

pin sufficiently to relieve drag. Re-

peat until additional rotation of

anchor pin will no longer relieve drag.

Lock anchor pin locknut and back off

cam sufficiently to permit wheel to

turn freely (refer to Fig. 4 and 5).

Subsequent adjustments to compensate

for lining wear are made with the

eccentric cam only (refer to Fig. 4

and 5). Turn cam to bring lining into

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TM 5-3895-346-14

BRAKESHOE

REPLACEMENT

BRAKE SHOE

RETURN SPRING

GUIDE PIN

SPRING WASHER

WHEEL CYLINDER BRAKESHOE

ASSEMBLY ECCENTRIC

ADJUSTER

BRAKE SHOE AND

LINING ASSEMBLY

BACKING PLATE ASSEMBLY

GUIDE PIN LOCK

ANCHOR PIN

"C" WASHER

ADJUSTABLE BRAKE SHOE

ANCHOR PIN

Figure 2.

Figure 3,

Figure 4,

594

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595

BRAKESHOE

REPLACEMENT

TM 5-3895-346-14

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TM 5-3895-346-14

WRENCH TORQUES

LUG NUTS

WHEEL STUD NUT WRENCH TORQUES

Wheel lug nuts will loosen if not

correctly torqued.

A torque wrench of proper capacity is

recommended to torque lug nuts. Hand

tightening is not adequate or

consistent.

In addition to the initial tightening,

it is important to recheck the nuts and

retighten after the first trip.

If checking a new vehicle, nuts should

be rechecked after the driveaway.

Recommended wheel mounting torque

Highway Vehicles

Budd Std. SCN Mtg. 11/16"-16 300-400

3/4--16 450-500

Budd Std. DCN Mtg. 3/4"-16 450-500

l-l/8"-16 450-500

Off-The-Road Vehicles

Budd Std. DCN Mtg.

Budd Heavy Duty

DCN Mtg.

3/4"-16 450-500

l-l/8"-16 450-500

l-l/8"-16 650-750*

15/16"-12 750-900

l-5/16"-12 750-900

Backnut

3/4"-16 175-200

(Inner End of Wheel Stud) 7/8"-15 175-250

1"-14 175-300

SCN = Single Cap Nut Mounting *When using shoulder studs

DCN = Double Cap Nut Mounting with 7/8" and 1" thread

back nuts or headed studs.

596

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TM 5-3895-346-14

LUG NUTS

CHECKS

This simplified guide to many miles of

troublefree service points out what to

look for and what to do about things

that happen to wheels in light or heavy

duty, in highway or off-the-road opera-

tion. The wheels and parts shown are

typical. See the Budd Catalog for the

complete line.

The inspection schedules and routines

suggested can be modified to suit indi-

vidual fleet requirements. Mileage

increments and time periods have not

been established, since many factors

govern the frequency of service re-

quired to maintain wheels.

The most important thing to remember is

that most wheel problems are caused by

just two factors - overloading and

improper maintenance.

And when loads are matched to the prop-

er wheel, simple checks are all that

are required for long, trouble-free

operation.

597

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TM 5-3895-346-14

REPLACING STUDS

LUG NUTS

RECOMMENDED PROCEDURE FOR REPLACING STUDS

When a broken stud is replaced, the

stud on each side of it should also be

replaced. If more than one stud is

broken, replace all studs.

Use the correct stud.

If the correct length stud is not used,

the back nut (jamnut) may not seat

firmly against the drum.

Too much standout from the mounting

face of the hub may make it impossible

to secure the inner wheel against the

hub face.

In replacing studs, remember that

right-hand studs go on the right-hand

side of the vehicle and left-hand studs

on the left-hand side when facing

forward.

Figure 2.

598

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TM 5-3895-346-14

LUG NUTS

TIGHTENING PROCEDURE

PROPER TIGHTENING OF CAP

FOR TROUBLE-]

Keep it tight

The mounting, being essentially a

friction/compression assembly, depends

upon the forces applied by the cap nuts

for its efficiency. Proper initial

torquing will prevent broken studs,

cracks at the stud holes, or damaged

ball seats.

Figure 3.

i IS OF UTMOST IMPORTANCE

PERFORMANCE

Air wrench

The tool is used extensively because of

its utility and speed. However, over-

tightening or insufficient torque can

cause problems.

Insufficient torque can cause stud

breakage and damaged ball seats.

Overtightening can overstress studs and

damage threads.

It is imperative to check wrench torque

output at regular intervals. This

should be done with a torque wrench.

Figure 4.

599

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TM 5-3895-346-14

TIGHTENING PROCEDURE

LUG NUTS

TOOLS TO USE IN TIGHTENING CAP NUTS

A bar wrench

You can easily arrive at the proper

torque with this simple tool. Since

pound/feet of torque is weight applied

x distance in feet, the following

example will help you determine applied

torque:

A 180-lb mechanic, applying his full

weight 3 feet out on the bar until the

cap nut will no longer turn, will exert

540 lb ft of torque.

The torque wrench

This precision device has a readout

gauge which indicates applied torque.

It is essential in obtaining 100%

torque accuracy.

To check a bar wrench or an air wrench,

you only have to apply the torque

wrench on a previously tightened nut

and read the torque indicated on the

gauge.

The only accurate way to verify torque

is to check in the direction of tight-

ening the nut and note the reading at

the point where the nut starts to turn.

600

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601

<Y>

DUAL

SINGLE

Figure 7.

TM 5-3895-346-14

PILOTED MOUNTINGS

TWO-PIECE FLANGED CAP NUT

LUG NUTS ALTERNATE MOUNTINGS

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602

DUAL

SINGLE

60 90

Figure 8.

CONICAL

IN-OUT COINED

TM 5-3895-346-14

FLANGED CAP NUT

ALTERNATE MOUNTINGS

NON-PILOTED MOUNTINGS

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TM 5-3895-346-14

AXLE

CARE AND MAINTENANCE

PLANETARY AXLES

CARE AND MAINTENANCE

Planetary axles incorporate a single

reduction carrier with bevel or hypoid

gearing mounted in the axle center.

The second reduction is of planetary

design spur gearing built into the

wheel hubs.

Planetary axles permit the bevel or

hypoid gearing of the carrier and the

axle shafts to carry only a nominal

torsional load while at the same time

providing the highest practical

numerical gear reduction at the

wheels.

The hypoid pinion and differential as-

sembly of the first reduction are sup-

ported by tapered roller bearings. The

pinion-bearing preload is adjusted and

maintained by a hardened precision

spacer between the inner and outer

bearings. The differential tapered

bearing preload is adjusted and main-

tained by the positioning of the

threaded adjusting rings in the carrier

leg and cap bores.

The spur teeth of the sun gear (which

floats) mesh with teeth of the planet

spur gears. The planet spur gears ro-

tate on planet pins which are mounted

in a spider. The planet spur gear

teeth inturn mesh with teeth of the

floating ring gear.

Power is transmitted by the pinion and

gear of the first reduction to the axle

shafts empowering the sun gear of the

second reduction, through the revolving

planet gears, and into the planetary

spider which drives the wheel hub.

The servicing of the single reduction

carrier assembly used in the planetary

housing center is thoroughly covered in

our Field Maintenance Manual No. 5 (or

5A if drive unit is the through-drive

type).

Figure 1. Planetary Rigid Types (PR)

603

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TM 5-3895-346-14

DISASSEMBLY

AXLE

DISASSEMBLY OF PLANETARY OUTER ENDS

Before starting the disassembly of

either the planetary steering-type or

planetary rigid-type axles, the fol-

lowing procedure and precautions should

be taken:

1. Jack up both ends of axle so that

tires clear the ground. Due to the

extreme weight of vehicles under which

planetary-type axles are used, the axle

should then be blocked up under each

spring seat to safely support the

weight and hold axle at this level.

The jacks may then be removed to pro-

vide adequate working space with no

danger of axle end falling or shifting.

2. Remove the wheel nuts or rim lug

nuts where employed.

3. Remove the tire and wheel or tire

and rim where employed.

4. Rotate hub assembly so that the

drainplug is at the bottom.

5. Remove the plug and drain

lubricant.

Figure 2. Exploded View Illustrating the Conventional Arrangement

of Component Parts Used in Rigid Model Planetary Wheel Outer Ends

604

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TM 5-3895-346-14

AXLE

DISASSEMBLY

DISASSEMBLE THE PLANETARY ASSEMBLY

1. Remove the planetary wheel cover

capscrews (refer to Fig. 3).

2. Remove the planetary wheel cover.

Figure 3.

3. Remove the cover to planetary

spider gasket (refer to Fig. 4).

4. Remove the planetary spider stud

nuts and lockwashers.

Figure 4.

5. Separate and remove planetary

spider assembly from wheel hub assembly

by use of puller screws in threaded

holes provided in the spider flange

(refer to Fig. 5).

6. Remove planetary spider to hub

gasket.

Figure 5.

DISASSEMBLE PLANETARY SPIDER ASSEMBLY

Planetary spur gears rotate on planet

pins. Each gear rotates between

hardened thrust washers.

1. Press out the planet gear pins as

shown (refer to Fig. 6).

Figure 6.

605

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TM 5-3895-346-14

DISASSEMBLY

AXLE

2. Remove the planet gears and their

respective thrust washers (refer to

Fig. 7).

Figure 7.

NOTE

Thrust washers are designed

for opposite sides of planet

pinions and can only be in-

stalled in their correct

locations.

REMOVE THE FLOATING RING GEAR ASSEMBLY

1. Remove the lockring from end of

axle shaft (refer to Fig. 8).

Figure 8. Smaller PR Models

2. Remove the axle shaft sun gear

(refer to Fig. 9). Figure 9.

606

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TM 5-3895-346-1'

AXLE

DISASSKK

NOTE

On some of the larger PR mod-

els the axle shaft and sun

gear are integral. On these

models remove the complete

axle shaft, exercising care

not to damage the oil seal.

The sun gear thrust washer

may then be removed from

the axle shaft.

3. Remove the sun gear thrust washer

(refer to Fig. 9).

4. Remove the axle shaft on rigid

models that do not employ the integral

sun gear.

5. Remove the wheel bearing adjust-

ing nut lock. (Wheel bearing adjusting

nuts are all of the single nut con-

struction and may be locked to the hub

spindle in different methods depending

on model.)

6. Remove the wheel bearing adjust-

ing nut (refer to Fig. 9).

7. Remove the floating ring gear as-

sembly. Puller screw holes are pro-

vided in the ring gear hub flange to

start gear (refer to Fig. 10).

a. The floating ring gear is

splined to the ring gear hub and

secured by four evenly spaced plates,

each plate being attached by two cap-

screws which are lockwired together

(refer to Fig. 11).

b. The outer wheel bearing is

mounted on the ring gear hub.

8. Separate the ring gear and ring

gear hub by removing lock wire, cap-

screws, and plates (refer to Fig. 11).

9. Remove outer wheel bearing from

ring gear hub (refer to Fig. 11).

Figure 11.

10. The ring gear hub assembly is

made up of the hub and a hardened ring

sleeve insert which is pressed into th

hub from the outer side.

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TM 5-3895-346-14

DISASSEMBLY

AXLE

REMOVE THE WHEEL HUB AND DRUM ASSEMBLY

1. Lift the hub and drum slightly to

relieve the hub weight and drum to

brakeshoe drag and remove the assembly

from the hub spindle (refer to Fig. 12)

2. If wheel bearings are to be re-

placed, remove wheel bearing cups with

a suitable puller.

Figure 12.

DISASSEMBLE BRAKESHOE AND LINER

ASSEMBLY

On planetary axles equipped with hy-

draulic brakes, the complete disas-

sembly of the brakes is not necessary

for the removal of the hub spindle.

Adequate working clearance is provided

by only removing the brakeshoe return

spring (refer to Fig. 13).

1. If the brakeshoe and liner as-

semblies are to be removed for service

or inspection, unhook and remove the

brakeshoe return spring (refer to

Fig. 13).

Figure 13.

2. Remove anchor pin plate cotter

key, stud nut, and plate (refer to

Fig. 14).

3. Remove the brakeshoe and liner

assemblies. For complete disassembly,

remove push rods and brake cylinder.

Figure 14.

608

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TM 5-3895-346-14

AXLE

DISASSEMBLY

4. If the brakeshoe and liner as-

sembly are to be removed for service or

inspection, unhook and remove the

brakeshoe return spring (refer to

Fig. 13).

5. Remove the anchor pin locks,

felts, and felt retainers.

6. Remove the brakeshoe and liner

assemblies.

7. For complete disassembly, remove

the chambers, slack adjusters, and

camshafts.

ON PR models, the oil seal and retainer

assembly is located in the hub against

the hub rear bearing cup and wipes the

hub spindle. Remove the retainer and

seal assembly from hub with a suitable

puller. Remove bearing.

NOTE

Do not remove the oil seal

from the retainer on PR

models unless replacement

is necessary.

Remove the bolts, nuts, and lockwashers

on PR models.

Remove the hub spindle. Due care must

be exercised not to damage the O-ring

seal in the recess of housing mating-

end of spindle on PR models (refer to

Fig. 15).

Figure 15.

609

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TM 5-3895-346-14

CLEAN, INSPECT, AND REPAIR

AXLE

PREPARE FOR REASSEMBLY

CLEAN, INSPECT, AND REPAIR

Parts having ground and polished sur-

faces such as gears, bearings, shafts,

and collars should be cleaned in a

suitable solvent such as kerosene or

diesel fuel oil.

NOTE

Gasoline should be avoided.

DO NOT clean these parts in a hot solu-

tion tank or with water and alkaline

solutions such as sodium hydroxide,

orthosilicates, or phosphates.

We do not recommend steam cleaning

assembled drive units after they have

been removed from the housing. When

this method of cleaning is used, water

is trapped in the cored passage of the

castings and in the close clearances

between parts as well as on the parts.

This can lead to corrosion (rust) of

critical parts of the assembly and the

possibility of circulating rust par-

ticles in the lubricant. Premature

failure of bearings, gears, and other

parts can be caused by this practice.

Assembled drive units cannot be proper-

ly cleaned by steam cleaning, dipping,

or slushing. Complete drive unit dis-

assembly is a necessary requisite to

thorough cleaning.

Rough Parts

Rough parts such as differential car-

rier castings, cast brackets, and some

brake parts may be cleaned in hot solu-

tion tanks with mild alkali solutions,

providing these parts are not ground or

polished. The parts should remain in

the tank long enough to be thoroughly

cleaned and heated through. This will

aid the evaporation of the rinse water.

The parts should be thoroughly rinsed

after cleaning to remove all traces of

alkali.

WARNING

Exercise care to avoid skin

rashes and inhalation of va-

pors when using alkali

cleaners.

Complete Assemblies

Completely assembled axles may be

steam cleaned on the outside only to

facilitate initial removal and disas-

sembly, providing all openings are

closed. Breathers, vented shift units,

and all other openings should be tight-

ly covered or closed to prevent the

possibility of water entering the

assembly.

Drying

Parts should be thoroughly dried im-

mediately after cleaning. Use soft,

clean, lintless, absorbent paper towels

or wiping rags free of abrasive mate-

rial, such as lapping compound, metal

filings, or contaminated oil. Bearings

should never be dried by spinning with

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TM 5-3895-346-14

AXLE

CLEAN, INSPECT, AND REPAIR

for indications of wear or stress, and

the replacement of such parts as are

necessary will eliminate costly and

avoidable drive unit failure.

1. Inspect all bearings, cups, and

cones, including those not removed from

parts of the drive unit, and replace if

rollers or cups are worn, pitted, or

damaged in any way. Remove parts need-

ing replacement with a suitable puller

or in a press with sleeves. Avoid the

use of drifts and hammers. They may

easily mutilate or distort component

parts.

2. Inspect the planetary reduction,

planet gears, sun gear, and ring gear

assembly for wear or damage. Gears

which are scored, pitted, ridged, or

worn should be replaced.

3. Inspect planetary reduction for

the following:

a. Pitted, scored, or worn thrust

washers.

b. Worn or ridged planet pinion

pins.

c. Worn, scored, or chipped planet

pinions.

4. Inspect axle shafts for signs of

torsional fractures or other indica-

tions of impending failure.

REPAIR

1. Replace all worn or damaged

parts. Replace all hex nuts with

rounded corners, lockwashers, dis-

torted snaprings, oil seals, gas-

kets, and socket felts at time of

overhaul.

2. Remove nicks, mars, and burrs

from machined or ground surfaces.

Threads must be clean and free to

obtain accurate adjustment and correct

torque. A fine mill file or India

stone is suitable for this purpose.

Studs must be tight prior to reas-

sembling the parts.

3. Tighten all the nuts and cap-

screws to the correct torque. (Refer

to Tabulation of Torque Limits follow-

ing servicing instructions.)

4. The burrs caused by lockwashers

at the spot face of stud holes of

knuckle flanges, spider flange, or hub

cover, should be removed to assure easy

reassembly of these parts.

611

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TM 5-3895-346-14

REASSEMBLY

AXLE

REASSEMBLE PLANETARY OUTER END

INSTALL OIL SEAL IN CARRIER HOUSING

1. Install oil seal in carrier hous-

ing at the connecting flange end with a

suitable driver. Care must be exer-

cised to locate the seal squarely

against the seal recessed shoulder.

2. On units incorporating the axle

shaft guide plate, start the plate into

the end bore evenly with a hammer.

Once plate is started square, drive the

plate into position with a suitable

driver.

CAUTION

DO NOT strike these hardened

steel pieces directly with a

steel hammer.

3. The inner axle shaft oil seals on

some planetary models are located in

the short bell housing at the connect-

ing flange end. These models employ no

axle shaft guide plates and must be

installed in the seal bore squarely by

use of a proper driver.

4. On most of the rigid models the

spindle and brake spider assembly end

is connected to the housing flange by

bolts, lockwashers, and nuts after the

oil seal has been properly installed.

INSTALL HUB SPINDLE ASSEMBLY

1. Install the inner wheel bearing

on the hub spindle.

2. Position the hub spindle and

wheel bearing assembly over the knuckle

flange studs.

3. Place the oil seal and retainer

assembly (refer to Fig. 2) over the

studs and install the stud nuts.

Figure 1,

Figure 2.

Older models use oil seal and retainer

assembly which is held in place against

the spindle by means of a dowel.

4. Tighten nuts to correct torque.

612

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TM 5-3895-346-14

AXLE

REASSEMBLY

Figure 3.

On PR models, join spindle to connect-

ing flange with bolts, lockwashers and

nuts. Tighten nuts to correct torque.

INSTALL BRAKE ASSEMBLIES

Hydraulic (Refer to Fig. 4.)

1. Install brake cylinder and push

rods.

2. Install brakeshoe and liner

assemblies over anchor pins.

3. Install anchor pin plate, nut,

and cotter key.

4. Align push rods with shoe webs

and hook brakeshoe return spring.

5. For further detailed information,

consult the hydraulic brake section in

Field Maintenance Manual No. 4.

ASSEMBLE FLOATING RING GEAR ASSEMBLY

1. Install splined ring gear hub

into the ring gear splines flush with

shoulder.

Figure 4.

2. Install the hub to gear connect-

ing plates and capscrews.

3. Tighten capscrews to correct

torque. <

4. Lock wire capscrews in sets of

two.

5. Install the outer wheel bearing

on ring gear hub journal squarely

against hub shoulder. The inner race

of bearing is a slide fit over the

spindle hub journal.

ASSEMBLE HUB AND DRUM ASSEMBLY AND

INSTALL

If hub bearing cups have been removed

for replacement, install new cups with

.a suitable driving sleeve.

1. Lift the hub and drum assembly

onto the hub spindle and position so

that the inner cup rests on the inner

bearing rolls.

613

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TM 5-3895-346-14

REASSEMBLY

AXLE

Figure 5. Smaller PR Models

2. Install the floating ring gear

assembly, while at the same time lift-

ing the weight of the hub and drum

assembly to allow the outer bearing to

mate with outer hub bearing cup.

3. Install the wheel bearing

adjusting nut.

WHEEL BEARING ADJUSTMENT

1. On axles other than the PR-50 and

PS-50 series, tighten the adjusting nut

against the ring gear hub to 400 lb

ft (542 Nm) while the wheel is being

rotated (refer to Fig. 6). On PR-50

and PS-50 series axles, adjust the nut

to 100 lb ft (136 Nm) while the wheel

is being rotated (refer to Fig. 6).

Rotate the wheel in both directions to

make sure bearings and related parts

are fully seated.

2. Back off adjusting nut 1/4 turn

to relieve preload on bearings.

3. If wheel bearings have been

replaced with new bearings, check the

rotating torque (not starting torque)

by means of a pull scale and cord

(refer to Fig. 7) and advance the

adjusting nut in small increments until

the proper preload for the particular

axle model is obtained as follows:

AXLE MODEL

PRELOAD TORQUE

PR-50,

PR-100

PR-150

PR-200

PR-250

PR-300

PR-500

PR-700

PR-60

to 5 lb ft

to 8 lb ft

lb ft

6 to 10 lb ft

8 to 12 lb ft

10 to 14 lb ft

14 to 18 lb ft

Figure 6.

Figure 7.

614

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TM 5-3895-346-14

AXLE

REASSEMBLY

NOTE

The above torque specifica-

tions allow for the drag of

the hub spindle oil seal.

However, if a felt dust seal

is used in the inside of the

brake drum, the torque speci-

fications should be increased

by 5 lb ft

If wheel bearings are being reused,

they should be put back in same posi-

tion as before. Advance the adjusting

nut in small increments and check

rotating torque until an increase is

noted. If increase is slight, install

nut lock in this position or back off

nut enough to install nut lock. If

increase is appreciable, back off nut

until increase is only slight or none

and then install nut lock.

5. Bearing preload torque is figured

by multiplying the radius (the distance

from the center of the wheel to the

center of the extension) by the reading

on the pound scale.

For Example: Assume the distance from

the center of the wheel to the center

of the extension is 9 inches and the

reading on the pound scale is 7 pounds

(refer to Fig. 8 and 9). Multiplying 9

inches by 7 pounds, we get 63-pound

inches. Since our preload specifica-

tions are listed in pound feet (lb ft),

we simply divide the 63-pound inches by

12 and arrive at a reading of 5.25-

pound feet.

This method of converting pound inches

to pound feet also applies to Step 3

above.

4. If it is not convenient to remove

the wheels of the vehicle, check the

wheel bearing preload torque as shown

above (refer to Fig. 8). The extension

(see inset) permits a reading to be

taken without interference from the

tire.

Figure 8.

ASSEMBLE PLANETARY SPIDER (Refer to

Fig. 10.)

1. Place the planetary spider cage

on a bench or block up on metal plates.

Figure 9.

615

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TM 5-3895-346-14

REASSEMBLY

AXLE

Figure 10.

2. Align inner thrust washer hole

with planet pinhole so that locating

tab of washer lies in spider indent.

3. Slide in planet gear and outer

thrust washer and align holes.

4. Press in the planet pin, small

diameter end first.

5. Outer end of pins must be turned

so that the machined flat is to the

outside of hub circle. This not only

allows cover clearance but also proper-

ly locates the planet pin oiling flat.

6. Proceed in the same manner with

the second and third sets of planet

pinions and thrust washers.

7. Planet pins should be pressed

through until the shoulder of pin butts

thrust washer.

INSTALL SPIDER AND PINION ASSEMBLY

1. Install spider to hub gasket

after making sure that all hub spider

studs are properly seated.

2. Start the spider and pinion

assembly, aligning teeth of planet

pinions with sun gear and ring gear

teeth.

3. Align hub studs with spider holes

and push spider assembly onto studs

against hub gasket.

4. Install spider lockwashers and

nuts.

5. Tighten nuts to correct torque.

INSTALL COVER

1. Install new spider to cover gas-

ket against spider. It will be neces-

sary to hold the gasket in place with a

gasket cement so that the gasket hole

may be aligned with the spider holes.

2. Install the spider cover with

capscrews and lockwashers. Fill arrow

must be in line with hub fill plug

(refer to Fig. 11).

3. Tighten cover capscrews to

correct torque.

LUBRICATION

1. Turn the complete hub and drum

assembly so that the fill plug is at

the top (refer to Fig. 11).

OIL PAN

DRAIN

PLUG

Figure 11.

616

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TM 5-3895-346-14

AXLE

REASSEMBLY

2. Remove the fill plug and the oil

level plug in the cover (refer to

Fig. 11).

3. Fill wheel end planetary hub

through fill hole with SAE-90 multi-

purpose lubricant until lubricant

appears at the oil level hole. Rein-

stall fill and oil level hole plugs and

tighten securely.

Recommended lubricant for planetary

axle outer ends is multipurpose gear

lubricant SAE-90 Rockwell Specification

0-64 for both summer and winter use.

Recommended lubricant for planetary

axle carrier drive units is multipur-

pose gear lubricant SAE-140 Rockwell-

Standard Specification 0-65 or multi-

purpose gear lubricant SAE-90 Rockwell-

Standard Specification 0-64 as option-

al, depending on climatic conditions.

(See Field Maintenance Manual Number 1

under Multipurpose Gear Lubricants.)

In low-speed and short-cycle type oper-

ation, where the lubricant temperature

Is likely to stay relatively low, it

will usually be possible to use an

SAE-90 lubricant in the housing bowl as

well as in the wheel ends. In long-

haul, sustained-speed type operations

where the lubricant temperature is

likely to run considerably higher, it

will usually be advisable to use an

SAE-140 lubricant in the housing bowl.

Recommended lubricant for planetary

steering knuckles is wheel bearing

lubricant grease NLGI Grade No. 2.

NOTE

Planetary axles without oil

seals, to separate the wheel

ends from the housing bowl,

should use S.A.E. 90 (R.S.

specification 0-64) lubri-

cants only.

All SPR planetary units should

use S.A.E. 90 lubricants (R.S.

specification 0-64) in plane-

tary outer ends and S.A.E. 140

(R.S. specification 0-65 as

standard and 0-64 as optional)

in the housing bowl.

TABULATION OF TORQUE LIMITS

CAPSCREWS

TORQUES

LOCATION

DIA.

THDS.

MIN. MAX.

LOCATION

DIA.

THDS.

MIN. MAX.

Planetary

7/16"

1/2"

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TM 5-3895-346-14

REASSEMBLY

AXLE

BOLTS AND STUD NUTS

TORQ

UES

TORQUES

LOCATION

DIA.

THDS.

MIN.

MAX.

LOCATION

DIA.

THDS.

MIN.

MAX.

Planetary

spider to

hub

1/2"

3/4"

290

104

370

Tie rod

clamp

1/2"

5/8"

185

118

235

Steering

knuckle

to flange

7/16"

9/16"

3/4"

116

290

149

370

Tie rod

ball

3/4"

320

780

1120

1540

1620

415

1000

1420

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TM 5-3895-346-14

DRIVE CARE AND MAINTENANCE

AXLE

DRIVE UNIT

CARE AND MAINTENANCE

Figure 2.

Rockwell-Standard Company unit-type on a tapered pinion shaft and the

housing drive units are single- bearing pre load controlled by bearing

reduction drives of both spiral bevel adjusting and locknuts.

and hypoid design. The differential

and gear assembly is mounted on tapered

roller bearings with the cups assembled On hypoid geared units the pinion shaft

in the case and cover halves of the is splined to accommodate the flange

housing. The straddle mounted pinion and the bearing pre load controlled by

has two tapered roller bearings located hardened and ground spacers of the

forward of the pinion teeth and a correct thickness between the bearings,

radial bearing at the inner end. Bearings are retained in position by

the companion flange nut.

Where the spiral bevel gear set is

used, the flange or yoke is assembled

REMOVE AXLE

If desired, the spiral bevel type unit 3. Disconnect brakes,

may be disassembled by removing only

the cover half of the housing from the 4. Remove spring clips,

vehicle.

1. Remove plug from bottom

housing and drain lubricant.

2. Disconnect universal at

shaft.

of axle 5. Remove

pinion 6. Remove

lockwashers,

axle from under vehicle.

the axle shaft stud nuts,

and tapered dowels.

620

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TM 5-3895-346-14

AXLE

DRIVE CARE AND MAINTENANCE

IMPORTANT

To loosen the dowels, hold at

1 1/2-inch diameter brass drift

against the center of the axle

shaft head, INSIDE THE CIRCULAR

DRIVING LUGS. Strike the drift

a sharp blow with a 5- to 6-

pound hammer or sledge. A

1 1/2-inch diameter brass ham-

mer Is an excellent and safe

drift.

CAUTION

Do not hit the circular driv-

ing lugs on the shaft head -

this may cause the lugs to

shatter and splinter. Do not

use chisels or wedges to

loosen the shaft or dowels -

this will damage the hub,

shaft and oil seal.

7. Remove axle shafts and carefully

remove outer oil seal assemblies.

DISASSEMBLE

DISASSEMBLE DIFFERENTIAL AND GEAR

ASSEMBLY

1. If original identification marks

are not clear, mark differential case

halves with a punch or chisel (refer to

Fig. 3) before disassembling, for

correct alignment when reassembling.

Figure 3.

8. Remove wheels.

9. Place axle assembly in heavy

vise, holding by the tube on the case

half.

DISASSEMBLE AXLE

1. Before disassembling, place

length of pipe or suitable support,

slightly smaller than axle shaft

splines, approximately two-thirds

through axle from the case side to

prevent dropping the differential

assembly.

2. Remove bolts, nuts, and washers

from case and cover and remove cover

half.

3. Remove differential and gear

assembly.

4. Remove pipe.

DRIVE UNIT

2. Cut lock wire, remove bolts or

capscrews, and separate case halves

(refer to Fig. 3).

3. Remove spider, pinions, side

gears, and thrust washers (refer to

Fig. 3).

4. Remove rivets and separate gear

and case if required (refer to Fig. 4).

a. Carefully centerpunch rivets in

center of head.

b. Use drill 1/32-inch smaller

than body of rivet to drill through

head.

c. Press out rivets.

5. Remove differential bearings with

bearing puller if necessary to replace

(refer to Fig. 5).

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TM 5-3895-346-14

DRIVE CARE AND MAINTENANCE

AXLE

Figure 4. Removing Gear Rivets

Figure 5.

REMOVE PINION AND CAGE ASSEMBLY

The differential and gear assembly must

be removed before the pinion and cage

assembly can be disassembled.

1. Secure yoke with holding tool and

remove pinion shaft nut and washer

(refer to Fig. 6).

2. Insert puller through yoke and

remove (refer to Fig. 7).

Figure 7.

3. Remove pinion bearing cover

and oil seal assembly.

4. Remove pinion and cage assembly

using puller screws in holes provided

(refer to Fig. 8).

Driving pinion from inner end with a

drift will damage the bearing lockring

groove.

DISASSEMBLE PINION AND CAGE ASSEMBLY

Hypoid - Splined Shaft

1. Tap shaft from cage with soft

mallet or press shaft from cage.

622

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TM 5-3895-346-14

AXLE

DRIVE CARE AND MAINTENANCE

Figure 8.

2. Remove outer bearing from cage.

3. Remove spacer or spacer combina-

tion from pinion shaft.

4. Remove rear thrust bearing and

radial bearing with bearing puller if

necessary to replace (refer to Fig. 9).

5. Remove oil seal assembly from

bearing cover.

6. If necessary to remove differen-

tial bearing cups, wire the selective

spacers which are behind the cups to

their respective axle halves.

Spiral Bevel - Tapered Shaft

1. Straighten lockwasher and remove

locknut, washer, adjusting nut, and

thrust washer.

Figure 9.

2. Tap pinion out of cage with soft

mallet or press shaft from cage.

3. Remove bearing from cage.

4. Remove bearings from shaft with

suitable puller if necessary (refer to

Fig. 9).

5. Remove oil seal assembly from

bearing cover.

PREPARE FOR REASSEMBLY

CLEAN

Parts having ground and polished sur-

faces such as gears, bearings, shafts,

and collars, should be cleaned in a

suitable solvent such as kerosene or

diesel fuel oil.

GASOLINE SHOULD BE AVOIDED.

DO NOT clean these parts in a hot solu-

tion tank or with water and alkaline

solutions such as sodium hydroxide,

orthosilicates, or phosphates.

We do NOT recommend steam cleaning as-

sembled drive units after they have

been removed from the housing. When

this method of cleaning is used, water

623

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TM 5-3895-346-14

DRIVE CARE AND MAINTENANCE

AXLE

is trapped in the cored passage of the

castings and in the close clearances

between parts as well as on the parts.

This can lead to corrosion (rust) of

critical parts of the assembly and the

possibility of circulating rust par-

ticles in the lubricant. Premature

failure of bearings, gears and other

parts can be caused by this practice.

Assembled drive units cannot be proper-

ly cleaned by steam cleaning, dipping

or slushing. Complete drive unit dis-

assembly is a necessary requisite to

thorough cleaning.

ROUGH PARTS

Rough parts such as differential car-

rier castings, cast brackets, and some

brake parts may be cleaned in hot solu-

tion tanks with mild alkali solutions

providing these parts are not ground or

polished. The parts should remain in

the tank long enough to be thoroughly

cleaned and heated through. This will

aid the evaporation of the rinse water.

The parts should be thoroughly rinsed

after cleaning to remove all traces of

alkali.

WARNING

Exercise care to avoid skin

rashes and inhalation of va-

pors when using alkali

cleaners.

or wiping rags free of abrasive mate-

rial, such as lapping compound, metal

filings or contaminated oil. Bearings

should never be dried by spinning with

compressed air.

CORROSION PREVENTION

Parts that have been cleaned, dried,

inspected and are to be immediately

reassembled should be coated with light

oil to prevent corrosion. If these

parts are to be stored for any length

of time, they should be treated with a

good RUST PREVENTIVE and wrapped in

special paper or other material de-

signed to prevent corrosion.

INSPECT

It is impossible to overstress the

importance of careful and thorough in-

spection of drive unit parts prior to

reassembly. Thorough visual inspection

for indications of wear or stress, and

the replacement of such parts as are

necessary will eliminate costly and

avoidable drive unit failure.

1. Inspect all bearings, cups and

cones, including those not removed from

parts of the drive unit and replace if

rollers or cups are pitted or damaged

in any way. Remove parts needing re-

placement with a suitable puller or in

a press with sleeves.

COMPLETE ASSEMBLIES

Completely assembled axles may be steam

cleaned on the outside only, to facili-

tate initial removal and disassembly,

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TM 5-3895-346-14

AXLE

DRIVE CARE AMD MAINTENANCE

3. Inspect the differential assembly

for the following:

a. Pitted, scored, or worn thrust

surfaces of differential case halves,

thrust washers, spider trunnions, and

differential gears.

Thrust washers must be replaced in

sets. The use of a combination of old

and new washers will result in pre-

mature failure.

b. Wear or damage to the differ-

ential pinion and side gear teeth.

Always replace differential pinions and

side gears in sets.

4. Spur pinions for wear or damage

to teeth.

5. Check end of pinion for indica-

tions of brinelling caused by worn

splines. Replace the parts if the

splines of the pinion and/or thru-shaft

are worn, permitting movement of the

pinion on the thru-shaft.

6. Axle shafts for indications of

torsional fractures and runout. Axle

shafts should be inspected between

centers to ascertain the amount of

runout of the ground surfaces. Runout

at the shaft flange and splines should

not exceed .005-inch total indicator

reading.

REPAIR

1. Replace all worn or damaged

parts. Hex nuts with rounded corners,

all lockwashers, oil seals, and gaskets

should be replaced at the time of

overhaul.

Use only genuine Rockwell-Standard

parts for satisfactory service. For

example, using gaskets of foreign

material generally leads to mechanical

trouble due to variations in thickness

and the inability of certain materials

to withstand compression, oil, etc.

2. Remove nicks, mars, and burrs

from machined or ground surfaces.

Threads must be clean and free to ob-

tain accurate adjustment and correct

torque. A fine mill file or India

stone is suitable for this purpose.

Studs must be tight prior to reas-

sembling the parts.

3. If necessary, install new dif-

ferential pinion bushings where used as

follows:

a. Remove worn bushing. The bush-

ing may be split with a hacksaw and the

halves easily removed.

b. Remove burrs or sharp corner

from inner edge of pinion bore to pre-

vent shearing or buckling of bushing on

installation.

c. Place pinion on anvil. Posi-

tion bushing in inner end of pinion

bore and press squarely into position.

Use adaptor with correct size offset to

fit bushing (refer to Fig. 10).

Figure 10.

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TM 5-3895-346-14

DRIVE CARE AND MAINTENANCE

AXLE

d. Use bar to press burnishing

ball through bushing (refer to

Fig. 11).

If desired, the bar may be shortened to

permit the use of a bench vise to

install and burnish bushing (refer to

Fig. 12).

4. When assembling component parts

use a press where necessary. Avoid

hammering.

5. Tighten all nuts to specified

torque (refer to Torque Specifica-

tions), following service instructions.

Lock wire must not be brittle; use soft

iron wire to prevent possibility of

wire breakage.

Figure 11,

Figure 12.

REASSEMBLE AYT-K

REASSEMBLE PINION AND CAGE ASSEMBLY

Hypoid - Splined Shaft

When a new pinion cage is required, the

bearing and cage assembly furnished for

service purposes should be used. This

includes the cage with bearing cups as-

sembled, bearing cones and the selec-

tive spacer required to obtain the

correct bearing preload.

The used bearing cones should be re-

moved from the pinion shaft and the new

bearings and spacer used in the

assembly.

1. Press rear thrust and radial

bearings firmly against the pinion

shoulders with a suitable sleeve (refer

to Fig. 1).

Figure 1.

626

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TM 5-3895-346-14

AXLE

DRIVE CARE AND MAINTENANCE

2. Install radial bearing lockring

and squeeze ring into pinion shaft

groove with pliers.

3. If new cups are to be installed,

press firmly against pinion bearing

cage shoulders.

4. Lubricate bearings and cups with

light machine oil.

5. Insert pinion and bearing as-

sembly in pinion cage and position

spacer or spacer combination over

pinion shaft.

6. Press front bearing firmly

against spacer.

7. Rotate cage several revolutions

to assure normal bearing contact.

8. While in press at 25,000 pounds

pressure, check bearing preload torque.

Wrap soft wire around cage and pull on

horizontal line with pound scale. If a

press is not available, the yoke may be

installed and the pinion nut tightened

to specified torque for checking (refer

to Fig. 2).

NOTE

If rotating torque is not

within 5 to 15 lb in, use

thinner spacer to increase

or thicker spacer to decrease

preload.

Example: Assuming pinion cage

diameter to be 6 inches the

radius would be 3 inches and

with 5 pounds pull would equal

15 lb in preload torque.

9. Press yoke against forward bear-

ing and install washer and pinion shaft

nut.

10. Place pinion and cage assembly

over carrier studs, hold yoke and

tighten pinion shaft nut to specified

Figure 2.

torque. The yoke must be held with a

suitable tool or fixture to tighten

nut.

11. Recheck pinion bearing preload

torque.

NOTE

If rotating torque is not with-

in 5 to 15 lb in, repeat the

foregoing procedure.

12. Hold yoke and remove pinion

shaft nut and yoke.

13. Lubricate pinion shaft oil seal

and cover outer edge of seal body with

a nonhardening sealing compound. Press

seal against cover shoulder with seal

driver (refer to Fig. 3).

14. Install new gasket and bearing

cover.

15. Press yoke against forward bear-

ing and install washer and pinion shaft

nut (refer to Fig. 4).

16. Tighten to specified torque

(refer to Torque Specifications) and

install cotter key. Do not back off

nut to align cotter key holes (refer to

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TM 5-3895-346-14

DRIVE CARE AND MAINTENANCE

AXLE

Figure 3.

Figure 4.

Spiral Bevel - Tapered Shaft

1. Press rear thrust and radial

bearings firmly against the pinion

shaft shoulder.

2. Install radial bearing lockring

and squeeze ring into pinion shaft

groove with pliers.

Figure 5.

3. If new cups are to be installed,

press firmly against pinion cage

shoulders.

4. Lubricate bearings and cups with

light machine oil.

5. Install forward bearing, thrust

washer and adjusting nut.

6. Install new lockwasher and the

locknut.

7. Adjust pinion bearing preload to

5 to 15 lb in with locknut tightened

securely against washer.

CAUTION

The locknut must be tight to

secure the correct preload.

8. Bend lockwasher when correct

adjustment has been secured.

9. Lubricate pinion shaft oil seal

and cover outer edge of seal body with

a non-hardening sealing compound.

Press seal against cover shoulder with

seal driver.

10. Install new cork gasket and

bearing cover. Cover should be care-

fully installed to prevent cutting seal

on keyway.

628

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TM 5-3895-346-14

AXLE

11. Install key, press flange on

taper, and install washer and pinion

shaft nut.

12. Tighten to the correct torque

and install cotter key.

CAUTION

Do not back off nut to align

cotter key holes.

ASSEMBLE DIFFERENTIAL AND BEVEL GEAR

1. Rivet bevel gear to case half

with new rivets.

NOTE

If a new gear or differential

case is to be used in the as-

sembly, the rivet holes in

the gear and case should be

checked for alignment and line

reamed if necessary. The gear

must be tight on the case

pilot and riveted flush with

the differential case flange.

Check with a 0.002-inch feel-

er gauge.

Rivets should not be heated,

but should be upset cold.

When the correct rivet and

rivet set is used the head

being formed will be at least

1/8 inch larger in diameter

than the rivet hole.

The head will then be approxi-

mately the same height as the

preformed head. The formed

head should not exceed 1/16

inch less than the preformed

head as excessive pressure

will cause distortion of the

case holes and result in gear

eccentricity.

2. Lubricate differential case inner

walls and all component parts with axle

lubricant.

DRIVE CARE AND MAINTENANCE

3. Position thrust washer and side

gear in bevel gear and case half

assembly.

4. Place spider with pinions and

thrust washers in position (refer to

Fig. 6 and 7).

5. Install component side gear and

thrust washer.

6. Align mating marks, position

component case half, and draw assembly

together with four bolts or capscrews

equally spaced.

Figure 7.

629

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TM 5-3895-346-14

DRIVE CARE AND MAINTENANCE

AXLE

7. Check assembly for free rotation

of differential gears and correct if

necessary.

8. Install remaining bolts or cap-

screws, tighten to specified torque and

thread with lock wire.

9. If bearings are to be replaced,

press squarely and firmly on differen-

tial case halves.

DIFFERENTIAL BEARING PRELOAD AND GEAR

LASH ADJUSTMENTS

On all hypoid-geared drive units the

differential bearing preload and gear

lash adjustments are obtained by the

use of hardened and ground spacers of

the correct thickness located between

the differential bearing cups and the

axle housing. On this type assembly,

no shim pack is required between the

pinion cage and axle housing.

Where spiral bevel gears are used, the

housing is machined within limits which

impose the correct differential bearing

preload and gear lash when the unit is

assembled.

ADJUST DIFFERENTIAL BEARING PRELOAD

Hypoid-Splined Shaft

1. Remove thrust block using drift

to drive pin out of cover.

2. Install differential bearing

spacers in the original positions if

new bearing cups are installed (refer

to Fig. 8).

NOTE

Spacers must be installed with

the chamfered edge toward the

machined surfaces in the

housing.

3. Insert pipe used for disassemb-

ling through case half.

4. Position differential and gear

assembly over pipe with gear facing the

case half and slide into position

(refer to Fig. 9).

5. Install new gasket over case

flange.

6. Position cover half over pipe and

draw axle halves together with six

bolts equally spaced.

7. Check differential and gear as-

sembly end play with dial indicator

through thrust block pinhole against

gear (refer to Fig. 10).

Figure 9.

630

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TM 5-3895-346-14

AXLE

DRIVE CARE AND MAINTENANCE

Figure 10.

NOTE

Both the differential bearing

preload and gear lash are con-

trolled by selective spacers,

available in increments of

0.003 inch, which are in-

stalled between the differen-

tial bearing cups and the case

and cover halves of the axle

housing.

Bearing preload may be in-

creased or decreased by using

a thicker or thinner spacer

respectively in the cover half

of the assembly.

The gear may be moved toward

the pinion, decreasing the

gear lash, by decreasing the

thickness of the spacer in the

case half and increasing the

thickness of the spacer by the

same amount in the cover half.

Reversing this transposition

will move the gear away from

the pinion and increase the

gear lash.

The correct preload of 0.006-inch to

0.010-inch tight is obtained as

follows:

a. Increase or decrease the thick-

ness of the spacer used in the cover

half to obtain a freely rotating gear

with from 0.000 inch to 0.005 inch end

play.

b. Remove spacer in cover half and

install a spacer 0.006-inch plus the

end play thicker than the spacer used

to obtain the adjustment in the above

paragraph.

c. If a new gear or case has been

installed, check runout at back face of

gear. Correct and recheck if runout

exceeds 0.005 inch.

d. When adjustment is satisfac-

tory, remove cover and move differen-

tial and gear out on support sufficient

to permit installation of pinion and

cage assembly.

8. Install thrust block and pin.

INSTALL PINION AND CAGE ASSEMBLY

1. Coat cage flange contact surface

with nonhardening sealing compound.

Position cage assembly over studs

and tap into position with soft

mallet.

2. Install lockwashers and stud

nuts. Tighten to specified torque.

CHECK AND ADJUST GEAR LASH

Hypoid - Spllned Shaft

1. Install differential and gear

assembly and assemble cover using new

gasket with six bolts equally spaced.

Tighten to specified torque.

631

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TM 5-3895-346-14

DRIVE CASE AND MAINTENANCE

AXLE

2. Check gear lash with dial indica-

tor on universal joint yoke 2 inches

from pinion shaft center. An indicator

reading of between 0.013 inch and

0.033 inch will show the recommended

backlash of between 0.006 inch and

0.012 inch is present in the gear set

(refer to Fig. 11).

3. Transpose spacers used in both

the case and cover, decreasing the

thickness of the spacer used on the

side in the direction which the gear is

to be moved and increasing the thick-

ness of the opposite spacer exactly the

same amount as required to obtain the

correct gear lash.

4. Install remaining bolts, washers

and nuts in housing assembly and

tighten all nuts in bolt circle to

specified torque (refer to Torque

Specifications).

Figure 11.

INSTALL CAGE AND DIFFERENTIAL

ASSEMBLIES

Spiral Bevel - Tapered Shaft

2. Install lockwashers and stud

nuts. Tighten to specified

torque.

1. Coat cage flange contact surface

with non-hardening sealing compound.

Position cage assembly over studs and

tap into position with soft mallet.

3. Install differential and gear

assembly using new gasket. Tighten

nuts to specified torque (refer to

Torgue Specifications).

INSTALL AXLE ASSEMBLY IN VEHICLE

1. Position axle assembly under

vehicle and install spring clips.

2. Clean and lubricate hub cavity

and wheel bearings if required.

3. Install wheels and adjust wheel

bearings.

4. Install new outer oil seal

assembly if required.

5. Install axle shafts using new

gaskets. Tighten stud nuts to

specified torque.

6. Connect brakes.

7. Connect universal at pinion

shaft.

632

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TM 5-3895-346-14

AXLE

DRIVE CARE AND MAINTENANCE

LUBRICATION

1. Fill axle to correct level with

specified lubricant. (See Field Main-

tenance Manual No. i for oil

capacities.)

2. Lubricate universal joint.

3. Jack up BOTH rear wheels and

operate vehicle for five minutes in

HIGH transmission gear at approximately

25 to 30 miles per hour to assure

satisfactory lubrication to all parts

of the assembly.

CAUTION

Do not operate with one wheel

jacked up. Operation in this

manner will result in over-

heating the differential

spider with resultant galling

or shearing of the spider

pins.

Both wheel brakes should be

free to allow both wheels to

rotate at approximately the

same speed.

TORQUE SPECIFICATIONS

NO.

TORQUE -

LB. FT.

LOCATION

DIAMETER

THREADS

MIN.

MAX.

Cover to case bolt nuts

3/8"

7/16"

1/2"

Pinion cage capscrews

3/8"

and stud nuts

3/8"

7/16"

9/16"

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

Maintenance Category

(4)

(5)

Tools &

Equip-

ment

(6)

Remarks

Group

Number

Component/Assembly

Maintenance

Function

ENGINE

0100

Engine Assembly

Test

2.0

1,2,3,4

Service

0.1

Replace

16.0

Repair

21.0

Overhaul

48.0

Engine Mounts

Replace

3.0

0101

Cylinder Block

Test

5.0

1,2,3,4

Replace

40.0

Repair

20.0

Cylinder Sleeve

Replace

3.0

Cylinder Head

Replace

4.0

Repair

4.0

Overhaul

8.0

0102

Crankshaft

Replace

5.0

1,2,3,4

Main Bearings

Replace

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

(4)

(5)

Tools &

Equip-

ment

(6)

Remarks

Maintenance Category

Group

Number

Maintenance

Function

Component/Assembly

0104

Pistons & Connecting

Rods

Replace

3.0

1,2,3,4

Repair

2.0

Rings and Bearing

Replace

0.5

0105

Rocker Arms

Replace

0.5

1,2

Valve Springs

Test

0.8

Replace

0.3

Valves, Exhaust

Adjust

2.0

Replace

1.0

Camshaft, Bearings,

Repair

2.0

and Gears

Replace

4.0

0106

Oil Cooler

Service

0.2

1,2

Replace

1.0

Oil Pan

Replace

1.5

Repair

1.0

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

(4)

(5)

Tools &

Equip-

ment

(6)

Maintenance Category

Group

Number

Maintenance

Function

Component/Assembly

Remarks

Oil Pressure Regulator

Adjust

Replace

0.2

0.5

Oil Filter Assy

Service

Replace

0.2

1.0

Oil Filter Element

Replace

0.5

0108

Exhaust Manifold

Replace

Repair

1.0

1,2,3,4

CLUTCH

0200

Clutch Assembly

Replace

8.0

4.0

8.0

6.0

2.0

1,2,3,4

Repair

Drive Ring

Clutch Housing

Replace

Repair

0202

Throw out Fork/Bearings

Replace

6.0

1,2

Clutch Lever Shaft/

Linkage

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

Maintenance Category

(4)

(5)

Tools &

Equip-

ment

(6)

Group

Number

Component/Assembly

Maintenance

Function

Remarks

0205

Double Pump Drive Assy

Replace

Repair

8.0

4.0

1,2

FUEL SYSTEM

0301

Fuel Injector

Test

Replace

1.0

1.5

1,2

0302

Fuel Pump

Replace

Repair

1.0

1,2

0304

Air Cleaner

Service

Replace

Repair

Replace

0.4

0.5

1.0

0.5

Air Cleaner Element

0305

Blower, Air Intake

Air Shutdown

Service

0.3

Replace

1.0

2.0

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

Maintenance Category

(4)

(5)

Tools &

Equip-

ment

(6)

Group

Number

Component/Assembly

Maintenance

Function

Remarks

0306

Fuel Tank

Service

0.2

1,2

Replace

1.5

Repair

2.0

Lines and Fittings

Replace

1.0

Repair

0308

Governor, Engine Speed

Test

Adjust

Replace

Repair

0.5

1.0

2.0

1,2

0309

Fuel Filters

Service

Replace

0.2

Fuel Filter Element

0.5

0312

Throttle Control

Linkage

Adjust

0.5

Replace

EXHAUST SYSTEM

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(2)

Component/Assembly

(3)

Maintenance

Function

(4)

Maintenance Category

(5)

Tools &

Equip-

ment

(6)

Remarks

COOLING SYSTEM

Radiator

Thermostat

Hoses and Clamps

Water Pump

Fan Assembly

Fan Guard

Fan Belts

ELECTRICAL SYSTEM

Alternator

Service

Replace

Repair

Replace

Repair

Replace

Repair

Replace

Repair

Inspect

Adjust

Replace

Test

Replace

0.2

2.0

1.0

0.5

2.0

1.0

0.1

0.5

1.0

0.5

0.6

1.0

1,5

*The subcolumns are as follows:

Coperator/crew

0organizational

Fdirect support

Hgeneral support

Ddepot

639

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

(4)

(5)

Tools &

Equip-

ment

(6)

Maintenance

Alternator Dr. Belt

Inspect

0.1

0.5

1.0

Adjust

Replace

0603

Starting Motor

Test

0.5

1.0

1,5

Replace

0607

Instrument Panel

Accessories

Repair

1.5

0608

Miscellaneous Electri-

cal Items (switches,

circuit breakers, etc)

Replace

Repair

0.5

Replace

Repair

0.5

0609

Headlight Assembly

Headlight Lamp Units

Replace

0.3

0.5

0.3

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

Maintenance Category

(4)

(5)

Tools &

Equip-

ment

(6)

Group

Number

Component/As sembly

Maintenance

Function

Remarks

0612

Battery

Test

0.3

1,5

Service

0.2

Replace

0.5

0.4

0.5

Battery Cables

Replace

Repair

0613

Wiring Harness

Replace

Repair

1.0

TRANSMISSION SYSTEM

1.0

0700

Transmission Assembly

Test

2.0

1,2,3,4

Service

1.0

Replace

16.0

Repair

Overhaul

20.0

0705

Gear Range Control

Service

Adjust

Generated on 2013-05-11 17:57 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(2)

Component/Assembly

(3)

Maintenance

Function

(4)

Maintenance Category

(5)

Tools &

Equip-

ment

(6)

Remarks

Hydraulic Oil Reservoir

Hydraulic Oil Filter

Hydrostatic Pump

(propelling)

Hydrostatic Motor

(propelling)

Hydraulic Oil Cooler

Direction/Speed Control

Assembly

Pressure Relief Valve

Service

Replace

Repair

Replace

Repair

Overhaul

Replace

Repair

Overhaul

Replace

Repair

Adjust

Replace

Repair

Replace

0.3

1,2

1.0

2.0

3.0

2.0

1.5

2.0

4.0

1.0

*The subcolumns are as follows:

Coperator/crew

0organizational

Fdirect support

Hgeneral support

Ddepot

642

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

Group

Number

(2)

Component/Assembly

(3)

Maintenance

Function

(4)

Maintenance Category

(5)

Tools &

Equip-

ment

(6)

Remarks

Lines and Fittings

VIBRATORY DRIVE SYSTEM

Hydrostatic Pump

(Vibratory)

Jack Shaft, Bearings,

Coupling, and Sheave

V-Belt Drive Band

Driven Sheave Assy

Eccentric Shaft Assy

Vibratory Control Assy

Replace

Repair

Replace

Repair

Overhaul

Replace

Repair

Inspect

Adjust

Replace

Repair

Service

Replace

Repair

Adjust

1.0

2.0

4.0

0.2

0.5

2.0

0.5

3.0

8.0

1.0

1,2

*The subcolumns are as follows:

Coperator/crew

0organizational

Fdirect support

Hgeneral support

Ddepot

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

(4)

(5)

Tools &

Equip-

ment

(6)

Maintenance Category

Group

Number

Maintenance

Function

Component/Assembly

Remarks

Replace

2.0

PROPELLOR SHAFT

Repair

1.0

0900

Propellor Shaft Assy

Replace

Repair

1.5

1.0

REAR AXLE

1100

Rear Axle Assy

Replace

Repair

8.0

1102

Differential Assy

Planetary Drive

Replace

Repair

Replace

Repair

8.0

4.0

BRAKES

1201

Parking Brake Assy

Adjust

0.5

3.0

Replace

Repair

1202

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

Maintenance Category

(4)

(5)

Tools &

Equip-

ment

(6)

Remarks

Group

Number

Component/Assembly

Maintenance

Function

1204

Master Cylinder

Service

0.5

Replace

2.0

Repair

1.0

Wheel Cylinders

Replace

2.0

Repair

0.5

Lines and Fittings

Replace

2.0

WHEELS

Repair

1.0

1311

Wheel Assembly

Replace

1.5

Hubs, Bearings, & Seals

Service

1.0

Adjust

1.0

Replace

2.0

1313

Tires

Inspect

0.5

Replace

2.0

STEERING

Repair

2.0

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TM 5-3895-346-14

APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

(4)

(5)

Tools &

Equip-

ment

(6)

Maintenance Category

Group

Number

Maintenance

Function

Component/As sembly

Remarks

Replace

8.0

Repair

8.0

1407

Steering Control Unit

Replace

Repair

2.0

1,2

1410

Hydraulic Steering Pump

Replace

2.0

Repair

1411

Hoses, Lines, and

Fittings

Overhaul

4.0

1412

Hydraulic Steering

Cylinders

Replace

Repair

1.0

1,2

FRAME

Service

Replace

Repair

1.0

1.5

2.0

1,2

1501

Power Unit Frame

Roll Frame Assy

Repair

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APPENDIX A

MAINTENANCE ALLOCATION CHART

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

(1)

(2)

(3)

(4)

(5)

Tools &

Equip-

ment

(6)

Group

Number

Maintenance Category

Component/Assembly

Function C

Remarks

1806

Seat Assembly

Replace

Repair

1.0

1,2

EARTH MOVING EQUIPMENT

COMPONENTS

7466

Roll Assembly

Replace

Repair

4.0

1,2

7470

Roll Scrapers

Service

Replace

Repair

0.5

1.5

1,2

*The subcolumns are as follows:

Coperator/crew Fdirect support

Ddepot

0organizational Hgeneral support

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TM 5-3895-346-14

TOOL AND TEST EQUIPMENT REQUIREMENTS

MAINTENANCE ALLOCATION CHART FOR

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

NATIONAL/NATO TOOL

NOMENCLATURE STOCK NUMBER NUMBER

Unless otherwise noted, all maintenance

functions can be accomplished with the

tools contained in the following common

two sets.

TOOL OR TEST

EQUIPMENT

REFERENCE MAINTENANCE

CODE CATEGORY

1 0, F, H

2 F, H

Shop Equip Contact Maint,

TRK MTD (SC 4940-97-CL-E-

05)

Shop Equip Org Repair,

Light TRK MTD (SC 4940-

97-CL-E04)

Tool Kit Automotive Maint,

Org Maint Common #1 (SC

4910-95-CL-A74)

Tool Kit Automotive Maint,

Org Maint Common #2 (SC

4910-95-CL-A72)

Tool Kit, Light Weight

(SC 5180-90-CL-W26)

Shop Equip Auto Maint and

Repair Org Maint Supp #1

(SC 4910-95-CL-A73)

Shop Equip Welding Field

Maint (SC 3470-95-CL-A08)

Tool Set, Veh Full Tracked

Sugg #2 SC 4940-95-CL-A08

Shop Equip Gen Purp Repair

Semitrlr MTD (SC 4940-97-

CL-E03)

4940-00-294-9518 T10138

4940-00-294-9516 T13152

4910-00-754-0654 W32593

4910-00-754-0650 W32730

5180-00-177-7033 W33004

4910-00-754-0653 W32867

3470-00-357-7268 T16714

4940-00-754-0743 W65747

4940-00-287-4894 T10549

648

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TM 5-3895-346-14

TOOL AMD TEST EQUIPMENT REQUIREMENTS

MAINTENANCE ALLOCATION CHART FOR

ROLLER, VIBRATORY, SELF-PROPELLED HIGH IMPACT,

SINGLE SMOOTH DRUM (CCE)

TOOL OR TEST

EQUIPMENT

REFERENCE MAINTENANCE NATIONAL/NATO TOOL

CODE CATEGORY NOMENCLATURE STOCK NUMBER NUMBER

2 F, H Tool Kit Automotive, Fuel 4910-00-754-0655 W32456

and Elec Sys Repair (SC

4910-95-CL-A50)

F, H Tool Kit, Master Mechanic

and Equip Maint and Repair

(SC 5180-90-CL-E05)

F, H Shop Set, Fuel and Elec

Sys Field Maint Basic

(SC 4910-95-CL-A01)

F, H Shop Set, Fuel and Elec

Sys Field Maint Basic Sup

n (SC 4910-95-CL-A65)

F, H Shop Equip Machine Shop,

Field Maint Basic (SC

3470-95-CL-A02)

F, H Measuring and Lay Out Tool

Set, Mach (SC 5280-95-

CL-A02)

F, H Tool Kit Body and Fender

Repair

F, H Wrench Set Socket, 3/4"

Drive Hex Type

0, F, H Wrench Torque, 3/4" Drive

500 lb Cap

0, F, H Multimeter

5180-00-699-5273 W45060

4910-00-754-0714 T30414

4910-00-390-7775 T30688

3470-00-754-0708 T15644

5280-00-511-1950 W44512

5180-00-754-0643 W33689

5310-00-754-0743 W65747

5120-00-542-5577 Y84966

6625-00-999-7465 M80242

649

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TM 5-3895-346-14

APPENDIX B

BASIC ISSUE ITEMS LIST

NOMENCLATURE:

MANUFACTURER:

SERIAL NUMBER RANGE:

DATE:

(1) (2) (3) (4) (5)

QUANTITY

FURNISHED

MFR PART NO. MFR FED CODE DESCRIPTION UNIT OF ISSUE W/EQUIP

ITEMS TROOP INSTALLED OR AUTHORIZED LIST

(1) (2)

SMR NATIONAL STOCK

CODE NUMBER

(3)

DESCRIPTION

REF NO & MFR

CODE

USABLE

ON CODE

NOTE

The following Items are over-

packed with the roller.

7520-00-559-9618 Case, Cotton Duck: MIL-B-11743

(81349)

7510-00-889-3494 Log Book Binder: MIL-B-43064

NOTE

The following items are autho-

rized but not issued with the

roller.

4210-00-889-2221 Extinguisher, Fire Dry Chemical

4930-00-277-9525 Grease Gun, Hand

4930-00-204-2550 Adapter, Grease Gun Coupling,

Rigid

4930-00-288-1511 Adapter, Grease Gun Coupling,

Flex

(4)

UNIT

MEAS

(5)

QTY

AUTH

650

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APPENDIX C

MAINTENANCE AND sERATING SUPPLY LIST

NaMENCLATUNE: Nolled, Vibdatsy, Self-Pdopelled,

Single, Smooth Ddum (CCa)

MAKE: aAMPd

MFR PANT NO:

NSN: 3895-01-012-8875

SaNIAL NO. NANGa:

MdDEL: NS-28

DAs: FEB 79

(1)

COMPdNENT

APPLICATIaN

Ddive Axle

Diffedential

Ddive Axle

Planetady

accentdic Shaft

Beadings

Genedal Applica-

tion

(2)

MFN PART Na.

NAT'L asCK Nd.

9150-01-035-5395

9150-01-035-5392

(3)

DsCNIPTIdN

Lubdicating dil Gd 85w/140

MIL-L-2105C

Lubdicating dil, GO 85w/140

MIL-L-2105C

Lubdicating Oil, Gd 80w/90

MIL-L-2105C

9150-00-190-0905 GAA Gdease, MIL-G-10924

(4)

QTY NEQ

F/INITIAL

8 qt

4 qt

14 qt

A/N

(5)

QTY NEQ

F/8 HRS

(6)

Ndsa

5 gal

1 qt

Cooling System 6850-00-181-7933 Anti-Freeze Permanent

25 qt

50-50 solution

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al .s0"

a xianudv

TOOOn 9U.1VU UVBS 3IUB301

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92E3HA

.s1-

.01

_ ysdwaHO

' s30 9fr x 9L/1

SON3 H109

(a)aao8 aa9 t>

ONiaT3a| / -H

H3dV HSINId

LLUB -

a k\

S3H9NI Nl 3HV

NMOHS SNaISNSIrtlia THV 3XON

sass

Via 0LE9

y//////////

nam niua

ssouo ,a 91. El

l^MS////j>/M&'///y&M V/////////A K

noa aod(gmiHa e/i-r

0NI8fU Ol 9NI0T3a

3sd3a (a) 3ia"id oi noa ans/w

saana na ,Aawaa-saoaid

ianoa c oini ino mas :3xon

909 9

Via 909 9

H3dlAIVH0

030 9fr "91/

(S303ld 03a 021E) 0.03H i - on z ONiani Ss 01 WE-f x a a 91/s 9 @

0.03H I - a3U0S dVO OH X3H 9 30VU0 Wl E DN9 3/l l(3)

a.03d i - a o ws-v x siaid shh m-i()

a.osa t - ONiani sao on s1 x a o z/t 9

3iON 1VIH31VW

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019 - 3UA

0-03H I '01 09

3did >na ais s

a.D3U i

,a z/i '3.-id L

a.D3b t .3U, dVO

OH X3H '9 30VHs

WI E x 3N9 - Z/L l 0

niya z/i-i

(%00l CH3AA)

ATNO 3dVnDS

01 dn-NV3T0

'S3H0NI , 3dV

NaaHS SNaISN3WIQ 11V =310N

Generated on 2013-05-11 18:04 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

8*2 t>

V-sE0LdHA

S3H0NINl3HV

Q.D3H l Q.D3H I

lUVd sNI1SIX3 3SD :3J.ON

NaaHS SNaISN3WIQ T1V 3ON

Generated on 2013-05-11 18:05 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

8-eeoi-dHA

Generated on 2013-05-11 18:05 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

TM 5-3895-346-14

INDEX

Page

AC Charging Circuit Regulator . . 369

Air Box Drains 69

Air Intake System 286

Air Shutdown Housing 287

Average Rolling Conditions .... 10

Axle Reassemble 623

Axle Removal 620

Axles, Care and Maintenance . . . 604

Balance Shaft Gears 182

Balance Weights, Engine 164

Battery Charging Alternator . . . 366

Battery, Storage 375

Bearings, Balance Shaft 170

Bearings, Camshaft 170

Bearings, Connecting Rods .... 153

Block, Cylinder 57

Blower 290

Blower Drive Gear 189

Brakeshoe Replacement 593

Camshaft and Balance Shaft

Gears 182

Camshaft Bearings 170

Cap, Radiator 346

Charging, Alternator 366

Clutch, Drive 11

Clutch, Pilot Bearing 133

Component Identification 1

Connecting Rod 147

Connecting Rod Bearings 153

Controls, Operating 475

Coolant 405

Coolant Filter and Conditioner . . 354

Cooling Fan, Engine 347

Cooling System 330

Cover, Lower Front Engine . . . . 125

Cover, Upper Front Engine .... 192

Crankshaft 105

Crankshaft Main Bearings 119

Crankshaft Oil Seals 115

Crankshaft Pulley 127

Crankshaft Timing Gear 187

Cylinder Block 57

Cylinder Block End Plate 67

Cylinder Head 71

Cylinder Liner 156

Page

Description 48

Description, Power Steering . . . 555

Dipstick, Oil Level 322

Disassembly, Planetary Axle

Outer Ends 604

Drains, Air Box 69

Drive Clutch 11

Drive Gear, Blower 189

Drive Shaft, Flexible Coupling . . 134

Electrical System 365

End Plate, Cylinder Block .... 67

Engine Balance and Balance

Weights 164

Engine Cooling Fan 347

Engine Front Cover, Lower .... 125

Engine Front Cover, Upper .... 192

Engine Lubrication & Preventive

Maintenance 427

Engine Operating Conditions

Specifications 388

Engine Operating Instructions . . 12

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TM 5-3895-346-14

INDEX (Continued)

Page

Fuel Injector Timing 420

Fuel Injector Tube 240

Fuel Pump 244

Fuel Strainer 251

Fuel System 209

Fuel and Oil Specifications ... 397

Gear, Blower Drive 189

Gear, Crankshaft Timing 187

Gear Train and Engine Timing . . . 167

Gears, Operating 9

Governor Control Adjustment . . . 422

Governors, Mechanical 256

Governor, Variable Speed,

Mechanical 258

Hauling 11

Head, Cylinder 71

Housing, Air Shutdown 287

Housing, Flywheel ........ 135

Hydraulic Circuits 466

Hydrostatic System 465

Hydrostatic System Maintenance . . 502

Idler Gear and Bearing

Assembly 184

Injector, Fuel 210

Injector Control Tube 264

Injector Operating Mechanism ... 81

Injector Rack Control

Adjustment 422

Injector Timing 420

Installation, Hydrostatic

System 480

Installation, Power Steering . . . 562

Instrument and Tachometer

Drive 380

Intake System 286

Lubricating Pressure Regulator . . 315

Lubrication 30

Lubrication Chart 30

Lubrication, Engine 427

Lubrication and Preventive

Maintenance 427

Lubrication Specifications .... 30

Lug Nuts, Wheel 596

Page

Main Bearings, Crankshaft .... 119

Maintenance, Drive Unit 620

Maintenance, Hydrostatic

System 502

Maintenance, Planetary Axle . . . 604

Maintenance, Roller 39

Manifold, Exhaust 363

Mechanical Governors 256

Nuts, Lug 596

Oil Cooler 319

Oil Filters 316

Oil Pan 323

Oil Pressure Regulator 315

Oil Pump 310

Oil Seals, Crankshaft 115

Oil Specifications 397

Operating Controls 18

Operating Engine Instructions . . 12

Operating Gears 9

Operating Mechanism, Valve

and Injector 81

Operation, Power Steering .... 558

Operation, Preparation of

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TM 5-3895-346-14

INDEX (Continued)

Page Page

Preventive Maintenance Checks

Protective Systems, Engine . .

. . 383

Storage, Prepare Engine for . .

. 463

Troubleshooting, Engine

Troubleshooting, Hydrostatic

Troubleshooting, Power

Valve and Injector Operating

Specifications, Fuel and Oil .

. . 397

Variable Speed Mechanical

Startup Procedure,

Water Pump Idler Pulley

659/(660 blank)

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TM 5-3895-346-14

REPAIR PARTS LIST

TABLE OF CONTENTS

Page Number

Figure

Number

Title

Illustration

Parts List

Fig.

E-9

Fig.

E-13

Fig.

E-15

Fig.

E-17

Fig.

E-19

Fig.

E-21

Fig.

E-23

Fig.

E-25

Fig.

E-27

Fig.

Connecting Rod, Piston and Liner . .

. . E-28

E-29

Fig.

E-31

Fig.

E-35

Fig.

E-37

Fig.

E-41

Fig.

E-43

Fig.

Oil Pump and Pressure Regulator . .

. . E-44

E-45

Fig.

Oil Inlet Pipe and Screen Assembly .

. . E-46

E-47

Fig.

E-49

Fig.

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TM 5-3895-346-14

REPAIR PARTS LIST

TABLE OF CONTENTS - CONTINUED

Page Number

Figure Number

Title

Illustration

Parts List

Fig.

E-118

E-119

Fig.

E-120

E-121

Fig.

Engine Throttle and Shift Cables ....

E-126

E-127

Fig.

Forward, Reverse and Throttle Housing

E-130

E-131

Fig.

E-134

E-135

Fig.

E-136

E-137

Fig.

Double Pump Drive, T26-O001 and Clutch

E-138

E-139

Fig.

Drive Train Transmission and Axle . . .

E-142

E-143

Fig.

E-146

E-147

Fig.

E-150

E-151

Fig.

E-154

E-155

Fig.

E-156

E-157

Fig.

E-160

E-161

Fig.

E-162

E-163

Fig.

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By Order of the Secretary of the Army:

JOHN A. WICKHAM, JR.

General, United States Army

Chief of Staff

Official:

DONALD J. DELANDRO

Brigadier General, United States Army

The Adjutant General

Distribution:

To be distributed in accordance with DA Form 12-25B, Operator; Organizational; Direct and General Support Mainte-

nance requirements for Roller, Vibratory Self-Propelled.

ftU.S. GOVERNMENT PRINTING OFFICE: 1985-554-019/20011

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THE METRIC SYSTEM AND EQUIVALENTS

LINEAR MEASURE

1 Cent1meter=lO Millimeters=0.01 Meters'O.3937 Inches

1 Meter-100 Centimeters'1000 Millimeters=39.37 Inches

1 Kilometer-1000 Meters-0.621 Miles

WEIGHTS

1 Gram=0.001 Ki lograms=1000 M1111 grams-0.035 Ounces

1 Kilogram*1000 Grams-2.2 Lb

1 Metric Ton=1000 K11ograms-l Megagram-1.1 Short Tons

LIQUID MEASURE

1 M1ll1l1ter-O.O0l Liters =0.0338 Fluid Ounces

1 Liter=1000 Milliliters=33.82 Fluid Ounces

SQUARE MEASURE

1 Sq Centimeter=100 Sq Millimeters-0.155 Sq Inches

1 Sq Meter-10.000 Sq Cent1meters-10.76 Sq Feet

1 Sq Kilometer = 1.000.000 Sq Meters =0.0386 Sq Miles

CUBIC MEASURE

1 Cu Centimeter=1000 Cu Millimeters=0.06 Cu Inc

1 Cu Meter=l,000,000 Cu Cent1meters35.31 Cu Fee

TEMPERATURE

5'9 (F - 32) = C

212 Fahrenheit is equivalent to 100 Celsius

90 Fahrenheit is equivalent to 32.2 Celsius

32 Fahrenheit is equivalent to 0 Celsius

9'5 C +32=F

TO CHANGE

APPROXIMATE CONVERSION FACTORS

MULTIPLY BY

Inches Centimeters 2.540

Feet Meters 0.305

Yards Meters 0.914

Miles Kilometers 1.609

Square Inches Square Centimeters 6.451

Square Feet Square Meters 0.093

Square Yards Square Meters 0.836

Square Miles Square Kilometers 2.590

Acres Square Hectometers 0.405

Cubic Feet Cubic Meters 0.028

Cubic Yards Cubic Meters 0.765

Fluid Ounces Milliliters. .

Pints Liters . . . .

Quarts Liters . . . .

6allons Liters . . . .

Ounces Grams

Pounds Kilograms. . .

Short Tons Metric Tons. .

Pound-Feet Newton-Meters.

29.573

0.473

0.946

..... 3.785

28.349

0.454

0.907

1.356

Pounds per Square Inch Kilopascals 6.895

Miles per Gallon Kilometers per Liter .... 0.425

Miles per Hour Kilometers per Hour 1.609

TO CHANGE

MULTIPLY BY

Centimeters Inches 0.394

Meters Feet 3.280

Meters Yards 1.094

Kilometers Miles 0.621

Square Centimeters Square Inches 0.155

Square Meters Square Feet 10.764

Square Meters Square Yards 1.196

Square Kilometers Square Miles 0.386

Generated on 2013-05-11 18:12 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

Generated on 2013-05-11 18:13 GMT / http://hdl.handle.net/2027/uva.x004830013 Public Domain, Google-digitized / http://www.hathitrust.org/access_use#pd-google

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