DOCSLIB.ORG

Cat-3408-3412-Torque

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Cat-3408-3412-Torque 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R2561 -0 1 CATERPILLAR' Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Engine Design (3408) CYLINDER AND VALVE LOCATION Bore ... 137.2 mm (5.40 in.) Stroke ... 152.4 mm (6.00 in.) Arrangement and Number of Cylinders ... 65° V-8 Valves per Cylinder ... 4 Combustion ... Direct Injection Firing Order (Injection Sequence) ... 1,8,4,3,6,5,7,2 Rotation of Crankshaft (when seen from flywheel end) ... counterclockwise Rotation of Fuel Pump Camshaft (when seen from pump drive end) ... counterclockwise NOTE: Front end of engine is opposite to flywheel end. 3 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R2561 -0 1 CATERPILLAR' Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Engine Design (3412) CYLINDER AND VALVE LOCATION Bore ... 137.2 mm (5.40 in.) Stroke ... 152.4 mm (6.00 in.) Arrangement and Number of Cylinders ... 65° V-12 Valves per Cylinder ... 4 Combustion ... Direct Injection Firing Order (Injection Sequence) ... 1,4,9,8,5,2,11,10,3,6,7,12 Rotation of Crankshaft (when seen from flywheel end) ... counterclockwise 5 3408 & 3412GENERATOR SET ENGINES S E N R256 1 -0 1 CATERPILLAR Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Cylinder Heads (3408) (1) Large bolts (3/4 inch). Put 5P3931 Anti-Seize Compound on all bolt threads and tighten the bolts in the step sequence that follows: Step 1. Tighten bolts from 1 to 14 in number sequence to ... 270 ± 25 N m (200 ± 20 lb.ft.) Step 2. Tighten bolts from 1 to 14 in number sequence to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 3. Tighten bolts from 1 to 14 in number sequence again to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 4. Install the rocker arms for the engine valves. Step 5. Tighten bolts from 15 to 18 in number sequence to ... 270 ± 25 N m (200 ± 20 lb.ft.) Step 6. Tighten bolts from 15 to 18 in number sequence to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 7. Tighten bolts from 15 to 18 in number sequence again to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 8. Tighten the nine small bolts (2) to ... 43 ± 7 N m (32 ± 5 lb.ft.) (2) Small bolts (3/8 inch). See Step 8, above. (3) Torque for eight studs in each cylinder head ... 25 ± 4 N m (20 ± 3 lb. ft.) 68 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R256_ -0 1 CATERPILLAR Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Cylinder Heads (3412) (1) Large bolts (3/4 inch). Put 5P3931 Anti-Seize Compound on all bolt threads and tighten bolts in the step sequence that follows: Step 1. Tighten bolts from 1 to 20 in number sequence to ... 270 ± 27 N m (200 ± 20 lb.ft.) Step 2. Tighten bolts from 1 to 20 in number sequence to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 3. Tighten bolts from 1 to 20 in number sequence again to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 4. Install the rocker arms for the engine valves. Step 5. Tighten bolts from 21 to 26 in number sequence to ... 270 ± 27 N m (200 ± 20 lb.ft.) Step 6. Tighten bolts from 21 to 26 in number sequence to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 7. Tighten bolts from 21 to 26 in number sequence again to ... 450 ± 20 N m (330 ± 15 lb.ft.) Step 8. Tighten the thirteen small bolts (2) to ... 43 ± 7 N m (32 ± 5 lb.ft.) (2) Small bolts (3/8 inch). See Step 8 above. (3) Torque for twelve manifold studs in each cylinder head ... 25 ± 4 N m (20 ± 3 lb.ft.) 70 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R256_ -0 1 CATERPILLAR Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Cylinder Block 12 13 A22990-1X1 (1) Torque for three studs to hold the water pump ... 25 ± 4 N m (20 ± 3 lb.ft.) (2) Plug (two on front and two on rear). See note after Step 17. (3) Length of dowels (four) out of the block face ... 18.5 ± 0.5 mm (.73 ± .02 in.) (4) Thickness of the gasket between the cylinder block and top plates ... 0.20 ± 0.03 mm (.008 ± .001 in.) (5) Thickness of the top plates ... 8.59 ± 0.03 mm (.338 ± .001 in.) (6) Make reference to CYLINDER LINER PROJECTION, for the height of the liner. (7) Bores in the block for the camshaft bearings ... 76.835 ± 0.018 mm (3.0250 ± .0007 in.) (8) Torque for one plug on front and two on rear of the block (see note after Step 17) ... 80 ± 14 N m (60 ± 10 lb.ft.) 110 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R256_ -0 1 (9) Bore in the block for the main bearings: Standard, original size (new) ... 129.891 ± 0.013 mm (5.1138 ± .0005 in.) 0.64 mm (.025 in.) larger than original size ... 130.526 ± 0.013 mm (5.1388 ± .0005 in.) (10) Length of dowels (four) out of the front and rear faces of the block ... 19.0 ± 0.5 mm (.75 ± .02 in.) (11) Width of slot for bearing cap ... 215.900 ± 0.013 mm (8.5000 ± .0005 in.) Width of bearing cap ... 215.900 ± 0.025 mm (8.5000 ± .0005 in.) Clearance between slot and bearing cap ... 0.038 mm (.0015 in.) tight to ... 0.038 mm (.0015 in.) loose (12) Torque for the bolts that hold the piston cooling tubes ... 24 ± 7 N m (18 ± 5 lb.ft.) (13) Torque for the bolts that hold the caps for the main bearings: Install the main bearing caps with the marks (arrow) toward the front of the engine. Each cap has a number on the bottom and must be installed in the same position as the correct number on the left side of the block pan rail. a. Put 2P2506 Thread Lubricant on the threads of the bolts. b. Tighten the bolts on left side to ... 260 ± 14 N m (190 ± 10 lb.ft.) c. Tighten the bolts on right side to ... 260 ± 14 N m (190 ± 10 lb.ft.) d. Put a mark on each bolt and cap. e. Tighten the bolts on right side, from the mark ... 120 ± 5° f. Tighten the bolts on left side, from the mark ... 120 ± 5° 111 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R256_ -0 1 CATERPILLAR Specifications 3408 & 3412 GENERATOR SET ENGINES Media Number -SENR2561-01 Publication Date -01/02/2001 Date Updated -15/10/2001 Connecting Rods Asamx l 5 6 (1) Bore in connecting rod for piston pin bearing ... 55.436 ± 0.013 mm (2.1825 ± .0005 in.) Tight fit between connecting rod eye and piston pin bearing ... 0.05 to 0.10 mm (.002 to .004 in.) NOTE: Connecting rod must be heated for installation of piston pin bearing. Do not use a torch. Heat connecting rod to temperature of ... 177 to 260°C (350 to 500°F) Position of pin bearing: 118 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R256_ -0 1 AtlOHXl MARKS FOR TIGHTENING CONNECTING ROD BOLTS Bearing junction and locating hole are 180° apart (directly across from each other). Bearing junction and locating hole must be assembled within either area "A" (90 ± 10° from centerline through the connecting rod bores) as shown. Make reference to Special Instruction Form No. SMHS7295 for use of pin bearing removal and installation tools and procedures. (2) Bore in connecting rod for bearing with nuts tight to specifications (6) ... 103.500 ± 0.013 mm (4.0748 ± .0005 in.) (3) Distance between center of bearings ... 261.62 ± 0.05 mm (10.300 ± .002 in.) (4) Bore in bearing for piston pin (new) ... 50.830 ± 0.008 mm (2.0012 ± .0003 in.) Diameter of piston pin (new) ... 50.795 ± 0.005 mm (1.9998 ± .0002 in.) Maximum permissible clearance between bearing and piston pin (worn) ... 0.08 mm (.003 in.) (5) Bore in bearing for crankshaft ... 97.119 to 97.175 mm (3.8236 to 3.8258 in.) 119 3408 & 34 1 2 G EN E RATO R S ET E N G I N ES SE N R256_ -0 1 Clearance between bearing and crankshaft (new) ... 0.071 to 0.168 mm (.0028 to .0066 in.) Maximum permissible clearance between bearing and crankshaft (worn) ... 0.25 mm (.010 in.) NOTE: Bearings are available in 0.64 mm (.025 in.) and 1.27 mm (.050 in.) smaller than original size. (6) Tightening procedure for connecting rod bolts: a. Put 2P2506 Thread Lubricant on bolt threads and contact surfaces of nut and cap. b. Tighten both nuts to ... 80 ± 8 N m (60 ± 6 lb.ft.) c.
Load more

Recommended publications
  • Engine Components and Filters: Damage Profiles, Probable Causes and Prevention
    ENGINE COMPONENTS AND FILTERS: DAMAGE PROFILES, PROBABLE CAUSES AND PREVENTION Technical Information AFTERMARKET Contents 1 Introduction 5 2 General topics 6 2.1 Engine wear caused by contamination 6 2.2 Fuel flooding 8 2.3 Hydraulic lock 10 2.4 Increased oil consumption 12 3 Top of the piston and piston ring belt 14 3.1 Hole burned through the top of the piston in gasoline and diesel engines 14 3.2 Melting at the top of the piston and the top land of a gasoline engine 16 3.3 Melting at the top of the piston and the top land of a diesel engine 18 3.4 Broken piston ring lands 20 3.5 Valve impacts at the top of the piston and piston hammering at the cylinder head 22 3.6 Cracks in the top of the piston 24 4 Piston skirt 26 4.1 Piston seizure on the thrust and opposite side (piston skirt area only) 26 4.2 Piston seizure on one side of the piston skirt 27 4.3 Diagonal piston seizure next to the pin bore 28 4.4 Asymmetrical wear pattern on the piston skirt 30 4.5 Piston seizure in the lower piston skirt area only 31 4.6 Heavy wear at the piston skirt with a rough, matte surface 32 4.7 Wear marks on one side of the piston skirt 33 5 Support – piston pin bushing 34 5.1 Seizure in the pin bore 34 5.2 Cratered piston wall in the pin boss area 35 6 Piston rings 36 6.1 Piston rings with burn marks and seizure marks on the 36 piston skirt 6.2 Damage to the ring belt due to fractured piston rings 37 6.3 Heavy wear of the piston ring grooves and piston rings 38 6.4 Heavy radial wear of the piston rings 39 7 Cylinder liners 40 7.1 Pitting on the outer
    [Show full text]
  • A Model-Based Design Approach to Redesign a Crankshaft for Powder Metal Manufacturing
    A model-based design approach to redesign a crankshaft for powder metal manufacturing VASILEIOS ANGELOPOULOS Master of Science Thesis Stockholm, Sweden 2015 A model-based design approach to redesign a crankshaft for powder metal manufacturing VASILEIOS ANGELOPOULOS Master of Science Thesis MMK 2015:100 MKN 154 KTH Industrial Engineering and Management Machine Design SE-100 44 STOCKHOLM Examensarbete MMK 2015:100 MKN 154 En modellbaserad designstrategi att omkonstruera en vevaxel för pulvermetallurgi Angelopoulos Vasileios Godkänt Examinator Handledare 2015-11-08 Ulf Sellgren Stefan Björklund Uppdragsgivare Kontaktperson Höganäs ab Marcus Persson Sammanfattning En vevaxel är en motorkomponent som används för att omvandla den fram- och återgående rörelsen hos kolv och vevstake till en roterande rörelse. De klassiska metoderna att tillverka vevaxlar har varit dominerande och inte gett någon plats för alternativa tillverkningsmetoder. Powder manufacturing är en metod som kan revolutionera produktionens effektivitet och ekonomi. För att denna tillverkningsmetod ska vara möjlig måste vevaxeln tillverkas i delar. Webs, counter-weights och journal shafts måste produceras individuellt för att sedan sammanfogas. Den största utmaningen för denna avhandling är att förstå om vevaxelns counter webs kan tillverkas med samma form eller med så få olika former som möjligt. Denna avhandling handlar främst om att fastställa dessa tekniska krav och föreslå en ny, modulär design för PM. En kinematisk-kinetisk analys utförs med hjälp av en befintlig vevaxel som skannats och omvandlats till en CAD-modell. De numeriska värdena jämförs med en MBS-modell från Adams. Vevaxeln analyseras med avseende på balansering då motvikternas placering, massa och geometriska egenskaper undersöks. Nya modeller som följer de tekniska krav som krävs skapas och utvärderas med Pugh-matris.
    [Show full text]
  • Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY
    Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY COPYRIGHT © 2021 by WÄRTSILÄ FINLAND OY All rights reserved. No part of this booklet may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner. THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN. Wärtsilä 32 Product Guide Introduction Introduction This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 1/2021 issue replaces all previous issues of the Wärtsilä 32 Project Guides. Issue Published Updates 1/2021 15.03.2021 Technical data updated.
    [Show full text]
  • Section 02 - Block Basics
    Block Basics – Section 2 Section 02 - Block Basics 2.0 Small Block 330 & 350 Block Key Differences. The key differences between the 330 and 350 are the 350’s larger bore and the Generation 1 Cast Iron Small Block V-8 Facts 330’s forged crank. General. In 1964 Olds replaced their small block 215 V8 with 1964 – 1966 Valve Lifter Angle. All 1964–1966 blocks used a a cast iron block of completely new design. The 330 V-8 different valve lifter angle of attack on the cam (45). Thus shared none of its engine block architecture with that of the 1964–1966 330 blocks CANNOT USE 1967 AND LATER 215 V-8 and the 225 V-6 sourced from Buick. The engine CAMS. All 1964–1966 cams WILL NOT WORK in 1967 and was no longer aluminum, but cast iron, as weight became later blocks. Later blocks used a 39 lifter angle. Blocks with less of a factor with the engine going into both the larger a “1” or “1A” cast up near the oil filler tube used the 45 lifter mid-sized F-85s, Cutlasses and the full-size Jetstars angle and should be avoided, if possible. introduced in that year. The engine was designed as a replacement for the 215, but was cast iron and enlarged in Early 330 Rocker Arms. The first run of 330 blocks was anticipation of the growth in size of the mid-size cars, where equipped with rocker arms similar to the previous 394 block it was to be primarily used and as the workhorse for the that traces its heritage back to 1949.
    [Show full text]
  • Crankpin Bearings in High Output Aircraft Piston Engines the Evolution of Their Design and Loading by Robert J
    Crankpin Bearings in High Output Aircraft Piston Engines The Evolution of their Design and Loading by Robert J. Raymond July 2015 Abstract powered truck. There you will invariably find a 6-cylinder, 4-stroke cycle, open chamber, turbocharged, aftercooled The development of the crankpin bearing in high output engine with electronically controlled fuel injection. Gone are aircraft piston engines is traced over the period 1915-1950 in the two-stroke cycle, divided combustion chambers, and the a large number of liquid and air cooled engines of both many variants of mechanical injection systems found in American and European origin. The changes in bearing truck engines of the past. dimensions are characterized as dimensionless ratios and At the end of the large piston engine era there was still a the resulting changes in the associated weights of rotating broad spectrum of engine configurations being produced and reciprocating parts as weight densities at the crankpin. and actively developed. Along with the major division Bearing materials and developments are presented to indi- between liquid and air-cooled engines there was a turbo- cate how they accommodated increasing bearing loads. compounded engine, a four-row air-cooled radial engine, Bearing loads are characterized by maximum unit bearing engines with poppet valves and engines with sleeve valves, pressure and minimum oil film thickness and plotted as a all in production. There were also a two-stroke turbo-com- function of time. Most of the data was obtained from the lit- pounded Diesel engine, a 2-stroke spark ignition sleeve erature but some results were calculated by the author.
    [Show full text]
  • Mike Mavrigian Special Firing Order Camshafts Allow the Performance
    Performance Perspectives Special firing order camshafts allow the performance engine builder to create a smoother-running engine, with improved fuel distribution and enhanced crankshaft and main bearing durability. his article falls under the category for the same reasons...to smooth out the harmon- of “thinking outside the box.” It’s a ics in the pursuit of greater engine durability and trite phrase, I know, but the point to potentially generate more power. is that we don’t need to always Power gain potential aside, the primary reason think of an OE carmaker’s engine to address (and alter) cylinder firing order is to Mike firing order specification as gospel. achieve a smoother-running engine (a smoother, Mavrigian In certain racing applications, a special firing or- more lineal acceleration ramp), with less harmonic Tder (SFO) camshaft can be used as a tuning aid, effect (and crank deflection) on the crankshaft and [email protected] allowing the competition engine builder to fur- its main bearings. In theory, virtually all engines can ther address combustion heat and crankshaft dis- benefit from this. The engines that can most bene- turbance (harmonic) issues. fit include those that run at or near peak rpm levels In essence, the goal in changing the firing or- for long periods of time, such as oval track, road der is to create a smoother-running engine and race and marine engine applications, as well as en- more even fuel distribution, with enhanced gines that are called upon to produce maximum crankshaft and main bearing durability. In the power in a very short period of time (drag race).
    [Show full text]
  • Service Bulletin Mack Trucks Greensboro, NC USA Trucks
    Service Bulletin Mack Trucks Greensboro, NC USA Trucks Date Group No. Release Page This service bulletin replaces bulletin 200-321 dated 9.2016. 9.2016 200 321 17 1(56) Specifications MP8 Specifications W2005779 Specifications are included for MACK MP8 engines. Not all specifications apply to all engines. Note: This service bulletin also applies to MACK Trucks Australia. Contents • “General”, page 3 • “Engine”, page 6 • “Valve Mechanism”, page 8 • “Engine Timing Gears”, page 13 • “Crank Mechanism”, page 15 • “Lubricating and Oil System”, page 18 • “Fuel System”, page 20 • “Inlet and Exhaust System”, page 20 • “Cooling System”, page 22 • “Engine Control System”, page 26 • “Tightening Torques and Patterns”, page 27 • “Engine Lubricants and Sealants”, page 56 PV776-89271894 USA79451 Mack Trucks Date Group No. Release Page Service Bulletin 9.2016 200 321 17 2(56) Note: Information is subject to change without notice. Illustrations are used for reference only and may differ slightly from the actual vehicle being serviced. However, key components addressed in this information are represented as accurately as possible. Mack Trucks Date Group No. Release Page Service Bulletin 9.2016 200 321 17 3(56) Specifications General Weights and Dimensions, MP8 US07, US2010, US2014 Engine type In-line direct injection diesel Number of cylinders 6 Displacement 13 L Swept volume 12.78 L Cylinder bore and stroke 131 x 158 mm (5.16 x 6.22 inches) Emissions level EPA 07: 2.5g NOx; 0.1g Pt maximum US2010 and US2014: 0.2 g/hp-hr NOx maximum Fuel system Dual solenoid
    [Show full text]
  • ENGINES: an Engine Failure Is Always Bad News. Besides Taking Away
    ENGINES: An engine failure is always bad news. Besides taking away your wheels, it forces you to make a painful financial decision. If the cost to repair, overhaul or replace the engine is more than the resale value of your car or truck, the investment may not be worth it. But if your vehicle is in good condition otherwise, repairing or replacing the engine may be less expense than trading for another used vehicle (always a gamble), or taking on payments for a new car or truck. Assuming you have gotten past the initial trauma and has decided in favor of fixing the engine, you have to figure out why the engine failed so the repaired engine (or replacement engine) won't suffer the same fate. A good place to start your postmortem is to review the circumstances that preceded the failure. Sometimes failures occur unexpectedly. One minute the engine is running fine and you're keeping up with traffic, and the next you're sitting along side the road with the hood up wondering what happened. In most instances, though, there is ample warning that something is amiss long before the engine actually fails. Unusual engine noises, low oil pressure, engine overheating, loss of power, misfiring, hard starting and similar drivability and performance complaints can all be indications of problems that need attention. The underlying cause may be something minor or major. There is no way to know unless somebody checks it out. If a motorist ignores such warnings long enough, it can be a very costly mistake because eventually the engine may succumb to whatever is causing the problem, which is a classic example of the famous preventive maintenance line, "You can pay me now or you can pay me later." ENGINE OVERHEATING Overheating can be caused by any number of things.
    [Show full text]
  • 3.4L (DOHC) Engine Mechanical Specifications
    60DegreeV6.com 3.4L (DOHC) Engine Mechanical Specifications Millimeters Inches Application General Data Engine Type -- 60° V-6 Displacement -- 240 Cu In Liter (VIN) -- 3.4 (X) RPO -- LQ1 Bore 92 3.622 Stroke 84 3.307 Deck Height 224 8.818 Compression Ratio -- 9.50:1 Firing Order -- 1-2-3-4-5-6 Oil Pressure @ Operating 103 kPa @ 1100 RPM 15 psi min @ 1100 RPM Temperature Cylinder Bore Diameter 92.020-92.038 3.6228-3.6235 Out Of Round Maximum 0.010 0.0004 Taper -- Thrust Side Maximum 0.013 0.00051 Center Distance 111.76 4.4 Piston Diameter-gauged at skirt 91.985-92.000 3.6215-3.6220 10.44 mm (0.413 in) below centerline of piston pin bore Clearance 0.020-0.052 0.0008-0.0020 Pin Bore 23.003-23.010 0.9056-0.9059 Piston Ring Compression Groove 0.033-0.079 0.0013-0.0031 Clearance 1st and 2nd Gap (at gauge diameter) 1st 0.20-0.45 0.008-0.018 1 60DegreeV6.com Gap (at gauge diameter) 2nd 0.56-0.81 0.022-0.032 Oil Groove Clearance 0.028-0.206 0.0011-0.0081 Gap (segment at gauge 0.25-0.76 0.0098-0.0299 diameter) Tension 1st 27.6 N 6.2 lbs Tension 2nd 19.8 N 4.5 lbs Tension Oil 31.2 N 7.0 lbs Piston Pin Diameter 22.9915-22.9964 0.9052-0.9054 Clearance 0.0066-0.0185 0.00026-0.00073 Fit In Rod 0.0165-0.0464 0.0006-0.0018 Crankshaft Main Journal Diameter-All 67.239-67.257 2.6472-2.6479 Taper-Maximum 0.005 0.0002 Out Of Round-Maximum 0.005 0.0002 Cylinder Block Main Bearing 72.155-72.168 2.8407-2.8412 Bore Diameter Crankshaft Main Bearing Inner 67.289-67.316 2.6492-2.6502 Diameter Main Bearing Clearance 0.019-0.064 0.0008-0.0025 Main Thrust Bearing Clearance
    [Show full text]
  • Not-So-Plain Bearings There’S a Lot More to Engine Bearings Than Meets the Eye
    MIKE BUSCH COMMENTARY / SAVVY AVIATOR Not-So-Plain Bearings There’s a lot more to engine bearings than meets the eye ACCORDING TO MERRIAM-WEBSTER, a bearing is “a machine part in swings. That’s why nearly all reciprocating which another part turns.” Most aircraft have lots of them. engines—from one-cylinder motorcycle Wheels spin on their axles with the help of tapered roller bear- engines to giant marine diesels—use plain ings. Magnetos, alternators, generators, and starter motors bearings instead of ball or roller bearings. incorporate ball bearings to support their rotors. The landing gear These plain bearings and bushings look trunnions on my Cessna 310 pivot on needle bearings. Variable-pitch simple, but they aren’t. There’s a lot more to propeller blades are supported by large-diameter ball bearings. them than meets the eye. Turbine engine rotor shafts spin in ball and roller bearings. All these bearings consist of inner and outer “races” with spherical or cylin- LUBRICATION drical rolling elements between them. Such “rolling-element When I had the engines in my Cessna 310 bearings” do a superb job of supporting a shaft in precise position torn down for overhaul in 1990, I made a while permitting it to rotate with very little friction. point of paying a visit to the engine shop to But tear down a Continental or Lycoming engine and you won’t survey the damage before the engine was fi nd bearings like those. The bearings in which the crankshaft, crank- put back together. The engines had accumu- pins, camshaft, rocker shafts, and piston pins run have no races, balls, lated 1,900 hours over 11 years, and I rollers, needles, or other moving parts.
    [Show full text]
  • Service Manual
    CH18-CH25, CH620-CH730, CH740, CH750 Service Manual IMPORTANT: Read all safety precautions and instructions carefully before operating equipment. Refer to operating instruction of equipment that this engine powers. Ensure engine is stopped and level before performing any maintenance or service. 2 Safety 3 Maintenance 5 Specifi cations 14 Tools and Aids 17 Troubleshooting 21 Air Cleaner/Intake 22 Fuel System 28 Governor System 30 Lubrication System 32 Electrical System 48 Starter System 57 Clutch 59 Disassembly/Inspection and Service 72 Reassembly 24 690 06 Rev. C KohlerEngines.com 1 Safety SAFETY PRECAUTIONS WARNING: A hazard that could result in death, serious injury, or substantial property damage. CAUTION: A hazard that could result in minor personal injury or property damage. NOTE: is used to notify people of important installation, operation, or maintenance information. WARNING WARNING CAUTION Explosive Fuel can cause Accidental Starts can Electrical Shock can fi res and severe burns. cause severe injury or cause injury. Do not fi ll fuel tank while death. Do not touch wires while engine is hot or running. Disconnect and ground engine is running. Gasoline is extremely fl ammable spark plug lead(s) before and its vapors can explode if servicing. CAUTION ignited. Store gasoline only in approved containers, in well Before working on engine or Damaging Crankshaft ventilated, unoccupied buildings, equipment, disable engine as and Flywheel can cause away from sparks or fl ames. follows: 1) Disconnect spark plug personal injury. Spilled fuel could ignite if it comes lead(s). 2) Disconnect negative (–) in contact with hot parts or sparks battery cable from battery.
    [Show full text]
  • Rebuilding Your First Engine by Joe Mondello
    REBUILDING YOUR FIRST ENGINE BY JOE MONDELLO Rebuilding an engine is involved, particular steps must be taken and confidence in the professionalism of your machinist is most important. The first thing is to research the exact cubic inch displacement, year, and type of engine that is in your car. Our technical reference manual will be a great help to you when rebuilding your engine. Always take photos of the engine and engine compartment. Pay special attention to brackets, accessory head bolts, wire looms, AC hoses, belts and special headed or stud type-mounting bolts. Before starting to remove your engine, cover the fenders, front grill and sheet metal with good fender covers or heavy blankets. Then disconnect the battery, fuel lines and drain all the fluids. You should remove the radiator first remembering to disconnect radiator hoses and transmission oil cooler lines to eliminate a big mess of dripping transmission fluid. The carburetor and distributor should then be removed. Connect a chain, engine cradle stop or carburetor plate adapter to engine and prepare to remove the engine. Disconnect engine and transmission mounts and remove the hood. Scribe or use a marking pen around the mounting brackets so hood replacement will be easier. Sometimes the removal of the rear transmission crossover-mounting bar will allow more of a tilt for easier engine and transmission removal. Always block the rear wheels so the car cannot move fore and aft. Always make sure your engine hoist and removing device is securely bolted down and is tight. If you have a 4-speed car, disconnect the clutch cross shaft and all the linkage.
    [Show full text]