Scope of Engine RebuildEMD

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT
Author: LIBERTO PIRES

Date: 11TH SEPTEMBER 2000
Page 1 of 61
TITLE, WORK DESCRIPTION AND COMMENTS
SEQUENCE
SPECIAL TOOLS AND

INSTRUCTIONS
PRE-CLEANING OF THE ENGINE
Special lifting bar.
Spray guns
8193041
Hot water HP
equipment.
COMPLETE DISASSEMBLING OF ENGINE
Injector pry bar

8041183
The methods can differ from one to another workshop, however the following sequence can be
adopted following the E.M.M in reverse sequence.
Water
pumpboltwrench
9519601
The engine weight is approximately 15,700 kg (without turbocharger) or 16,500kg (with

turbocharger). A 20-ton crane can handle the engine by means of a lifting bar with two hooks, which
will sling on two lifting eyes available on the engines ends.
Pre-cleaning will remove oil, grease and heavy dirt contained in all surfaces and components and
make further disassembling easier for the personnel.
Several methods can be used, but spraying a suitable manufacturers industrial cleaner detergent
(alkaline liquid) all over the surfaces and leaving it 10 - 15 minutes, then spraying it with hot water at
high pressure, will remove most of the substances referred to above.
Bolts, screws and other attachments showing heavy rust must be sprayed with suitable rust
removers (liquid cans) in order to get them easier to unscrew during disassembling.
2.1
2.2
Remove the two starting motors ship the motors to the repair shop.
Remove the protecting devices (engine protector, hot oil shutdown and over speed trip

SEQUENCE
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
housing and mechanism)- ship the devices to the specialised repair shops.
Remove the governor and linkages ship the unit to the repair shop.
Remove fuel filters/valves and injectors-ship the units to the repair shop.
Remove the 2 water pumps and after-coolers together with piping and housing ship to the
specialised repair shops.
Remove the lube oil filters, lube oil pumps (two), turbo pump, filter and valves, and strainer
housing together with attached piping ship them to the repair shops.
Remove exhaust manifold, exhaust screen and exhaust joints ship to repair shops.
Remove front and rear gear train covers and accessory housings- ship to repair shop.
Remove all gears at the front and rear of the engine-ship to the repair shop (except the
spring drive turbo gear).
Remove the camshafts ship to the repair shop.
Remove the stub shafts - ship to the repair shop
Remove the accessory drive coupling, flywheel and vibration damper ship to repair shop.
Remove conn rod and main bearings (baskets and main caps kept in matched units with
serial numbers registered).
Remove complete power packs ship for further disassembling into components.
Split crankcase and oil pan and remove crankshaft ship to the repair shop.
Remove miscellaneous piping, tubes, hoses, flanges etc ship to the repair shops.
Page 2 of 61
SPECIAL TOOLS AND
INSTRUCTIONS
File 690 to lift after

cooler
Exhaust manifold
torque tool kit
8463512, 8463513
and 8463514
Turbo charger lifting

eye bolt 8496116
Main BRG cap tool

8487487
Test valve wrench

8032587
Lifting clamp
8417858
Piston hold eng tool

8417859
Conn rod clamp

8417881
Crab nut wrench set

9551713
E.M.M all sections

from o thru.

SEQUENCE
Page 3 of 61
SPECIAL TOOLS AND
INSTRUCTIONS
REBUILD/RE-QUALIFICATION OF ENGINE COMPONENTS
All components of the engine will be inspected, deeply cleaned, measured, magnafluxed (where
applicable) and repaired or replaced accordingly. In this project some components will be replaced
by new or utex components supplied to the re-manufacturer to be assembled later.
All repair kits, single parts, gaskets, seals etc will be supplied during individual repair of each
component.
Instructions, dimensions, limits and clearances are supplied on the E.M.M. or MIs where applicable.
These instructions are remarked on the column tools/instructions.
List of chemicals
used for deep
cleaning engines.
The crankcase will be immersed into a suitable tank in a solution of caustic soda and hot water. All
water and oil piping attached must be flushed with the solution to remove all scale, sediments and
dirt. After deep cleaning the crankcase will be flushed with clean water and dried with compressed
air. All surfaces must show a shinning grey colour after being clean. Alternative methods using
steam, spray of detergents etc. can also be used as long as the final appearance is the same.
Liquid detergent
sprayers.
High pressure hot

water equipment.
Gasket surfaces must be brushed to remove traces of old gasket material stuck to the surfaces. Old
traces of paint should be brushed off. Holes, threads and rusty surfaces must be brushed or wiped
and have a clean aspect for further inspections.
Rotating wire
brushes of several
diameters from
small to very large.
Straight ruler with 3
CRANK CASE AND OIL PAN RE-MANUFACTURING / RE-QUALIFICATION

a) DEEP CLEANING
3.1

SEQUENCE
b) VISUAL INSPECTIONS
Top deck covers for distortions.

All gasket surfaces for any defects that prevent good sealing later on.
All A frames for distortions.
Base rail to air box welds (if cracks are suspected confirm by Magna Flux).
Hand holes cover surfaces for sufficient sealing area.
Gussets and bracings in oil pan for damages.
Water manifold pipes for damages.( intensive corrosion )
Head frames for damages or distortions.
NOTE: All areas with defects must be marked with visible coloured markers and reported in
suitable documents, which contains the serial number of the component.
3.1
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SPECIAL TOOLS AND
INSTRUCTIONS
meters min.
Feeler gage 0,1mm
Magnifying glasses.
150 to 200 watts
inspection lamp.
Yellow or white
marker.
c) MAGNA FLUX INSPECTIONS

As per amperage rating defined on MI-318 all following areas must be subject to magnetic
particle inspection. The iron dust in powder cans with spray gun must be from a
recognised source (Magnaflux company or equivalent). Suitable ultra violet lamp must
also be used during inspection of.
Mainframe serration.
Cylinder head retainers inside and outside diameter welds.
CRV tubes to retainer welds.
CRV tubes to crankcase side sheets.
Air box stress plate to end plate welds.
Cam pad welds.
Injector pad welds.
Cylinder head water discharge holes.
Top deck weld joints.
MI 318
Magnaflux unit or
D.C welding
machine for 500
AMP rating
minimum.
Magnaflux iron
powder and SAE 10
oil.
Ultra violet lamp.

SEQUENCE
Page 5 of 61
SPECIAL TOOLS AND
INSTRUCTIONS
End bar to top deck welds.

End bar support welds.
Exhaust manifold elbow welds
Oil pan piping application welds.
Oil pan mounting pads.
NOTES: all areas showing defects are marked with coloured markers for further correction. All
areas that have been repaired by grinding and welding must again be Magnafluxed to confirm that
repairs have been properly done.
3.1
d) HYDRAULIC PRESSURE TEST

If during visual and Magnaflux inspections no cracks are found it is necessary to perform a
hydraulic pressure test. Water/ fuel can be used compressed at 100psi pressure either by
mechanical or manual pumps. All water and oil passages are sealed in one extremity and
hydraulic pressure fluid injected at the opposite side of the passages. No leaks can be
acceptable. If leaks of fluid are found these areas must be marked to be ground/welded/plugged
or any other suitable repair method. New hydraulic test must be performed after repair.
e) DIMENSIONAL INSPECTION
Main bearing bore dimensions (EMM page 1-5 and MI 100)
Main bearing cap serration (MI-100)
Main frame member serration
Main bearing studs with die method
Upper pilot and lower liner bores diameters and concentricity (EMM 1-100) with liner insert
installed (MI-315). (note: if this dimension is not correct, insert must be removed and
concentricity checked again without insert).
Upper pilot and lower liner bores perpendicular to crankshaft centre line
Base rail parallel to line bore (crankshaft centre line)
End plates perpendicular to line bore
Cylinder head seats wear step (MI-316 and 317)
Keyways on crankcase and oil pan for spacing and size
Set of sealing
covers (to fabricate)
Set of rubber seals.
100 psi capacity
electric or manual
pump.
Tools and gages
preferred on EMM,
MI-100, MI-315, MI316, MI-317
Go no go gages
according to the list
on the text for
threads.
Line boring fixtures
for horizontal or
vertical boring.

SEQUENCE
Page 6 of 61
SPECIAL TOOLS AND
INSTRUCTIONS
Exhaust deck wear step versus top deck thickness

Hand hole cover flanges for wear and thickness
Hand hole cover diameters
Cylinder heads water outlet orifices for wear step
Exhaust deck to cam pads dimensions
Crab bolts with die nut method
All bolt holes by thread chasing method
Note: to be considered go / no go gages for threads of 1 -12 1 -12 1-14 1-8 -16
5/8-18 3/8-24 3/8-16 -20 and -20
Dowel holes on oil pan mounting feet for roundness and size
Stubshaft dowel holes for roundness and size
Base rail hole sizes for possible alignment purposes between crankcase and oil pan.
Note: preferentially dimensions must be marked and a document filled in indicating the
deviations found versus the factorys standard and instructions for further machining (or build up
welding stock to increase thickness).
3.1
f)
CRACK CORRECTION BY WELDING

All cracks found in any area must be corrected according to instructions contained in MI-318.
Suitable grinders and a variety of grinding bits, (carbide), with different shapes and sizes, will be
properly chosen, to cut the material around the crack and prepare the area for further welding.
Electrodes, amperages and welding machines must comply with MI-318 in all parameters
according to the place where the defect exists.
Exhaust elbows (complete) P/N 8344765 will be supplied to replace elbows that cannot be
salvaged.
Welders must be qualified to perform all possible welding jobs in any position. Welders must
exhibit a suitable factory certificate or be trained on the job by and EMDs instructor.
g) PLUG WELDING AND THREAD INSERTS

Holes with diameter above must be plug welded and re-taped if they are found defective.
MI-318 tools.
Rotating grinder
with several spare
grinding bits.
AC/AC or AC/DC
welding equipment.
Electrodes as per
MI 318.
Air compressed
hammers of several
sizes.

SEQUENCE
Page 7 of 61
SPECIAL TOOLS AND
INSTRUCTIONS
Holes with diameter bellow and including can be repaired by thread inserts.
h) BUILD UP STOCK BY WELDING
An area such as main bearing bores, cylinder bores, and head retainer seats etc. if found with
insufficient stock to be machined can be welded in minimum possible amounts to gain such
stock. Suitable techniques must be used to control deformation of the surfaces being welded.
i)
j)
3.1
HEAT STRESSES AND CONTROL OF DEFORMATION

The crankcase and oil pan can deform if extensive welding is necessary. By shot peening
during the process or/and into a suitable oven at proper temperature. The material stresses and
deformation must be avoided.
MACHINING OF CRANKCASE AND OIL PAN
Milling, boring, re-surfacing etc. are operations to be performed in crankcases and oil pans
calling for precision on the 0,001 range.
Some operations such as re-surfacing must cover the entire surface to be machined and some
others will cover individual spots or specific surfaces limited in areas of defects.
Specific machining requirements are as follows:
Main bearing cap serration
Note: caps cannot be welded and stock must be gained by serration re-machining.
Line bore just one or several bores
Weld shim to end plate of oil pan and match crankcase to oil pan
Base rail parallel to line bore after line bore is done
Upper pilot bores concentricity and/or perpendicular to line bore
Same for lower liner inserts before and after installation of new inserts
Head seats re-machined after build up welding
Keyways re-machined at correct sizes and spacing
Note: when this repair is necessary, it is mandatory to re-machine the top deck.
Holes and new threads to be done on a case by case basis
Exhaust decks re-machining if thickness is maintained within limits of drawing.
Hand hole cover flanges machined for correct diameter and thickness
Main frame serrations machined to maintain spacing and parallelism.
Hammer bits of
several sizes
according to areas
to shot peen.
Guaranteed
precision of
machines and
instruments up to
0,0005with proper
calibration within 6
months validity.

SEQUENCE
3.1
Crab stud support re-machining ( spherical seats )

End bars machined
Piston cooling pipes flanges machined
Crank shaft thrust faces re-machined
Re-machine the first end plate hole
O.S Hsg internal drain hole modification
Cam drive holes in end plate to be re-applied
Drill and tap hole for crankcase/oil pan protector modification
End plate dowel holes to be drilled oversized (or plug welded) and re-located
Crab bolt threads to be chased.
CRV bores to be re-bored if plug welded
CRV faces
Stubshaft dowel holes
Modify head frame to convert square into rounded corners
Notes on machining:
The tasks above described will be executed partly or totally according to the inspection criteria
dictated before welding and re-machining.
The surface finishes are clearly shown on manufacturers blue print therefore the tooling and cutting
speeds need to comply with the superficial texture of the faces varying from rough surfaces for
sealing purposes till almost polished faces of fine texture such as main bearing bores.
Critical fixing points such as main bearings and crab bolts on the heads require 100% inspection on
threads, studs and nuts to guarantee the tightness of these elements.
OIL PAN RE-MANUFACTURING
3.2
The works will be done together with the crankcase as described in 3.1
The oil pan will be matched with its specific crankcase and it may require the dowel holes to be plug
welded and re-drilled to fit the alignment of end plates and parallel to crankshaft centreline after line
boring. Serial numbers on both crankcase and oil pan will be registered during matching in an
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SPECIAL TOOLS AND
INSTRUCTIONS

SEQUENCE
appropriate document which belongs to the engines remanufacture documents.
3.2
Note: Both crankcase and oil pan will be washed again in the end of the machining process and
finally inspected including Magnaflux all areas welded to repair rejects. Special EMD primer will be
used inside and outside of both components before shipping them for the assembly phase.
CRANKSHAFT
3.3
The crankshaft must pass by a process if inspection before a decision is taken to accept it and reuse it or to reject it for further rehabilitation or scrap.
INSPECTION OF CRANKSHAFTS
3.3 .1
a) CLEANING
Oil gallery plugs are removed
Crankshaft is immersed in a hot caustic solution to degrease quickly
Oil galleries are rodded with a wire brush
Oil galleries are flushed with hot caustic solution
Crankshaft is removed from tank and power washed
Crankshaft is dried with compressed air and lubricated lightly for rust prevention
b) MAGNAFLUX
Using proper equipment and methods as per MI314 several critical areas of the crankshaft
must be inspected.
All journals
All fillets
Oil holes
Counter weights
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SPECIAL TOOLS AND
INSTRUCTIONS

SEQUENCE
3.3.1

c) DIMENSIONAL CHECKS
Main and rod journal diameters
Main thrust faces
Rod thrust faces
Main run out between segments and adjacent journals
Pilot diameters
Note: all defects must be marked and a document produced indicating serial number of the
crankshaft.
CRITERIAS TO ACCEPT OR REJECT CRANKSHAFTS
According to Magnaflux and dimensional inspections the following procedures must be adopted.
3.3.2
a) Cracks Any crack in any area reject the crankshaft for further usage.
b) Dimensions-Comparing maximum and minimum dimensions with EMM page 6-16
and 6-17 any dimensions out of limits reject the crankshaft.
c) Defects Scratches or similar defects cannot change the polished surfaces
of the journals. Deep superficial defects that cannot be eliminated by hand polish
will reject the crankshaft.
REHABILITATION OR REPLACEMENT OF CRANKSHAFTS
3.3.3
If a crankshaft is rejected and if the re-manufacturer is not equipped with proper chrome plating
facilities, another new or qualified crankshaft must be ordered to replace the one rejected.
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SALVAGE OF REJECTED CRANKSHAFTS
There are several methods, however the process described bellow, complies with the O.E.M.
criteria.
a) PRE-GRIND
The areas showing defects, cracks or lack of dimensions must be ground to an undersize
diameter that cannot exceed 0.030 in order to eliminate defects. In order to reduce costs, it is
suggested to grind manually to a thickness not deeper than 0.002 to 0.005 and Magnaflux
again. Once the crack is removed and a sound core is found the grinding operation can stop.
3.3.4
b) DISASSEMBLE THE CRANKSHAFT INTO TWO SEGMENTS

In cases where one half can be saved and the other half be rejected the Crankshaft can be split
into two halves. A new or qualified segment can be attached to the segment that has been
saved and the segment flanges re-dowelled with conical Dowels (special) to form another
complete Crankshaft. In these circumstances it mandatory to perform a complete re-balance of
the Crankshaft in addition to the tasks performed if the whole crankshaft was originally saved.
c) MAGNAFLUX INSPECTIONS
Every time it becomes necessary to grind the journals or fillets or thrust areas to eliminate
cracks it is mandatory to Magnaflux the areas that were ground to ensure that the crack has
disappeared completely.
d) SHOT PEENING
Fillets will be shot peened to improve fatigue life
e) GLASS BEAD PROJECTION AT HIGH PRESSURE
The whole Crankshaft, (or each segment separately before re-assembly) will pass by Glass
Beads splashing in order to offer a suitable texture for the chrome plating process.
f) CLEAN WITH SOLVENTS
Gasoline or any spirits will help to de-grease and remove the Glass Bead residue.
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g) PRE-BRAKE
It improves the stress relief after pre-grinding and evaporates any residual oil, grease or
volatiles in the steel pores. Time and temperature to be closely controlled during the process.
h) PLATING PREPARATION
Lead tape will be applied at the fillets to provide sharp split between the chromed journal and
the steel fillet and also to reduce the hydrogen absorbed by the fillet. Remaining areas not to be
plated will be waxed.
3.3.4
i) PLATING
Shaft will be brought to the bath temperature and reversed etched. Current density, bath
temperature, bath chemistry and time will be the parameters to closely control, in order to get
the correct thickness, hardness and adherence of the chrome layer. Maximum acceptable
chrome layer should be 0,015, to comply with max undersized diameter of 0.030.
j) LEAD TAPE REMOVAL AND SOLVENT DEGREASED
To eliminate wax and grease contained in the parts, clean with solvents or spirits.
k) POST BAKE
To eliminate hydrogen embrittlement, the temperature and time are closely controlled to obtain
the desired results.
l) FINAL GRIND
Many light cuts are mandatory. The surfaces being cut must be cooled by flooded fluid. The
peripheral speed of the grinder and the part must be closely controlled to obtain the desired
result.
m) MAGNAFLUX INSPECTION
To guarantee that after the final grind, the Crankshaft is free of defects.
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n) ASSEMBLY OF THE TWO HALVES

Should a new or qualified segment be joined to the original one, new dowel alignment is
necessary to connect the mating flanges. Oversized dowels are available.
3.3.4
o) BALANCING OF THE CRANKSHAFT (only if two different halves are matched together)
If an original Crankshaft is completely re-habilitated by chrome plating, it doesnt require rebalancing. If two halves are joined together delivered from two originally different segments, the
new Crankshaft formed, must be balanced.
p) POLISHING JOURNALS
After all above steps have been followed, all journals must be polished mirror like.
Note: after rehabilitation of the crankshaft, as described above and using the correct data for the
various parameters, the Crankshaft should be as good as new for continuous operation.
3.4
CAMSHAFTS
Magnifying lens for fine

inspection of defects.
The Camshafts will be inspected together with their respective stubshafts for signs of discoloration,
indicating possible operation with lack of lubrication. If sensible discoloration is found both areas
must be Magnafluxed and tested for hardness.
Precise V blocks and

precise table to check
run out and bending.
a) CLEANING
Wash with solvents and flush all dirt from the oil passages clean with dry compressed air and
wipe with clean cloths the cams and journals in order to make them shine.
b) INSPECTION (visual)
Cam lobes and journals shouldnt show pitting, chipping or excessive score marks. Cams
without wear steps and very light flat spots or pit marks can be re-used after hand polishing,
blending and eliminating sharp edges.

SEQUENCE
c) INSPECTION (dimensions)
Journals must be checked for diameters, tapers, runouts, squareness of flanges, concentricity
between stubshaft and journals.
The stubshafts that accompany each camshaft must also be checked for diameter, thrust
dimension, thrust wear etc. as per EMM 7-23 data.
3.4
d) ACCEPTANCE/REJECTION CRITERIA AND SALVAGE OF CAMSHAFT PARTS

Camshafts have two segments each, therefore it is possible to replace just one segment if
damaged.
Excessive wear on cam lobes or diameter of journals or significant defects on the wearing
surfaces compels rejection of the parts.
Under certain conditions camshaft segments can be saved, as long as journal diameters are not
bellow the minimum of 2.490 and Cam Lobes still have sufficient hardness left after re-grinding.
The segment has conditions to be saved by chrome plating the journals and re-profiling the
lobes, (with suitable template).
These costs must be balanced against the cost of a new (or qualified) segment.
POWER PACK
3.5
The power pack is removed from the engine as a unit which now needs to be further cleaned,
disassembled into sub-components which will be individually inspected to determine those that can
be re-qualified from those that require further rehabilitation and finally those that must be scrapped
and replaced by new or qualified ones.
a) LIGHT CLEANING OF THE POWER PACK
The power pack must be washed with solvent (spirits) sprayed around the top of the head,
through the liner ports and underneath in order to remove dirt, carbon and oil before splitting it
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in sub-components.
Alternatively the power pack can be immersed in a caustic solution or sprayed with steam to
achieve the same results.
3.5
b) DISASSEMBLING THE POWER PACK INTO SUB-COMPONENTS

All gaskets and attaching materials will be removed and scrapped. The disassembling
procedure must follow instructions of EMM section 5 step by step using the proper tools and
fixtures there contained. Each individual sub-component will be inspected as per instructions or
the next chapters as follows:
3.5.1
3.5.2
3.5.3
3.5.4
Cylinder head, valves and springs, bridges, lash adjusters and test valve.
Piston and carriers with piston pin.
Connecting rods fork and blade types.
Liner.
The inspection, special cleaning, tests and re-qualification criteria to replace, reuse or repair are
bellow described in detail.
3.5.1
CYLINDER HEAD, EXHAUST VALVES, SPRINGS, BRIDGES, ROCKER ARMS, LASH

ADJUSTERS AND CYLINDER TEST VALVES.
3.5.1.1 CYLINDER HEAD
After the exhaust valve and springs are removed from the bare head it will pass by a heavy cleaning
and inspection as follows:
a) CLEANING OF THE BARE HEAD (EMM 2-3)
With caustic solution and carbon remover chemicals to eliminate built in carbon and sludge hard
deposits on water and exhaust passages. Rinse in pressurised water and dry with compressed
air and rotating brush. Valve guides must be cleaned by brushing the inside diameter.
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b) INSPECTION (VISUAL)-(EMM 2-4)

Overheated head to liner grommets reject the head for further usage. Scratches or nicks on
the sealing area require re-machining. Valve seats with pits and burned must be re-machined.
c) INSPECTION (MAGNAFLUX) (EMM 2-4)
Any cracks found by metallic particle inspection reject the head.
d) DIMENSIONAL CHECK (EMM 2-4)
The injector hole area and flange thickness as well as fire face to flange dimensions must
comply with standards otherwise it rejects the head.
3.5.1
e) LEAK TEST (EMM 2-3)

At 100 psi air pressure on the head immersed in water at 75C and sealed all passages during
2 minutes no leaks can be detected otherwise it causes rejection.
Note: if a cylinder head passes the inspection without rejection it may require further repair in
specific areas such as:
Valve seat grinding

Injector hole rework
Valve guide replacement (if necessary)

resurfacing
3.5.1.2 EXHAUST VALVE

a) CLEANING
Using solvent to remove oil and soft carbon. glass bead and vapour blasting or alternative
wire brushing.
b) INSPECTION visual and die penetrant (Emm 2-9)
Micro finishing the valve stem better than 0.6 microns. No sign of cracks at the cup. Cracks
on the outside rim diameter. Wear at the stem groove area. Deep nicks or scuffs. All these
areas reject the valve.
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c) INSPECTION dimensional
All dimensions according to EMM 2-19
d) ACCEPTANCE AND SALVAGE OF VALVES
If inspections reveal defects as referred above valves must be scrapped. If only light pitting
or small nicks are found the valve can be salvaged. If stem diameters are smaller than
standards the stems can be chrome plated but costs need to be balanced against the cost
of a new valve. Valves that still have stem diameters acceptable and only small defects at
the rim face must be ground with special grinders.
3.5.1.3 VALVE SPRINGS (EMM 2-10)
3.5.1
a) CLEANING
With solvent and brushing.
b) INSPECTION (visual and dimensional) EMM 2-19
According to EMM instructions and data provided.
c) ACCEPTANCE OF VALVE SPRINGS
If a spring has its free length within tolerances and the pressure is still in the middle
between max and min it can be re-used as long as the remaining conditions are
acceptable. Otherwise springs must be rejected and replaced by new.
Note: valve springs and bridge springs are the same and must be qualified at the same
time. Valve locks must be replaced by new (always).
3.5.1.4 EXHAUST VALVE BRIDGES
The bridges (two per head) require further disassembling into parts before final inspection
and re-qualification. These parts are as follows:
Valve bridge body (to be inspected and re-qualified or rejected)
Spring with lock ring (tested together with valve springs EMM 2-10)
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Hydraulic lash adjuster ( to be replaced by new).
a) CLEANING
Before disassembling into parts the whole bridge is clean in solvents (spirits)
Note: do not use caustic solution.
b) INSPECTION OF BRIDGE BODY (visual and dimensional)-EMM 2-12 (3.5.1.3item)
The disassembling process requires special tools and fixtures. The valve bridge body
must be measured in 9 (nine) areas according to EMM 2-12 and EMM 2-20.Any area
out of dimensions reject the bridge body.
3.5.1
d) CRITERIA TO ACCEPT/REJECT BRIDGE BODIES

If pin at the end of bridge is bent it can be straightened and re-used. If all dimensions
are within parameters of EMM 2-20 the bodies can be re-used. Spring seats and lock
rings which maintain the bridge springs in place must be replaced by new.
3.5.1.5 ROCKER ARM ASSEMBLIES. (EMM 2-15 and 2-16)
The arms (3 per head) require further disassembling into parts. Together with the arms it is
necessary to re-qualify the rocker arm supports (2 per head) and the rocker arm shaft ( one
per head) the whole assembly contains the following individual parts:
Rocker arm body ( to be re-qualified)
Roller assembly (to be replaced by new)
Adjusting screw assembly (to be replaced by new)
Supports and support caps ( to be re-qualified)
Shaft (to be re-qualified)
Bushings and bolts/nuts (to be replaced by new)
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a) CLEANING
All oil passages must be cleaned using solvents. No caustic solution acceptable. The
attached parts must be disassembled from the bodies, and those to be scrapped will be
separated from those to inspect and re-qualify.
b) INSPECTION (visual and dimensional)
To re-qualified or reject rocker arm bodies, supports and support caps as rocker arm shafts
instructions or EMM 2-15 and 2-16 must be followed and dimensions must comply with
EMM 2-20.
3.5.1.6.LASH ADJUSTERS
3.5.1
Due to special equipment tools and procedures involved as well as the cost for parts that
require replacement during repair, lash adjusters quality is very important and high risks of
failure exist it is considered of no value to attempt repairing them. Complete replacement by
new units is fundamental.
3.5.1.7. CYLINDER TEST VALVE
The complete test valve assembly is removed (unscrewed) from the cylinder head, cleaned
and inspected as per EMM 12-16 and 2-17. The valve may receive a proper re-conditioning
if leaking after being tested at 90psi air pressure. Reconditioning limits for the body are
available at EMM 2-17 and the whole valve must be scrapped and replaced by new, should
the valve require repairs.
PISTON, CARRIER AND PISTON PIN
3.5.2
The piston, carrier and connecting rod are removed from the power pack as a unit that is further
disassembled into the major components and sub-components.
Piston (to be re-qualified)
Carrier (to be re-qualified if its life is less than 15 years)
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Thrust washer (to be scrapped)
Piston pin (to be re-qualified if its life is less than 15 years)
Bearings (to be scrapped)
Note: connecting rods re-qualification will be dealt with in chapter 3.5.3.
3.5.2.1 PISTON
a) CLEANING
The piston requires a deep cleaning to remove under crown deposits according to MI-1759.
This cleaning procedure also removes the phosphate coating and prepares the piston
surfaces for new phosphate treatment or tin plated.
Note: If the piston is cracked or the grooves are damaged, deep cleaning doesnt become
necessary therefore inspections are prior to the deep cleaning.
3.5.2
b) VISUAL INSPECTION
After immersing the piston in an alkaline solvent solution to remove carbon deposits and
brushing it with steam or hot water and blow dry air, inspect it for excessive scoring of the
skirt as per EMM 3-7
c) MAGNAFLUX INSPECTION
To determine cracks in the crown or at the ring groove land.
d) DIMENSIONAL INSPECTION
Should a piston show any cracks it must be scrapped and dimensional inspection is not
necessary. Otherwise the basic dimensions of the piston must coincide with the standards
of EMM 3-14 in 6 areas of measurements. Should any dimension change beyond the limits
the piston is rejected.
e) SALVAGE OF PISTONS
Under certain conditions of excessive scores and oversized first groove the piston can be
re-machined to use oversized first compression ring and re-coated thru phosphatization or
tin plating.
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3.5.2.2 CARRIER
The carrier is a sturdy piece that has an indefinitely long life therefore light cleaning and
magnaflux inspections are the only two tasks required to re-qualify the carrier. Dimensional
checks are done in addition to the above tasks according to EMM 3-15 and any minor area
of defect will reject the carrier. Carriers older than 15 years should be scrapped.
3.5.2.3 PISTON PIN
External surface of the pin must be washed and brushed to remove any traces of oil, carbon
etc and rinsed in clean solvent and dried with compressed air. Tap hole with 7/8 14-28 tap.
3.5.2
a) Rejection of pins by serial number and specific defects. All pins over 15 years old must
be scrapped even if found in good condition. Pins p/n 9518958 from serial no.9760001 thru
97k0240 must be scrapped. Any minor defect noticed on Magnaflulx inspection especially
around the 0,375 drive hole on the side of the pin will force the pin to be scrapped.
Discolouration caused by possible overheat will scrap the pin too.
b) MAGNAFLUX INSPECTION
To detect longitudinal cracks the current is 2000 to 2500 amperes on the coil around the
pin. For transversal cracks the current is 1000 to 1500 amperes with the coil crossways.
Time is 5 seconds. Any small defect noticed will scrap the pin. Demagnetise the qualified
pin before re-usage.
CONNECTING RODS
3.5.3
The two types of rods have different criteria for re-qualification however the cleaning process is the
same. To remove rust oil, carbon and dirt it requires caustic, solvents, wire brush, rinsing and dry
air.
3.5.3.1 PROCESS OF FORK ROD RE-QUALIFICATION
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3.5.3
It is necessary to remove, debris and tap the following.

Fork rod dowel pins (1/2)
Fork basket dowel pin (0,3125)
Fork rod bore protrusions.
Fork rod counterbore.
Fork baskets serrations and bore
Tap the 5/8-18-28 hole
a) MAGNAFLUX FORK ROD
To find the transverse cracks in I beam, saddle and U slot and longitudinal cracks in saddle
and U section. If such defects are found scrap the rod.
b) MAGNAFLUX BASKET
To find longitudinal or transverse cracks. If defects are found scrap the basket.
c) DE-MAGNETIZE all rods that have not been scrapped.
d) DIMENSIONAL checks for all holes with go-no go gages if any hole doesnt qualify scrap
the rod.
e) DIMENSIONAL check of C bore width and depth.
If width is not within parameters scrap the rod. If depth is not within limits scrap the rod.
f) CHECK OF DIMENSIONS for twist, parallelism and overall length between centre lines.
If dimensions are not within parameters scrap the rod.
g) SALVAGE OF RODS
If some or all the conditions bellow are observed the fork rod can be salvaged by rework
(EMM 3-10).
Fork rod and basket bore exceed the maximum

Nicks, burrs or fretting on serrations
Damaged threads in bolt holes or loose dowels
Damaged or distorted basket
Out of parallel in excess of limits in length
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Length of rod shorter than limits

Fork counterbore exceeds the maximum depth
h) RODS THAT CANNOT BE SALVAGED

There are cases that rods must be scrapped since it is not possible to salvage
Cracks revealed by magnaflux
Heat discolouration on fork or basket
Twisted, bent or out of parallel beyond repair
Length between bore centres beyond minimum rework limit
3.5.3.2 BLADE ROD RE-QUALIFICATION
The rod must be deburred at the pin end, I beam and shoulder
3.5.3
a) MAGNAFLUX BLADE ROD

To find transverse cracks in beam section and saddle parallel to piston pin and longitudinal
cracks in saddles.
b) DEMAGNETISE ALL RODS THAT HAVE NOT BEEN SCRAPPED
c)CHECKING OPEN OR CLOSED ENDS.
With a 7,692 mandrel diameter and feeler gage.
d) CHECKING SHOULDER THICKNESS
If less than 0,320 the rod must be scrapped.
e) CHECKING TWO HOLES ON PIN END
Diameter of 0, 890 if cannot meet standards after rework the rod is scrapped.
f) MICRO FINISHING OF SLIPPER SURFACE TO BE LESS THAN 6 MICRO INCHES.
g) LENGTH, TWIST AND PARALLEL QUALIFICATION
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To be done with a special gage as per EMM section 3.
3.5.3
h) SALVAGE OF RODS
Blade rods can be reworked and re-qualified if the following conditions exist.
Scarred, pitted or deeply rusted at slipper surface.
Slipper closed or opened beyond limits.
Out of parallel along side of saddle length.
Length of rod between bore centres is less than minimum.
EMM page 1 to 10
of section 3.
Drawing file 686.
i) RODS THAT MUST BE SCRAPPED

Cracks found during Magnaflux inspection
Heat discolouration on slipper surface
Less than minimum flange thickness on slipper shoulder.
Twisted, bent, out of parallel damaged beyond repair.
Length of rod between bore centres is less than minimum rework limits.
CYLINDER LINER
3.5.4
Before washing the liner in a caustic bath and/or scale remover from the water passages it is
necessary to use the tool file 686 to clean the water seal counterbore.
a) WASHING
Immerse liners in a tank containing an acid solution adequate for removing inside scale
deposits at the water passages without attacking the base cast iron. Prior to washing the
water deflector and seal must be removed to allow the circulation for the cleaning fluid.
b) VISUAL INSPECTION
All inner surfaces of the liner for scratches, hot spots, nicks, ridge at the combustion

SEQUENCE
chamber part and other cosmetic defects at outside and inside diameters. Any minor crack
found, scrap the liner. Signs of overheating and scratches longer than 1 at the working
area of the liner will scrap the liner.
3.5.4
c) DIMENSION CHECKS
With special indicator and handler will tale 2 readings 90 apart in several areas of the
inside diameter as per EMM 4-2 and compare with standards on EMM 4-5.
Should all measurements be within standards, check with a new piston the clearance at 6
bellow the top of the liner. If clearance is more than 0,5mm the liner can be matched
selectively with another piston that shows a clearance less than 0,5mm.
d) CHROME PLATED LINERS
If chrome plated liners cannot be re-qualified by dimensional checks and if no cracks are
found, they can be re-chromed after being reclaimed and sent to specialised companies for
salvage.
INJECTORS
3.6
The injectors removed from the engine will be packed into groups after light washing in solvents
with out disassembling them.
Groups of injectors contained in boxes will be shipped to outside of the country. Replacement
injector will be sent to the shop for final installation.
Note: the injectors are controlled by means of a set of levers, shafts and unions with adjusting
screws, nuts and springs, all these components will be individually inspected and qualified on item
3.23. injector control rods and governor control levers, following the column sequence.
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3.6
3.6.1 STANDARDIZATION OF INJECTORS

All injectors received P/N 5229250 (UTEX 8478046) or P/N 5229335 (UTEX 8478055) respectively
for engines type E3 or E3B will be standardized in just one type E3B. In these circumstances all
injectors to replace and be assembled on overhauled engines must be P/N 5229335 new or
8478055 UTEX.
3.6.2 RE-QUALIFICATION AND OVERHAUL OF INJECTORS
Out of the scope of this project but can be dealt separately upon request.
GOVERNOR
3.7
The governor removed as a complete unit will be emptied of oil and lightly washed in solvents
without disassembling. The units will be wrapped up in plastic with a light film of clean oil to be
preserved for shipment to the specialized shop. Replacement governors will be supplied for
installation in the engine.
Two types of governors will be received type E3 and E3B all associated levers, adjusting screws,
knobs, springs etc will be qualified separately under item 3.23 injector control rods and governor
control levers.
3.7.1 STANDARDIZATION OF GOVERNORS
All governors to be installed in the overhauled engines will be standardized in just one type either
P/N 9516898 or 9329963 rated to 900 RIM and 0,80 rack setting. The standardization will occur
during the unit exchange process.
3.7.2 RE-QUALIFICATION AND OVERHAUL OF GOVERNORS
Out of the scope of this project but can under request be dealt separately.
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ENGINE PROTECTOR
3.8
All protectors removed from the engines will be lightly washed with solvents and packaged for unit
exchange. The UTEX unit to be supplied for assembly in the overhauled engine may have two
distinct part numbers. P/N 9320130 new (9332828 UTEX) delta P for turbo engine P/N 40006305
new (40042768 UTEX) dual delta P for turbo engine.
The dual delta P protector is identical to the single delta P except for the addition of another
independent low water portion to sensing pressure rise through the right bank water pump.
If the dual delta P protector is supplied as a much better and efficient protector, the right bank
water pump requires the addition of the hardware (piping, fittings etc.) now only available on the left
bank water pump as well as suitable connections to the extra low water portion of the protector.
Cost study should compare prices of 9320130 and 40006305 to decide commercially the best
arrangement.
REPAIR OF ENGINE PROTECTOR
3.8 (a)
Alternatively being available a special tester for protectors (9339066) and the repair kit 9535869 it is
possible to repair and test the protector following instructions of MI-260.
WATER PUMPS
3.9
The water pumps and respective water inlet and outlet piping must be cleaned, disassembled,
inspected and reconditioned as per instructions or EMM section 10 pages 10-5 to 10-11.
a) PUMP DISASSEMBLY
Some special tools (9549072) are necessary together with normal wrenches to split the
pump into sum-components and parts.
All replaceable parts (water slinger, seal assembly, gaskets, ball bearings, brass bolts,
wear ring, thrust collar and drive ring). If the shaft is magnetic and not silver plated it must
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be disregarded and replaced by current shaft.

b) CLEANING
Rust, scale deposits, dirt etc must be cleaned thoroughly, to allow further inspections.
3.9
c) VISUAL AND DIMENSIONAL INSPECTION

Dimension of bearing bores in support housing (to be reworked)
Housing thrust face dimension (to be reworked)
Shaft dimensions (to be scrapped)
Defective threads (to use keenserts)
Gasket surfaces (to re-machine if corroded)
Impeller housing for cracks (scrap if defective)
d) UPGRADING
The pump may need to be transformed into self oiling to meet current specifications.
e) RE-ASSEMBLY
With repair kit and new parts to replace those scrapped the pumps will be re-assembled
respectively L (left) and R (right) per engine according to EMM 10-8. Some special tools
will be needed.
OIL PUMPS
3.10
The two oil pumps (main pump and scavenging pump) will be dealt separately despite being similar
in design and repair methods.
Whereas the main pump operates to distribute the oil in two distinct circuits (for general lubrication
and for piston cooling). The scavenging pump only circulates the oil through external circuit
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MAIN LUBE OIL PUMP
3.10.1
a) CLEANING
Just externally a light cleaning with solvents before disassembling.
b)DISASSEMBLING
Using special puller and following EMM 9-10 procedure.
c) CLEANING INDIVIDUAL PARTS
With solvents and compressed air.
d) INSPECTION VISUAL AND DIMENSIONAL
Pump bodies (front and rear) rework if scratches are found.
Spacer between pump chambers scrap if nicks and wear are visible.
All gears teeth in excess of 30% contact area pitted must be scrapped/
Defective threads may be repaired with keenserts
Gear bores wear cuts, grooves, nicks or scoring to be reworked
Drive shafts nicks to be reworked
Shafts thrust wear to be reworked
All bushings, seals etc to be replaced
e) ASSEMBLY
According to EMM 9-11 procedure and all tolerances of EMM 9-19and 9-20 regarding (any
tolerance out of limits must be corrected accordingly.)
Drive shaft to rear housing bushing clearance.
Sleeve to bushing clearance .
Idler shaft to gear bushing clearance.
Driven gears total thrust clearance.
Thrust face of body to bushing clearance.
Drive and driven gear back lash.
Radial clearance of drive gear to body.
Drive shaft thrust clearance.
Pump drive gear face runout.
Pump flange face runout.
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3.10.1
3.10.2
Pump flange pilot concentricity.

Pump drive gear to acc drive gear backlash.
SCAVENGING PUMP
a) CLEANING
Same procedure as for main pump item 3.10.1
b) DISASSEMBLING
Same as for item3.10.1
c) CLEANING INDIVIDUAL PARTS
Same as for item 3.10.1
d) INSPECTION visual and dimensional
The scavenging pump doesn't have the central spacer, which is used on the main pump
only. The remaining components are the same with the same criteria for re-qualification or
rejection.
e) ASSEMBLY
According to EMM 9-14 and 9-15 and check all clearances indicated as follows for item
3.10.1 (indicated in EMM 9-19 and 9-20)
Drive shaft to rear Hsg bushing clearance.
Sleeve to bushing clearance.
Idler shaft to gear bushing clearance.
Drive and Driven gears back lash.
Radial clearance of drive and driven gears.
Drive shaft thrust clearance.
Pump drive gear face runout.
Pump flange pilot concentricity.
Pump drive gear to acc drive gear backlash.
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FRONT AND REAR COVERS AND HOUSINGS
3.11
The engine has basically five housings located at the front and rear ends requiring individual requalification since they form a group of structural members.
Accessory drive housing.
Camshaft drive housing.
Engine air filter housing (not attached to the engine on locomotive appl).
Governor drive housing.
Overspeed device housing.
Each one of the four remaining housing (since air filter HSG is not part of this project) must be
individually cleaned, inspected and rejected or reworked accordingly.
a) CLEANING
Caustic solution and brushing in order to remove all paint and old gasket material at the
sealing faces. The housing must show a clean to the touch appearance, grey and shining
material.
b) VISUAL AND MAGNAFLUX INSPECTIONS
All bolting holes must be inspected for roundness, threads condition and cracks and marked
for further correction by plug welding and re-drilling or tapping.
Surfaces with nicks, burrs etc must be blended at the sealing areas, Cracks that affect the
future strength of the members must be ground and welded/ machined.
Thickness, straightness etc must be confirmed. Any slight deformation must be corrected
and stress relieved by peening or normalization.
c) CRITERIA FOR REJECTION AND REPLACEMENT
Only when housings are damaged beyond repair they must t be replaced by new.
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GEAR TRAIN AND SPRING DRIVE GEAR
3.12
The gear train is the group of main gears that are located respectively at the front and at the rear of
the engine which transmit motion from the crankshaft up to all other major components timed with
the motion of the crankshft. The major gear assemblies are as follows:
Accessory drive gear.
Crankshaft gear.
Camshaft drive gears (two gears).
No.1 Idler gear.
No. 2 Idler gear (see also spring drive gear).
Spring drive gear (turbocharger drive).
Governor drive gear.
Auxiliary drive assembly.
Note: the no.2 idler gear and the turbocharger drive gear are assembled together into one single
assembly called spring drive gear containing a special hub with a group of springs separating the
two gears.
Each gear must be cleaned, inspected, magnafluxed, re-worked (if possible) or replaced (if
damaged beyond repair).
3.12.1 ACCESSORY DRIVE GEAR
3.12.1
The gear assembled is sub-divided into:

Gear
Solid disc
Spring housing disc
Dowelled hub
Oil slinger
Spring segments
Spring (to be scrapped)
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3.12.1

a) CLEANING
Individual elements of the gear assembly will be cleaned with solvents and brushed to
remove oil, grease, dirt etc. till all parts are shiny clean.
b) INSPECTION
According to EMM 6-8 and 6-9 item by item individually.
c) CRITERIA TO ACCEPT/REJECT
Follow EMM 6-8 and 6-9 except for springs which must be scrapped and replaced by new.
d) RE-ASSEMBLY AND PHOSPHATE TREATMENT
Before re-assembly it is important that the gear, hub, discs and segments are hosphatised
and all bolts, nuts, washers etc be also new together with springs.
To assemble the accessory drive gear, follow EMM 6-8 and 6-9.
The final assembly of the acc drive gear in the front of the engine depends on the
crankshaft end configuration. If the configuration is standard the assembly procedure is
different to the bolt-on stubshaft. Most of the crankshafts are passing to bolt-on stubshaft
configuration and those that are still standard can be converted into bolt-on stubshaft type.
EMM 6-8 and 6-9 and mounting clearances of EMM 6-15 and 6-16 must be followed
integrally during assembly.
3.12.2 CRANKSHAFT GEAR
3.12.2
a) CLEANING
b) DISASSEMBLING
The gear and oil slinger can be separated and inspected individually.
c) MAGNAFLUX INSPECTION
No sign of cracks can be found in any tooth of the gear. Fatigue indications, pits, excessive
wear can still reuse the gear as long as the backlash as per figure 7-6 of EMM is within
limits.
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3.12.2

d) INSPECTION OF SLINGER AND OIL SEAL RETAINER
If bent or damaged beyond repair should be scrapped and replaced. The clearance
between slinger and oil seal must be 0,090 to 0,110 and if not obtained shims can be
added or removed to comply (shims P/N 8035526-0,010; 8035527 0,020 or 80355280,030 can be used to adjust the clearance accordingly).
e) RE-ASSEMBLY
The gear, slinger and oil retainer must be assembled as a unit to be installed afterwards at
the crankshaft and during the assembly of the gear train with gage file 768 the backlash is
out of limits the crankshaft gear must be removed and scrapped.
3.12.3- CAMSHAFT DRIVE GEARS (TWO)
3.12.3
a) CLEANING
b) MAGNAFLUX AND VISUAL INSPECTIONS
No signs of cracks can be found in any tooth of the gears fatigue indications as well as pits
on the teeth can still be acceptable if backlash between gears is still acceptable as per
EMM 7-21 potting or gouging on teeth that mate with auxiliary drive gear indicates
misalignment of the auxiliary gear that need to be investigated and corrected during engine
assembly.
c) RE-ASSEMBLY
The camshaft gears will be installed at the gear train during engine assembly.
The counterweights to be attached to each one of the camshaft gears should be clean and
mounted with new bolts and washers, however they will only be installed after the whole
gear train at the rear of the engine is installed and timed relatively to the top dead centre.
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3.12.4- NO.1 IDLER GEAR
3.12.4
a) CLEANING
b) MAGNAFLUX AND VISUAL INSPECTION
As per inspection of Emm 7-5
c) CRITERIA TO ACCEPT/REJECT
If cracks, fatigue or damaged beyond rework it must be replaced by new.
d) RE-ASSEMBLY
As per instructions of EMM 7-6
Note: Alignment of no.1 idler gear and backlash depends on condition of stubshafts which
are inspected and qualified according to item 3.l13 of this project, therefore the assembly of
no. 1 idler gear is after the assurance that its stubshaft is duly qualified.
3.12.5- NO. 2 IDLER GEAR (SPRING DRIVE GEAR)
3.12.5
This gear is inserted into an assembly called spring gear, therefore the re-qualification or rejection
of one of the gears (two gears in the assembly) affects the qualification of the other.
The assembly consists of the following:
No.2 Idler gear with 58 teeth
Turbocharger drive gear with 74 teeth
Spring assembly mounted between the two above gears
The spring assembly can be object of inspection after cleaning with solvents as follows:
a) SPIDERS Magnaflux for cracks, fretting on ID, verify max.ID. of pilot, verify all threaded holes and
reject the whole assembly if these defects arise.
b) SNAPRINGMagnaflux for cracks and replace old model by current one.
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3.12.5
c) SPRING SEAT ASSEMBLYMagnaflux for cracks at the swaged lip and must be tight on the plate (reject if a 0,002
feeler gage can pass between seat and plate.
d) SPRINGSMagnaflux for cracks and check for length.
e) SPRING RETAINER PLATESMagnaflux for cracks.
The two gears must be inspected using the same criteria as for all other gears of the engine gear
train.
Should anyone of the parts of the assembly be out of limits beyond repair the whole assembly must
be changed by a new or re-qualified one. The spring gears rejected should be packed for exchange.
The UTEX spring gear must be checked before assembly on the gear train no. 2 idler position
applying a torque of 1000 ft lb on one gear while the other is immobilised to check the binding and
freedom of action. The torque must be applied in both directions to analyse the total freedom of
action.
SPRING DRIVE GEAR
3.12.6
Same as above.
3.12.7 GOVERNOR DRIVE GEAR
3.12.7
The governor drive gear located at the front of the engine is an assembly of the following
components.
Governor drive gear and bushing
Stubshaft
Retainer plate
Governor drive flange
Each sub-component requires proper cleaning with solvents and brushing all components must be
magnaflux inspected for cracks and visually inspected for nicks, burrs, dowel oval holes, etc. as per
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EMM 6-9. The bushing must be replaced if worn out visibly. During re-assembly the thrust
tolerances between hear and stubshaft must be checked as per EMM 6-16.
3.12.7
Note: the governor drive gear backlash depends on the final position of its stubshaft against the
location in the crankcase dowel holes, therefore it may become necessary to re-drill oversized holes
at both governor gear stubshaft and crankcase to insert oversized pins/dowels after the correct
backlash of 0,4 to 0,8 mm is obtained between the governor drive gear and the main oil pump gear.
3.12.8 AUXILIARY DRIVE ASSEMBLY
3.12.8
This assembly is located at the rear of the engine driven by the right bank camshaft drive gear and
transmits axial motion to exterior components (auxiliary generator). It comprises the following items
referred to at EMM 7-11
Coupling flange
Dust shield
Cover
Oil Slinger
Mounting pilot
Drive shaft and gear
Support housing
Bushing
a) DISASSEMBLY AND CLEANING INDIVIDUAL PARTS
All components are cleaned with solvents and dried with compressed air. Each individual
component will be split for individual inspection.
b) MAGNAFLUX INSPECTION
On the drive shaft and gear for cracks. Cover, mounting pilot, support housing, attachment
holes, coupling flange and slinger must be checked visually and if suspected cracks
magnaflux detection is necessary. In all these components except shaft and gear can be
salvaged in case of damage.
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3.12.8
c) DIMENSIONAL INSPECTION
To the diameter of the central bushing according to EMM 7-11 and 7-22 and the drive shaft
also of same reference needs to be checked. The bushing can be replaced if worn out but
requires reaming to fit exact diameter of 2,5025 to 2,5035.
d) RE-ASSEMBLING
With new or re-qualified parts the auxiliary drive assembly has to fit at the camshaft drive
housing together with the turbocharger in order to check the gear back lash as per
EMM7-22
STUBSHAFTS
3.13
The main stub shafts to re-qualify are the following:

Crankshaft stubshaft
Idler gears stubshafts (two)
Camshaft stubshaft (qualified together with the camshafts two)
Governor drive stubshaft
All stubshafts must be disassembled, cleaned and visual and dimensionally inspected. Bushing of
stubshafts are replaced by new, however inmost cases it is possible to salvage a damaged
stubshaft re-machining the core at the bushing area and replace the bushing by oversized part
installation of bushings is dictated by EMM 7-6. Inspection of holes for dowels must ensure that the
stubshaft will be correctly aligned vis a vis the gear trains correct backlashes.
LUBE OIL STRAINER
3.14
It is fabricated in aluminium and contains 3 filters (strainers). Two filters serve the main pump and
one filter serves the scavenging pump. It also contains the engine lube oil drain valve. l the
compartment of the two filters is separated from the compartment where the scavenging pump filter
is located. All filters are metallic and only require washing.
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3.14

a) CLEANING
All inside and outside of the strainer box must be cleaned with solvents and dry with air. All
other components must be disassembled and inspected individually.
b) INSPECTION VISUAL
Signs of cracks or damage can be reworked. If filters are too much damaged they must be
replaced, otherwise only cleaning them will be enough for operation. All seals must be
scrapped and replaced by new as well as all gaskets. The hand wheel must be tested to
ensure that the cover is sealing efficiently.
OVERSPEED DEVICE
3.15
The overspeed device is a mechanism with a substantial amount of parts requiring inspection. The
assembly is divided as follows for a 16 cylinder engine.
2 Camshaft asms (right and left)
16 Cams
1 Housing
2 Bracket assemblies
1 Spring actuating
1Linkage including levers, pins etc
The whole mechanism requires cleaning with solvents and inspection of each component. All bolts,
washers, pins and small springs must be discarded and replaced. The wearing parts such as the
rocker arm catch pawls and flyweights must be thoroughly inspected and remarked signs of wears
compels replacing or reworking the parts. This mechanism after assembled in the engine must be
tested to confirm its operation at 1020 rpm of engine speed when the mechanism must shutdown
the engine by cutting the fuel supply to injectors. (EMM 13-4).
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WATER COOLING PIPING

The piping requires removal, cleaning and individual inspection to guarantee sufficient flow of water
without restriction and no leaks by piping walls (cracks) or by connecting elements (sealing). The
elements of the system are as follows for 16 cylinder engine.
3.16
Two manifolds horizontally mounted at the top of the engine.

Two manifolds horizontally mounted inside of the air box.
Two connecting elbows for the water pumps
Two connecting elbows for the after coolers.
Sixteen water inlet tubes for connection to cylinder liners.
Sixteen cylinder head water discharge elbows and seals.
a) CLEANING
All piping must be immersed in acid solution to remove scale dirt etc. Mechanical cleaning
is also recommended to remove soft rust inside of pipes and elbows.
b) INSPECTION
Visual inspections from inside and outside must be performed to analyse the amount of
corrosion, cracks etc. suspected cracks must be confirmed by magnlaflux inspection. All
sealing faces at connecting areas must be inspected for corrosion or signs of leakage. All
elements such as seals, gaskets, bolts, nuts, must be scrapped and replaced by new.
Each liner flange contains a deflector and seal arrangement that must be re-qualified when
the liner is inspected.
c) RE-ASSEMBLING
Instructions to assemble the elements are contained on EMM 10-2 and 10-3
d) TESTING
It is recommended to pressure test all piping and its connections after assembling the
engine using water at 35 to 50psi pressure (around 4kgs/cm2 ) pumped through the system.
Leaks must be inspected using fluorescing activator mixed with water.
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CYLINDER TEST VALVES
3.17
The cylinder test valves must prevent combustion leakage to the exterior and operate properly to
release compression inside of the cylinder whenever needed. There are 16 valves to re-qualify.
The body, packing nut, seal and compression relief section must be disassembled, clean and
inspected part by part.
a) CLEANING
With solvents, carbon removers and brushing.
b) INSPECTION DIMENSIONAL
The dimensions of needle valve seal as per EMM 2-17 must be checked. The inside body
must be reamed to remove carbon deposits if they had not been removed during cleaning.
The seals, gaskets etc must be replaced by new.
c) ASSEMBLING AND TESTING
The complete valve must be re-assembled following EMM 2-17 and tested with air pressure
at 90psi for leaks.
Note: The packing nut must be torqued correctly at 65ft lb during test. Do not over torque.
If leaks continue the packing nut or the complete test valve must be replaced.
LUBE OIL PRESSURE RELIEF VALVE
3.18
The lube oil valve must be disassembled into parts, cleaned and inspected.
a) CLEANING
With solvents
b) INSPECTION
The principal component to inspect is the spring which must be tested as per EMM 9-4 with
a load of 140kgs for a minimum depression height of 114mm. The valve guide, valve stem,
squareness of the valve face and general inspection of damaged areas must be checked
visually and dimensionally as per EMM 9-4 and 9-19. Scrap any part that is found beyond
limits.
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3.18

c) ASSEMBLING AND TESTING
As per EMM 9-14.
FUEL JUMPER LINES AND FUEL MANIFOLDS
3.19
Located at the engine top deck connecting the fuel manifolds (inlet and outlet) to the injectors (inlet
and return) are sources for fuel leaks into the engine therefore sealing of the fasteners is very
important. Each cylinder contains jumper tube of U configuration that require individual inspection
and complete replacement if damaged. The fuel jumper lines operate at low pressure (max 60psi)
The fuel jumper lines operate in conjunction with the fuel manifolds that extend along the top deck in
both right and left banks (4fuel manifolds total).
a) CLEANING AND INSPECTION
The cleaning is simplified to just blow compressed air. All sealing areas, nuts, flared ends
etc require accurate visual inspection to make sure that sealing effect is optimised. Bent
pipes can be straightened carefully to prevent further damage. Brackets, bolts, washers,
gaskets, seals etc must be scrapped and replaced unless they show sure indications that
can be reused.
b) RE-ASSEMBLING
This attaching elements must be properly torqued as per EMM 0-9 following exact
recommendations for injector fuel lines (40ft lb torque) and fuel manifold blocks (40 ft lb).
WATER JUMPER PIPES AND FLANGES
3.20
The water tubes connecting the water manifolds to the cylinder liners require special attention in
addition to the comments of item 3.16 water cooling piping. The attaching flanges to liner are
critical for sealing due to vibration and heat in such area.
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PISTON COOLING PIPES
Also designated by P pipes, they bring oil under pressure towards the bottom part of the piston
carrier. The showering effect of the oil cools the inner side of the piston. The correct alignment of
the P pipes vis a vis the core of the carrier is critical and a special tool is used. The cooling pipes
are individually removed from the oil manifolds that are located at the oil pan running horizontally
along side each bank, and cleaned and inspected individually.
3.21
a) CLEANING AND INSPECTION

Each P pipe will be cleaned with solvents and brushing specially at the nozzle area. Due
to its shape that has a bent end at the bottom it is necessary to make sure that dirt is not
accumulated and is removed completely. The attaching flange at the bottom must have a
good sealing surface to prevent oil leakage.
b) RE-ASSEMBLING
During engine assembly the P pipes are attacked to the bottom oil manifold and
thoroughly sealed and aligned with tool no. 8071720 gauge as per instructions provided on
EMM 9-5. Any pipe that does not align, must be replaced by new or qualified one.
HAND HOLE COVERS
3.22
There are 31 covers to re-qualify on a 16 cylinder engine. The cover assembly contains the cover,
cross bar assy, and hand wheel assy. Each individual cover component must be cleaned, inspected
and re-qualify, reworked or replaced in case of damage, the sealing surface cannot show bends or
deformation beyond repair. The gasket must be replaced by new one.
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INJECTOR AND GOVERNOR CONTROL RODS AND LEVERS
3.23
All mechanical linkage that connects the governor to injectors racks must be inspected for binding
or damage beyond repair. All pins and bearings must be replaced to prevent cumulative gaps along
the whole linkage.
EXHAUST MANIFOLD
The exhaust manifold is an assembly of chambers (3), expansion joints (4), heat shields (8), screen
(1) several attaching members.
a) CLEANING
Due to severe amount of carbon deposits, it is important to use carbon softeners and brush
as well as caustic solution in a container with agitation of the solution. The parts must be in
perfect condition to weaknesses in the materials subject to high temperatures in operation.
3.24
b) INSPECTION (Magnaflux and /or dye penetrant)

Any cracked leg baffles can be repaired by welding and re-machining any cracked
expansion joint must be replaced by new. The turbo screen will be scrapped if cracks are
emanating from ends of slots in the screen support.
If screen is damaged and support is in good workable condition, it is possible to rebuild the
assembly just by replacement of a new, drilled screen. Any screen with more than 5 years
of usage must be scrapped and replaced by new one (maintaining or not the same
support). The screen protects the turbocharger against bombardment of metallic particles
from the cylinders during combustion, therefore its integrity and cleanliness is a must.
All fixing elements (bolts, washers etc) must be replaced everywhere in the exhaust
manifold. The connector bellow the turbo adapter must be inspected on the sealing areas
for leaks of exhaust cases.
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3.24

c) RE-ASSEMBLING
All elements of the exhaust manifold must be re-assembled during engine final assembly
With turbocharger installation in the engine. Final torques are very important and the access
to some fasteners require special wrenches.
AIR FILTER HOUSING
3.25
Due to the fact that turbocharger doesnt make part of the scope of works this item is not included.
AFTER COOLERS AND AIR INLET DUCTS
3.26
Two after coolers (one on left bank and the other on the right) should be disassembled removing the
cores from the housings and cleaning, inspecting and deciding to replace any part. All gaskets, bolts
washers etc. will be discarded.
a) CLEANING
Two methods will be used. For the housing and air inlet ducts caustic solution to remove
any dirt deposits. For the core must be immersed in a tank with an organic cleaner nontoxic for approx. 3 hours with tubes lying horizontally. The tubes must be clean when
observed from one end to the other illuminated by a lamp. It may require brushing the tubes
inside, if the chemical cleaning is not sufficient.
b) TESTING THE CORE
If the visual inspection indicates that less than 5% of the tubes are clogged and less than
5% of the pins are damaged beyond combing and repair the core is still acceptable if
submitted to a 50psi air pressure test with all passages blocked and immersed in a water
tank without leaks the testing procedure is available on EMM 10-4
c) INSPECTION OF HOUSING AND AIR INLET DUCTS
The sealing areas must be free of any defects that affect air leaks. The flanged holes and
dowels at the headers must be reworked if damaged. Any damage like cracks or visible
defects can be reworked.
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3.26

d) RE-ASSEMBLING
The cores must be installed into the housings and ducts as per instructions of EMM 10-5 in
order to be finally assembled in the engine.
CRABS, CRAB NUTS, STUDS AND RESPONSIBLE FIXING ELEMENTS
3.27
The old type of attachment of the cylinder head (old crab type) has been replaced by the plate type
crab attachment, therefore the new elements will update the old elements if available in the received
engine to be overhauled.
The plate type crabs demands a higher torque of 2400 ftlb instead of 1800ftlb of the old design.
The studs and nuts must be also in impeccable condition and it is recommended to replace all nuts
by new ones and reconfirm the threads of the studs by go-no go gages and replace those that dont
conform the standards.
The same standards are applicable for other responsible bolts, nuts and studs such as:
a) Cylinder head to liner
b) Rocker arm shaft nuts
c) Exhaust manifold to crankcase
d) Accessory drive coupling retaining bolt
e) Main bearing nuts
f) Crankcase to oil pan
g)Basket to conn Rod
Note: All the above torques are listed on EMM 0-0,0-10 and 0-11 that must be followed integrally.
ENGINE TOP DECK COVERS (RE-QUALIFICATION AND UPGRADING)
3.28
The top deck frames of current design have round top inside corners whereas the old design had
square corners. On cases where the conversion is possible new type seals will be installed after the
conversion. In some circumstances it may be necessary to maintain the old type. The decision is on
a case by case basis. The top deck frame must be cleaned and inspected independently of the
possible conversion/upgrade.
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3.28
Any defects found on the fabrication steel frame (cracks, deformation etc) can be reworked. The
latches, brackets and attaching elements welded or bolted to the frame must be inspected
individually. Any hinge or clamp damaged must be replaced. Bolts, washers, gaskets etc must be
replaced by new. The covers must also be inspected for deformation that prevents convenient
sealing against the frame. The latching system after equipped with new seals, gaskets, bolts,
Washers etc. must be tested to ensure that all cover sealing area coincide at its whole peripheral
area against the mating frame surface.
DRIVE ASSEMBLY GOVERNOR
3.29
The governor drive assembly converts horizontal motion transmitted by the governor drive gear
(item 3.12 of this specification) into vertical motion by means of conical gears, shafts and a 90
housing. The shafts are moving inside of bushings and lubricated by oil. The whole assembly must
be cleaned with solvents and split into parts for individual inspection. All seals, gaskets and
bushings must be replaced by new. The inspection of each part must follow the standard criteria as
bellow:
Housing Cracks and dowel holes must be reworked to standards.
Shafts - Pits, scratched of re-workable nature can save the part, otherwise if damage is
beyond repair scrapping is the only solution.
Gears - Cracks on teeth or visible wear on the gear tooth must reject.
Nuts/Spacers can be re-used if conditions are acceptable.
Bolts/Washers Discard/replace by new.
WATER COOLING MANIFOLDS
3.30
Refer to item 3.16 water cooling piping and 3.1 b) Visual inspection of crankcase and oil pan
keeping in mind that such manifolds must be in perfect sealing order to avoid any water leaks into
the air box when in operation.
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OIL MANIFOLDS
3.31
Located at the oil pan must be flushed and clean and pressure tested according to item 3.1 d)
Hydraulic pressure test and re-qualified or repaired or replaced together with remaining works to be
performed in the oil pan.
FLYWHEEL, VIBRATION DAMPER AND RING GEAR

The flywheel is made of a coupling disc with a ring gear in its periphery. Cleaning with solvents and
magnaflux inspection will detect cracks in both parts, which will reject the parts for re-usage.
Warped disc can be spot faced as long as the minimum thickness of 17.5mm. If spot facing is
performed the max. face run out of 0,25mm and eccentricity of 0, 13mm maximum must be
observed as per EMM 6-12 same instructions must be followed for bolt holes found fretted.
3.32
The vibration damper of gear type requires very careful cleaning, in especially the 4 vent holes and
tested rotating it 10 in either direction before disassembling. If the damper cannot be moved after
the cleaning of the 4 vents and oil passage it must be replaced by new.
Dampers with over 6 years of usage must be replaced anyway. Pertinent instructions to
disassembly/assembly are contained on EMM 6-6.
FUEL FILTERS, SIGHT GLASSES AND BY-PASS VALVES
3.33
Spin on fuel filter elements, gasket etc. must be changed. The two valves must be tested
respectively by simulation at 5 psi (on return line) and 60 psi (in inlet line). If test parameters are not
met the by-pass valves (open at marked pressure) must be replaced or re-qualified. The glass of
each filter must be intact and sealed (no leaks). The fuel piping from the filters to the engine and
fuel manifolds (please see item 3.19 of this specification) must not leak by junction and sealing
points.
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TURBOCHARGER PUMP
3.34
The turbo pump is mounted independently to the engine at its side and contains an electric motor
D.C. (or AC/DC) driving a gear type pump. The re-qualification of the turbo pump is not within the
scope of this specification. New pumps will be supplied by the user, together with the turbocharger.
If re-qualification becomes necessary the electric motor and pump must be re-qualified separately
as per instructions of MI-4110-C or replaced by new A.C. type pump.
TURBOCHARGER FILTERS AND BY PASS VALVES
3.35
The turbo filters are mounted in the engine and contains 3 by-pass and check valves the elements
of the turbo filters must be changed and the whole bodies must be cleaned with solvents and dried
by air. The instructions to check and maintain these components are at EMM 9-16 and 9-17.
TURBOCHARGER
3.36
The turbocharger will be free issued by the user for assembly in the engine hence suitable
instructions to installation are contained at EMM 8-1 thru 8-6 on a step by step sequence. In order
to handle the turbocharger a special lifting device has to be fabricated in order to maintain the unit in
correct position to install and align. The same tool is used to remove the turbocharger.
ENGINE ASSEMBLY
All components of the engine must be pre-assembled and ready for final assembly. All special tools,
lifting, handling, alignment fixtures and reading tolerances gauges must be available as well as all
compounds, grease, lubricating oil etc necessary to effect a successful and cost effective assembly.
It is considered sub-assemblies the following items and all must follow exactly in detail the EMM.
Sequence (or otherwise the assembler can at its own option organise the most efficient sequence
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for its own facilities and personnel training).

Crankcase and oil pan.
Crankshaft complete with crankshaft gear and accessory gear.
Camshafts complete with stubshafts.
Power pack assembly (head, liner, piston and connrod).
Injectors completely assembled.
Oil scavenging pump complete with its drive gear.
Oil main pump complete with its drive gear.
Water pumps (two) complete with their drive gears.

Accessory drive coupling assembled.
Oil strainer assembled.
After coolers (two) assembled.
Turbo pump assembled.
Governor assembled.
Governor drive assembled.
Idler gears stubshafts completed

Individual gears of the gear train ( no.1, no.2 idler, governor drive and camshaft gears).
Fuel filters with sight glasses and valves complete.
Turbo filters (primary and secondary) assembled with valves.
Camshaft counterweights and overspeed device assembled.
Hot oil valve assembled.
Protector/detector assembled
Starting motors (two) assembled.
Besides these sub-components already assembled or under the form of major individual parts, a
complete list of new parts used in 100% of the replacements that are mandatory during complete
engine overhaul must be available as follows but not limited to:
a) Main and connrod bearings
b) Thrust washers (crankshaft)
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c) All bolts, washers, bushings, screws, gaskets, seals etc decided to be replaced in 100%
of the cases.
d) All bolts, nuts, studs etc re-qualified or new for responsible attachments.
MOST PROBABLE SEQUENCE OF ASSEMBLY OPERATIONS

4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
4.11
4.12
4.13
4.14
4.15
4.16
4.17
Crankcase is placed horizontally to install crankshaft into main bearings. Upper and lower
main bearings installed and crankshaft inserted, checked, torqued and tolerances
obtained.
Crankcase and crankshaft qualified assembly can sit at oil pan aligned the dowels torqued
and tolerances checked.
Rear gear train assembly and alignment from the bottom at crankshaft gear, no.1 idler, no.2
idler and camshaft gears with prior installation of stubshafts (EMM section 7 sequences)
fixtures, tools and gages of EMM 7-24 must be used integrally.
Front gears train assembly and housings to fit main oil and scavenging pumps and water
pumps. Also install oil strainer.
At top deck, installation of camshafts and top deck frame in order to align camshaft gear at
correct timing with gear train idler.
Installation of power packs with associated rocker arm assemblies.
Installation of overspeed camshaft, trip devices and linkages.
Installation of injectors and bridges.
Installation of after coolers and air inlet housings.
Installation of piston cooling pipes and water jumper pipes to liners.
Installation of oil pressure regulator and hot oil valve.
Installation of detector/protector.
Installation of governor drive assembly.
Installation of governor and fuel control rods and linkage.
Installation of fuel filters and lube oil filters
Installation of exhaust piping and manifold
Installation of turbocharger.
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4.18
4.19
4.20
4.21
Installation of top deck covers and timing of injectors and valves.

Installation of water outlet flanges.
Installation of starting motors
Installation of turbo pump
4.22
4.23
4.24
4.25
4.26
Installation of crankcase and oil pan inspection covers.

Installation of test valves.
Tune-up injector racks, timing valves and injectors.
Revision and quality control inspection.
Move engine to test room.
Notes: All relevant bolts, screws, washers, gaskets, nuts etc that have operated for at least 4 years,
showing even minor signs of rust, wear, deterioration etc. will be scrapped and replaced. Only items
that show like new appearance may tentatively be used if the areas where they are used are
considered areas of minor stresses. As a rule or thumb all these items must be replaced by new to
minimise risks of failures or improper torques.
Follow EMM section O for torque valves.
LOAD-TEST
The load test is fundamental to ensure that the engine operates according to standards of
performance and rated power as well as a means to observe any errors occurring during assembly
and re-qualification of components (i.e. incorrect timing, leakages of fuel, oil, water, air or exhaust,
improper assembly of the power package originating smoke etc).
In order to perform a load test and introduce load in the engine, two possible solutions can be
adopted.
a) To adapt the engine to an hydraulic dynamometer
or,
b) To use a D/C or AC generator (DC preferentially) of 2500 kw capacity being voltage and
amperage outputs controlled and registered to indicate the electric power that the engine
delivers.
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A suitable test room to test 16-645 E3/EBB engine must contain the exterior circuits and
systems that complete the engine as follows:
Fuel tank, fuel pump and fuel exterior circuit to the engine fuel filters.
Water cooling system by means of radiators or cooling tower equipped with a
thermostatic valve that is regulated to be fully open at 93C and close at 60C water
temperature.
Lube oil cooling system by means of oil coolers (single or mounted in parallel) which
are contact water/oil and inserted in the water cooling system on the thermostatic
controlled side so that oil temperature depend directly of the water temperature,
(maximum 10C differential).
Air filter system to prevent that foreign particles, dust etc. in entrained in the engine
during the testing phase.
Exhaust piping to atmosphere with suitable high temperature attachments.
Suitable flexible connections for all exterior piping some of them containing check
points for engine temperature, pressure etc.
Suitable flexible couplings with correct dimensions and bolting arrangements for engine
to dynamometer attachment.
Suitable flexible mountings where the engine sit during testing. These mountings can
be fabricated in steel plates and sandwiched in rubber or plastic to absorb vibration and
unalignment of drive and driven components.
INSTRUMENTS
5.1
Suitable mechanical, electric or electronic instruments must be installed in several check points as
follows:
a)
b)
c)
d)
Lube oil pressure of the main circuit (at turbo oil filter inlet)
Lube oil pressure at turbocharger impeller end.
Lube oil pressure at turbo pump discharge pipe.
Fuel pressure at inlet of fuel filters.
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5.1
e)
f)
g)
h)
i)
Air box pressure at one air box cover, (manufactured from a sample cover)
Water temperature at outlet flange to exterior circuit.
Water temperature at radiator/cooling tower.
Water temperature at inlet of water pump (or outlet of oil cooler, (on the water side).
Oil temperature at oil strainer housing (or outlet of oil cooler).
j)
k)
l)
m)
n)
o)
p)
q)
r)
Oil temperature at outlet of scavenging pump (or inlet of oil cooler)

Fuel temperature at fuel filter inlet line.
Fuel temperature at fuel filter return line.
Air inlet temperature before turbocharger (at air filter outlet).
Barometric pressure at site.
Oil pan vacuum through one cover mounted manometer adaptation.
Exhaust temperature of individual cylinders taken with a laser portable gauge.
Main bearing and conn rod bearing temperature taken with laser portable gauge.
Rpm of the engine by PTO at governor drive and suitable mechanical or electric
tackometer.
CONTROLS
5.2
Suitable mechanical/electrical speed control with 8 notches must simulate the range of speeds from
idle thru max. governor speed of 900 rpm in 8 successive steps simulating operation inside of the
locomotive and matching the governor characteristics and design operating by solenoids ABC and
D. It is possible to establish a remote control to energise the solenoids at 74 D.C volts and obtain
the speeds desired by the test parameters.
POWER READING
5.3
Either by hydraulic dynamometer direct/indirect readings or via voltage and amperes reading
suitable multiplication factors must be encountered to read the power output of the engine.
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LOAD CONTROL
5.4
5.5
Either thru the hydraulic dynamometer fluid control or via generator excitation control the load is
controlled from zero till 120% of the engine power.
HEAT DESSIPATION OF THE LOAD

The load dessipation heat that must influence the efficiency of its application and the readings of
constant power, must be maintained within limits.
PREPARE ENGINE FOR STARTING
5.6
With the engine and load at test room proceed as follows:

a)
Check fuel tank level, cleanliness of fuel and operation of the independent fuel pump
observing the return line sight glass for air bubbles until a clear path of fuel is observed and
the system is primed properly.
b)
Fill water and inspect with air box and oil pan covers open any accidental water leakage
inside of it.
c)
Pre-lubrication of the engine by means of an electric pump of 15gpm flow and minimum 10
psi thru the two plugs at main pump (one for the main oil gallery and the other for piston
cooling). Open the test valves and covers and bar engine one complete revolution. Prelubrication must be for 3 to 5 minutes. Check arrival of oil to top deck and camshaft
bearings.
d)
Drop some lube oil at the top deck over the bridge and rocker arm mechanism as well as at
the latches of the overspeed device. Arm the lever of overspeed device to latch position and
inspect the latching mechanism at each individual infector rocker arm to move to latch
position.
e)
Bar the engine manually again one more revolution and observe free movement of
components at the top deck and piston rings, liners etc. As well as turbocharger movement
thru the top of exhaust inspection cover.
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f)
5.6
g)
h)
Close crankcase and oil pan and top of exhaust covers, remove the turn over bar (or
mechanism).
Inspect all around the engine for water, fuel or oil leaks and make sure the oil drain valve at
the bottom of the oil pan is closed and not leaking oil.
Maintain the top deck covers open to observe arriving of oil after starting. Move tailshaft to
full fuel position and press the start button.
LOAD TEST PARAMETERS AFTER THE STARTING PROCEDURE
5.7
The engine will start and stay on idle for 10 to 15 minutes in order to get all components lubricated
properly. The main pressure gage for oil should indicate a minimum of 15psi. The water inlet
temperature must raise slowly up to 65C at which point the engine control will increase speed up to
throttle 4 steps of 1,2 and 3 with 30 seconds intervals. Fuel, lube oil and air box pressure must
raise slightly per each increment of speed. Load control must increase load from zero to 20% of
load at throttle 4 and stay fixed till the engine reach normal operating temperatures (approximately
10 minutes of warm up). Remove load to zero and come back to idle. At idle speed check rpm of the
engine (315 +/- 4rpm). If the engine rpm on idle is different than the standard check at top deck any
binding lever or injector rack not properly positioned. If this cannot be corrected the engine should
stop for governor, injectors, timing, valves etc. tolerances.
Once idle speed gets the standard and all temperatures and pressure resumed normalized, get an
individual cylinder exhaust temperature check. Using the laser thermometer when engine running
on idle each individual exhaust pipe must show equal readings of temperature as for all others
within plus or minus 10C. if one or more exhaust pipe temperatures is higher or lower than all
others such cylinder must be immediately checked to find out where the problem arises.
Note: The starting procedure involves pre-lubrication, opening of all test valves, bar the engine
by hand one or two revolutions inspecting etc as described in the chapter prepare engine for
starting.
The engine must go step by step from throttle 1,2,3,4 etc. staying approximately 5 to 10 minutes
each step and a set of readings in all instruments installed in the engine as per chapter
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5.7
instruments referred to before. A chart indicating step by step positions and all readings taken
must be designed to be used at the test room.
TEST AT 100% LOAD AND MAXIMUM SPEED
5.8
Reaching throttle 8 and 100% load the engine must run constantly for 30 minutes at maximum
rating. With the laser thermometer performing one or two readings of exhaust temperature per
individual cylinder while running in full load, full speed.
After 30 minutes stop the engine and remove the oil pan cover at no.2 main bearing position. The
removal must be made quickly to prevent engine cooling down completely. With laser thermometer,
check temperature of no.2 main bearing. If the temperature is above 120C the engine must stop
testing and all other bearings checked the same way. If all other bearings show the same
temperature, the external oil cooler circuit must be corrected since it must be deficient. If only one
bearing or two show a differential temperature higher than 15 C vis a vis all others, such bearings
must be rechecked carefully to find the cause.
The engine must resume its test after the checks referred to before and run for two consecutive
hours non-stop with readings (the complete set except for main bearing temperature) taken every
30 minutes. Around 3 to 4 readings throughout the test will finally be analysed under the point of
view of stabilisation of the check point reading. If readings dont stabilize at a certain level within 5 to
10 percent deviations, the causes for abnormal deviations must be detected and solved.
Here are the check points summarised into a chart.
1. Governor rack position (3 to 4 readings) remark any hunting if it exists. Note any vibration
on the governor rack scale (normal position of rack is 0,80).
2. Lube oil pressure. Expectable minimum 40psi maximum 75psi.
3. Lube oil pressure at turbo end. Expectable minimum 20psi max 50psi.
4. Lube oil pressure at turbo pump. Expected minimum 15psi max 50psi.
5. Fuel pressure at inlet of fuel filters. Expected minimum 15psi maximum 60psi.
6. Air box pressure, expected minimum 14psi maximum 20psi.
7. Water temperature at outlet flange. Expected max 98C.
8. Water temperature at radiator/ cooling tower outlet. Expected 5C to 8C bellow item 7.
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5.8

9. Water temperature at water pump inlet. Expected 5C to 6C bellow item 7.
10. Oil temperature at strainer housing. Expected 5C to 7C above water temperature of item
9.
11. Oil temperature at outlet of scavenging pump. Same as item 10 within 1C to 2C
difference.
12. Fuel temperature at fuel inlet line. To be registered for loss of power calculations.
13. Fuel temperature at return line, to be registered for loss of power calculations.
14. Air inlet temperature. It is ambient temperature of the inlet air during the test. To be
registered for power loss calculations.
15. Barometric pressure. To be registered for power loss calculations.
16. Oil pan vacuum. Expectable 1 to 2 of water column vacuum.
17. Exhaust temperature of individual cylinders. Expected 400 to 480C taken with laser
thermometer.
18. Main bearing and conn rod bearing temperature. Taken with laser thermometer at the caps
and basket metallic part expected minimum 80C maximum 105C immediately upon test is
finished with very hot engine. Differential between bearings should not exceed 10C.
19. Engine rpm to be 900 +/-5rpm along the whole test in throttle B maximum load.
VISUAL INSPECTIONS ALONG THE TEST AND AFTER THE TEST
5.9
Once the test is running every 30 minutes visual inspections to oil, fuel, water, air, leaks must be
performed. Finalising the test oil leaks must be checked at the inside walls of the air box and
radiating from the after-coolers towards the air box.
Smoke analysis must be observed along the test after the engine has got normal operating
temperatures. It is acceptable a very light grey smoke spaced with periods of no smoke at all.
Consistent grey smoke or darker is not acceptable and the combustion must be examined. Blue
smoke is a sign of oil being expelled from exhaust and the cause needs to be investigated. Water
leaks inside of the air box coming from the top deck or oil coming from the top deck require analysis
too. If oil is radiating from areas not properly sealed correction with sealing reinforcement must be
done.
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POWER OF THE ENGINE
5.10
After calculations for power losses, generator or hydraulic dyno efficiencies etc it is expectable 3150
hp to 3300 gross to be obtained from the 16-645 E3/E3B engine.
Lower or higher power ratings at the test must be investigated.
RETORQUE OF SPECIFIC COMPONENTS
5.11
Immediately upon concluded the load test some steps must be taken to ensure that the engine is
ready for service. (engine still hot).
Retorque the rod basket hardware.

Retorque crab nuts.
Retorque exhaust manifold base bolts.
Retorque expansion joints hardware.
Reset injector timing.
PAINTING
6.
The painting of the engine is done before and after the load test. Interior painting of the crankcase
and oil pan is done with a special primer-sealer, sold in quantities of 1 gallon (P/N 8187781) or 5
gallons (P/N 8187782). The primer is spread generously around all sealing points. The same
primer-sealer can be used at the exterior in critical areas for sealing, otherwise a buff primer sold in
1 gallon cans (P/N8228726) can be sprayed at the exterior parts of the engine.
All surfaces containing holes, friction or threads must be covered with tape before painting. The final
paint is suede grey enamel sold in cans of one quarter of gallon (P/N 8078289) or 1 gallon
(P/N8122047) or 5 gallons (P/N8133054) the enamel paint is highly resistant to temperatures above
100 C and during application require mixing with thinners sold in 1 gallon cans (P/N8079447).
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Two layers (at least) of enamel paint sprayed generously all over and dried with hot air ventilated by
a proper blower at low air pressure will provide a quick and professional appearance.
FINAL INSPECTION, DOCUMENTATION REPORT, BOXING AND COATING

Along the execution of the works, suitable item by item reports will be filled in. the format of such
reports is at the judgement of the supplier (or the department) however some guidance must be
followed:
a) Each component that was repaired and reused must indicate why it was necessary to
process the repair and what was the final result upon repair.
7.
b) Each component that was approved to be reused must indicate all dimensions
measured compared with the standards in order to clearly indicate why it can be
reused.
c) Each component that was rejected and required replacement by a new component
must indicate why it was rejected, if the component was damaged beyond repair (ie. unrepairable crack or fracture) a photograph can be taken to document the damage which
is annexed to the report as clear evidence.
Each sheet or chart or written report must have the title of each component according to each item
of this instruction (example: Lube oil pressure relief valve item 3.18).
All documents will be organised by item no. order under the form of a book containing in the cover
the model and serial no. of the engine. Photocopies will be taken and the supplier will keep the
original (or more at suppliers request) for the user. The book organised this way not only provides
an excellent track for any future failures that accidentally occur, eliminating this repetition as well as
for personnel training at suppliers and users end.
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FINAL INSPECTION
7.
Having performed the load test and painting, a careful, all over, detailed inspection must be done of
the entire engine taking into consideration the following areas:
a) All piping
b) All bolts and threads.
c) All hoses and attachments such as brackets.
d) All holes, inlets and outlets for cleanliness.
e) Painted details for cosmetic defects that need retouching with paint.
f) All surfaces not supposed to be painted in order to remove excessive paint with paint
remover. The quality control of the user must be called to check if all details are
acceptable.
BOXING AND COATING
Before boxing all surfaces not painted must be lubricated with light oil for protection and taped.
All holes must be covered with plastic seals. All fluids must be drained and engine protected against
corrosion. The boxing must be done according to users instructions but a sturdy metal frame can be
designed to involve the oil pan and allow the assembly of the wooden frames (if required a wooden
box). In some cases plastic cover wrapped up with plastic straps and soft protections around
sensitive components. The boxing must be hermetic to humidity regardless of the covering material
used in the box, in order to be warehoused for at least 6 months.
END
Page 61 of 61
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INSTRUCTIONS

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REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

Author: LIBERTO PIRES

TITLE, WORK DESCRIPTION AND COMMENTS

SPECIAL TOOLS AND

PRE-CLEANING OF THE ENGINE

Special lifting bar.

COMPLETE DISASSEMBLING OF ENGINE

Injector pry bar

The engine weight is approximately 15,700 kg (without turbocharger) or 16,500kg (with

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

File 690 to lift after

Turbo charger lifting

Main BRG cap tool

Test valve wrench

Piston hold eng tool

Conn rod clamp

Crab nut wrench set

E.M.M all sections

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

REBUILD/RE-QUALIFICATION OF ENGINE COMPONENTS

High pressure hot

Straight ruler with 3

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

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

Top deck covers for distortions.

c) MAGNA FLUX INSPECTIONS

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

End bar to top deck welds.

d) HYDRAULIC PRESSURE TEST

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

Exhaust deck wear step versus top deck thickness

CRACK CORRECTION BY WELDING

g) PLUG WELDING AND THREAD INSERTS

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

HEAT STRESSES AND CONTROL OF DEFORMATION

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

Crab stud support re-machining ( spherical seats )

OIL PAN RE-MANUFACTURING

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

appropriate document which belongs to the engines remanufacture documents.

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

REHABILITATION OR REPLACEMENT OF CRANKSHAFTS

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

b) DISASSEMBLE THE CRANKSHAFT INTO TWO SEGMENTS

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS

REPORT: REPAIR AND REHABILITATION OF 16-645 E3/E3B IIRR PROJECT

TITLE, WORK DESCRIPTION AND COMMENTS