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2
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Timingg ggears
The primary herringbone crown (2) meshes with two idle gearwheels (101)
fixed and centred on idle pinions (102) that drive the camshaft gearwheels.

Herringbone gears allows to reduce axial stresses (compare to helical gears),

but they are very hard to machine.

Primary crown (weight: 240kg)

The primary crown is centred on a crankshaft collar. It is fastened by screws
and nut plates.

Idle pinions and gearwheels

Idle pinions (102) are equipped with two bushes (106) in their bores. Idle
gearwheels (101) are centred on the pinion collars and fastened by screws and
nuts.

Shafts of idle pinion / gearwheel assemblies

The idle pinion/gearwheel assemblies are supported by shafts (8 ‐ bank B) and
(10 ‐ bank A) which are fixed on T.G.S. side of crankcase by means of a flange
(9).
They are maintained at the other end by a cylindrical assembling device
composed of two taper rings (34) and (35) tightened by one nut (47).
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Camshaft ggearwheels ((weight:
g 82kg)
g)

Camshaft gearwheels are torsionally resilient.

They are engraved with the timing gear marks.

They consist of a primary hub (301) tight‐fitted and keyed on the

camshaft and then locked by screw.
screw

The secondary crown (214) is centred on this primary hub by means of

copper‐lead strips (302).

The hub/secondary crown assembly delimits cells which accommodate

cylindrical springs (211) arranged around the thrust keys (212).

The connection between the hub and the secondary crown is ensured
by these keys.

The whole assembly is maintained by flanges (215) fastened on the

sides of the secondary crown.

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Camshaft ((weight:
g 2*640kg
g ffor 16cyl)
y)

Each camshaft consists of one‐piece type.

The camshafts rotate at half the speed of the crankshaft.

The inlet,
inlet exhaust and fuel cams,
cams of one‐piece
one piece type,
type are hot shrunk on the
camshaft and positioned through a key.

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Two‐piece
p cams

Assembled by screws are used for repair parts, after cutting the
damaged one‐piece cam.

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Camshaft bearings
g

Each camshaft is supported by four types of bearings:
‐ standard bearing (fastened under the injection pump drive box)
‐ additional bearing (due to the distance between the last injection 
pump drive box and the frame end) 
‐ flanged bearing (close to the gearwheel)
bearing (close to the gearwheel)
‐ thrust bearing (fitted at the camshaft end, before the gearwheel)

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Standard bearingg

The standard bearings (301) rest on the lower side of injection pump
drive box.

They are located on both sides of the injection cam and fixed by tie
rods (306) which also fasten the injection pump.
pump

Two centring bushes (305) hold the bearings in position on the pump
drive box.

The bearings are equipped with lower and upper bearing shells (302,
303) locked up by a stop screw (333).

The bearings lubrication is ensured by oil coming from injection pump

drive box.

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Additional bearingg

The T.G.O.S. bearing consists of a body (501) provided with a bush

(208) and fixed to the crankcase face by the screws (210).

The bearing is adjusted and positioned by two pins (212) at assembly.

The additional bearing is lubricated thanks to an outside lube oil.

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Thrust‐bearings
g

The thrust‐bearings consist of a body (401 or 402) provided with a bush

(425) and a cover (407).

Through the ball bearing (98), they hold the camshafts longitudinally.
The peel shim (427) allows to adjust the clearance when fitting a new ball
thrust bearing.

They are fixed on the crankcase face by screws (315) and adjusted and
positioned by two pins (117) at assembly.

The thrust‐bearings are lubricated thanks to an outside lube oil.

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Flanged
g bearingg

The flanged bearings consist of a bearing body (1) provided with a bearing shell of
two‐piece type (2) and (3) positioned by a locked screw (9).

The bearing body (1) is fastened on the crankcase by screws (8, 10).

It is adjusted at assembly and positioned by fitted bolts (6).

The bearing lubrication is ensured through a drilled screw which supply the
bearing shell through the drilling of the bearing body (1).

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Inlet and exhaust tappets
pp

The camshaft drives the tappets (304) provided with ball‐shaped tappets
(311) which, in turn, move the rocker arms through the push rods (331).

A spring (310) compensates for the tappet backlash by holding the push
rod in contact on the rocker arm.
arm

The spring avoid the oil to splash against the valve casing gasket when the
push rods acts on the rocker arms.

Each push‐rod is protected by a protection‐tube (357) fastened on the one

side on the tappet guide casing, and on the other side on the rocker arms
casing.

The inlet and exhaust gear systems are identical.

Each tappet (304) slides in the tappet guide casing (301).

(301)

The roller (5) is provided with a bush (6) and rotates around the pin (7).
Its direction and guiding are ensured by the pin tenon.

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Injection pump tappet
j p p pp

The injection pump tappet is housed in a casing (4) which is fixed on the 
crankcase roof by four screws.

The tappet (13) slides in the bush (12) which is fixed to the casing (4).
A spring (23) pushes the roller on the cam.
A spring (23) pushes the roller on the cam

The screw (19) allows the injection advance to be timed. It is locked by the 
screw (20) squeezing action.

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Lubrication

Oil coming from the main pipe supplies the following elements 
thanks to several pipes:
‐The idle pinion shaft
‐The camshaft thrust bearing
The first tappet casing
‐The first tappet casing
‐The fuel and oil pump intermediate shaft
‐The water pump bearings.

The tappet casings are connected together by tubes held in position

by snap rings.

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Lubrication

The tappets casing feeds:

→A cavity located at the periphery of each tappet.

Lube oil is then driven through a duct of the tappet to the pin (7) or (16).

The radial ducts of the pin supply a bush (6) or (15).

Lube oil enters then this bush, lubricating the rollers and cam raceways.

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Lubrication

The tappets casing feeds :

→The standard bearings through the injection pump drive casings.

Lube oil is flowing down, along the fixing tie rod (306) towards the
bearing shell (302),
(302) through a groove.
groove

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18
Water p
pump
p drivingg p
pinion

In case of only one driven pump:

The casing (402) houses the gears (602) and (603).

One end only of the shaft (601) is tapered.
It accommodates the pump impeller tightened by the nut (50)
It accommodates the pump impeller tightened by the nut (50).

The supporting bearing (7) houses the pump body.
The closed bearing (5) houses the free end of shaft (601).

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Water p
pump
p drivingg p
pinion

In case of two driven pumps:

The casing (402) houses the gears (103) and (603).

Both ends of the shaft (501) are tapered.
They accommodate the pump impellers
They accommodate the pump impellers.

The supporting bearings (512) house the pump bodies on both sides of 
the casing.

The bearing bushes (508 and 8) are lubricated thanks to four outer pipes.

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Fuel and oil p
pumps
p drivingg p
pinions

The casing (401) houses the gears (204) and (205).

The governor driving gear is fitted on the splined end of the shaft (1).
The wheel (102) is slide fitted on the oil pump shaft splined end.

The shaft (302) ensures the connection on oil pump side to a splined
flange (318) and on fuel pump side to a coupling (303).

The lubricating of bushes (8) is ensured at one end by an outer pipe

and at the opposite end through a drilling in the shaft (1).

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Turningg ggear ((weight
g off turning
gggear and casing
g assembly:
y 350kg)
g)

The engine is turned by a geared motor which drives a cogged crown

on the vibration damper on T.G.O.S. side.

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Turningg ggear

The turning gear consists of a train of pinions terminated by a square

shaft end (206).

This square may be driven by:

‐A
A reduction gear with tangent wheel (202) and worm,
worm itself driven by an
electric motor
‐A socket wrench
‐A hand drill.

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Turningg ggear

The train of pinion is mounted in a casing.

The pinion driving the crankshaft gear wheel may be declutched.

This sliding pinion (911) is mounted on a splined shaft (912) held by two
bushes; one is fitted into the casing (1) and the other into the bearing
(916).

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Turningg ggear

Safety systems are built‐in the engine or in the turning gear drive system.

They disable :

→The engine start when the turning gear is engaged

Caution: it do not disable the manual opening of the main starting valve.

→The power supply to the turning gear motor as long as the sliding pinion
is not engaged.

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Turningg ggear

Depends of installation, the control system may be fitted with a unit which
disable the engine starting air control

It disable :

→The engine start when the turning gear is engaged

By introducing the operating wrench (25), the pin (28) goes up and close
the control air supply.

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