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M5C01008 Page 1 of 5

Crankshaft C01

Contents

Page 2 Introduction

Page 2 Maintenance

Page 3 Reconditioning

Page 3 Removal and assembly

Page 4 Data

Crankshaft Ruston RK215

M5C01008 Page 2 of 5 Section C01

Introduction

The forged alloy steel crankshaft incorporates bolted onbalance weights and is induction hardened on the lipseal surface. It is drilled through the journals, webs andcrankpins to provide passages for pressure lubrication ofthe large-end bearings, small-end bearings, etc. The oilis delivered through ducts in the engine crankcase to themain bearing stations.

A gear is fitted to the free end of the shaft to drive thecamshaft gear train.

MaintenanceFor maintenance hours see schedule

C - Interval

Check the alignment of the flywheel end web as detailedin the Crankshaft Alignment instruction.

D - Interval

Check the alignment of all webs as detailed in theCrankshaft Alignment instruction (C02).

F - Interval

When the large-end and main bearings are removed,check the crankpins and journals for ovality and wear(Fig.3). If the ovality has reached the maximumpermissible limit of 0.10 mm., or if any of the crankpinsor journals are damaged, the crankshaft must bereconditioned.

Examine the surfaces of all crankpins and of each mainbearing or journal in turn, as the bearing is removed, forscratches or rough spots. If any such defects are foundthey should be smoothed away using a carborundumstone or fine emery cloth (Fig.4). However, every caremust be taken to prevent abrasive matter from enteringthe lubricating oil system. Insert a wooden or plastic plugin crankpin and journal oil holes. Remove all plugs aftercleaning off the abrasive particles.

CAUTION: The engine must never be run if thecrankshaft is cracked and any suspicion of suchdamage should be checked before the engine is

rebuilt.

If the condition of any main bearing is suspect or if thedriven machine has been removed and refitted, the

Fig.1 RK215 crankshaft

Fig.2 Check the alignment

Fig.3 Check for ovality and wear.

Fig.4 Smooth away scratches and rough spots.



alignment of the crankshaft must be checked as detailedin the CRANKSHAFT ALIGNMENT instruction (C02).

Examine the gear on the crankshaft, especially ensuringthat the teeth are not damaged. If abnormal wear isdiscovered, the gear must be renewed.

H - Interval

When the crankshaft has been removed from thebedplate, it must be checked thoroughly for cracks asdetailed in the CRACK DETECTION instruction. On noaccount must a cracked crankshaft be returned toservice.

Check the crankpins and journals for ovality and wear.When the ovality reaches the maximum permissible limitof 0.10 mm., the crankpin and journals must bereconditioned.

Reconditioning

If the crankpins or journals have exceeded the ovalitylimits, or have become damaged, they may be regroundproviding that the diameter is not reduced by more than1% of the original diameter. In addition, any onecrankpin or journal may be reduced by 3.2mm providedthat all other pins remain within the 1% reduction limit.

Removal and assembly

Crankshaft

When removing or replacing the crankshaft it isnecessary to take care of the half-ring thrust plates.They must be held as the shaft is removed and retainedin place by grease as the shaft is lowered into position.

Drive gear

Remove the drive gear by cutting through it, betweentwo teeth, with a thin cutting wheel. Care should betaken to avoid damage to the crankshaft.

Assembly

WARNING – HEAT RESISTANT GLOVES MUST BEWORN WHEN HANDLING THE HEATED GEAR.

1. Thoroughly clean the area of the crankshaftwhere the gear is to be fitted.



2. Thoroughly clean the bore of the gear to befitted.

NOTE:- Both the bore and the shaft MUST becompletely free from oil or grease of any kind.

3. Check that the dowel pin is in position on thecrankshaft so that the gear is fitted in thecorrect position relative to TDC.

4. Heat the gear using a suitable oven or inductionhot plate. (150OC min 170OC max)

5. Apply loctite (11/P400/5468/32) to the diameterof the shaft to which the gear is to be fitted.

6. Fit the gear over the shaft (Fig.5) and locatethe hole in the gear correctly onto thecrankshaft dowel (Fig.6). Press the gear fullyhome.

7. Locate top hat tool over crankshaft (fig.7).Tighten the locking device with sufficient forceto ensure full contact with the crankshaftshoulder. Leave in position until gear hascooled down.

8. 14 hours must elapse before the engine is runto allow the Loctite to cure.

9. Check behind gear with 0.05mm feeler.

DataTop hat tool no 82838

Journal diameter(standard) 249.99/250.02 mm.

Crankpin diameter(standard) 165.000/165.025 mm.

Journals can be ground to 0.5, 1.0, 1.5 and 2.0 mmbelow above sizes.

Crankpins can be ground to 0.5, 1.0 and 1.5 mm belowabove sizes.

Gear assembly heat 150OC min 170OC max

Crankshaft balance weightbolt 664Nm

Fig.5 Fit the gear over the shaft.

Fig.6 Locate the gear onto the crankshaft dowel

Fig.7 Tophat tool in position on crankshaft



Flywheel/crankshaft bolt 664Nm

Document intentionally blank


Crankshaft alignment C02

Contents

Page 2 Introduction

Page 2 Procedure

Page 3 Corrective procedure

Page 3 Hogging and sagging

Page 4 Driven machine

Page 4 Special tools

Crankshaft alignment Ruston RK215


Introduction

The alignment of the crankshaft in the main bearings isof utmost importance because misalignment - which canbe caused by uneven rates of wear, settlement of enginefoundations, misalignment of the driven machine etc. -affects the main bearings and, by causing deflections ofthe crankshaft, sets up undue stresses in the shaft.

When the engine is assembled at the works, the totalpermissible variation between readings for any crankpinexcept the flywheel-end crankpin when a flywheel isfitted, or the damper-end crankpin when a damper isfitted is 0.051 mm. The total permissible variationbetween readings for the flywheel-end crankpin when aflywheel is fitted, or the damper-end crankpin when adamper is fitted is 0.089 mm.

Whenever the engine is rebuilt, with new bearings and areconditioned crankshaft, the deflections should bewithin the figures quoted. The alignment of the flywheelend of the crankshaft is influenced by the position of thedriven machine; therefore, if the driven machine hasbeen disturbed, either for a bearing change or forcomplete replacement, the alignment of the crankthrowadjacent to the flywheel must be checked and theposition of the driven machine bearing adjusted to givedeflections within the specified limits. If the limits are stillexceeded, check the crankshaft for wear, ovality anddistortion then check the bedplate for truth of the mainbearing housing by means of a wire or mandrel.

Procedure

1. Check the engine and driven-unit foundationbolts for security, and ensure that the holding-down nuts are tight.

2. Remove the crankcase inspection door.

3. Bar the engine round until the crankpin to bechecked is as near to B.D.C. as possible, whilstallowing fitting of the deflection indicator(Fig.1). From this point the engine can beturned through approximately 310 deg. with thedeflection indicator in position.

4. Fit the deflection indicator in the centre-poplocations between the crankshaft webs (Fig.2).

Fig.1 Fit the deflection indicator.

Fig.2 Ensure the indicator is located in the centre-popmarks.



Rotate the indicator two or three times, toensure correct register of the pointedextensions of the indicator in the centre-popmarks.

5. Set the dial gauge of the deflection indicator toread ‘Zero’ (Fig.3).

6. Bar the engine round in the direction of rotation,checking and recording the crankshaftdeflection shown by the dial gauge at fourfurther positions, i.e., with the crankpin atapproximately 90 deg., 180 deg., 270 deg. and310 deg. from the starting point. Deflectionsindicated should be within the acceptabletolerances described earlier.

7. Repeat operations 3 to 6 inclusive for theremaining crankpins and compare the readingsto ascertain if any “hogging” or “sagging” exists.

Corrective procedure

When the deflection indicated at the drive-end crankpinis outside the specified tolerance, the driven machine orpedestal bearing (if fitted), must be re-aligned to bringthe deflection within tolerance.

Deflections outside tolerance at any other crankpin mustbe fully investigated and rectified.

Hogging and sagging

If the indicator is correctly set when the crankpin is atT.D.C., a negative reading with the crankpin at B.D.C.will indicate that the webs have closed slightly, i.e., thatthe crankshaft is sagging (Fig.4) at that particular throw.

Fig.3 Set the dial gauge to read zero.

Fig.4 Sagging



Conversely, a positive reading with the crankpin atB.D.C. will show that the webs have opened, i.e., thatthe crankshaft is hogging (Fig.5). If the misalignment iswholly in the vertical plane, the readings at the front andback will be half the B.D.C. reading.

Driven machine

If the misalignment is confined to the crank throwsadjacent to the flywheel, the position of the drivenmachine should be adjusted to suit - see the Flywheelsection C06.

Special tools

Deflection indicator dialgauge-metric 80.300.08508.400

Fig.5 Hogging


Main bearings C03

Contents

Page 2 Diagram

Page 3 Introduction

Page 3 Maintenance

Page 4 Removal

Page 6 Assembly

Page 7 Tightening caps


Page 8 Data

Main bearings Ruston RK215




Introduction

The underslung crankshaft is retained in the crankcasewith steel main bearing caps. The outer two are locatedon the end walls of the crankcase and the remainingcaps on the crankcase diaphragms.

Each cap is fitted with two dowels, for location, andsecured to the crankcase with two studs and nuts. Sidebolts are fitted for lateral location on the vee enginesonly. The flywheel end bearing is fitted with two,aluminium-tin, semi-circular thrust rings, each locatedinto a recess in the crankcase to provide axial locationfor the crankshaft.

All the bearings are precision made thin wall, steel-backed aluminium-tin shells (Fig.2); the top shell isslotted and grooved and the bottom shell grooved for oildistribution. Tangs in each shell locate them in theirhousings and prevent them from turning. Upper andlower shells are not interchangeable.

The bearings can not be adjusted to compensate forwear and new bearings must be assembled withoutscraping or hand fitting.

MaintenanceFor maintenance hours see schedule.

F - Interval

1. Lower each main bearing cap in turn andinspect the mating faces of the cap (Fig.3) andcrankcase for bruises and other damage,dressing as necessary.

2. Remove the bearing shell halves and check forcracking or wiping of the lining.

3. Check the backs of the shells for fretting; slightfretting is of little importance but, if there ismetal transfer between the shell and thehousing, renew the shell and clean up thehousing.

CAUTION: The bearing caps should only be removedone at a time to ensure that the crankshaft is not left

unsupported over more than two crank lengths.

Fig.1 Main bearings caps in situ.

Fig.2 Bearing shells

Fig.3 Lower each bearing cap and inspect.



G - Interval

NOTE: New main bearings of the correct undersizemust be fitted if the crankshaft is reconditioned.

1. Remove the bearings and crankshaft andexamine the crankshaft journals for wear asdetailed in the CRANKSHAFT instruction.

2. Renew the bearing shells.

3. Assemble the bearings and caps to thecrankcase, fit the nuts and tighten to thespecified stretch figure (Fig.4) as detailed later.

4. Measure the bearing bores (Fig.5) and themating crankshaft journals and calculate therunning clearance.

When any clearance exceeds its limit (see DATA), thecrankshaft will require reconditioning.

A bearing cap seats solidly on the crankcase only whenthe nuts are correctly tightened, thus “nipping” thebearing in its housing, therefore the bearing clearancesmust not be reduced by filing the butt faces of thebearing shells. An allowance on the peripheral length ofthe bearing shells, and tightening of the bearing capfixings to the correct stretch figure ensures thenecessary “nip” and the correct running clearance.

H - Interval

Proceed as G interval but, in addition, check the studsfor signs of damage and/or wear.

Removal

Engine as installed

1. The main bearing caps can be lowered ontostud extensions to give access to the bearings,without removing the main bearing capscompletely from the crankcase.

2. To release main bearing caps fit the collarsover the special nuts (Fig.6), screw the nuttensioning jacks up to the collars and back offthe jacks by half a turn on the threads. Connectthe hydraulic pump to both jacks and pressuriseto 1200 bar (Fig.7). Check that the special stud

Fig.4 Tighten the specified stretch figure.

Fig.5 Measure the bearing bores.

Fig.6 Fit the bearing jack to the cap nut

Fig.7 Pressurise and loosen the nuts.



nuts can be loosened, if not raise the pressureslightly and try again.

3. To lower the main bearing caps from theirlocations fit the main bearing stud extensionswith the nuts at the top of the threads (Fig.8),abutting the main studs. Lower the bearing capevenly with the special stud nuts until they meetthe extension stud nuts.

Lower both nuts on each stud until the specialstud nuts are clear of the threads and continueto lower the bearing cap until adequate accessfor bearing removal is achieved (Fig.9).

4. Remove the bearing from its cap by applyingpressure at the end opposite to the locatingtang.

5. If difficulty is experienced, slacken the sidebolts if fitted and cap nuts on the adjacent caps.The top bearing shell can now be removedusing the removal tool (Fig.10). Working on thecrankcase on the opposite side to the locatingtang, turn the crankshaft until the removal toolcan be inserted into the oil hole. Rotate to pushout the bearing half, tang first.

Engine inverted

1. Release the side bolts and cap nuts, as engineinstalled, and remove the bearing caps, checkthat each cap is marked to place.

2. Lift the crankshaft from the crankcase asdescribed in CRANKSHAFT instruction.

3. The bearing shells can be removed from thecaps and crankcase by applying pressure at theend opposite to the locating tang.

4. Remove the thrust rings from the crankcase.

5. Ensure that all components are stored suchthat they can be replaced in their originalposition.

Fig.8 Fit the main bearing stud extensions.

Fig.9 Lower the cap evenly.

Fig.10 Insert the turning tool into the oil hole.



Assembly

Engine as installed

1. Coat the top half shell with clean engine oil onthe bearing surface.

2. Turn the crankshaft until the oil hole is at thebottom. Working on the bearing locating tangslot side of the crankcase fit the appropriatebearing insertion guide plate (Fig.11). Hold inposition with the spacer tube and main bearingcap nut. (The guide plate with the off-set studhole is for number 1 bearing only). Enter thebearing half with the tang outermost andcorrectly aligned by the guide plate. Push thebearing back into position as far as possiblelocating the tang in the slot when fitted.

3. Coat the bottom half shell bearing surface withclean engine oil and fit to the bearing cap,ensuring that the tang is correctly located(Fig.12).

4. Use stud extensions to raise the cap intoposition (Fig.13). Ensure that the locationdowel holes in the cap is facing the front.

CAUTION: The crankshaft must not now be turneduntil the caps are spanner tight.

5. Fit the side bolts and cap nuts and tightenfinger tight. Tighten the nuts of adjacent capsspanner tight.

6. Tighten all nuts to the correct torque andhydraulic tension as described later.

Engine inverted

1. Coat the top half shells bearing surface withclean engine oil and fit them into the crankcaseensuring that the tangs are correctly located.

2. Coat the crankshaft journals with clean engineoil and lower the crankshaft into position.

3. Manoeuvre the crankshaft longitudinally toallow the thrust ring halves to be fitted to thecrankcase, the oil grooves must face thecrankshaft.

Fig.11 Fit the appropriate bearing insertion guide plate.

Fig.12 Correctly locate the bearing tang.

Fig.13 Raise the bearing caps.

Fig.14 Ensure correct dowel location.



CAUTION: The crankshaft must not now be rotateduntil the caps have been fitted and all the nuts

tightened spanner tight.

4. Coat the bottom half shell with clean engine oiland fit to the bearing cap ensuring that the tangis correctly located.

5. Fit the bearing caps, returning them to theiroriginal positions, ensure that the dowel holesare facing the front.

6. Fit the side bolts and cap nuts to all bearingstations and tighten finger tight.

7. Tighten all nuts to the correct torque andhydraulic tensioner as described later.

Tightening caps

Each of the bearing caps is secured to the crankcase bytwo studs and special nuts which should be tightened asfollows, using torque wrench the hydraulic nut tensioningtool.

The side bolts are only fitted to vee form engines.

1. Tighten No. 1 nut finger tight.

2. Tighten No. 2 nut finger tight.

3. Tighten No. 3 side bolt to initial torque of 68Nm(50 lb ft).




7. Tighten nuts 1 and 2 to 1200barsimultaneously, using two tensioners. If onlyone tensioner is available continue with 8-11.

8. Tighten No. 1 nut to 500 bar reading onhydraulic nut tensioner.

9. Tighten No. 2 nut to 500 bar reading onhydraulic nut tensioner.

Fig.15 Cap tightening reference.



10. Tighten No. 1 nut to 1200 bar final reading onhydraulic nut tensioner.

11. Tighten No. 2 nut to 1200 bar final reading onhydraulic nut tensioner.

12. Tighten No. 3 side bolt to final torque of 700Nm(520 lb ft).




Special tools

Bearing turning tool 80.561.02414.C02

Hyd tensioner kit 86.561.02363.C03

Bearing cap lowering gr. 80.561.02482.C01

Data

Bearing housing diameter 260.000/260.032

Bearing bore diameter -Assembled 250.200/250.282Shaft diameter 249.99/250.02Running clearance 0.190/0.292

Thrust bearing thickness 10.925/11.00


Piston C04

Contents

Page 2 Diagram

Page 3 Introduction

Page 3 Maintenance

Page 4 Dismantling

Page 4 Decarbonising

Page 5 Assembly


Page 6 Data

Piston Ruston RK215


Piston Ruston RK215


Introduction

Two piece pistons are fitted, consisting of an aluminium-alloy body and chrome molybdenum steel crown,equipped with an 'O' ring seal and held together by fourbolts.

This design simplifies the manufacture of cooling ductsand provides for both the tolerance of higher operatingtemperatures and a better rate of heat transfer.

Three compression rings are fitted to the piston crown,the rings chromium plated on their periphery and thelower two rings are taper faced (Fig.1). The oil controlring, fitted to the piston body, is chromium plated on itswiping surface and is slotted and houses a latch andspring.

The oil is fed from the connecting rod, through drillings inthe gudgeon pin to an inner chamber, then throughfurther drilling in the gudgeon pin and piston to thecooling chamber in the crown. The oil is thendischarged through drillings in the underside of thepiston crown.

The case-hardened steel gudgeon pin (Fig.2) is fullyfloating and is retained by a circlip at each end. Thegudgeon pin is drilled for oil feed purposes and fittedwith a shaped sleeve providing an internal chamber, foroil feed.

NOTE:- For removal and replacement of a pistonfrom the engine see CONNECTING ROD instruction.


F-Interval

1. Check each gudgeon pin (Fig.3) and its smallend bush (Fig.4), replacing any which are wornbeyond the limits specified in DATA.

2. Remove the piston rings and decarbonise thepiston.

Fig.1 Piston and rings

Fig.2 Gudgeon pin

Fig.3 Check the gudgeon pin

Fig.4 Check the small end bush

Piston Ruston RK215


3. Renew the top piston ring (Fig.5).

4. Check the vertical clearance of each ring in itsgroove (Fig.6). If the clearance is outside thelimits quoted in DATA contact MAN B&WDiesel Ltd, Ruston for information on machiningthe piston.

5. Examine each piston carefully, smoothing anyrough patches or scratches using fine emerycloth. Check for cracks as detailed in CRACKDETECTION instruction.

G-Interval

1. Renew all rings, check gudgeon pin clearance.

H-Interval

1. Renew all pistons.

Dismantling

1. Place the piston and rod assembly on a cleanwooden bench or similar surface and removethe gudgeon pin circlips (Fig.7).

2. Support the connecting rod and push out thegudgeon pin.

CAUTION:- If the pin cannot be removed easily donot attempt to drive it out; heat the piston in an oil

bath to 76OC and the pin will slide out easily.

3. Starting with the top ring, carefully expand eachring using the expansion tool and lift them fromthe piston (Fig.8).

CAUTION:- When expanding rings the maximumopening at the gap must not exceed eight times the

ring wall thickness.

4. Label each ring to indicate the groove andpiston from which it was removed.

Decarbonising

1. Clean the piston rings, first by a degreasingprocess and then by smearing with soft soapwhich must be washed off in a solution of hotwater and soda. If a proper degreasing is notavailable use paraffin or diesel oil as a primarycleaner.

Fig.5 Renew the top piston ring.

Fig.6 Check the vertical clearance of each ring.

Fig.7 Remove the gudgeon pin circlips.

Fig.8 Carefully remove the piston rings.

Piston Ruston RK215


2. Decarbonise the pistons using a strip ofaluminium or hard wood as a scraper to removethe carbon from the crown (Fig.9), finish usingfine emery cloth moistened with paraffin.

3. Thoroughly clean each piston to remove allparticles of abrasive and carbon and to clear oilgalleries and holes.

Assembly

1. Place the piston, with the crown uppermost, ona bench.

2. Check the ring gap using the ring gauge or withthe rings fitted in an unworn part of the cylinder(Fig.10).

3. Retain those with a good surface finish andwhich have a gap within the figure quoted inDATA.

4. Starting with the lowest ring, ensure that theside marked top, or identified as top isuppermost. Expand the ring using the ring tooland position it in its correct groove.

5. Check that the ring is free to move in its groove.

6. Position the connecting rod flat on the benchwith the small end overhanging the edge toallow the fitting of the piston.

7. Lightly oil the piston gudgeon pin bore, small-end bore, small end faces and the gudgeon pinsurfaces with colloidal graphite lubricant.

8. Fit one circlip into the gudgeon pin bore of thepiston and with this clip at the bottom fit thepiston to the connecting rod.

9. Fit the gudgeon pin and the remaining circlip(Fig.12).

10. Check for easy movement and sufficient sideclearance.

Special tools

Circlip pliers - internal 11/P461/003/4Ring expansion tool 80.561.02527.701

Fig.9 Decarbonise the crown.

Fig.10 Check the ring gap as fitted in the cylinder liner

Fig.11 Ring shape for identification.

Fig.12 Slide in the gudgeon pin

Piston Ruston RK215


Data

1st ring - compressionThickness 4.925/4.940mmRing gap 0.45/0.65mmRing groove width 5.130/5.155mmAxial clearance 0.190/0.300mm

2nd & 3rd rings - compressionThickness 4.925/4.940mmRing gap 1.30/2.10mmRing groove width 5.090/5.115 mmAxial clearance 0.150/0.250 mm

Oil control ringThickness 6.965/6.987 mmRing gap 1.0/1.65mmRing groove width 7.037/7.062 mmAxial clearance 0.063/0.200 mm

Gudgeon pinPiston bore 95.025/95.063mmOuter diameter 94.978/95.950 mmClearance of pin in bore 0.025/0.07 mm


Connecting rod C05

Contents

Page 2 Diagram

Page 3 Introduction

Page 3 Maintenance

Page 4 Removal

Page 4 Inspection

Page 5 Assembly

Page 6 Special maintenance


Page 8 Data

Connecting rod Ruston RK215




Introduction

The ‘I’ section alloy steel connecting rod is fitted with alarge-end bearing cap located by a dowel and retainedby high tensile bolts.

The cap and connecting rod are machined together toform the housing for the large-end bearings and mustalways be kept together as a matched pair.

The large-end bearings consist of two steel-backedaluminium tin thin wall shells that are fully grooved for oilflow. The small-end bushes are steel backed, leadbronze bushes pressed into the connecting rod eye.

Lubricating oil for the large-end bearings is suppliedthrough drillings in the crankshaft and flows through adrilling in the connecting rod to the small end bush.


F-Interval

1. Withdraw the pistons and connecting rods.(Fig.3).

2. Examine and measure the crankpins (Fig.4) asdetailed in the CRANKSHAFT instruction.

3. Remove and discard the large-end bearingshells.

4. Inspect the connecting rod bolts and nut,replace any which show signs of wear ordamage

5. With the shells removed, refit the large-endcaps and bolts, tightened to the correct torque.Measure the large-end bore using a ball-endedmicrometer. Any connecting rod with ovalityexceeding the maximum permissible figurequoted in DATA must be renewed.

6. Fit new bearing shells and tighten the bolts tothe correct torque.

Fig.1 Connecting rod and large end bearing cap.

Fig.2 Large end cap bearing and locating dowel.

Fig.3 Withdraw the piston and connecting rod.

Fig.4 Examine and measure the crankpins.



G-Interval

Check the gudgeon pin (Fig.5) and small end bush,replacing any which are worn beyond the limits specifiedin DATA

H-Interval

Remove the connecting rods and renew the large endbolts and small end bushes.

Removal

Before removing a piston and connecting rod it isadvisable to remove the carbon deposits from the top ofthe liners to avoid damage to the piston and rings. Packrag around the top of the piston to prevent carbonparticles from fouling the rings and grooves.

1. Remove the appropriate crankcase inspectiondoor and bar the engine round to provideaccess to the large end bolts. Slacken the bolts.

2. Rotate the crankshaft to top dead centre, fit thelifting eye to the piston and attach to suitablelifting equipment.

3. Remove the cutting ring (Fig.6) and large-endbolts and large end cap (Fig.7).

4. Using the lifting gear, ease the piston andconnecting rod from the bore ensuring that thelarge-end of the connecting rod does notdamage the liner bore.

NOTE:-The piston and connecting rods should bestored in a stand to prevent damage.

Inspection

If a connecting rod has been subject to abnormalstresses e.g. through piston seizure etc., it must bechecked for bending or twisting.

1. Remove the small-end bush and large-endbearings.

2. Fit the large end cap and tighten the bolts to thecorrect torque.

Fig.5 Measure the gudgeon pin.

Fig.6 Remove the cutting ring.

Fig.7 Remove the large end bolts and cap.



3. Fit the appropriate mandrel to the small-endand large-end of the connecting rod.

4. Assemble the clock bar, vee block and dialindicator (Fig.8).

5. Place the small end mandrel in a pair of veeblocks on a surface plate with the connectingrod secured in an upright position.

6. Place the assembled clock gauge with the veeblock on the small-end mandrel and check thealignment of the large-end bore at each side.

7. If the difference in readings exceeds 0.05mm. areplacement connecting rod must be fitted.

Assembly

1. Fit the lifting eye to the piston and usingsuitable lifting gear, raise the piston andconnecting rod clear of the bench or supportstand.

2. Lubricate the piston skirt, piston rings and thebearing surface of the large-end bearing withcolloidal graphite bearing oil.

3. Locate the insertion assembly pot onto thecylinder to be assembled and lift thepiston/connecting rod assembly into positionover the pot (Fig.9).

CAUTION:- Ensure that all components areassembled into the cylinder from which they were

removed.

4. Rotate the crankshaft until the crankpin is at theposition shown in Fig.10.

Fig.8 Check for bending and twisting.

Fig.9 Position the assembly through the pot.

Fig.10 Rotate the assembly to the position shown.

20mm



5. Lower the assembly through the insertion pot(Fig.11) (ensure the open end of the rod isfacing the centre of the engine) guiding theconnecting rod through the liner bore until thetop of the piston is 25mm below the top of theliner.

6. Check that the top half large end bearing is stillin position and carefully bar the engine rounduntil the crankpin meets the large-end bearing(Fig.12).

7. Fit the bottom large-end bearing into theconnecting rod cap and coat the bearingsurface with colloidal graphite lubricant.

8. Ensure the connecting rod cap is the correctway round and fit to the connecting rod, tightenthe bolts in sequence (Fig.13) to the figurequoted in DATA.

9. Remove the lifting gear, eye bolt and insertionpot.

10. Replace cutting ring (Fig.14).

Special maintenance

If, at any time it is necessary to examine the large-endbearing without removing the piston/connecting rodassembly from the engine, proceed as follows.

Fig.11 Lower the assembly through the pot.

Fig.12 Ensure the large end meets the crankpin.

Fig.13 Tighten in the sequence shown above.

Fig.14 Replace the cutting ring.

Fig.11 Lower the assembly through the pot.



1. Remove the appropriate crankcase doors andbar the engine round to provide access to thelarge-end bolts.

2. Slacken, but do not remove, the large-end bolts(Fig.15).

3. Fit the piston support tool to the liner (Fig.16)and bar the engine round until the piston restson the support.

4. Support the connecting rod cap, remove thebolts then remove the cap taking care not tolose the dowel.

5. Bar the engine round away from the connectingrod and remove the bearing shell.

CAUTION:-Label each bearing shell half to identifyits correct replacement.

6. Examine each shell for scoring, over heating orany other damage.

7. Check the crankpin for damage and that the oilholes are clear.

8. Clean the crankpin, bearing shells, connectingrod and cap.

9. Replace the shells in the connecting rod andcap and coat their bearing surfaces withcolloidal graphite lubricant.

10. Rotate the crankshaft until the crankpinengages with the large end bore of theconnecting rod (Fig.17). Replace theconnecting rod cap as previously described.

11. Remove the piston support tool and dress anyburrs or scratches from the liner.

12. Bar the engine round to a position where thelarge-end bolts are accessible and tighten(Fig.18) as previously detailed.

Special tools

Lifting eye 11/E953011/10Insertion pot 80.561.02445.C02Support tool 80.561.02372.300

Fig.15 Slacken the large end bolts.

Fig.16 Fit the piston support tool.

Fig.17 Crankpin engages with the large end bore.

Fig.18 Tighten the large end bolts.



Data

Large-end to small-endcentres 501.91/502.09mm.

Small-end bearingsHousing diameter 103.000/103.022mm.Bush outside diameter 103.079/103.101mm.

Fit of bush in bore –interference 0.057/0.101mm.Bush bore – fitted 95.075/95.175mm.Max ovality 0.05mm.Gudgeon pin diameter 94.978/94.95mm.Clearance of pin in bush 0.075/0.225mm.

Large-end bearingsHousing diameter 173.000/173.075mm.Max ovality 0.075mm.Bearing bore - fitted 165.138/165.203mm.Crankshaft pin diameter 165.000/165.013mm.Large end bolt torque 540Nm.

M5c06008 Page 1 of 8

Flywheel and alternator alignment C06

Contents

Page 2 Diagram

Page 3 Introduction

Page 3 Maintenance

Page 3 Removal

Page 4 Refitting

Page 4 Alternator alignment

Page 8 Data

Flywheel Ruston RK215

M5c06008 Page 2 of 8 Section C06



Introduction

The flywheel is mounted on the drive end of thecrankshaft and carries a gear ring for starting andprovides a coupling point for the driven machinery.

Markings on the outer face of the flywheel indicate ‘Topdead centre’ of all cylinders and 10, 20, 22 and 24degrees ‘Before top dead centre’ of all cylinders. Toensure the flywheel is fitted in the correct angularposition to the crankshaft one dowel hole is offset.

Maintenance

There are no specific maintenance periods, but thecondition of the gear ring should be checked at intervalsfor signs of damage or wear.

Removal

1. Remove the bolts attaching the adaptor to theflywheel.

2. Move the adaptor plate away from the flywheel.

NOTE:-If this is not possible it may be necessary tomove the driven machinery on its mountings toprovide room for removing the flywheel.

3. Remove the bolts retaining the flywheel andremove the flywheel, taking care not to lose thedowels.

4. If required the starter ring can now be removedfrom the flywheel.

Fig.1 Flywheel in situ.



Refitting

Refitting is a reversal of the removal procedure takingnote of the following points.

1. Gear ring bolts to be coated with studlock.

2. Tighten all bolts to the torques quoted in DATA.

3. Align driven machinery to the alignment marks.

Alternator alignment

1. Position engine level on stands using thecontract engine supports at the free end andthe transport feet at the flywheel end.

2. - Fit adaptor plate to alternator shaft at flywheelend. Bolt torque 1150 Nm.- Fit extension shaft to opposite end ofalternator shaft.

Bolt (400Nm)

Bolt(1150Nm)

Alternator rotor

Extension shaft

Stand

Adaptor plate

BA



3. - Sling alternator rotor on a crane.

- Locate adaptor plate into recess in flywheeland fit bolts into flywheel.

- Position stand under alternator rotor at pointA.

- Tighten bolts adaptor to flywheel to 400Nm.Based on lightly oiled studs + bolts. BOLTS- Position a stand at B.

4. - Check crankshaft deflections to verifysquareness of mating faces of adaptor androtor.

- Remove stand A.

- Rotate engine and check deflections forhogging and sagging following instructions inRK215 service manual, pages C02, 3 & 4.

5. - Fit stand A and adjust height.

- Remove stand B and pass stator over shaft upto stand A.

- Replace stand B.

Stand A Stand B

Stator

Flywheel housing



- Remove stand A and locate stator in flywheelhousing spigot. Fit M36 nuts and bolts andtighten nuts sufficiently to bring the matingsurfaces into contact with minimum clampingforce, fit stands under stator feet and removetransport feet from engine.

6. - Check air gap between rotor and stator isequal. If adjustment is required place jacksunder the stator near the flange to flywheelhousing loosen bolts and raise stator until airgap is equal and tighten bolts.- Pass end housing over extension place standat point C.

Flywheel housingspigot M36 nuts

and bolts

Stand B

Air Gap

Stand B Stand C

Extension shaft

End housing



- Remove stand B and locate end housing intostator and tighten bolts to 370Nm.- Remove stand C and extension shaft.- Check crankshaft deflections as stated inSection C02, adjust at jacks if necessary.

7. Once the stator is assembled, measure theaxial clearances internally and externallyrelative to the bearing and confirm that theclearances are within the tolerances indicatedon the drawing on the right.

8. When deflections are satisfactory retighten allbolts to the stated torque.

Bolt 370Nm

Jack if necessary



Data

Flywheel to crankshaft bolt torque 664Nm

Gear ring to flywheel cap crew torque 78Nm

Alternator shaft to flywheel end bolt torque 1150Nm

Adaptor to flywheel bolt torque.Based on lightly oiled studs + bolts 400Nm

End housing to stator bolt torque 370Nm

Alternator to engine bell housing M36 bolts 2480Nm


Torsional vibration damper C07

Contents

Page 2 Diagram

Page 3 Introduction

Page 3 Maintenance

Page 4 Dismantling the damper

Page 4 Removal

Page 5 Replacement / Assembling the dampers to the engine

Page 5 Damper coupling

Page 5 Removal

Page 5 Replacement


Page 6 Data

Torsional vibration damper Ruston RK215




Introduction

A damper is fitted at the free-end of the crankcase toreduce torsional vibrations (Fig.1). Each damper is asealed unit containing an internal flywheel that is a freefit within the casing. The small clearance between theflywheel and the casing is filled with a high viscositysilicone fluid.

As the engine speed changes to a point where torsionalvibration is present, the crankshaft and the dampercasing are subject to torsional oscillation superimposedon the mean rotation. Because of its inertia, the flywheelwill continue to rotate at a more uniform velocity so thatthere is an oscillating relative movement between theflywheel and the casing.

Therefore, when torsional vibration is present the fluidundergoes a shearing action absorbing vibration energythat is dissipated as heat. The silicone fluid will, afterconstant heat absorption during its service life, reduce inviscosity value and because of this, plugs are fitted intothe casing so that samples of fluid can be extracted foranalysis to determine the condition of the damper.


F-Interval

Check the viscosity of the silicone fluid in the damperobtaining a fluid sample as follows:-

1. Rotate the damper until the filler plugs areapproximately horizontal and leave for aminimum of one hour to cool to ambienttemperature.

NOTE:- These conditions apply whether the damperis fitted to the engine or not.

2. Remove the end caps from the samplecontainer(MAN B&W Part No. 503560485), thecontainer is threaded differently at each end.

3. Remove a filler plug from the damper (Fig.2)and screw in the sample container, using theappropriate threaded end (Fig.3). As soon asfluid reaches the open end of the container,screw on the outer cap ensuring that the seal isin place. Do not allow an excessive amount offluid to escape from the damper.

Fig.1 Damper and power take-off shaft.

Fig.2 Remove a filler plug from the damper.

Fig.3 Screw in a sample container.



NOTE:- If a sample can not be obtained asdescribed, remove the other plug and connect anitrogen supply to the open hole, (if nitrogen is notavailable air may be substituted providing it isfiltered and dried). Apply the gas at 3.4bar shuttingof the supply as soon as the fluid reaches the openend of the container.

4. Remove the sample container, fit the end capensuring the seal is in place.

5. Fit a new plug and ‘O’ ring to the damper(Fig.4), tighten to 25Nm. Lock the plugs inposition by displacing cover material into theslot of the plug.

6. Label the sample container with details of theengine type, engine serial number, hours runand damper serial number. The latter isstamped near the warning label on the dampercover. The container should be sent to theCustomer Support Department of MAN B&WDiesels Ltd. for analysis and report.

NOTE:- Only front damper can be sampled. Tosample rear damper the front damper has to beremoved.

Dismantling the damper

Dampers can not be opened for examination or repairunless specialised equipment is available. Defectivedampers should be returned to the manufacturer or hisagent.

Removal

The torsional vibration dampers are mounted on acoupling, to remove the dampers from the coupling:

1. Attach the damper lifting tool.

2. Release the nuts holding the power take-offshaft to the coupling (Fig.5).

3. Remove the power take-off shaft.

4. To remove the dampers from the coupling, fittwo jacking screws into the tapped holes in thedamper mounting flange (Fig6(A)). Tightenthem evenly to draw the dampers from thecoupling.

Fig.4 Fit a new plug and ‘O’ ring to the damper.

Fig.5 Release the nuts retaining the power take-offshaft.

Fig.6 Fit two jacking screws (A) to the damper mountingflange.

A

A



Replacement\Assembling the dampers to the engine

When reassembling the damper, ensure that thedampers are seated correctly (Fig.7). Replace the powertake-off shaft, refit the nuts on the coupling studs andtighten to the torque quoted in data (660Nm) (Fig.8).

Damper coupling

The torsional vibration dampers are mounted onto acoupling flange that is a taper fit onto the crankshaft.

Under normal operating conditions the coupling will onlyneed to be removed to allow the pump drive casingand/or its oil seal to be removed.

Because of its taper fit it is necessary to use a hydraulictool to remove/replace the coupling.

Note: Before removing the coupling check thecoupling protrusion dimension 'x' and remove thedamper coupling keep plate.

Removal

1. Fit snap nipple to crankshaft (Fig.9).

2. Fit removal stop to crankshaft using cap screwas shown.See DATA for torque figures.

3. Check the hand pump oil level and connect viahydraulic fitting to snap nipple.

4. Pump sufficient oil into snap nipple so thatdamper coupling can be withdrawn manually upto the removal stop on the crankshaft.

5. Remove snap nipple and removal stop beforeremoving damper coupling fully fromcrankshaft.

Replacement

1. Remove any traces of oil or preservative fromthe crankshaft and coupling mating faces,lubricate both faces with clean engine oil.

2. Position the damper coupling onto thecrankshaft.

Fig.7 Ensure the dampers are seated correctly.

Fig.8 Refit the power take-off shaft.

Fig.9 Fit the snap nipple to the crankshaft.



3. Screw stud into mounting plate.

4. Screw the mounting plate to crankshaft (Fig.10)using three cap screws.See DATA for torque figures.

5. Fit insertion block and hydraulic tensioner overthe centre stud (Fig.11) and manually screwthe tensioner onto the stud until the blockmates firmly to the damper coupling.

6. Check the hand pump oil level and connect viaquick connect couplings/flexible hose to thehydraulic tensioner.

7. Using the hand pump apply correct pressure todrive the coupling onto the crankshaft.See DATA for oil pressures.

8. Remove hydraulic tensioner and mounting platefrom the crankshaft and check the couplingprotrusion dimension ‘x’ is within the figurequoted in DATA.

9. Refit the keep plate.

Special tools

Damper sampling kit 503560485

Hydraulic removal/replacementtool 80.561.02387.C01

Data

Mounting plate cap screwtightening torque 390Nm

Damper mounting stud nuttorque 660Nm

Damper keep plate screwtorque 390Nm

Hydraulic tensionerPressure required to drivecoupling onto crankshaft 900 to 1000barMaximum pressure 1200bar

Coupling protrusion –maximum 4.1mm

Fig.10 Screw the mounting plate to the crankshaft.

Fig.11 Fit the insertion block and hydraulic tensionerover the centre stud.

Fig.12 Damper replacement and assemble details.


Barring gear C08

Contents

Page 2 Diagram

Page 3 Introduction

Page 3 Maintenance

Barring gear Ruston RK215


Barring gear Ruston RK215


Introduction

The engines are fitted with a manually operated barringmechanism to enable the engine to be turned duringmaintenance or inspection procedures.

The equipment consists of a bracket and gear assemblymounted on the alternator support together (only with airstart) with an interlock valve and mounting bracket. Theinterlock valve (a micro switch is fitted when a electricstarter is fitted) is fitted to prevent operation of the startermotor when the barring gear is engaged.

The gear slides into engagement with the flywheel gearring and the hexagonal end of the shaft enables aratchet handle to be fitted to rotate the flywheel.

Maintenance

The only maintenance necessary is regular inspection ofthe pinion teeth for wear and damage.

Fig.1 Barring gear in engaged position.

Fig.2 Gear in engaged position.

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